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4.1 Interview surveys

4.1.1 Number of pedestrian platforms

The total number of pedestrian platforms in the RCAs surveyed was 421. Seven (23%) RCAs had no pedestrian platforms (including the 3 Transit New Zealand offices that had a policy to discourage pedestrian platforms).

Of these 421 pedestrian platforms 65% (273) were at intersections and the balance mid-block. Fourteen percent (61) were also full pedestrian crossings (34 at mid-block locations and 27 at intersections).

4.1.2 Estimated compliance with Traffic Note 2

Most of the pedestrian platforms in the RCAs surveyed were installed before Traffic Note 2 was issued with only an estimated 12% (51 of the 241) installed or modified since it was issued.

The RCAs were asked to estimate what percentage of their pedestrian platforms did not comply with Traffic Note 2. The responses suggested 71% (299) of the pedestrian platforms complied. Footpath/roadway demarcation was the most likely area of non-compliance with the surface of many not differing significantly in colour or texture from the footpath.

4.1.3 Types of pedestrian platforms

Information provided on the types of pedestrian platforms indicated:

• most (over 90%) were installed as part of Local Area Traffic Management (LATM) schemes the remainder as isolated site treatments
• 68% were raised flat platforms (with ramp)
• 26% were flush textured style platforms
• 6% were speed hump style platforms.

4.1.4 Criteria and standards

None of the RCAs had any documented criteria or policies for installing pedestrian platforms Of the 24 RCAs with pedestrian platforms:

• Most (23) installed pedestrian platforms as part of LATM or Central Business Development area schemes
• Just over a third of the RCAs stated local demand for a crossing point as one of the criteria for considering a pedestrian platform
• Nine (38%) had no standard design for pedestrian platforms
• Eight (33%) had adopted local standards or plans

Design guides used by RCAs included:

• Traffic Note 2
• Guidelines for the use and construction of speed control humps - Ministry of Transport, New Zealand, 1987
• Manual Of traffic signs and markings - Transit New Zealand/LTSA, 1998
• Traffic engineering practice Ogden & Bennett, Monash University, 1989
• Guide to traffic engineering practice parts 1 - 14, AUSTROADS,
• Guidelines for local area traffic management - Main roads department, Western Australia
• Traffic calming in practice county surveyors society, London, 1994
• Towards traffic calming department of transport, CR126, Australia 1993

Typical dimensions adopted for various features of pedestrian platforms are tabulated in Appendix 3.

Generally the dimensions adopted have been developed to suit specific site conditions.

4.1.5 Footpath/roadway demarcation

Information provided on footpath/roadway demarcation indicated:

• Kerb lines were maintained where footpath and platform join at about 75% of pedestrian platforms (over 80% of RCAs used this form of demarcation)
• Bollards were used at about 25% of the pedestrian platforms (54% of RCAs used bollards)
• Signs or markings were used at about 10% of the pedestrian platforms (42% of RCAs used signs or markings.)
• Other forms of demarcation used included: - Tactile paving (also in different colour to the footpath) - Decorative street furniture

4.1.6 Colour combinations

Nearly half the RCAs had adopted a standard combination of colours. These had been developed through experience. Often the colours were selected by landscape architects and determined by colours used for the full area scheme or development. Appendix 4 tabulates colour combinations used.

4.1.7 Lighting

Two RCAs advised they adopted NZS 6701 Street Lighting or AS/NZS 1158 Public Lighting Code for lighting at pedestrian platforms. Most RCAs did not install lighting at a pedestrian platform unless it was also a pedestrian crossing. Standard street lighting or decorative lighting was generally used and several RCAs noted they located pedestrian platforms near street lights or relocated the street lighting if possible.

The companion report, RSS 12 Floodlighting pedestrian crossings, considers lighting issues in more detail

4.1.8 Other aspects

Information obtained from the interview surveys on other aspects of pedestrian platforms is included below:

• Crashes. None of the RCAs were aware of any Police traffic crash reports at any of their pedestrian platforms. LTSA staff are aware of only three reported crashes nationally involving pedestrians at pedestrian platforms.
• Cyclist facilities. Generally RCAs had not included specific facilities for cyclists at pedestrian platforms. The platform profile and kerb to kerb widths were noted as features to be considered for cyclists.
• Central refuges. 38% (9) of the RCAs had included central refuges at pedestrian platforms. Central refuges were part of threshold treatments or to reduce crossing widths or where there were existing refuges or medians at the site.
• Motorist signs. Signs used for motorists approaching pedestrian platforms included: - PW 39 'Speed Hump' signs with an advisory speed plate - 'Pedestrian Area Drive With Care' signs (at CBD locations) - 'Slow Zone' signs - 'Reduce Speed' signs

• Ramp delineation. 42% (10) of the RCAs advised they used some form of delineation on the ramp approaches at ramp style pedestrian platforms. Methods of delineation included: - Reflective paint - Zig zag or sawtooth reflective paint or thermoplastic markings - Colour contrasts

4.1.9 General

General comments or suggestions on ways LTSA could help in relation to pedestrian platforms included:

• Guidelines on where to use platforms and on design details were required to give national consistency
• Issues with respect to priorities (traffic v pedestrian) need to be clarified
• Standards relating to advance signs and markings for pedestrian crossings in slow street situations should be reviewed. (For instance, are diamond markings necessary?)
• Information needed on adherence of paint to cobblestones

4.2 Field surveys

4.2.1 Number of pdestrian platforms

Field surveys were conducted on a total of 163 pedestrian platforms. The number surveyed in each RCA is tabulated in Appendix 1.

• 52% (84) were at intersections with the balance at mid-block locations
• 12% (19) were also full pedestrian crossings (17 at mid-block locations and 2 at intersections)
• 6% (9) were at traffic signal controlled sites Appendix 5 contains photographs of pedestrian platforms highlighting some of the issues discussed in this report.

4.2.2 Estimated compliance with Traffic Note 2

• An estimated78% (127) complied with Traffic Note 2.
• Of those deemed not to comply all had inadequate demarcation between the footpath and the pedestrian platform
• None of the pedestrian platforms had parallel stripes of contrasting paving or markings that could be confused as pedestrian crossing markings.
• No pedestrian crossings on platforms had jagged or saw-toothed patterns of paving to define the edges of the pedestrian crossing bars.

4.2.3 Types of pedestrian platforms

• 87% (141) of the pedestrian platforms surveyed were part of LATMs the remainder were isolated treatments.
• 56% (92) were flat ramped style platforms
• 34% (56) were flush textured platforms
• 9% (15) were speed hump style platforms

4.2.4 Footpath / roadway demarcation

Demarcation used between the footpath and the roadway were:

• kerb lines continued 109 (67%) sites
• colour or texture change 101 (62%)
• bollards 55 (34%)
• signs or markings 17 (10%) (16 with signs, 1 with markings)

Tactile paving (a good form of colour and texture change) was used as demarcation at 17 sites.

Some RCAs used bollards with warning signs. Examples of demarcation are shown on the photographs in Appendix 5.

4.2.5 Lighting

Most of the pedestrian platform sites did not have lighting installed specifically for the crossing point. The only sites with floodlighting were full pedestrian crossings. Decorative lighting was noted at 12% (19) of the sites. At some of these the decorative lighting appeared to be specifically for the crossing point and gave good levels of illumination while at others it was simply part of the overall street-landscaping scheme.

Estimates of street lighting standards adjacent to the pedestrian platform indicated about 50% had none or minor street lighting, 35% had intermediate level lighting and 15% had main road lighting.

Lighting levels on, and within 3 metres of, pedestrian platform were made at 64 sites as part of the LTSA 1999 survey on floodlighting pedestrian crossings (see Appendix 1 and the companion report, RSS 12 Floodlighting Pedestrian Crossings, for details). The 64 sites did not include any of the pedestrian platforms with full pedestrian crossing markings and floodlighting. These were included as floodlit pedestrian crossing in RSS 12.

The minimum readings were compared with the requirements of AS/NZS 1158 (Category V and draft Category P standards) where minimum requirements are related to the level of lighting on the surrounding road varying from 3.5 to 15 lux.

• 63% (40) met AS/NZS1158 lighting standard. This is substantially higher than the 39% compliance found for pedestrian crossing floodlighting reported in RSS 12
• Modern pedestrian platforms in city centres were generally in well-lit areas where they met the standard comfortably.

4.2.6 Other features

• Cyclist facilities. No special cyclist facilities were observed at any of the survey sites apart from general consideration of platform profiles and available road widths.
• Central refuges. Less than 10% of the pedestrian platforms had central refuges.