‘Movement and Place’ or ‘Link and Place’ strategies are increasingly being used internationally to address the challenges being faced in growing cities, including in some New Zealand cities and others in Victoria and New South Wales (Australia), London (UK) and Toronto (Canada).
The REG working group has extended these mostly city-based strategies to better account for the significant portion of our roading network based in rural areas.
An outline of the draft high level design elements was approved in April 2020 by the REG Governance Board. Further documentation will be published later in 2020 as part of Stage 2 of the ONF project, including an updated version of this document with further detailed design concepts, levels of service/performance measures and new tools and templates.
The ‘Movement’ function of the new ONF relates to the strategic importance of a corridor for moving people and goods, across all modes, and the scale of movement it intends to accommodate. ‘High levels of movement’ include all types of public transport, walking and cycling – for example, busy shared pedestrian areas that discourage general traffic and freight could be considered ‘high movement corridors’ in their local context. Regardless of the mode of travel, the movement function assumes that people moving within the corridor share similar objectives in terms of direct, safe, quick journeys with minimum disruption.
‘Movement’ will be mapped onto a new classification scale of M1–M5.
An important feature of the new framework is that the movement classification is intended to represent the aspirational, strategic importance of the corridor – looking ahead to the desired state in 10–15 years.
On metro and urban corridors with complex interactions between modes, or on rural corridors where significant tourism activity or walking and cycling routes such as Te Araroa exist, an extra level of analysis can be undertaken to understand the priorities of each of the mode classes within a corridor’s Movement classification. The detail of the numerical scales for each of the modes is still being developed, but is likely to include plotting mode share outcomes onto a bar chart to help demonstrate weighted priorities.
Watch this space: the decision-making criteria that will help aggregate mode share into one Movement class will be shared as part of stage 2 of the project in 2020.
Within the new ONF, the ‘Place function’ is considered to be the extent to which a corridor (and its adjacent land use) is a destination in its own right. It incorporates lateral movement, where street activity increases demand for people wanting to cross carriageways. The place function is focused on attracting people to spend time. It is particularly important in urban environments where local economic activity and community needs mean that we need to design vibrancy and social connectedness into our built environments. In rural environments, places of importance may also include sites of cultural importance or tourism locations.
‘Place’ will be mapped into one of five classes P1–P5.
An important feature of the new framework is that the ONF classification is intended to represent the aspirational, strategic importance of the corridor – looking ahead to the desired state in 10–15 years. Declaration of a corridor’s future state intention will then help to guide planning processes over the medium term to identify gaps or intervene to achieve that aspiration.
While the new ONF is phased in over the next few years, it is recommended that RCAs continue to classify their corridors and networks within tools such as RAMM using the current operational state of a corridor (based on the existing ONRC ‘General Traffic (GT) classifications), but also record a second aspirational ‘future state’ Movement and Place classification using the ONF, to help guide voluntary application in wider planning processes.
Watch this space: more information on how the new aspirational Movement and Place classifications will be phased into investment and planning tools and processes will be provided in stage 2 of the project in 2020.
Once the 5-point Movement and Place scales are agreed for a corridor, the combined values can be plotted on a 5x 5 matrix to create a combined M-P classification.
Overlaying a ‘Street Family’ description on top of this combined M-P classification will help to generate a shared understanding of the context of the function of a corridor. Street Family descriptions help to illustrate and articulate the intention of the type of group a corridor fits into, and allow people to compare and contrast it to other examples of roads, streets and off-road transport routes around New Zealand. Using a Street Family can help to explain the different roles a corridor plays at different times or the day, and the competing demands it faces based on on- and off-peak periods. Visualising a Street Family can also help people to understand the scale of change required to transform a corridor into its aspirational state, and start to think about options for interventions and levels of service.
Two Street Families are proposed for the ONF – one rural, and one urban. Within each Street Family there are groupings of corridors with similar combined Movement and Place functions.
Watch this space: detailed descriptions of each of the Street Family groupings are currently being tested and refined as part of stage 2 of the project.
The new ONF framework’s evolution to a Movement and Place and Street Families-based system also provides an opportunity to revise the current ONRC’s Levels of Service and performance measures. This means that key outcome areas under wider frameworks including the Government’s transport outcomes framework, GPS, Safe System and wellbeing and liveability indicators can be incorporated, to provide specific safety, environmental or place-focused measures. The measures will consider the role transport corridors play in providing spaces for people to interact in and enjoy, as well as the interplay with movement across and within the corridor. The intention is that the ONF provides a consistent, national baseline of measures that can then be tailored to local contexts and applied to other regional or local investment and planning processes.
Watch this space: updated customer levels of service and performance measures to accompany the new ONF are being tested and refined as part of stage 2 of the project.