Required input evidence and data
The availability of data about motorised modes is increasing. Consequently more evidence-based analysis and decision making for these modes should be possible. Data associated with non-motorised modes (such as walking and cycling) and non-transport indicators (such as place) is limited.
Data inputs for transport centric performance indicators and analysis are mature and widely available, but there is limited guidance when it comes to non-transport indicators. While collecting motorised transport data has become cheaper and easier through big and real-time data sources, access to non-motorised transport data ( walking and cycling) remains limited.
Governments are more routinely collecting, analysing and reporting on their strategic objectives, and so there is an expectation that associated top-down data should become more readily available.
In terms of other potential data source opportunities, the recent introduction of performance-based maintenance contracts in NSW is one. This requires high-quality maintenance performance data to be collected across the network [https://www.rms.nsw.gov.au/business-industry/partners-suppliers/srapc/index.html].
There is an argument that some NOP processes, particularly rapid Network Fit Assessments, have low data needs. Network Fit Assessments may rely on the experience and expert judgement of the practitioner to predict the impact of a proposed intervention.
Source material
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Phase 3 - Network Performance in Figure 2 p18 and write-up p20-21 states: "Road network operators must have continual access to quantitative and qualitative road network data, for use in real time or non-real time applications to assess current traffic demand and performance" Also, Section 4 - Data and Information p29 provides more detail and example data sources. "The roll-out of network plans should provide road users, managers and operators with an improved information base with which to make more informed investment decisions. Such information should encompass road network performance information (e.g. travel times, incidents), availability of parking spaces, bus/tram schedules for multi-modal journeys (e.g. park and ride), etc." | |
Section C.4 - Phase 3 - Network Performance section p34-35 recommends the following. "Level of service values for each mode can be generated using a variety of data sources:
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See Section 1. p4: The development of a NOP is often conducted with minimal funding. It is likely that adequate funding may not be available to collect or compile data for LOS analysis. | |
Development of the Accessibility-Based Network Operations Planning Framework (2015) | Section 5.13 - Network Performance p51 indicates use of probe data (HERE datasets) to obtain travel times [mean and variability in travel times] |
Guide to Traffic Management Part 4: Network Management Strategies (2020) | Nothing specific provided, except the following is noted from Section 5.2 - Network Operation Objectives p61: "The LOS framework enables assessments to be undertaken with or without data collection or surveys through the use of qualitative measures. While, in some cases the descriptions of the measures may be supplemented by quantitative measures, it is the descriptive aspects that resonate best to a broad set of stakeholders, rather than the quantitative aspects of an LOS framework." However, suitable evidence and data to inform the various development, assessment, monitoring and review processes will also be required. |
Section 6.1 - Usability of the LOS Framework p38 highlights: "The general observation from applying the LOS framework to the case studies was that the LOS framework can be easily applied to projects with or without the need for data. While the LOS measures can be applied without data, their application requires familiarity with the area to which it will be applied. This may be undertaken through site inspections followed by discussions with road agency and/or local government officers who are familiar with the operation of the site and issues relevant to it. There were some LOS measures that would require data to assess (such as transit user mobility, transit user on-board congestion and transit user seat availability); however the LOS framework was modified so that they may be assessed with or without data, enabling its completion at low cost." | |
Section 3.1 Key principles p75-77 and Figure 3.1 p75 indicate the following principles that should underpin data used to inform decision making:
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Guide to Traffic Management Part 9: Transport Control Systems – Strategies and Operations (2020) | Section 3.4.1 - Services p15-17 indicates various data that can be collected through roadway detectors and emerging vehicle tracking equipment that can be used to monitor and evaluate operations. This is further explored in Section 3.4.2 - Detection Technologies and Telecommunication p 17-19. |
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The Framework Section p11-20, Box 2: Transport system elements p15 states: "Data and information. Advice to decision-makers should be supported by the best available data and information, quantitative and qualitative, objective and subjective." The Framework Section p11-20, Information support for decision-making p18 states: "Throughout the Framework, providing all of the necessary information for the various levels of decision-making makes for informed decisions. Information on the merit of strategies and initiatives must be presented to decision-makers in a way that recognises the full range of impacts. It must also be easily understood and address government objectives and priorities." | |
MRWA Network Operation Planning Framework (2014) | Appendix A.5 - Data Sources for LOS Calculations pA.11-12 and A.6.1 - Data Inputs, Sources, Assumptions and HCM Annotations pA.12-14 provide a range of relevant data sources and their general availability. |
Section 3 - Measuring the performance of the road network p14-24 sets out the data used for each network performance measure and its public reporting. | |
After route Strategies section p7 states:
"The route strategies will be the foundation for much of the thinking about where major new investments should be after 2020. Alongside the evidence being gathered by the Government, by the Office of Rail and Road, by Transport Focus and by individual stakeholders, it will play a major role in shaping the next investment program. Many of the ideas put forward by others will be considered with reference to the evidence gathered in the route strategies, to make sure that they are assessed on a fair and consistent basis." | |
Section 6.3.2 - Application of measures and Table 6.1 p265 provide a list of factors and how they can be measured. |
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As part of the Network Fit Assessments:
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Warrigal Road Movement and Place – Intersection Operating Principles |
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