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Cover of Approach to Standardised Road Agency Data Provision for Safe and Efficient Journeys Using Harmonised Access Points
Approach to Standardised Road Agency Data Provision for Safe and Efficient Journeys Using Harmonised Access Points
  • Publication no: AP-R738-25
  • ISBN: 978-1-922994-78-3
  • Published: 11 August 2025

This report describes a concept of operations for harmonised jurisdiction transport data access points to facilitate road safety and traffic-related data usage by vehicle operators and connected and automated vehicles (CAVs) in Australia and New Zealand. The report provides guidance on how a pilot of multiple Austroads member agencies could be established to provide real-time traffic information (RTTI) and safety-related traffic information (SRTI) aligned with the Australasian New Car Assessment Program’s (ANCAP’s) Assessment Protocol Safety Assist: Safe Driving Standards, Speed Limit Information Function (SLIF) data requirements.

The main objective is to provide guidance on how Austroads member agencies could establish harmonised transport data provision practices. The report includes a review of the current data provision scenario for CAVs and identifies key practices and challenges. It also describes a possible pilot of multiple agencies each operating their jurisdiction’s transport data access point using agreed data definitions, formats, and quality levels. Each jurisdiction data access point collects and processes data from various agency systems and external providers, making it accessible to information service providers. This data is made available to vehicle operators through various in-vehicle and portable presentation devices that assist trip planning, and warning and advice to vehicle operators.

Undertaking a pilot would potentially be a step towards harmonising business and information requirements across all Austroads members, which may lead to uniform national data access points.

Watch a recording of the webinar to learn more.

  • Summary
  • 1. Introduction
    • 1.1 Purpose
    • 1.2 Objectives
    • 1.3 Scope
    • 1.4 Methodology
    • 1.5 Industry consultation
      • 1.5.1 Industry feedback
    • 1.6 Abbreviations
  • 2. Data Provision Value Chain Concepts and Terminology
    • 2.1 Data provision value chain roles
    • 2.2 Data provision value chain operating model
      • 2.2.1 Agency content generation and content provision via harmonised access points
  • 3. Current Road Agency Data Provision Situation
    • 3.1 Background on CAV data needs and use
    • 3.2 Current Austroads agency data provision
      • 3.2.1 Road agency data provision scope
      • 3.2.2 Austroads agency data provision practices
      • 3.2.3 Operational data provision characteristics
      • 3.2.4 Austroads agency data provision issues
  • 4. Data Provision Improvement Opportunities
    • 4.1 Improving agency data provision
    • 4.2 Changing use of data from agency systems
    • 4.3 Opportunities with ANCAP SLIF
      • 4.3.1 Comparison of ANCAP SLIF data with RTTI, SRTI and Austroads RADCAV data
      • 4.3.2 Current data that can be used by ANCAP SLIF
    • 4.4 Benefits and limitations of adopting the EU approach
      • 4.4.1 Austroads adoption of the EU approach
      • 4.4.2 Demonstrating the value of HAPs
    • 4.5 Alternatives and trade-offs considered
      • 4.5.1 Harmonised individual agency access points
      • 4.5.2 Reliance on private industry
      • 4.5.3 Not harmonising
      • 4.5.4 National access points
  • 5. Agency Data User Needs
    • 5.1 Agency (data creator and provider) needs
    • 5.2 Service provider and service presenter needs
    • 5.3 Vehicle operator needs
    • 5.4 System data quality needs
      • 5.4.1 Data update frequency
    • 5.5 Deferred needs
      • 5.5.1 Future system iterations
      • 5.5.2 Considered but not included
    • 5.6 Assumptions and constraints
  • 6. Concept for the Proposed System
    • 6.1 Scope of agency data provision
    • 6.2 System scope
    • 6.3 System objectives
    • 6.4 Operational policies and constraints
    • 6.5 Description of the proposed system
      • 6.5.1 Missions and use cases
      • 6.5.2 System capabilities
      • 6.5.3 System architecture
    • 6.6 System states and modes
    • 6.7 User classes
    • 6.8 Scenarios
      • 6.8.1 Normal operation scenarios
      • 6.8.2 Abnormal operation scenario
    • 6.9 Operations and support environment
      • 6.9.1 Agency data creator facilities
      • 6.9.2 Agency data exchange agreements
      • 6.9.3 Data provider (agency HAP) facilities
      • 6.9.4 Agency HAP support, operations and maintenance
      • 6.9.5 System availability
      • 6.9.6 Data formats and standards
      • 6.9.7 Data meaning (including metadata)
      • 6.9.8 Data quality management
      • 6.9.9 Data access, security and privacy management
      • 6.9.10 Data monitoring and analysis
      • 6.9.11 Service provider facilities
      • 6.9.12 Service presenter facilities
      • 6.9.13 System governance
  • 7. System Impacts
    • 7.1 Organisational impacts
    • 7.2 Operational and technological impacts
  • 8. Analysis of the Proposed System
    • 8.1 Summary of advantages
    • 8.2 Summary of disadvantages/limitations
    • 8.3 Design assumptions, constraints and considerations
      • 8.3.1 The system is a pilot for multiple agencies
      • 8.3.2 Difference between Australian and New Zealand vehicles
      • 8.3.3 Increasing data availability
      • 8.3.4 Increasing detail required for improved data presentation
      • 8.3.5 Driver safety and road rules
      • 8.3.6 Freedom to choose information delivery channel
      • 8.3.7 Mobile phone use
      • 8.3.8 Operational hours and period
      • 8.3.9 Leverage existing solutions and policy approaches
      • 8.3.10 Learnings from Queensland TMR
      • 8.3.11 Use standards where possible
      • 8.3.12 Telecommunications coverage limitations
      • 8.3.13 Stakeholder readiness and engagement
  • References
  • Appendix A Sign Examples for Conditional Advice
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