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We’re recommending each RCA develops a staged, three-year approach for implementing ONF.

The implementation focus for April to 2 July 2021 is classifying current networks. Online guidance available in April/May 2021 is designed to support that process.

Instructions for classifying current function

Classification should involve a collaborative, multidisciplinary approach.

Questions, answers and hints and tips guidance has been created to help you and the team implementing the One Network Framework. The guidance is designed to advise rather than provide a set of defined answers and will be evolved over time with input from people using the ONF.

ONF questions, answers and hints and tips – June 2021 [PDF, 1.2 MB]

If you have any questions or ideas on how to improve the guidance, please pass comments on to:

Starting ONF discussions at your RCA

REGional workshops in April 2021 shared detailed guidance on classification steps and gave suggestions for sharing information with other disciplines.

The priority for RCAs until July 2021 is to reclassify current networks using the ONF street categories.

Steps to establish classification

From April to July 2021 the implementation focus is classifying the current network.

Additional guidance and support will be provided later in the year, to support the classification of modal networks, the future network and the performance measures for benchmarking.

Classify current network function

Movement and Place classifications should reflect how the network is intended to operate today.

The ‘movement’ emphasis has shifted from a focus on the volume of vehicles to the functional importance for moving people and goods, by any mode.

There may be a disconnect between the planned function of the network, and how it is used currently. This disconnect may trigger changes to how its operated, or its design, so it can re-align with its intended function.

An example is ‘rat-run’ routes where streets intended to function as local streets are used as commuter routes. While operating as a connector, the intended function is still a local street, and this is how it should be considered.

Collaborative approach for re-classification

Classifying networks using One Network Framework should be done collaboratively by a range of practitioners including strategic transport planners, urban design and land use planners, asset managers and multi-modal specialists from both local and regional government.

With the automated classification as a starting point, this range of views will help bring the classification to life in the local context. The automated ‘place’ function needs to be enhanced with local and updated land-use zoning information, and then nuanced particularly in more urban areas by ‘place’ practitioners.

Classification should account for local and regional transport and land-use strategies and in urban areas be informed by various modal networks, including public transport and any identified freight routes. For urban areas that utilise a Network Operating Framework, much of this work may have already been done.

Relationship of roles for Design and Planning, with Movement and Place

Four coloured circles showing the overlapping of movement, place, design and planning in the ONF framework

Automated classification as a starting point

The ONF project has undertaken an automated classification of the entire road transport network using ONF road and street categories.

Automation will support each RCA to complete classification and help focus discussions on the more complex parts of their network.

Classification by 2 July 2021 is a one-off exercise.

The base for current function (provided by automation) will need to be checked and verified by each RCA. Automation will be around 80% accurate depending on the size and complexity of networks.

The automation was based on current ONRC classifications AADT to determine level of the movement, and generalised adjacent land-use based on the Infrastructure Risk Rating manual to determine Place value. The result of this work has been made available to RCAs through the RAMM system.

How we automated classification

The 2018 Mega Maps corridor dataset was used as the base dataset for applying the movement and place framework. This dataset contains a geospatial representation of every public road corridor in New Zealand (approximately 100,000km). The Mega Maps dataset is segmented into approximately 60,000 corridors at locations where a change in speed limit or major change in land use occurs. In addition, a range of base attributes are recorded for each corridor such as speed limit, traffic volume and land use. The IRR land-use categories that apply to “rural” corridors are:

  • No access,
  • Rural residential
  • Remote rural.

The IRR land use categories that apply to the urban corridors are:

  • Commercial big box/industrial
  • Commercial strip shopping
  • Urban residential
  • Controlled access
  • Rural town.

As part of this exercise, the Mega Maps corridors were manually segmented into smaller corridors in critical areas to separate out areas with higher place function (eg local shops or a shopping centre) from those with a lower place function (eg residential or big box/industrial). Segmentation was generally not undertaken for single points of activity (eg a small set of shops or a community centre), or where activity areas were concentrated on one side of the road for a short length.

Applying the Movement and Place Framework

Movement for a corridor was primarily assessed using the One Network Road Classification (ONRC).

Place was primarily assessed using the Land-Use Classification for the corridor. It was found that for Commercial areas (Commercial Strip Shopping and Commercial Big Box/Industrial), a further sub-classification was required to help define the relative Place value.

These subcategories were:

  • City Centre (eg Inner CBD – Queen Street in Auckland, Lambton Quay in Wellington and Cashel Street in Christchurch)
  • Local Centre (eg Suburban malls with street activity such as Riccarton Mall, Christchurch, larger suburban shopping centres such as Kilbirinie, Wellington, outer CBD/central city office areas such as The Terrace, Wellington or Montreal Street, Christchurch and busy recreational areas such as Park Terrace, Christchurch)
  • Neighbourhood Centre (eg Small suburban shopping centres such as Seatoun shops, Wellington, corner shops, small office precincts and small rural shopping areas)
  • Industrial/Big Box (eg Industrial land use or suburban malls and large retail outlets).

For ‘Strategic roads’ with a high movement and high place value in neighbourhood, local or city centres, a default movement value of 2 was assigned, and a movement value of 1 was only assigned by manual exception. This ensured that these corridors were categorised as ‘Activity streets’ or ‘Main streets’ by default, as opposed to an ‘Urban connector’ or ‘City hub’.

For Strategic roads with a high movement and high place value in Industrial/Big Box areas, a default movement value of 1 was assigned. This ensured that these corridors were categorised as an ‘Urban connector’ by default, as opposed to an ‘Activity street’.

‘Rural towns’ (as defined using the IRR land uses) were classified using the urban framework. If the corridor was within a ‘Rural settlement’ (as defined by Statistics New Zealand), otherwise the corridor was classified using the rural framework.

Learn more about the ONF and how you can apply it in your work. Email the ONF team at