Wellington City Council/media/services/... · A Wellington City Council (WCC) review of pedestrian casualties within Wellington’s CBD, has identified the “Golden Mile”– which

Wellington City Council

Report for Wellington CBD Golden Mile

Pedestrian Crash Reduction Study

May 2012

51/30465//WCC Pedestrian CRS Report - FINAL

Wellington CBD Golden Mile Pedestrian Crash Reduction Study

Contents

1. Introduction 1

2. Route-wide issues 6

3. Lambton Quay 22

4. Lambton Quay / Willis Street Intersection 32

5. Willis Street 37

6. Willis Street / Boulcott Street 42

7. Manners Street 45

8. Manners Street / Taranaki Street / Courtenay Place 54

9. Courtenay Place 58

10. Summary of Issues 64

11. Summary of Potential Treatments 70

Table Index Table 1 Pedestrian crash risk exposure comparisons 9 Table 2 Lambton Quay / Willis Street - pedestrian crash

contributing factors 34 Table 3 Manners Street - pedestrian crash contributing

factors 49

Appendices A Crash Data B Analysis of TCRs

1 51/30465//WCC Pedestrian CRS Report - FINAL


1. Introduction

1.1 Background A Wellington City Council (WCC) review of pedestrian casualties within Wellington’s CBD, has identified the “Golden Mile”– which encompasses Lambton Quay, Willis Street, Manners Street and Courtenay Place - as a key route for pedestrian crash issues and particularly for high severity crashes.

The New Zealand Transport Agency (NZTA) “Communities at Risk Register” identifies Wellington City as being one of the three most over-represented communities in terms of road safety risk for pedestrians. Safer walking and cycling is a major focus for New Zealand’s Road Safety Strategy with the Safer Journeys action plan 2011-12 to be implemented using a safe system approach.

Figure 1 Location Plan



1.2 Steering group and parallel studies A parallel study has been commissioned by Wellington City Council using a number of agencies and industry experts in fields such as behavioural science, enforcement and road user education. This crash reduction study has been carried out to complement the other elements and identify engineering improvements that can contribute to an overall Safe System approach for the route. All of the relevant stakeholders in these studies form a steering group that pulls the various threads together.

1.3 Methodology

1.3.1 Safe System Approach

This study is based on a Safe System approach. The Safe System differs from traditional approaches to road safety. Rather than always blaming the road user for causing a crash, it acknowledges that even responsible people sometimes make mistakes in their use of the roads. The objectives of a Safe System are to:

Make the road transport system more accommodating of human error;

Manage the forces that injure people in a crash to a level the human body can tolerate without serious injury; and

Minimise the level of unsafe road user behaviour.

Figure 2 Safe System



The Safe System (illustrated above) focuses on creating safe: roads and roadsides; speeds; vehicles and; road use.

Safe roads and roadsides – that are predictable and forgiving of mistakes. They are self-explaining in that their design encourages safe travel speeds.

Safe speeds – travel speeds suit the function and level of safety of the road. People understand and comply with the speed limits and drive to the conditions.

Safe vehicles – that prevent crashes and protect road users, including pedestrians and cyclists, in the event of a crash.

Safe road use – road users that are skilled and competent, alert and unimpaired. They comply with road rules, take steps to improve safety, and demand and expect safety improvements.

In order to achieve these objectives, the human body’s tolerance to crash forces is a key design factor. For example, a pedestrian or cyclist is likely to be killed or seriously injured if struck when the impact speed is above 30 km/h. A Safe System protects pedestrians and cyclists by: providing safer infrastructure; encouraging the uptake of vehicles that inflict less harm on vulnerable users in a crash; managing speeds to reduce serious injury risk and improving pedestrian and driver behaviour.

1.3.2 Data Gathering and Analysis

Data gathering and analysis is critical to providing a clear picture of the crash mechanics and contributing factors so that informed and effective treatments can be developed. The data has been gathered and analysed following New Zealand and Austroads guides to the Treatment of Crash Locations.

The Crash Analysis System (CAS) is the primary source of crash information for the project. Items analysed include:

Pedestrian crashes as a proportion of all crashes along the route with a peer group analysis,

Pedestrian related crashes,

– Crashes involving a pedestrian casualty,

– Red light runners,

– Any other crashes with a pedestrian factor (but not necessarily resulting in a pedestrian casualty),

– Crashes involving other vulnerable road users (such as cyclists).

Five-year (2006-2010) crash analysis, with additional analysis of 2011 crashes that have been entered into the CAS database so far,

Identification of trends with statistical testing for significance,

Summarisation of police Traffic Crash Reports (TCRs) and identification of common trends not reported in CAS coded and summary reports.



Vehicle and Pedestrian Counts Vehicle and pedestrian counts, including crossing and foot traffic counts, have been used to identify significant changes in traffic or pedestrian movements. Changes in flows, movements or behaviour were considered in changes to crash patterns. The count data was also used to undertake the exposure and risk analysis.

Exposure and Risk Analysis Traffic and pedestrian count data have been used to provide some measure of the exposure of pedestrians in their conflicts with live traffic. This information has been used in two ways, to assess where the risk to pedestrians is highest, and to identify those locations where the number of crashes is disproportionate to exposure to crashes.

The rates provided should be seen as a comparison between different parts of the route. In areas where traffic volumes have historically been very low, the rates based on vehicle flows are not relevant.

The rates are based on either;

Collective risk - crash density as pedestrian crashes per length of road or,

Personal risk - cost of crashes related to volume of traffic or volume of pedestrians.

Review of crash trends in relation to external influence Information was used relating to changes in road user movements, vehicle speeds, signal phasing and any other works carried out within the study period to see if these works may have influenced crash numbers or types (either positively or adversely).

1.3.3 Site Assessments

Detailed site inspections were carried out during both the daytime and at night with special attention paid to any times of the day or week when crashes are common. The main part of the site inspections was undertaken on foot; however the study team also travelled the entire route by bus in each direction.

The data and trends identified were used on site to assess the whole route and at individual locations to identify where and how site layout and environment is contributing to the reported crash patterns. The route was assessed for the consistency of layout that may be influencing road user behaviour and for any features which have been installed recently, not yet influencing the historic crash data.

The behavioural scientist commissioned separately by WCC was present during the site inspections to help provide a different perspective on engineering issues that could influence road user behaviour.

1.3.4 Feedback of options to the steering group

A draft study was completed and the initial analysis and improvement options were presented to the project steering group in January 2012. The behavioural study was



presented later to the same steering group and feedback was provided to enable the report to be finalised.

1.4 Review of similar studies A review of research projects and similar studies carried out in New Zealand and internationally identified research that is generally based around the mechanics of injury types sustained by pedestrians. Limited research on the causes of pedestrian vs vehicle crashes was available outside of research on child pedestrian crashes or crashes at controlled pedestrian crossings.

A long term study conducted by TRL 1in the UK examined general trends of pedestrian crashes and specific cases to allow conclusions to be drawn on causes of pedestrian crashes. TRL established eight categories to define the types of behaviour that led to the crash. The categories formed a useful backdrop to this study and included:

Their research led to the eight categories of; legal, perception, judgement, loss of vehicle control, conflict, attention, impairment, other/not known.

The most dominant for pedestrians were perception, conflict and attention. For drivers who hit the pedestrian, the dominant causes were conflict and perception.

Perception is classified as “expecting looking planning” where the pedestrian “did not look for a vehicle or saw but did not perceive a hazard”.

Conflict is defined as “interpersonal communication…adopted a path conflicting with that of another road user…”.

1 On the Spot accident study - the characteristics of pedestrian accidents, Richards & Cuerden, 2009

Department for Transport Behavioural Research in Road Safety 2007 Seventeenth Seminar



2. Route-wide issues

2.1 Introduction The Golden Mile route is defined by its walkability and attractiveness as a pedestrian shopping and activity route. The high use by pedestrians is reflected in the crash statistics which are clearly biased towards pedestrian related crashes. General vehicle use through the route, while possible on some of the sections, is less dominant than on other city routes. Bus use along the Golden Mile is a high profile vehicle activity and the crash statistics show the relatively high number of crashes relating to pedestrian and bus conflicts.

While crash analysis on most New Zealand city streets would show a dominance of crossing and turning and rear end crashes with some pedestrian crashes, this route has pedestrian crashes as the dominant crash type with a high proportion of buses also involved.

Figure 3, Figure 4 and Figure 5 below show how the movement categories reported in crashes along the Golden Mile compared to urban non-state highways in Peer Group A, (major urban areas with a population over 97,500) and the Greater Wellington Region. The comparisons indicate that the proportions of pedestrian crashes along the Golden Mile route are significantly higher than for the peer group or the wider region. For the fatal and serious injury crashes, it is the pedestrian crashes that particularly stand out. Pedestrians are involved in 75% of fatal / serious crashes and 51% of all injury crashes along the route. This compares to 15% and 8% respectively for the peer group.

Figure 3 Golden Mile - Crashes by movement type and severity (Golden Mile route)

0.0% 20.0% 40.0% 60.0% 80.0%

Bend-Lost control/Head on

Crossing/Turning

Miscellaneous

Overtaking

Pedestrian vs Vehicle

Rear end/obstruction

Straight-Lost control/Head on

% of serious & fatal % of injury % of total



Figure 4 Peer Group A - Crashes by movement type and severity

Figure 5 Greater Wellington Region - Crashes by movement type and severity

A chi squared statistical test has been conducted on the crash data. The test indicates that the proportions of both fatal and serious injury crashes, and of all injury crashes involving pedestrians along the route, are statistically significant with highly acceptable confidence levels.

2.2 Crash rates, social costs and exposure

2.2.1 Crash numbers and social costs

In the five-year period to the end of 2010, 63 crashes involving pedestrian-vehicle conflict were reported to police along the study route. Of those 63 crashes, one was fatal, eighteen resulted in serious injury, 39 resulted in minor injury and five were non-

0 10 20 30 40 50 60 70 80


Crossing/Turning

Miscellaneous

Overtaking




% of serious and fatal % of injury % of non-injury

0 10 20 30 40 50 60 70 80


Crossing/Turning

Miscellaneous

Overtaking




% of serious and fatal % of injury % of non-injury



injury. This equates to an average of thirteen crashes per year along the route, with social cost of $4.3 million per year.

Crash data reporting for 2011 was not complete within the NZTA CAS database at the time of writing. An additional ten crashes had been entered into the CAS system so far for 2011, of which one was fatal, and two were serious.

2.2.2 Crash Exposure

Exposure to crashes can be measured in terms of either collective risk or personal risk which are functions of crashes verses length of study or pedestrian / vehicle flows as outlined below. Table 1, below identifies personal and collective risk ratios for each section of the Golden Mile route with the colours graduating from green to red according to the relative level of risk.

Personal Risk Personal risk is the likelihood of a crash occurring on a route measured relative to the activity or volume of traffic – crashes per kilometre travelled.

On the Golden Mile Route route, personal risk may be considered to be relatively low for pedestrians when considering the very high level of pedestrian activity and the high traffic volumes.

Pedestrian counts in 2010 along the Golden Mile showed around 36,000 pedestrian movements for the average weekday hour, peaking at over 43,000 pedestrians on Fridays. Vehicular traffic counts can be expected to average above 8000 vehicles per day for much of the route, with higher flows at either end.

2.2.3 Collective Risk

Collective risk is the density of crashes along a route – crashes per kilometre. The collective risk is high along this route in terms of pedestrian injury crashes per kilometre per year.



Table 1 Pedestrian crash risk exposure comparisons

Collective risk Personal risk Personal risk

ROUTE

SECTION crash density

crashes per

vehicle travel

crashes per

pedestrian travel

1 Lambton Quay Mulgrave to Stout 3.33 27.98 11.52

2 Lambton Quay Stout to Panama 1.43 3.90 1.11

3 Lambton Quay Panama to Willis 2.50 68.75 12.20

4 Willis Street Lambton to Manners 8.24 72.36 19.84

5 Manners Street Willis to Victoria 7.27 342.52 44.46

6 Manners Street Victoria to Cuba 5.93 n/a 27.18

7 Manners Street Cuba to Taranaki 10.23 204.84 56.23

8 Courtenay Place Taranaki to Tory 5.45 56.87 48.37

9 Courtenay Place Tory to Cambridge 6.36 13.77 14.59

2.3 Crash Analysis

2.3.1 Crash distribution over time

Pedestrian crashes have occurred at an average of thirteen per year over the study period. During the five-year period, crash numbers have fluctuated, with a high of seventeen crashes in 2006 and a low of seven crashes in 2009. The Poisson test does not indicate that the highs or lows are statistically significant, and it is likely that they are due to random fluctuation.



Figure 6 Pedestrian crashes for the whole study route by year and severity

Crashes have tended to occur in the summer months, with notable peaks in January and March. Crashes have also tended to occur on weekdays with peaks on Tuesdays and Thursdays. Almost 1/3 crashes occurred in the afternoon between 3pm and 6pm.

2.3.2 Crash conditions

31% of the reported crashes occurred in darkness and 7% occurred in wet conditions. The proportion of dark crashes is consistent with local roads within Wellington City (29%) while the proportion of wet crashes is significantly lower than for local roads within Wellington City (27%).

These proportions are not indicative of surfacing or lighting issues for the route as a whole, although localised issues exist. The low proportion of wet crashes could be significant, and perhaps linked to increased pedestrian activity in fine weather.

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10

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14

16

18

2006 2007 2008 2009 2010 2011

Non-inj

Minor

Serious

Fatal



2.3.3 Contributing factors

For pedestrian crashes, the most common factors are based around pedestrian behaviour rather than driver behaviour. The most common pedestrian factors are shown in Figure 7 below. These factors are crossing heedless of traffic, not complying with signals, running heedless of traffic, and intoxication.

Aside from pedestrian factors, the most common general road user factors for crashes reported along the route are alcohol and poor observation – each contributing to around a third of crashes. No other driver factors were reported for more than two crashes.

Figure 7 Pedestrian factors in crashes along route

0 5 10 15 20 25

105 - Intoxicated non-driver…322 - Did not stop at steady red light

359 - Attention diverted by cell phone374 - Didnt see/look behind when…

506 - Attempted suicide710 - Crossing road

711 - Crossing heedless of traffic712 - Stepping out from behind parked…

713 - Crossing road, running heedless…714 - Failed to use ped crossing when…

716 - Crossing road confused by traffic…718 - Crossing road not complying with…

719 - Crossing road misjudged speed…720 - Miscellaneous

723 - Pedestrian working on road730 - Pedestrian behind…

731 - Overseas pedestrian732 - Pedestrian attention diverted eg…



2.3.4 Pedestrian characteristics

The male/female split between pedestrians involved in crashes along the route is relatively even with 54% of pedestrians injured being male and 46% female. In terms of age, Figure 8 below indicates that injured pedestrians are relatively evenly distributed across a 15-49 year old age range. Compared to injury crashes across Wellington City, the peak age is lower, and a higher proportion (about 68%) of the casualties are male.

Figure 8 Pedestrians injured by age group and sex

An analysis of the TCR reports identified that the majority of pedestrians involved in crashes were local to Wellington City or the Greater Wellington Region. This implies that in the majority of cases pedestrians involved in crashes would be more likely to be over-confident and distracted than confused by the road layout or direction of vehicle travel. This is notwithstanding new layouts and systems which will take time for local pedestrians to become familiar with.

2.3.5 Driver characteristics

The details of fifteen drivers who were at fault or part fault in pedestrian injury crashes were recorded. 80% of drivers held a full licence. The drivers with fault in these crashes peak in the 50-59 age group shown in Figure 9 and are more commonly male.

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4

6

8

10

12

Male

Female



Figure 9 Drivers at fault by age and sex (whole route)

2.3.6 Vehicle types

Figure 10 and Figure 11, below show the vehicles involved in crashes along the Golden Mile route compared to those involved in crashes in urban roads in Peer Group A. The charts demonstrate the comparatively higher proportions of buses and taxis and less involvement by cars along the Golden Mile route.

Figure 10 Vehicles involved in crashes (whole route)

0

1

2

3

4

5

15-19 20-24 25-29 30-39 40-49 50-59 60-69 70+

Female

Male

0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 70.0% 80.0%

Bicycle

Bus

Car/Stn Wagon

Moped

Motor Cycle

Other

SUV

Taxi

Truck

Van Or Utility




Figure 11 Vehicles involved in crashes (Peer Group A urban roads)

2.4 Route-wide issues identified

2.4.1 Significance of pedestrian crashes

Pedestrian crashes along the Golden Mile are much higher than other routes in the Greater Wellington region or around New Zealand. While this is unusual, it is also a reflection of the attractiveness of the route for travel by walking and public transport.

Most of the route is based around the bus and pedestrian traffic with commercial activity also generating couriers and delivery vehicles. The high pedestrian activity along the Golden Mile, measured in 2010 at over 36,000 people for the average weekday hour, will contribute to the high relative number of pedestrian crashes. Likewise the high bus use along the route contributes to the proportion of crashes involving buses. Considering these two over-represented crash types, the likelihood of a crash being between a pedestrian and a bus is high.

The responsibility in a Safe System is to identify areas of high risk and address the causes to minimise harm. Risk of serious harm to vulnerable road users is significant even at lower urban traffic speeds and exacerbated when conflicts are with buses.

As mentioned in Section 2.1 of this report, pedestrian types make up 51% of the injury crashes and an even higher proportion (76%) for just the fatal and serious injury crashes. This can be compared to urban roads in peer group A cities where pedestrian types make up 13% of injury crashes and 22% of the fatal and serious crashes.

Buses make up 2% of vehicles involved in fatal and serious crashes on urban roads across NZ’s larger cities but 41% on this route.

0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 70.0% 80.0%

BicycleBus

Car/Stn WagonMoped

Motor CycleOther

SUVSchool Bus

TaxiTruck

Van Or Utility




Figure 12 Percentage of fatal and serious crashes involving buses or pedestrians

The Golden Mile is a route where general expectations for travel are quite different to other areas. The efficiency of travel by private vehicle is low, discouraged by the urban design, but the efficiency of travel by foot or public transport is high. The route has been developed around these two transport modes for many years. Therefore it is important to maintain the safety of the route to promote continuing use of these modes.

2.4.2 Prior route treatment

Remedial and improvement work has been carried out continuously along the route as issues and opportunities have arisen. Directed treatments may well have contributed to the declining trend in crashes up to 2009. However that trend reversed in the 2010 year, and the 2011 data is continuing the increase, set against a declining national road toll.

Whilst improvement work has been completed along the route, not all of the work has been done in the same style. Various sections of the route have different characteristics, demographics and use patterns. This adds to the character; however some contiguous treatment would assist to add uniformity for pedestrian and bus travel. Examples would be the treatment of bus lanes and bus stops, the treatment of the interface between road and footpath and the direction of travel of traffic.

Recent implementation of active speed warning displays along the route should be effective at alerting drivers to maintain low speeds. Bus speeds may have been influenced by these active signs and the signs also provide a way for other road users to see the actual speed being travelled by buses.

Bus operating speeds may have reduced since the publicity in the media surrounding bus speeds, pedestrian fatalities and revised bus routes.

0%

10%

20%

30%

40%

50%

60%

70%

80%

Golden Mile Greater Wellington Peer Group A

Pedestrians

Buses



Reducing the speed limit to 30km/h will have a significant effect on the severity of injuries if the actual operating speeds can be reduced to match that speed limit. The likelihood of a fatality or serious injury increases rapidly once the impact speed rises above 30km/h. The severity of injury is also likely to be higher with a bus, due to the less forgiving vertical face of the bus front compared to a car bonnet.

There has been application of green coloured pavement to define and highlight bus lanes in some areas over short lengths, but there is not a consistency of treatment for bus lanes or clear distinction between bus stops, bus lanes and loading bays.


Crashes are predominantly weekday and daylight crashes with more in the afternoons, rising to more night crashes at the southern end of the route at Taranaki Street and into Courtenay Place. Crashes are more likely to occur in good weather conditions, possibly due to an increased number of pedestrians moving around town if the weather is fine.

Poor observation factors are common with alcohol more common at the southern end of the route at Taranaki Street and into Courtenay Place coinciding with the increase in night-time and weekend crashes there. Traffic crash reports are indicating that pedestrians are distracted and either failing to look or looking the wrong way. They are mostly being hit on their right hand side after looking to their left but not to their right before crossing. This can be due to distraction from approaching traffic in the far lane, narrow buffer zone between footpath and active lane, confusion over lane use and lane activity or other reasons that will be assessed by a parallel study being conducted into human factors.

There is a relatively even spread of ages but children and elderly pedestrians are not represented. There is a higher than normal proportion of female pedestrians, especially on some sub-sections of the overall route.

The narrow lanes have a beneficial calming effect on the speed of vehicles. They also reduce the width required for pedestrians to cross. However there is little room for error or reaction when a pedestrian steps and looks at the same time as they leave the kerb.

2.5 Possible route-wide treatments While this crash reduction study is focusing on safe roads and roadsides, a safe system will incorporate the other components into every study. Therefore safe road use, safe road users, safe speeds and safe vehicles have been part of the treatments considered.

2.5.1 Route consistent margin treatment between footpath and road

A physical border of contrasting colour, texture and height could be installed along the full route except at formal and promoted pedestrian crossing locations. This margin treatment would create a physical interruption to travel and concentration that must be considered by pedestrians when approaching the road. Due to its physical



characteristics, texture and colour contrast, a margin treatment differs from signs, coloured paving or markings that can become familiar over time so that the effectiveness of the message diminishes.

Figure 13 Margin treatment

It is important that a physical margin should not be a tripping or toe catching hazard. Similarly, the treatment should not form a physical barrier to pedestrians. A physical barrier would need to be broken at regular intervals along the route (for example, at driveways, loading zones and bus stops) and where the barrier is broken pedestrians are likely to cross the road but could be blocked by the physical barrier on the other side of the road. Pedestrians trapped in the carriageway or walking between the barrier and the kerb would be at a high risk of conflict with vehicles. It is also important that the margin treatment does not obstruct visibility between pedestrians and drivers.

Options for margin treatments would need to be carefully considered as a collaborative design project using urban designers and road safety engineers. The treatment should be consistent throughout the route and could also be used to enhance the road character / urban design. Options could include (but are not limited to):

A soft vegetation border running longitudinally along the kerb line, set slightly back from the kerb. It would be of narrow dimensions and low height. This would create a physical margin between footpath and carriageway defining the clear zone behind the kerb.

A cobble or tactile pavement treatment of a contrasting colour to the footpath and carriageway could be installed along the kerb line. This would not have the visual impact of other options but would provide a tactile and visual warning to pedestrians that would help in alerting them to the proximity of the road. It is likely that this treatment would need to have a relatively wide dimension to allow pedestrians adequate reaction time between the warning surface and stepping into the road.

A streetscape design feature which includes some form of pavement art of a dramatically contrasting colour combined with regular street furniture and tactile clues to produce a coherent and obvious margin between the footpath and the road.



A low level physical feature set back from the kerb which is high enough to not be a trip hazard but low enough for able bodied pedestrians to pass over if necessary (200-400mm). This could be a street art feature or some form of ornamental boulders.

Figure 14 Example of combined and coherent margin treatment

A combination of some of the measures outlined above could be used to fit in and enhance the existing streetscape design, provided that the combination was consistent and the margin was obvious and coherent.

2.5.2 Clear zone for sight distance improvement

Any sight restrictions that interrupt visibility between drivers and pedestrians before they step off the kerb increase the likelihood of conflict and potential speed of impact.

A clear area free of sight line obstructions back from the kerb line is required for the full route which would complement the margin treatment described in 2.5.1 above. The depth of this area back from the kerb will be dependent on the operating speed, horizontal geometry and road width, which changes throughout the route. This set-back would not typically need to be more than a metre back from the kerb.

2.5.3 Site clearings at pedestrian crossing points

Pedestrians cross both at formal crossing points and at locations where they feel safe or there is a desire line to a destination on the other side. Some more popular desire lines and crossing points can be identified and have been described on the following pages. Clearing of the sight lines around these areas will help the inter-visibility between driver and pedestrian. If they are considered safer, they will focus more crossing activity at these points. While not signed or formalised, they would be self-explaining features due to the ease of access and good sight distances.

The frequency of locations along each sub-route that require clearing should be determined and listed in a schedule and sight lines cleared for each location listed. Sight distance restrictions such as street furniture, trees, phone booths and other high sided items placed near the kerb should be removed from these identified locations to create a series of clear zone spaces along the route, as shown in Figure 15, below.



Figure 15 Clearing treatment at crossing points

2.5.4 Pedestrian crossings

Zebra crossings or signal controlled crossings should be designed to create gaps in the flow of traffic. If traffic is released in platoons, this will create opportunities downstream for pedestrians to cross, while suppressing vehicle speeds and discouraging non-essential vehicles. Pedestrian detection systems such as Puffin crossings, if viable, would allow vehicle flow but also cater for variable pedestrian demand.

2.5.5 Lanes and carriageway

Consistency of bus lanes in both width and marking is important. Pedestrians are likely to treat some lanes as safe to step onto, mistaking it for a parking lane or loading bay when it may in fact be a bus lane or the beginning of bus stop. A clear distinction between the bus stop and bus lane and loading bay would assist perception of risk.

Different treatments for sub routes are appropriate given their different needs and characteristics. However, a sense of consistency and uniformity of treatment is required along the whole route from Molesworth St through to Cambridge Terrace.

Mid-block treatments, using both green surfacing and lane arrows will help to highlight bus activity and define travel direction. If these are placed consistently and at regular spacing along the route, people will be more aware of where to get visual cues for the function of that particular subsection.

2.5.6 Street lighting

Street lighting has been effective along Courtenay Place and designed for both carriageway and footpath illumination. This treatment should be extended further along

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the route. Consideration of the new AS/NZS pedestrian crossing lighting using both horizontal and vertical illuminance for pedestrians would help to highlight their presence on a crossing. This should encompass both signalised and zebra type crossings.

2.5.7 Use of barriers

This treatment is not recommended but is covered as an option. A more preferable option is the margin treatment described in section 2.5.1 above.

Pedestrian barriers could eliminate some of the crash types related to pedestrians walking out without looking for traffic. However due to vehicle and bus loading and, frequency of intersections, there would have to be regular gaps in the barrier. This could lead to pedestrians crossing from one side only to find their way blocked on the other. They could also deliberately walk along the wrong side of the barrier to access their desired location by the shortest route and potentially be trapped between moving vehicles and the barrier. Barriers can also adversely affect sight lines and visual amenity.

2.5.8 Safer vehicles - vehicle technology

Along the Golden Mile, bus travel is probably more frequent than most urban routes in New Zealand, and buses pose a very real threat to pedestrians. Research into methods to provide a better indication and warning to pedestrians of the presence of a bus before it arrives could be effective in reducing the threat. Visual or audible indication of a bus approaching would be less likely to result in familiarity over a longer term as the warning would be infrequent and not predictable.

One idea that could be explored and trialled is a sharply focused laser or directional light beam or moving light pattern projected onto the road surface that reaches across the lane width in front of the bus. The light pattern could be projected from the roof of the bus, preceding the moving bus by about 20m and only activated if the bus is traveling above 10km/h. A person intending to cross would see the moving light and be prompted to look to the right before stepping off the kerb.

Although a sound effect would create a similar warning, it would be more disruptive to other road users and occupants of adjacent properties.

To prevent people walking between buses, use of a flexible cage / barrier arrangement could be considered where, if mounted to the rear of a bus, it would be contacted by the bus parking behind, creating a barrier between the two stopped buses.

Highly advanced technology recently released in Europe will detect peripheral movement to identify pedestrians and will apply brakes quicker than the driver can react. Examples are the Mercedes 6D Vision and the Subaru EyeSight system.

Pedestrians are most likely to be coming from the left hand edge of the bus windscreen. There could be value in reviewing any distortion of vision in this area or trialling a coloured film on the windscreen edges to improve contrast.



2.5.9 Safe speed

Buses could be used as mobile speed management devices using adaptive braking technology and speed management devices to cap the maximum speed on certain high risk sections of the route.

The use of active speed indication devices is an effective treatment, giving both drivers and pedestrians knowledge of the operating speed. The additional knowledge of speed will mean a shared responsibility develops for all road users. This treatment could be extended to be used on the whole route.

2.5.10 Safe users

Bus drivers and pedestrians are common road users in this study. While many of the interventions are aimed at the actions and behaviour of pedestrians, the bus drivers should also be considered.

Some sections of the route are very narrow with limited forward sight distance to the footpath. Driving these sections requires good peripheral vision, high concentration and quick reaction times. There may be an opportunity to provide assistance to drivers with regular checks for peripheral vision, for reaction time measurement and windscreen edge film (see above) or glasses that may improve contrast or perception.

To prevent people walking between buses, as mentioned above in the vehicle technology section 2.5.8, use of a flexible cage/ barrier arrangement could be considered.

The moving light arrangement as described in 2.5.8 above would assist with the perception, judgement and distraction factors identified with people walking or running heedless of traffic.

There will be some community based education initiatives that can be employed using Safe and Sustainable Transport Advisors (SASTA). Use of ideas employed in overseas campaigns to raise awareness for pedestrians in a fun and street theatre environment could be investigated as part of the wider study.

The crash reports do not generally indicate that speed is a factor in the crashes that have occurred along the route. However, vehicle speed and size is a primary factor in the likely severity of pedestrian injury in the event of a crash. The 30km/h speed limit along the Golden Mile is an important tool in addressing high severity pedestrian crashes. However the level of compliance with the limit is not clear and should be monitored with a view to increased enforcement activity if necessary.



3. Lambton Quay

3.1 Introduction Lambton Quay is one of the busiest business and shopping streets in New Zealand with high pedestrian and vehicle flows. The route is subject to a 30km/h speed limit which was implemented in 2006.

For clarity, the route description and some of the analysis has been split into three sections, which are described below.

3.1.1 Mulgrave Street to Stout Street

The northern section of Lambton Quay, between Mulgrave Street and Bunny Street forms the main bus terminus for the CBD and links into the Wellington Railway Station. Northbound traffic turns left at the intersection with Molesworth Street while buses can travel straight ahead into the terminus.

Figure 16 Central bus terminus at northern end of Lambton Quay

To the south of Bunny Street, the route is median divided with two lanes in each direction. This generally consists of a through traffic lane and either a bus lane / bus stops or loading bays on the inside lane. There is also some short-term parking available on the southbound carriageway.

A northbound contra-flow bus lane is in place on the southbound carriageway between Whitmore Street and Bunny Street.



Figure 17 Lambton Quay looking north towards Whitmore Street intersection

3.1.2 Stout Street to Panama Street

To the south of Stout Street the route is median divided with two lanes in each direction. This generally consists of a through traffic lane and either a bus lane / bus stops or loading bays on the inside lane. There is also some short-term parking available on both carriageways.

Figure 18 Lambton Quay looking south towards Waring Taylor Street



3.1.3 Panama Street to Willis Street

At Panama Street, the southbound carriageway becomes a single lane bus only, with other southbound traffic forced left into Panama Street. The northbound carriageway is two lanes, with one bus lane and one traffic lane. At Hunter Street, southbound buses are also then forced left, and Lambton Quay becomes one-way for northbound traffic. Alongside the Old Bank Arcade Lambton Quay is a single northbound lane with some bays provided for loading.

Figure 19 Lambton Quay at the Old Bank Arcade looking north



In the five-year period to the end of 2010, there have been fifteen reported crashes involving pedestrians along Lambton Quay (excluding the intersection with Willis Street). Of those fifteen crashes, one was fatal, five resulted in serious injury and nine resulted in minor injury. An additional three crashes have been entered into the CAS system for 2011, of which two resulted in minor injury, and one was non-injury.

Pedestrian crashes represent 18% of the crashes that have occurred along Lambton Quay during the study period. However, they represent 54% of injury crashes and 55% of fatal and serious injury crashes. The five year social cost of the crashes that have occurred in this Lambton Quay section is $10.0 million. The social cost of pedestrian crashes along the route is $4.0 million.


The collective risk, crash density in pedestrian crashes per km per year is:

3.33 crashes/km/yr in the northern section between Mulgrave St and Stout Street,



1.43 crashes/km/yr in the central section between Stout and Panama Street,

2.50 crashes/km/yr in the southern section from Panama Street though to Willis Street.

3.2.3 Personal Risk

The pedestrian risk calculated as a crash cost exposure to crashes per vehicle km based on traffic volume is:

$27.98 million per year in the northern section,

$3.90 million in the central section and,

$68.75 million in the southern section.

In terms of exposure based on pedestrian volume it is:

$11.52 million per year in the northern section,


$12.20 million in the southern section.

3.3 Crash Analysis


Pedestrian crashes have occurred at an average of three per year over the study period. During the five-year period, crashes have occurred consistently, with a high of four crashes in 2006 and a low of two crashes in 2009. The severity of crashes has also remained relatively consistent with an average of one serious and two minor injury crashes each year.

Figure 20 Reported pedestrian crashes for Lambton Quay by year and severity

0

1

2

3

4

5

2006 2007 2008 2009 2010 2011

Non-Inj

Minor

Serious

Fatal



Crashes have fluctuated month on month with highs in February and August. 44% of the crashes occurred between February and March. Sixteen of the eighteen crashes occurred on a weekday during the daytime.

Crashes have tended to occur around peak times with 33% occurring in each of the morning peak (6am to 9am) and afternoon peak (3pm to 6pm) and 22% occurring over the lunchtime peak.


89% of the crashes occurred in daylight with 94% occurring in dry conditions. The proportions of wet and dark crashes are lower than for the Golden Mile route as a whole and much lower than for the region or the peer group. This is likely to be at least partially attributable to exposure factors – with more pedestrian activity likely along Lambton Quay during the daytime and in dry conditions.


Pedestrian factors contributed to nearly all the pedestrian crashes. Of these, the most common were “crossing road heedless of traffic” which was a factor in 61% of crashes. Jay walking factors (failure to use a pedestrian crossing within 20m and disobeying pedestrian signals) were reported in 22% of crashes. Three crashes (17%) involved pedestrians stepping out from behind parked or stationary vehicles.

Driver factors were also reported in 41% of the pedestrian crashes. These factors were varied with only one factor being reported more than once - “did not see / look”.

3.3.4 Drivers and vehicles

Fifteen of the eighteen reported pedestrian crashes along Lambton Quay involved a bus, with the remaining crashes involving cars and bicycles. Buses make up a high proportion of the traffic mix along Lambton Quay. Whilst the Golden Mile as a whole is over-represented for crashes involving buses, Lambton Quay is over-represented as part of that route with 57% of injury crashes involving buses. Buses are highly featured in pedestrian crashes at 83%.

The majority of vehicle drivers involved in crashes along the route were male and in the 40-59 age group. All but one of the reported drivers had a full New Zealand license. The demographic of drivers involved in crashes could be related to the relatively high proportion of bus crashes. Not all of these drivers will have been at fault in the crash since the CAS database does not make the distinction.

3.3.5 Pedestrians

Ten of the eighteen reported pedestrians involved in crashes were male, seven were female, and one was unreported. Pedestrian ages were spread but with no casualties under fifteen and only one over 65.

Seventeen of the eighteen pedestrians were from Wellington City or within the Wellington region.



3.3.6 Crash Locations

33% of the crashes along Lambton Quay occurred at intersections with the remainder occurring mid-block.

Mulgrave Street to Stout Street Nine pedestrian crashes occurred in this section between 2006 and 2010 with a further two reported so far in 2011. Of those crashes two resulted in serious injury, eight resulted in minor injury and one was non-injury.

Five pedestrian crashes have occurred within the bus station area with two pedestrians stepping off the kerb into the side of a bus, one stepping in front of a bus, and one being hit from behind by a bus leaving the stand. The remaining crash involved a pedestrian crossing Molesworth Street hit by a right-turning bus.

Of the six remaining crashes, five involved pedestrians hit by northbound vehicles approaching from their right. Three of those crashes occurred at the contraflow bus lane and all were reported in 2010/2011.

The other two crashes occurred near Ballance Street and both resulted in serious injury. One involved a car driving around a broken down bus which struck a pedestrian on the median island who was masked by the stationary bus. The other involved a pedestrian stepping out without looking, in front of a bus approaching from the nearside.

Stout Street to Panama Street Only two pedestrian crashes have occurred along this section and both resulted in minor injuries, involving eastbound pedestrians hit by northbound vehicles. One involved a tourist looking the wrong way and stepping in front of a bus pulling out of its stop. The second involved a pedestrian looking the wrong way and being hit by a cyclist using the bus lane.

Panama Street to Willis Street Five crashes have occurred in this section, with one being fatal, three resulting in serious injury and one resulting in minor injury.

All five crashes were reported in the section between Hunter Street and Grey Street and involved southbound vehicles. Three of the four crashes involved pedestrians crossing westbound being hit by buses approaching from their right. One crash involved an eastbound pedestrian hit by a bicycle approaching from her left and the fatal crash involved a southbound pedestrian hit by a left-turning vehicle. The TCRs show that three of the five pedestrians looked the wrong way and two did not see the approaching vehicle. All of the pedestrians involved were from Wellington or the Wellington region; one was reported as wearing headphones.

3.3.7 Crash mechanics

Most of the crashes along Lambton Quay were related to pedestrian perception (e.g. did not look for another vehicle, or saw but did not perceive a hazard). Most commonly



pedestrians looked the wrong way, or failed to look at all with a relatively high proportion walking into the side of buses rather than being run over.

Three of the TCRs, for the eighteen crashes reported, identified that pedestrian attention was diverted by a cell phone or music player.

3.4 Issues identified

3.4.1 General

Lack of pedestrian attention,

Pedestrians failing to look or looking the wrong way,

Peak hour crashes,

Bus vs. pedestrian crashes,

Inconsistent interface between footpath, carriageway, bus lane, parking facility – some sections have the appearance of being a “shared space” whilst others are clearly defined.

3.4.2 Bus Station

The zebra crossing at the southern end needs to be generally upgraded. Renew delineation, given the location and use, consider flashing beacons instead of discs.

General lack of pedestrian infrastructure within the terminal. Pedestrians will use shortest route between their bus stop and destination and were regularly observed walking along or diagonally across the road with their back to traffic.

Bus driver behaviour; manoeuvring at inappropriate places within the terminus, speed into and out of stops.

Inconsistent use of tactile paving exiting the railway station.

Non-contiguous linkages for pedestrians entering the terminus from the north which can take them out of their desired path of travel and can lead to people walking along the narrow median.

Parked and stationary buses blocking visibility both for pedestrians and other vehicles.

3.4.3 Bus lanes

Inconsistency in the provision and width of bus lanes. Clarity over where bus lanes and bus stops change. Pedestrians can treat some lanes as safe to step onto, mistaking it for a parking lane or loading bay rather than a bus lane or the beginning of bus stop. A clear distinction between the bus stop and bus lane and loading bay would assist perception.

Part-time bus lanes / loading zones / taxi stands / bus stops lead to pedestrian confusion as to whether to expect vehicles to be travelling along the inside lane



and provides potential for pedestrians to step out between parked / stationary vehicles.

Narrowness of bus lanes leads to either the body or mirrors of buses overhanging the vehicle lane or the footpath.

Confusion over the direction and legal status of a contra-flow bus lane where buses are travelling on the wrong side of the solid median. This can lead to pedestrians looking the wrong way and to confusion amongst other road users.

The quietness of some buses will surprise pedestrians who step out without looking adequately.

3.4.4 Pedestrian crossing points

Inconsistent use of tactile paving. The treatment doesn’t match up across crossing points in a number of locations. There is a lack of colour contrast and they can give misleading messages.

Generally pedestrian crossing points are frequent and appropriately located. However, with multiple destinations on both sides, particularly shops and bus stops, the desire lines are too frequent to provide crossings for all of them.

3.4.5 Southern Section

There is a higher proportion of fatal and serious casualties toward the southern end of Lambton Quay. Pedestrians were observed to be often looking the wrong way. The route at this end has the appearance of being a shared space and may give the message to pedestrians that they have a higher priority within the traffic mix. The disparity in traffic volumes between the lanes may lead pedestrians’ attention away from the nearside low volume lane to that of the higher volume lane.



3.5 Possible Treatments


This treatment is not recommended but is still covered as an option. The treatment is described in the route-wide issues in section 2.5. While pedestrian barriers could eliminate some of the crash types, there are disadvantage such as needing regular gaps, pedestrians way blocked and becoming trapped, activity on the wrong side of the barrier, adversely affected sight lines and amenity.

3.5.2 Footpath edge delineation / margin treatment

Generally, behaviour at intersections is well managed by signals but the midblock crashes away from intersections have issues that could be improved by more clearly defining the margin between the footpath and the road.

There is evidence that pedestrians are stepping off the kerb before, or at the same time as they glance to their right. With the narrowness of some of the lanes, there is no opportunity for pedestrians to put a foot in the road to wait for the way to be clear. The fact that pedestrians are walking into the side of buses is indicative that people do not perceive the risk before stepping off the kerb. They may glance to their right at some stage prior to stepping out, but this will not always be just before they move off the footpath. Because the bus lanes have relatively lower traffic volumes, the perception of risk from approaching vehicles may be less.

A physical border of contrasting colour, texture and height could be installed along the full route except at clearings, formal and promoted pedestrian crossing locations as described in section 2.5.1. This margin treatment would create an interruption to travel and concentration that must be considered by people when walking across. Due to its physical characteristics, texture and colour contrast, it will be different to a sign, coloured tiles or roadmarking that can become familiar over time.

3.5.3 Improvements to bus station layout and pedestrian facilities

Issues have been identified in the terminus area with pedestrian desire lines, crossing location and bus movements. Developing a complete solution that works for all parties would require a separate study with strong involvement by bus and rail operators and pedestrian representatives.

3.5.4 Improve existing pedestrian crossings

The zebra crossing at the southern end needs to be generally upgraded. Renew the delineation and, given the location and use, consider flashing beacons instead of discs.

3.5.5 Improve the contra-flow bus lane

Review the layout channelisation, signs, markings and pedestrian crossing options to make the bus movements and approach direction clearer to pedestrians and other road users.



3.5.6 Lane utilisation

Improve the consistency of lane provision for different vehicle types but with particular emphasis on bus facilities. Consider sharing some of the kerbside parking with loading zones so that the part-time loading zones in bus areas can be removed and bus lanes can be made full-time and be marked distinctly. This would increase the consistency of road use and pedestrian expectation would be more accurate. Re-marking bus lanes and stops would more clearly define which is which. Consider increased greening of the bus route surface given its high use and dominance along the route. Re-design lane widths to make them more appropriate for the vehicle using them (i.e. wider bus lanes and narrower traffic lanes) and consistent with other sections. This would result in wider bus lanes with more buffer space between the kerb and bus but narrower vehicle lanes to encourage lower travelling speeds.

While the narrow width of the section south of Hunter Street can calm traffic speeds, there is little room for error with buses. Consider some minimal widening of the carriageway to improve the buffer space between buses and distracted pedestrians.



4. Lambton Quay / Willis Street Intersection

4.1 Introduction The Lambton Quay / Willis Street intersection is a signal controlled cross roads with two-way roads on Willis Street and Customhouse Quay. Lambton Quay (leaving) and Willeston Street (entering) are one-way. The southbound lane along Customhouse Quay and Willis Street is for buses only. Willis Street has two northbound lanes entering the intersection and Willeston Street has two westbound lanes.

Pedestrians are provided with an all-red pedestrian phase and also some options to cross parallel with traffic. A Barnes Dance (diagonal) pedestrian movement is provided.

Figure 21 Lambton Quay / Willis Street intersection looking north-east

4.2 Crash rates and social costs


Nine pedestrian crashes have occurred within twenty metres of the Lambton Quay / Willis Street intersection in the five-year period to the end of 2010. No crashes have been reported so far in 2011. Of those crashes, four resulted in serious injury and five resulted in minor injury. The crashes reported at the intersection have a total social cost of $3.65 million.



4.3 Crash Analysis


Pedestrian crashes at the intersection have occurred at an average of 1.8 per year. Figure 22 below shows that there was a peak of five crashes in 2007 with no reported crashes since the one in 2009. With low overall numbers it is not reasonable to assign statistical significance to this peak or the subsequent reduction in crashes.

Figure 22 Reported pedestrian crashes for Lambton Quay / Willis St by year and severity

All of the crashes at the intersection occurred during the day and on a weekday. Almost half occurred between 3pm and 7pm.


The crashes at the intersection all occurred in daylight, and in dry conditions.

0

1

2

3

4

5

6

2006 2007 2008 2009 2010 2011

Minor

Serious

Fatal




Most of the contributing factors for crashes at the intersection were pedestrian factors, such as walking heedless of traffic and disobeying traffic signals (i.e. crossing against the red man signal).

Table 2 Lambton Quay / Willis Street - pedestrian crash contributing factors

Factor Number of factors

Pedestrian walking heedless of traffic 5

Pedestrian disobeying traffic signal 4

Driver did not see/look until too late 3

Pedestrian stepping out from behind parked vehicles 2

Pedestrian running heedless 2

Pedestrian crossing within 20m of controlled facility 1

Pedestrian - attention diverted (mobile phone) 1

Pedestrian misjudged speed / distance of vehicle 1


The drivers reported in the crashes were typically male and aged between 45 and 65. Five of the nine vehicles involved in crashes were buses, with one taxi and three cars.

4.3.5 Pedestrians

Six of the nine pedestrians were female. Ages were relatively evenly spread between eighteen and 62, with no child or elderly pedestrian involvement. All of the pedestrians involved were from the Wellington Region or the city itself.


Three of the crashes occurred at the signals and involved pedestrians crossing westbound towards Lambton Quay in conflict with southbound buses. Two of those crashes occurred on the Customhouse Quay side of the intersection and one on the Willis Street side. All three crashes at the signals resulted in serious injury.

Five of the crashes occurred on Willis Street in the shadow of the traffic signals (within 20m of the intersection). Three crashes involved eastbound pedestrians in conflict with northbound buses and two crashes involved westbound pedestrians in conflict with southbound buses.

4.3.7 Crash Mechanics

All of the crashes have legal and conflict elements since they involve pedestrians either jay walking or crossing against the signal. However, there are also a number of



other factors involved in crashes. The majority have either a perception issue (did not look) or judgement issue (understanding of the road layout and which direction traffic is approaching from).

4.4 Issues identified There may have been some audio signal confusion and see-through visibility

issues - where people may have responded to the incorrect pedestrian signal aspects. While this may now have been addressed through the changes in signal phasing, the possibility of pedestrian confusion and frustration should be monitored.

The option to be able to cross diagonally may not be apparent to those pedestrians who are accustomed to diagonal markings being provided.

The southbound bus lane from Customhouse into Willis Street is of comparatively low volume to the northbound traffic lanes. Pedestrians were described in crashes and observed on site as looking the wrong way. There may be an expectation from people of less risk due to the lower volumes of southbound traffic which may lead their attention away from the nearside lane and towards the higher volume lane.

This section has significant activity around buses - boarding and leaving. Pedestrians can be rushing to and from buses. They step out from between or behind buses and are hit by vehicles travelling past on the outside lane.

Pedestrians may not be fully aware of the increase to two lanes of northbound traffic on Willis Street where the bus stop develops into a left turn lane and, outside that, a straight ahead lane. Pedestrians may be expecting one lane each way as provided further south.

One of the crashes may be related to mirror strike from the bus. While the carriageway width is not as tight as in the central section of Manners Street, it is relatively narrow for two-way traffic considering the high proportion of buses.

The tactile paving does not match between locations across the intersection and could be misleading to visually impaired pedestrians although there is no evidence of crashes related to this.



4.5 Possible treatments

4.5.1 Signal phasing changes

Monitor the signals to assess the ongoing effectiveness and safety of the all-red pedestrian phases. The behaviour/psychology study being conducted parallel to this could be used to analyse conflicts at the intersection and identify any timings that could be improved, particularly if pedestrian frustration associated with additional wait time for the all-red phase leads to further jay-walking. Consideration could be given to double cycling the pedestrian phase if frustration related jaywalking issues persist.

The jay-walking problems immediately south of the intersection should be addressed as part of recommendations made for the wider Willis Street route, see Section 5.5.

4.5.2 Improved pram crossings

While not directly related to crashes, consider improving the kerb drop crossings and tactile paving to be consistent with current guidelines for blind and vision-impaired pedestrians.

4.5.3 Improved road markings

Consider marking short diagonal pedestrian lines to indicate the option to be able to cross the intersection diagonally in the all-red phase.



5. Willis Street

5.1 Introduction Willis Street is a busy shopping street and the primary bus route. It is typically three lanes wide with a southbound bus-only lane and a northbound traffic lane. The second northbound lane is typically used for buses stopping or for loading. Willis Street has been subject to a 30km/h speed limit since January 2006.

Figure 23 Willis Street looking north towards Lambton Quay



Five pedestrian crashes occurred along Willis Street over the five-year period to the end of 2010 with a further two crashes reported so far in 2011. Six crashes resulted in minor injury, and one was fatal. The social cost of crashes along the route (excluding those within 20m of Lambton Quay) was $4.15 million between 2006 and 2011.


The collective risk, crash density in pedestrian crashes per km per year is 8.24 crashes/km/yr



5.2.3 Personal Risk

The pedestrian risk calculated as a crash cost exposure to crashes per vehicle km based on traffic volume is $72.36 million per year. In terms of exposure based on pedestrian volume, it is $19.84 million per year.

5.3 Crash Analysis


Crashes have occurred at an average of one per year during the time period. Although actual numbers have fluctuated slightly, there are no notable peaks.

Figure 24 CAS reported pedestrian crashes for Willis Street by year and severity

All of the crashes occurred between 12pm and 6pm on a weekday. No monthly or seasonal peaks are evident.


All of the pedestrian crashes along Willis Street occurred in dry and light conditions.


“Walking heedless of traffic” was reported in three crashes and “running heedless of traffic” was reported in two crashes.


Four of the seven vehicles involved in the pedestrian crashes were buses. Five of the seven reported drivers were aged between 53 and 63, and drivers were typically male.

0

1

2

3

2006 2007 2008 2009 2010 2011

Minor

Serious

Fatal



5.3.5 Pedestrians

All of the pedestrians for whom the information was recorded were from Wellington City or from the Greater Wellington region. Five of the seven were female with ages generally over forty.


Six of the seven pedestrian crashes occurred at mid-block locations spread along the route.


This section shows similar characteristics to the crash issues on Willis Street immediately south of the Lambton Quay intersection. The majority of crashes either have a perception issue (did not look) and / or judgement issue (understanding of the road layout and which direction traffic is approaching from).

5.4 Issues identified Width and lane arrangement: Pedestrians are crossing behind, in front and

between, parked vehicles at the bus lane / loading bays. The narrow carriageway width leaves little room for error for pedestrians, with vehicles typically travelling with the inside wheels in the drainage channel. Pedestrians appear to be stepping into the road and looking over their shoulder at the same time, as opposed to looking before they step off the kerb.

There is a relative lack of traffic in the southbound bus lane (only one related crash).

There is a lack of distinct pedestrian crossing points but a range of desire lines being used. Strong desire lines were noted around Chews Lane. Pedestrians are crossing at all points to access shops, offices and bus stops.

Pedestrians are dashing across the road to catch buses. In the in depth analysis of TCRs for this section, more pedestrians were noted as “running” than elsewhere.

This section has a higher proportion of female pedestrians.

Despite two sets of traffic signals relatively close together the traffic is not platooning particularly well, possibly related to bus activities along the way. There are few gaps in the northbound traffic for pedestrians to cross.

The right-turns into and out of Bond Street are quite heavily used. This right turn opportunity could be confused with the next right turn north at Mercer Street. Bond Street is not obvious as a side street and the footpath continues across the intersection. This treatment gives a shared zone effect with precedence to pedestrians. This reversal of priorities is appropriate for low traffic volumes and shared streets but could be hazardous when there are a significant number of turning vehicles.



5.5 Possible Treatments


This treatment is not recommended but is covered as an option. The treatment is covered in the route wide issues in section 2.5 above.

5.5.2 Use of footpath edge delineation

Generally, behaviour at intersections is well managed by signals, but the midblock crashes away from intersections have issues that could be improved by defining more clearly the margin between footpath and road.

There is evidence at this site that pedestrians are stepping off the kerb before or at the same time as they glance to their right. With the narrowness of the southbound lane, there is no opportunity for pedestrians to put a foot on the road to wait for the way to be clear. Because the southbound bus lane has relatively lower traffic volume, the pedestrian perception of risk from approaching vehicles may be less.

Consider installing a physical border of contrasting colour, texture and height along the full route except at clearings, formal and promoted pedestrian crossing locations as described in section 2.5.1. This margin treatment would create an interruption to travel and concentration that must be considered by people when walking across. Due to its physical characteristics, texture and colour contrast, it will be different to a sign, coloured tiles or road marking that can become familiar over time.

This margin effect should be considered as a consistent treatment along the whole Golden Mile route. Sections of coloured paving strips and bollards have already been trialled at discreet locations. “Look right” markings have also been used but are likely to reduce in effectiveness over time.

5.5.3 Improvements to pedestrian facilities

Consider the provision of a signalised mid-block pedestrian crossing at Chews Lane. There is a strong pedestrian desire line at this location and the route is already narrowed. Further narrowing would be required to reduce masking of pedestrians by vehicles in bus stops and loading bays. Although a controlled crossing at this location will not cater for all desire lines along the route, it should be well utilised and may assist in attracting more crossing activity at a defined location. It would create better platooning with the added effect of more gaps in traffic for pedestrians crossing elsewhere along the route.

Investigating the viability of pedestrian detection technology (Puffin) would avoid traffic being stopped when the pedestrians have taken a chance before their phase. Consideration would need to be given as to how this would be co-ordinated with other signalised intersections.

Consider installing some kerb extensions along the west side of the route to create more formal bus stops and loading zones. This kerb extension work would allow pedestrians to see around stopped vehicles without stepping into the road.



Clearing of the street furniture (see Figure 15) around the Chews Lane location should be promoted. If sight restrictions are cleared around favoured crossing locations, this will emphasise the opportunity for mid-block crossing and increase inter-visibility between drivers and pedestrians. This clearing treatment is described in section 2.5.3.

5.5.4 Lane layout

Apply additional areas of green surface on the southbound bus lane to reinforce the two-way nature and the high bus activity. In this section, the whole length of the bus lane should be treated. Improve the consistency of lane provision for different vehicle types but with particular emphasis on bus facilities. Re-mark bus lanes and bus stops to more clearly define their functions.

Consider making all the bus stops and loading zones into actual bays to remove the perception of them being a lane. This will also provide additional kerb extension for pedestrians as described in section 5.5.3.

5.5.5 Vehicle technology

Consider the options for bus visibility and safety as described in the general options in section 2.5.8.



6. Willis Street / Boulcott Street

6.1 Introduction The intersection of Willis Street and Boulcott Street is a signalised crossroads. The Willis Street northbound and Boulcott Street eastbound approaches are two lanes. The Manners Street and southbound Willis Street approaches are single lanes and also bus lanes. Southbound traffic on Willis Street (bus lane) is required to turn left into Manners Street. Westbound traffic on Manners Street is banned from turning left.

The eastbound bus lane on Manners Street can be used by other vehicles outside of business hours.

A 30km/h speed limit has been in place on the northern Willis Street approach since January 2006 and on the Manners Street approach since November 2010 when the Manners Street bus priority was implemented.

Figure 25 Willis Street / Boulcott Street looking west from Manners Street



Three pedestrian crashes occurred at the intersection in the five-year period 2006-2010, with one further crash reported so far in 2011. Two crashes resulted in serious injury and two minor injuries with a total social cost of $1.77 million.



6.3 Crash Analysis


Pedestrian crashes occurred at a rate of one per year between 2006 and 2008, with no further crashes occurring until 2011.

Two pedestrian crashes occurred on Saturdays, with the remainder occurring on weekdays. Half of the crashes occurred late at night. This is a change from the northern sections of the route where there is a very definite bias towards daytime and peak-hour crashes.


All of the crashes occurred in dry conditions and two crashes (50%) occurred in darkness.


Three of the four crashes reported that the pedestrian was intoxicated and listed the alcohol factor as the primary crash cause. This again is a change from the northern sections of the route where night and alcohol factors are rare. Other pedestrian factors were varied, such as running heedless of traffic and crossing against the signal.


The pedestrian and vehicle direction of travel and the side of the intersection that the crash occurred on were mixed. However, three of the four pedestrians were hit on their left side.


The crash mechanisms at this intersection have been different to elsewhere on the route, with 75% of the crashes being largely due to impairment (intoxication). Legal issues were high with most crashes involving pedestrians crossing against the signal.

6.4 Issues identified The lack of crashes in 2009 and 2010 may be significant. Recent changes such as

the Barnes Dance pedestrian phasing and intersection configuration will have significantly changed traffic flows and may also have affected crash numbers. However the introduction of the bus priority route is very recent, so patterns may again change. With only four crashes at the actual intersection, trends cannot yet be identified.

In general (with a few exceptions) the pedestrian issues along the Golden Mile route are mid-block and the signalised intersections provide good safety protection for pedestrians.



6.5 Possible Treatments The recommendation for this specific intersection, given the crash history and

recent changes, is to set up a feedback system to monitor emerging safety issues and to monitor motorist compliance with lane use and restricted movements.

Video monitoring and analysis of pedestrian behaviour and desire lines will be a useful supplement and give valuable information on changing patterns over the day.



7. Manners Street

7.1 Introduction The Manners Street section of the route has had significant changes recently. The Manners Street bus priority route was opened in November 2010 and the speed limit along Manners Street and Courtenay Place was reduced to 30km/h at the same time.

Reconfiguration of the traffic signals at the eastern end of Manners Street, at Taranaki Street, was implemented in July 2010.

The Manners Street route can be viewed in three sub- sections; Willis to Victoria, Victoria to Cuba, and Cuba to Taranaki. It is now designed as a priority bus route so, unlike the Lambton Quay, Willis Street and Courtenay Place sections, the road users are primarily buses and pedestrians. Since November 2010, crashes involving bus/pedestrian crashes are expected to be the dominant pattern with a corresponding change away from more widespread vehicle types. A pattern of crashes is now likely to develop on the central section that had previously been closed to vehicle traffic until November 2010.

Figure 26 Manners Street east looking towards Taranaki Street



Figure 27 Manners Street west looking towards Willis Street

Figure 28 Manners St central looking west towards Victoria Street





Excluding the intersections of Taranaki Street and Willis Street at each end, there were ten injury crashes reported over the five year period 2006-2010 of which eight involved pedestrians. Another three crashes occurred in 2011 and all involved pedestrians. The total social cost of the eleven pedestrian crashes was $5.9 million.



7.27 crashes/km/yr in the western section between Willis St and Victoria Street,

5.93 crashes/km/yr in the central section between Victoria Street and Cuba Street,

10.23 crashes/km/yr in the eastern section from Victoria Street though to Taranaki Street.

7.2.3 Personal Risk

The pedestrian risk calculated as a crash cost exposure to crashes per vehicle km based on traffic volume shows as very high but is based on the historically low average traffic flows. In terms of exposure based on pedestrian volume it is:

$44.46 million per year in the western section,


$56.23 million in the eastern section.

7.3 Crash Analysis


There is a pattern of one or two serious injury pedestrian crashes occurring each year but with a recent rise showing two serious crashes in each of 2010 and 2011.

Only two crashes occurred at night continuing the trend shown further north on the route on the Lambton and Willis St sections where most crashes also occur during the day.

Analysis of specific times of the day shows over half of the pedestrian crashes occurred between 3pm and 7pm and all crashes were on weekdays.



Figure 29 CAS reported pedestrian crashes for Manners Street by year and severity


All of the pedestrian crashes were in dry conditions with two of the eleven occurring at night.


There a predominance of crashes at the signal controlled junction (Manners / Victoria) and non-compliance with traffic signals by pedestrians (3) and drivers (2). The two crashes where a vehicle did not stop at a red light were both buses.

Pedestrians along Manners Street midblock were crossing without looking or expecting traffic. The pattern continued of people looking the wrong way or walking onto the road at an angle with a bus approaching from behind over their shoulder. Three pedestrians stepped out from between stopped buses and into the path of another vehicle. Two pedestrians were distracted by their cell phone or music player. Most (82%) of the pedestrians were female.

0

1

2

3

4

2006 2007 2008 2009 2010 2011

Minor

Serious

Fatal



Table 3 Manners Street - pedestrian crash contributing factors

Factor Number of factors

Pedestrian not complying with traffic signals 3

Alcohol factor – pedestrian 1

Vehicle did not stop at red light 2

Attention diverted by other traffic 1

Crossing heedless of traffic 3

Stepping out from behind parked vehicle 3

Running heedless of traffic 2

Attention diverted by cell phone or music player 2


Driver involved in crashes were all aged between 30-40 or 50-60. Two crashes involved northbound drivers on Victoria Street. This has now been removed as an allowable movement since Victoria Street was made one-way southbound in conjunction with the priority bus lane treatments. Six of the eleven vehicles involved were buses.

7.3.5 Pedestrians

Nine of the eleven pedestrian crashes have been at the western end of Manners Street and at the Victoria Street intersection.

On the central section (previously closed to vehicles), there is no crash pattern to use yet, but observations showed good compliance, possibly due to local users having been exposed to publicity around the bus lane. However, this may not have reached people visiting from outside the area. Pedestrians tend to cross at the very middle of this section due to the queues of buses for signals and bus stops at the ends.

The eastern end of the route through to Taranaki Street has had less pedestrian crashes however, a crash has occurred recently, that is yet to be entered into the CAS system. The route beside Te Aro Park was observed to be a common place to cross at any point. Both the recorded crashes were due to the inattention of a pedestrian, one of whom stepped out between stationary buses.

Five pedestrians were from outside Wellington City but from within the Wellington Region. Only one was from outside greater Wellington and that unfamiliarity contributed to the crash. Nine of the eleven pedestrians were female.




The pedestrian crashes occurred mainly at the western end of Manners Street from the Victoria Street intersection through to Willis Street. The traffic direction options at the site have changed, resulting in a significant change to traffic flow along Manners Street and also Victoria Street. The southbound Victoria Street flow remains but may be reduced due to Manners Street right turn restrictions. The northbound Victoria Street flow is also now likely to be reduced to buses with other vehicles only outside business hours. Flows and traffic mix will vary after peak hour and at weekends but the main crash problem is during business hours.

Therefore, future crash exposure during business hours is likely to be between buses and pedestrians.


The crashes have changed slightly to be more intersection crashes rather than midblock crashes as experienced in other sections. As mentioned above, the crash pattern will have changed.

Perception issues remain with pedestrians looking the wrong way, stepping out from between stopped buses and distraction. Along the bus priority route there is less buffer space between the footpath and through lanes due to the narrower overall carriageway width. However a continuation of the same crash pattern is evident; a pedestrian will walk into a live lane without realising there is a vehicle (usually a bus) approaching. This gives perception (did not look) and judgement (understanding of road layout) issues.

7.4 Issues identified The street furniture and planting provides a permeable barrier or margin treatment

of sorts between the through pedestrian path and the road. However they are not providing a consistent treatment and are not oriented to the desired use. The furniture on the southern side of Manners Street restricts footpath useable width in some places and may encourage more use of the northern side of manners Street and crossing from south to north. Also some taller items of street furniture, such as telephone booths can form visibility restrictions.

Visibility of pedestrians can be compromised by the trees at the western end from Victoria through to Willis Street. While the trees are tall, with the canopies above any visibility lines, their trunks can cause a momentary interruption to sight lines. This is exacerbated when looking down a line of trees which then forms a virtual wall in the desired sight line. This requires reduced speed and a high level of alertness and reaction time for drivers.

Pedestrians are crossing between stationary buses, possibly even seeing them as a form of protection but not realising the restrictions they cause.

Active speed information signs are effective in informing drivers of their speed and also to give pedestrians an idea of the operating speeds.



Due to the narrowness of the carriageway, the buffer zone between stepping off the kerb and being in the path of a vehicle is limited. This is particularly apparent when two buses are passing each other on the narrow carriageway of the central section.

Sections of coloured paving strips and “Look Right” markings have been used here, but the contrast in colour is limited with no texture or height difference, and the effectiveness of the warning text (as with many signs) is likely to reduce over time.

There are a lack of defined midblock crossing points and pedestrians will cross at any point along the route.

There is limited coloured pavement applied for the bus lanes.

Street lighting is not consistent along the route and could also be affected by the trees at the western end. At the eastern end and toward the Courtenay Place route, there is a need for a high standard of street lighting as this is where night time crash frequency for pedestrians increases. The area alongside Te Aro Park could be better illuminated. The effective double sided treatment used in Courtenay Place that illuminates both road and footpath would address the night crash issues and mean better definition along the Te Aro Park edge.

There is some confusion as to the direction of traffic allowed. An example would be exiting the service lanes (Opera House lane and Lukes Lane) at the eastern end. As they join Manners Street, a mandatory “turn right” arrow is shown despite a left turn being the most obvious route to Taranaki Street which is reinforced by a left pointing arrow marking on the lane. The message given on the right turn only sign into Cuba Street north could also be ambiguous to some drivers. The “no entry” wording may be understood as “no right turn”.

At the western end, the approach to Manners Street from Boulcott Street is governed by three arrow signal displays which allow traffic to enter at some times of the day and not others. While there is a sign confirming the times, the allowable movements are not immediately obvious to drivers. For non-drivers or unfamiliar drivers, the changing traffic patterns may not be anticipated.

7.5 Possible Treatments Crash numbers on the sections within this route will be expected to increase from a zero base (where there was no traffic) and to decrease from a higher level (where traffic flows have reduced). The new rate should be expected to match that of Willis Street which has one of the higher densities for pedestrian crashes. However potential crash increases could be suppressed by employing treatments consistent with the other routes including increased colour treatment, margin improvements, creating clear areas for mid-block crossing, streetlighting, localised widening or central flow treatment with passing zones.

Video analysis could be used to determine the new patterns of pedestrian desire lines, crossing behaviours and changes over the period of a day.




This treatment is not recommended but is covered as an option. The treatment is covered in the route wide issues in section 2.5.


Again, there is evidence confirmed by site observations of pedestrians stepping off the kerb before, or at the same time as they glance to their right. With the narrowness of the lanes, there is no margin for error for pedestrians looking for traffic at the same time as stepping into the road.

Installing a physical border of contrasting colour, texture and height along the full route except at clearings, formal and promoted pedestrian crossing locations as described in section 2.5.1 would create a margin treatment. This would create an interruption to travel and concentration that must be considered by people when walking across. Due to its physical characteristics, texture and colour contrast, it will be different to a sign, coloured tiles or road marking that can become familiar over time.

7.5.3 Speed

Speed along the route will have reduced with the initiatives already put in place. It is important to maintain these lower speeds to reduce the severity of crashes and increase opportunity for reaction and avoidance.

Increasing the frequency and area of green surfaced bus lane and legends would assist with the bus lane message and complement the active speed devices already in place.

7.5.4 Street lighting

Street lighting should be upgraded through this area and as far as Cuba Street to link the Courtenay and Cuba areas at night. The effective double sided treatment used in Courtenay Place that illuminates both road and footpath would address the night crash issues and mean better definition along the Te Aro Park edge of Manners Street.


Consider the provision of greening at a midblock location for each of the three Manners Street sections. This could be provided in association with a corresponding gap in the kerb-line margin treatment to encourage more concentration of crossing movements away from the ends where buses are queued and to help to give a critical mass of crossing movement that would assist both pedestrians and bus drivers to judge activity.

Clearing of the street furniture at these points should be promoted, where sight line restrictions are cleared from favoured crossing locations to emphasise the opportunity for mid-block crossing and to increase inter-visibility between drivers and pedestrians. This clearing treatment is described in section 2.5.3 and illustrated in Figure 15.



7.5.6 Lane layout

Consider allowing some flexibility in the directions allowed for traffic exiting Opera House Lane and Lukes Lane as they join Manners Street so the relatively few vehicles are not required to make right turns into Manners and then Cuba Street

Due to the narrow carriageway width, high pedestrian use and the frequency of two way bus movements, a one way alternating traffic flow could be considered through the central section (between Victoria and Cuba). This could take the form of a holding bay at each end or one in the centre so that two opposing buses are not both moving when they cross.

Revise the layout and wording of the sign for traffic turning right into northern Cuba Street. The regulatory sign with “no entry” wording makes it potentially ambiguous for drivers who may understand the message as “no right turn”. One option would be to convey the message with two different signs, one prohibiting straight ahead and one for mandatory right turning.


Consider the options for bus visibility and safety as described in the general options in section 2.5.8.



8. Manners Street / Taranaki Street / Courtenay Place

8.1 Introduction This intersection is of a different character to the rest of the Golden Mile route in both function and crash patterns. While there are still pedestrian crashes, they are with cars more than buses. The Golden Mile approaches have narrow lanes and encourage low speeds, whereas the opposing road is a multi-lane city arterial route.

Pedestrian and bus priority has changed to cater for the high flows on Taranaki Street. While this is necessary for the current road hierarchy, pedestrians may have expectations of a level of service similar to other parts of the route.

Figure 30 Taranaki Street looking south

Reconfiguration of the traffic signals and removal of central islands at the intersection of Taranaki/Courtenay/Manners was completed in July 2010 following a site-specific crash reduction study.

Opening of the Manners Street bus priority to the west of this intersection was completed in November 2010.

The speed limit on Manners Street and Courtenay Place was reduced to 30km/h in November 2010.





There were fifteen injury and 35 non-injury crashes at and near this intersection in the five years 2006 to 2010 and none to date in 2011. Twelve crashes involved pedestrians making up 80% of the injury crashes at this site. One of the crashes was a fatality and two resulted in serious injury. The social cost of crashes at the site over the five year period 2006-2010 was $6.02 million.

8.3 Crash Analysis


The twelve pedestrian crashes occurred at a rate of 2.4 per year, with the fatality in December 2008. This is the area where the predominance of day time crashes reduces as dark crashes make up 54% at this site. The weekday/weekend split is also different to previous sections with over half occurring in the weekend. Four of the crashes occurred between midnight and 3 am on a Friday, Saturday or Sunday. Crashes during the summer months were more common; over 60% were from December through March.

Figure 31 CAS reported pedestrian crashes for Taranaki / Manners Street intersection by year and severity


Almost all crashes were in dry conditions. The 54% of crashes which occurred at night is a higher proportion than in other sections.

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2006 2007 2008 2009 2010 2011

Non Injury

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Serious

Fatal




Alcohol involvement increases at this site with five crashes having alcohol as a contributing factor. The alcohol affected parties were pedestrians rather than drivers. Pedestrians crossing against a “red man” signal was common as was crossing away from the signal controlled crossings.


None of the pedestrian crashes involved buses, with one involving a motorcycle and the remainder, cars. Driver factors were not heavily reported for the crashes.

8.3.5 Pedestrians

About half of the pedestrians were male. Two were from outside Wellington Region; one of these was from overseas. Pedestrian ages were evenly spread across a seventeen to seventy year age range.


Eight of the crashes were at the signalised intersection and the others were away from it as pedestrians attempted to cross at a distance from the controlled crossing points.


The predominant pattern was legal; pedestrians crossing against a “red man” signal into the path of a car legally moving through on a green light. While this can be attributed as a pedestrian fault, a safe system approach to the wider responsibilities of reducing harm should consider factors that make this intersection different from the rest of the route. Factors include the increased approach speed of the vehicles (which will increase stopping distances and injury severity in a crash), and the additional waiting time required for pedestrians at this site compared to others along the route. The pedestrian factors will be compounded by alcohol in some cases but remedial measures can still be effective.

The issues were commonly conflict and legal based rather than related to perception.

8.4 Issues identified There are long wait times for pedestrians which are frustrating for many people,

especially locals who are aware of a long waiting time. Pedestrians have been used to a relatively uninterrupted walking route along Manners Street and Courtenay Place prior to reaching this point.

It was observed that pedestrians wishing to cross more than one leg would cross the second leg away from the lights, meaning some crashes have occurred about 20-30m from the junction on the Manners, Courtenay Taranaki and Dixon Street legs.

Pedestrians are starting to cross at the end of their phase and then getting caught out. The pedestrian phases are relatively short for crossing six lanes of traffic.



Some pedestrians were observed to cross halfway across the multi-laned Taranaki Street and stand in front of a turning vehicle which is waiting at a red arrow.

The western end of Courtenay Place divides (Courtenay Slip) and means some pedestrians are led to a point just south of the signals. This may tempt them to cross there instead of walking back to the signals. While there are not many crashes to confirm this, the fatality was of this movement.

8.5 Possible Treatments The comprehensive crash reduction study resulted in fairly recent changes to the

intersection. Initial results are showing less conflict and fewer reports of incidents. The changes should be monitored to assess their success in reducing crashes. As with the Manners/Boulcott site, a feedback system should be set up to flag any emerging safety issues and to monitor pedestrian compliance.

Video monitoring and analysis of pedestrian behaviour and desire lines away from the signals would be a useful supplement to inform further investigation.

Street lighting should be upgraded through this area and as far as Cuba Street to link the Courtenay and Cuba areas at night. The effective double sided treatment used in Courtenay Place that illuminates both road and footpath would help to address the night crash issues and mean better definition along the Te Aro Park edge of Manners Street. The street lighting should be extended to illuminate road and footpaths away from the junction to assist the jaywalking issue but also highlight the intersection.

If not done as part of the previous study, a traffic generation and destination study could be commissioned to determine the trips being made along Courtenay Place and the turns into Courtenay Place from Taranaki Street. If Courtenay Place is being used as an alternative route to the Wakefield / Jervois / Cable arterial routes further north, there may be an opportunity to alter traffic flows using traffic calming or prohibited movements.



9. Courtenay Place

9.1 Introduction This section of the route has its own character significantly different to the rest of the Golden Mile but is still a route that has a high predominance of pedestrians. The road user types and patterns are different from the Lambton Quay, Willis Street and Manners Street sections with higher activity at night and less restrictions to traffic movement and vehicle types.

Courtenay Place can act as an alternative route to the arterial of Wakefield and Cable Streets. The Tory Street intersection in the centre of the route also contributes traffic.

Mid-block traffic signals between Tory Street and Taranaki Street were installed in December 2009. The speed limit on Courtenay Place was reduced to 30km/h in November 2010.



Over the five year period 2006-2010, there were fifteen pedestrian crashes of which four were serious and ten involved minor injury. The social cost of these was $4.05 million. A further three crashes have been reported in 2011 to date.



5.45 crashes/km/yr in the western section between Taranaki St and Tory Street,

6.36 crashes/km/yr in the eastern section from Tory Street though to Cambridge Terrace.

9.2.3 Personal Risk

The pedestrian risk calculated as a crash cost exposure to crashes per vehicle km based on traffic volume is:



In terms of exposure based on pedestrian volume it is:





Figure 32 Courtenay Place eastbound from Taranaki Street showing traffic calming effect

Figure 33 Courtenay Place westbound looking to Tory Street intersection



9.3 Crash Analysis


Pedestrian crashes have occurred at three per year consistently over the past five years. They are spread evenly throughout the day but with a clear peak after 9pm. Thursdays, Fridays and Sundays are the most common days. All of the pedestrian crashes occur in the first half of each year, with 60% in the first three months of the year.

Figure 34 Pedestrian crashes for Courtenay Place by year and severity

Figure 35 Pedestrian crashes by time and day

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2006 2007 2008 2009 2010 2011

Non Injury

Minor

Serious

Fatal

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Mon




Unlike other sections, 73% of pedestrian crashes were at night. Most crashes (80%) were on a dry road. Two incidents had heavy rain and poor visibility as possible contributing factors.


Alcohol was a factor in 50% the crashes along Courtenay Place, which is considered high and a shows different pattern from other sections. Alcohol has affected the pedestrian behaviour and other crash factors with six cases of intoxicated people walking into the side of or the path of vehicles.

Two vehicles ran red lights at the Tory Street intersection before hitting pedestrians.


Driver ages were spread across a 19 to 65 year range but with more at the younger end of the scale. Vehicle types are more varied than on previous sections of the Golden Mile including three buses, three taxis, a bicycle and eleven cars.

9.3.5 Pedestrians

Pedestrian ages were spread across a 17 to 54 year range, with more at the younger end of the scale - late teens and twenties.


The crashes were located predominantly in the vicinity of the Tory Street intersection and further east around the Blair Street intersection.


Nine crashes involved pedestrians being hit from the right, one from the left with the remainder being of various movements involving pedestrians walking or running or standing in front of moving or manoeuvring vehicles. The drivers often have little or no time to react to the presence of a pedestrian.

The issues were more conflict or legal related than the perception issues seen further north on the Golden Mile route. Pedestrians and drivers are failing to obey signals and other road rules. Alcohol factors are another legal issue in this section.

9.4 Issues identified The street has been designed to create a channelled and slow street environment

which caters for the mixture of activity. The character of the street changes significantly between day and night, meaning the traffic management has to compromise between the two. Maintaining traffic flows for daytime causes additional exposure to vehicle conflicts at night.



The traffic calming treatment is more noticeable and effective at the western end. The eastern end is more weighted towards catering for buses and bus stops.

The pedestrian crossings and facilities are well maintained but are of varying types. There is a signalised midblock crossing at the western end and two zebra crossings at the eastern end. The lane and carriageway width increases markedly east of Tory Street, requiring more time to cross. With less constrained lane width, there are potentially higher speeds, less lane discipline and less parking discipline.

The recently installed street lighting is a high standard and provides illumination for both road and footpath, adding to the impression of a shared space. Some higher level lighting or angled illumination may be useful at the pedestrian facilities to highlight people on the crossings.

Figure 36 Courtenay Place eastern Zebra Crossing



9.5 Possible Treatments The busy roadside environment can divert attention from the road; consequently

there is a need for lower operating speed. Alternatively, remove some vehicles from the traffic mix. The traffic calming treatments on the western end seem to be effective at reducing crash density so this treatment could be extended to the section east of Tory Street.

Provide consistency of pedestrian crossings to make them either zebra or signalised mid-block, including investigation of pedestrian detection technology. Information to hand indicates that signalised pedestrian crossings will soon be installed to replace the two zebra crossings on Courtenay Place.

Install higher level lighting or angled illumination at the pedestrian facilities to highlight people using the crossings.

Upgrade the Tory Street intersection to provide more efficiency for pedestrians. Consider prohibiting some movements from Tory Street onto Courtenay Place.

Consider restrictions of specific vehicle types or between certain time periods, as used on other parts of the Golden Mile. In this case, the bans are more likely to be outside business hours rather during business hours. There is the potential for night time closures but a trial to monitor effectiveness could be considered.

A traffic ban may mean migration of activity onto side streets, so improved lighting and environmental design may be required along the side streets.



10. Summary of Issues

10.1 Lambton Quay

10.1.1 General crash characteristics

Lack of pedestrian attention;

Pedestrians failing to look or looking the wrong way; and

Inconsistent interface between footpath, carriageway, bus lane, parking facility – some sections have the appearance of being a “shared space” whilst others are more clearly defined.

These behaviours and factors have contributed to a predominance of bus vs pedestrian crashes occurring in daylight, on weekdays and typically during peak hours.

10.1.2 Bus Station

The zebra crossing at southern end needs to be generally upgraded. Renew delineation, given the location and use, consider installing flashing beacons instead of orange discs.

General lack of pedestrian infrastructure within the terminal. Pedestrians will use shortest route between their bus stop and destination and were regularly observed walking along or diagonally across the road with their back to traffic.

Bus driver behaviour; manoeuvring at inappropriate places within the terminus, speed into and out of stops.

Inconsistent use of tactile paving exiting the railway station.

Non-contiguous linkages for pedestrians entering the terminus from the north which can take them out of their desired path of travel and can lead to people walking along the narrow median.

Parked and stationary buses blocking visibility both for pedestrians and other vehicles.

10.1.3 Bus lanes

Inconsistency in the provision and width of bus lanes. Clarity over where bus lanes and bus stops change. Pedestrians can treat some lanes as safe to step onto, mistaking it for a parking lane or loading bay rather than a bus lane or the beginning of bus stop. A clear distinction between bus stop and bus lane and loading bay would assist perception.

Part-time bus lanes / loading zones / taxi stands / bus stops lead to pedestrian confusion as to whether to expect vehicles to be travelling along the inside lane and provides potential for pedestrians to step out between parked / stationary vehicles.



Narrowness of bus lanes leads to either the body or mirrors of buses overhanging the vehicle lane or the footpath.

Confusion over direction and legal status of a contra-flow bus lane where buses are travelling on the wrong side of the solid median. This can lead to pedestrians looking the wrong way and to confusion amongst other road users.

The quietness of some buses will surprise pedestrians who step out without looking.

10.1.4 Pedestrian crossing points

Inconsistent use of tactile paving. The treatment doesn’t match up across crossing points in a number of locations. There is a lack of colour contrast and they can give misleading messages.

Generally pedestrian crossing points are frequent and appropriately located. However, with multiple destinations on both sides, particularly shops and bus stops, the desire lines are too frequent to provide crossings for all of them.

10.1.5 Southern Section

There is a higher proportion of fatal and serious casualties toward the southern end of Lambton Quay. Pedestrians were observed to often be looking the wrong way. The route at this end has the appearance of being a shared space and may give the message to pedestrians that they have a higher priority within the traffic mix. The disparity in traffic volumes between the lanes may lead pedestrians’ attention away from the nearside low volume lane to that of the higher volume lane.

10.2 Lambton Quay / Willis Street Intersection


Crashes involving local female pedestrians crossing against the signal

5/9 of the crashes involved bus vs pedestrian conflict

Crashes occurring in daylight and dry conditions on weekday afternoons

Legal / conflict issues of jay walking supplemented by pedestrian perception issues

10.2.2 Issues identified

There may have been some audio signal confusion and see-through visibility issues - where people may have responded to the incorrect pedestrian signal aspects. While this may now have been addressed, the possibility of pedestrian frustration should be monitored.

The option to be able to cross diagonally may not be apparent to those pedestrians who are accustomed to diagonal markings being provided.

The southbound bus lane from Customhouse into Willis Street is of comparatively low volume to the northbound traffic lanes. Pedestrians were described in crashes



and observed on site as looking the wrong way. There may be an expectation from people of less risk due to the lower volumes of southbound traffic which may lead their attention away from the nearside lane and towards the higher volume lane.

This section has significant activity around buses - boarding and leaving. Pedestrians can be rushing to and from buses. They step out from between or behind buses and are hit by vehicles travelling past on the outside lane.

Pedestrians not may be fully aware of the increase to two lanes of northbound traffic on Willis Street where the bus stop develops into a left turn lane and, outside that, a straight ahead lane. Pedestrians may be expecting one lane each way as provided further south.

One of the crashes may be related to mirror strike from the bus. While the carriageway width is not as tight as in the central section of Manners Street, it is relatively narrow for two-way traffic considering the high proportion of buses.

The tactile paving does not match between locations across the intersection and could be misleading to visually impaired pedestrians although there is no evidence of crashes related to this.

10.3 Willis Street


Crashes involving pedestrians crossing heedless of traffic in mid-block locations

Almost half of the crashes involved bus vs pedestrian conflict


10.3.2 Road width and lane arrangement

Pedestrians are crossing behind, in front and between, parked vehicles at the bus lane / loading bays. A lack of carriageway width leaves little room for error for pedestrians. Pedestrians appear to be stepping into the road and looking over their shoulder at the same time, as opposed to looking before they step off the kerb.

There is a relative lack of traffic in southbound bus lane (only one related crash).

The right-turns into and out of Bond Street are quite heavily used. This right turn opportunity could be confused with the next right turn north at Mercer Street. Bond Street is not obvious as a side street and the footpath continues across the intersection. This treatment gives a shared zone effect with precedence to pedestrians. This reversal of priorities is appropriate for low traffic volumes and shared streets but could be hazardous when there are a significant number of turning vehicles.



10.3.3 Pedestrian crossing activity

There are a lack of distinct pedestrian crossing points and a large range of desire lines. Strong desire lines were noted around Chews Lane. Pedestrians are crossing at all points to access shops, offices and bus stops.

Pedestrians are dashing across the road to catch buses. In the crash summaries, more pedestrians were noted as “running” on this section than elsewhere.

This section has a higher proportion of female pedestrians.

Despite two sets of traffic signals relatively close together the traffic is not platooning particularly well, possibly related to bus stops and loading activities along the way. There are few gaps in the northbound traffic for pedestrians to cross safely.

10.4 Willis Street / Boulcott Street The lack of crashes in 2009 and 2010 may be significant. Recent changes such as

the Barnes Dance pedestrian phasing and intersection configuration will have significantly changed traffic flows and may have affected crash numbers. However the introduction of the bus priority route is very recent so patterns may again change. With only four crashes at the actual intersection, trends cannot yet be identified.

10.5 Manners Street


Majority of crashes occurring at the Victoria Street intersection and the western end of the route.

Changes to the central section mean that crash patterns over a significant period cannot be assessed.

6/11 of the crashes involved bus vs pedestrian conflict


10.5.2 Road width and lane arrangement

The street furniture and planting provides a permeable barrier of sorts between the through pedestrian path and the road but is not always consistent or oriented to the desired use. The furniture on the southern side of Manners Street restricts the usable footpath width in some places, which may encourage more use of the northern side and crossing from south to north. Also some taller items of street furniture can form visibility restrictions.

Visibility of pedestrians can be compromised by the trees at the western end from Victoria through to Willis Street. While the trees are tall, with the canopies above any visibility lines, their trunks can cause a momentary interruption to sight lines. This is exacerbated when looking down a line of trees which then forms a virtual



wall in the desired sight line. This requires reduced speed, high level of alertness and reaction time for bus drivers.

Pedestrians are crossing between stationary buses, possibly even seeing them as a form of protection but not realising the restrictions they cause.

Active speed information signs are effective in informing drivers of their speed and also to give pedestrians an idea of the operating speeds.

The buffer zone between stepping off the kerb and being in the path of a vehicle is limited. This is particularly apparent when two buses are passing each other on the narrow carriageway of the central section.

Sections of coloured paving strips and “Look Right” markings have been used here but the contrast in colour is limited with no texture or height difference and the effectiveness of the warning text (as with many signs) is likely to reduce over time.

There are a lack of defined midblock crossing points and pedestrians will cross at any point along the route, often between stopped buses.

There is limited coloured pavement applied for the bus lanes.

Street lighting is not consistent along the route and could also be affected by the trees at the western end. At the eastern end and toward the Courtenay Place route, there is a need for a high standard of street lighting as this is where night crash proportions for pedestrians increase. The area alongside Te Aro Park could be better illuminated, the effective double sided treatment used in Courtenay Place that illuminates both road and footpath would address the night crash issues and mean better definition along the Te Aro Park edge.

There is some confusion as to the direction of traffic allowed. An example would be exiting the service lanes (Opera House lane and Lukes Lane) at the eastern end. As they join Manners Street, a mandatory turn right arrow is shown despite a left turn being the most obvious route to Taranaki Street which is reinforced by a left pointing arrow marking on the lane. The message given on the right turn only sign into Cuba Street north could also be ambiguous to some drivers. The “no entry” wording may be understood as “no right turn”.

At the western end, the approach to Manners Street from Boulcott Street is governed by three arrow signal displays which allow traffic to enter at some times of the day and not others. While there is a sign confirming the times, the allowable movements are not immediately obvious to drivers. For non-drivers or unfamiliar drivers, the changing traffic patterns may not be anticipated.

10.6 Manners Street / Taranaki Street / Courtenay Place There are long wait times for pedestrians which are frustrating for many people,

especially locals who are aware of a long waiting time. Pedestrians have been used to a relatively uninterrupted walking route along Manners Street and Courtenay Place prior to reaching this point.

If a pedestrian wishes to cross more than one leg, it was observed that people will cross the second leg away from the lights, meaning some crashes have occurred



about 20-30m from the junction on the Manners, Courtenay Taranaki and Dixon Street legs.

Pedestrians are starting to cross at the end of their phase and then getting caught out. The pedestrian phases are relatively short for crossing six lanes of traffic.

Some pedestrians were observed to cross halfway across the multi-laned Taranaki Street and stand in front of a turning vehicle which is waiting at a red arrow.

The western end of Courtenay Place divides (Courtenay Slip) and means some pedestrians are led to a point just south of the signals. This may tempt them to cross there instead of walking back to the signals. While there are not many crashes to confirm this, the fatality was of this movement.

10.7 Courtenay Place The street has been designed to create a channelled and slow street environment

which caters for the mixtures of activity. The character of the street changes significantly between day and night, meaning the traffic management has to compromise between the two. Maintaining traffic flows for daytime causes additional exposure to vehicle conflicts at night.

The traffic calming treatment is more noticeable and effective at the western end. The eastern end is more weighted towards catering for buses and bus stops.

The pedestrian crossings and facilities are well maintained but are of varying types. There is a signalised midblock crossing at the western end and two zebra crossings at the eastern end. The lane and carriageway width increases markedly once east of Tory Street, requiring more time to cross. With less constrained width there are potentially higher speeds, less lane and parking discipline.

The recently installed streetlighting is to a high standard and provides illumination for both road and footpath, adding to the impression of a shared space. Some higher level lighting or angled illumination may be useful at the pedestrian facilities to highlight people on the crossings.



11. Summary of Potential Treatments

11.1 Lambton Quay 11.1.1 Use of footpath edge delineation


11.1.2 Improvements to bus station layout and pedestrian facilities

Issues have been identified in the terminus area with pedestrian desire lines, crossing location and bus movements. Developing a complete solution that works for all parties would require a separate study with strong involvement by the bus and rail operators and pedestrian representatives.

11.1.3 Improve the pedestrian crossings

The zebra crossing at southern end needs to be generally upgraded. Renew delineation, given the location and use. Consider flashing beacons instead of discs.

11.1.4 Improve the contra-flow bus lane

Review the layout channelisation, signs, markings and pedestrian crossing options to make the bus movements and approach direction clearer to pedestrians and other road users.

11.1.5 Lane utilisation

Improve the consistency of lane provision for different vehicle types but with particular emphasis on bus facilities. Consider sharing some of the kerbside parking with loading zones so that the part-time loading zones on bus areas can be removed and bus lanes can be made full-time and marked distinctly. This would increase the consistency of road use and pedestrian expectation would be more accurate. Re-mark bus lanes and stops to more clearly define which is which. Consider increased greening the surface of bus route given its high use and dominance along the route. Re-design lane widths to make them more fit for purpose and consistent with other sections. This could result in wider bus lanes with more buffer space between kerb and bus and narrower vehicle lanes to encourage lower travelling speeds.

While the narrow width of the section south of Hunter Street can calm traffic speeds, there is little room for error with buses. Consider some minimal widening of the carriageway to improve the buffer space between buses and distracted pedestrians.



11.2 Lambton Quay / Willis Street Intersection Monitor the signals to assess the ongoing effectiveness and safety of the all-red pedestrian phases. The behaviour/psychology study being conducted parallel to this could be used to analyse conflicts at the intersection and identify any timings that could be improved.

While not directly related to crashes, consider improving the kerb drop crossings and tactile paving to be consistent with current guidelines for blind and vision-impaired pedestrians.

Consider marking short diagonal pedestrian lines to indicate the option to be able to cross in any direction.

The jay walking problems immediately south of the intersection should be addressed as part of recommendations made for the wider Willis Street route.

11.3 Willis Street 11.3.1 Use of footpath edge delineation



Consider the provision of a signalised mid-block pedestrian crossing at Chews Lane. There is a strong pedestrian desire line at this location and the route is already narrowed. Further narrowing would be required to reduce masking of pedestrians by vehicles in bus stops and loading bays. Although a crossing at this location will not cater for all desire lines along the route, it should be well utilised and may assist in attracting more crossing activity at a defined location. It would create better platooning with the added effect of more gaps in traffic for pedestrians crossing elsewhere along the route.

Investigating the viability of pedestrian detection technology (Puffin) would avoid traffic being stopped when the pedestrians have taken a chance before their phase. Consideration would need to be given as to how this would be co-ordinated with the adjacent signalised intersections.

Consider installing some kerb extensions along the west side of the route to create more formal bus stops and loading zones. This kerb extension work would allow pedestrians to see around stopped vehicles without stepping into the road.

Clearing of the street furniture at this point should be promoted, where sight restrictions are cleared from favoured crossing locations to emphasise the opportunity for mid-block crossing and to increase inter-visibility between drivers and pedestrians.



11.3.3 Lane layout

Apply additional areas of green surface on the southbound bus lane to reinforce the two-way nature and the high bus activity. Consider the whole length of the bus lane in this section being greened. Improve the consistency of lane provision for different vehicle types but with particular emphasis on bus facilities. Re-mark bus lanes and stops to more clearly define their functions.

Consider making all the bus stops and loading zones into actual bays to remove the perception of them being a lane. This will also provide additional kerb extension for pedestrians.

11.4 Willis Street / Boulcott Street Set up a feedback system to monitor emerging safety issues and to monitor motorist compliance with lane use and restricted movements.

Video monitoring and analysis of pedestrian behaviour and desire lines will be a useful supplement and give valuable information on changing patterns over the day.

11.5 Manners Street Video analysis could be used to determine the new patterns of pedestrian desire lines, crossing behaviours and changes over the period of a day.



11.5.2 Speed

Increasing the frequency and area of green surfaced bus lane and legends would assist with the bus lane message and complement the active speed devices already in place.

11.5.3 Streetlighting

Streetlighting should be upgraded through this area and as far as Cuba Street to link the Courtenay and Cuba areas at night. The effective double sided treatment used in Courtenay Place that illuminates both road and footpath would address the night crash issues and mean better definition along the Te Aro Park edge of Manners Street.


Consider the provision of greening at a midblock location for each of the three Manners Street sections. This could be provided in association with a corresponding gap in the kerb-line margin treatment to encourage more concentration of crossing movements away from the ends where buses are queued and to help to give a critical mass of



crossing movement that would assist both pedestrians and bus drivers to judge activity.

Clearing of the street furniture at these points should be promoted, where sight restrictions are cleared from favoured crossing locations to emphasise the opportunity for mid-block crossing and to increase inter-visibility between drivers and pedestrians.

11.5.5 Lane layout

Consider allowing some flexibility in the directions allowed for traffic exiting Opera House Lane and Lukes Lane as they join Manners Street so the relatively few vehicles are not required to make right turns into Manners and then Cuba Street.

Due to the narrow carriageway width, high pedestrian use and the frequency of two way bus movements, a one way alternating traffic flow could be considered through the central section (between Victoria and Cuba). This could take the form of a holding bay at each end or one in the centre so that two opposing buses are not both moving when they cross.

Revise the layout and wording of the sign for traffic turning right into northern Cuba Street. The regulatory sign with “no entry” wording makes it potentially ambiguous for drivers who may understand the message as “no right turn”. One option would be to convey the message with two different signs, one prohibiting straight ahead and one for mandatory right turning.


Consider the options for bus visibility and safety as discussed in section 2.5.8.

11.6 Manners Street / Taranaki Street / Courtenay Place The comprehensive crash reduction study resulted in fairly recent changes to the intersection. Initial results are showing less conflict and fewer reports of incidents. The changes should be monitored to assess their success in reducing crashes. As with the Manners/Boulcott site, a feedback system should be set up to flag any emerging safety issues and to monitor pedestrian compliance.

Video monitoring and analysis of pedestrian behaviour and desire lines away from the signals will be a useful supplement to inform further work.

Street lighting should be upgraded through this area and as far as Cuba Street to link the Courtenay and Cuba areas at night. The effective double sided treatment used in Courtenay Place that illuminates both road and footpath would address the night crash issues and mean better definition along the Te Aro Park edge of Manners Street. The street lighting should be extended to illuminate road and footpaths away from the junction to assist the jay walking issue but also highlight the intersection.

If not done as part of the previous study, a traffic generation and destination study could be commissioned to determine the trips being made along Courtenay Place and the turns into Courtenay Place from Taranaki Street. If Courtenay is being used as an alternative route to the Wakefield / Jervois / Cable arterial routes further north, there may be opportunity to alter traffic flows using traffic calming or prohibited movements.



Appendix A

Crash Data

Crash plot maps

1 Injury crashes by worst injury in crash

2 Injury crashes by crash movement type

Crash plot maps

3 Injury crashes by daylight or darkness

4 Injury crashes by day of week

All crashes - summary tablesMovement Types Column LabelsRow Labels Fatal Serious Minor Non-injury Grand Total % of total Injury % of injury Serious & fatal % of serious & fatalBend-Lost control/Head on 5 10 15 1.9% 5 3.5% 0 0.0%Crossing/Turning 4 16 58 78 10.0% 20 14.1% 4 11.8%Miscellaneous 1 2 3 0.4% 1 0.7% 1 2.9%Overtaking 7 82 89 11.5% 7 4.9% 0 0.0%Pedestrian vs Vehicle 2 24 46 6 78 10.0% 72 50.7% 26 76.5%Rear end/obstruction 33 468 501 64.5% 33 23.2% 0 0.0%Straight-Lost control/Head on 3 1 9 13 1.7% 4 2.8% 3 8.8%Grand Total 2 32 108 635 777 100% 142 100% 34 100%

Vehicle Types Column LabelsRow Labels Fatal Serious Minor Non-injury Grand Total % of total Injury % of injury Serious & fatal % of serious & fatalBicycle 4 11 4 19 2.4% 15 10.6% 4 11.8%Bus 1 13 23 127 164 21.1% 37 26.1% 14 41.2%Car/Stn Wagon 1 10 47 285 343 44.1% 58 40.8% 11 32.4%Moped 1 1 2 0.3% 1 0.7% 0 0.0%Motor Cycle 1 6 3 10 1.3% 7 4.9% 1 2.9%Other 1 1 0.1% 0 0.0% 0 0.0%SUV 1 5 30 36 4.6% 6 4.2% 1 2.9%Taxi 2 11 89 102 13.1% 13 9.2% 2 5.9%Truck 12 12 1.5% 0 0.0% 0 0.0%Van Or Utility 1 4 83 88 11.3% 5 3.5% 1 2.9%Grand Total 2 32 108 635 777 100% 142 100% 34 100%

Contributing factors Column LabelsRow Labels Fatal Serious Minor Non-injury Grand Total % of total Injury % of injury Serious & fatal % of serious & fatal01 - Alcohol 7 13 17 37 5.4% 20 12.1% 7 14.3%02 - Too fast 3 2 5 10 1.5% 5 3.0% 3 6.1%03 - Failed Giveway/Stop 4 10 20 34 5.0% 14 8.5% 4 8.2%04 - Failed Keep Left 1 7 8 1.2% 1 0.6% 0 0.0%05 - Overtaking 1 2 11 14 2.1% 3 1.8% 1 2.0%06 - Incorrect Lane/posn 2 5 73 80 11.8% 7 4.2% 2 4.1%07 - Poor handling 1 3 15 19 2.8% 4 2.4% 1 2.0%08 - Poor Observation 1 8 31 157 197 29.0% 40 24.2% 9 18.4%09 - Poor judgement 1 1 3 126 131 19.3% 5 3.0% 2 4.1%10 - Fatigue 2 2 0.3% 0 0.0% 0 0.0%11 - Disabled/old/ill 1 1 0.1% 1 0.6% 1 2.0%12 - Pedestrian factors 4 27 63 6 100 14.7% 94 57.0% 31 63.3%14 - Vehicle factors 1 7 8 1.2% 1 0.6% 0 0.0%15 - Road factors 2 3 5 0.7% 2 1.2% 0 0.0%17 - Other 3 8 22 33 4.9% 11 6.7% 3 6.1%Grand Total 6 58 144 471 679 85% 165 100% 49 100%

Collision diagrams

1 Lambton Quay north

Collision diagrams

2 Lambton Quay central

Collision diagrams

3 Lambton Quay south

Collision diagrams

4 Willis Street north

Collision diagrams

5 Manners Street west

Collision diagrams

6 Manners Street central

Collision diagrams

7 Manners Street east

Collision diagrams

8 Courtenay Place west

Collision diagrams

9 Courtenay Place east

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: LAMBTON QUAY 80 E WHITMORE ST

2006-2011 Crashes

Total Injury Crashes:Total Non-Injury Crashes:

Crash Movement Number %

Overtaking CrashesStraight Road Lost Control/Head OnBend - Lost Control/Head OnRear End/ObstructionCrossing/TurningPedestrian CrashesMiscellaneous Crashes

Environment Light/Overcast Dark/Twilight

DryWetIcy

02590300-Day/

Location

111

00100

110

12

810

0

0

00800

920

100

3003

0

0

9

Total

TotalTotal

Injury crash factors (*) No.Inj.Crashes % Inj.Crashes

Total

Crash (inj.) nos. Fatal Non-Inj

Total 0 1

17 154

FriSatSun

Local road

0 00 00 0

State Highway

1 00 01 0

Crash Type

0

Single Party Multiple Party

IntersectionMidBlock 0Total 0

48

20072008200920102011

AlcoholToo fastFailed Giveway/StopOvertakingIncorrect Lane/posnPoor handlingPoor ObservationPedestrian factors

11111129

999999

1882

MonTueWedThu

Total

00000

11000

%

12

%

12

Total

48

12

Total

1110

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

03001004

0

0

000000

01010002

01111004

00000000

00001001

Urban roadOpen roadTotal

120

12

000

120

12

in Injury crashes Male Female

00000

200

30-3925-2920-2415-19 years

Drivers at fault or part fault

40-4950-5960-6970+

1100

0000

Total 4 0

Drivers at fault or part faultin Injury crashes Male Female

000000000

0100003Full

LearnerRestrictedNever licensedDisqualifiedOverseasExpiredOther/Unknown

Month of year Injury Non-Injury

JanFebMarAprMayJunJulAugSep 0

21001221 0

10000000

TotalDecNovOct 1

01

11

0001

DeathsSerious InjuriesMinor Injuries

029

%%

91818

900

018

9

909

100

0100

0000000000

100% %

00001

21121

2 7

Serious Minor

Total 4 0

(0)(0)(0)(0)(0)

(1)(1)(0)(0)(0)

(2)(1)(1)(2)(1)

(-)(-)(-)(-)(-)

(0) (2) (7) (-)

Note: last 5 years of crashes shown

Total

Total

002011004

300001004

Period Total

0512310

12

%

82517

8008

170808

%100

Total

132100120101

12

Total

(3)(2)(1)(2)(1)

32122

(9)10

(*) factors are counted once against a crash - ie two fatigued drivers count as one fatigue crash factor.

Lambton Quay north.PDF

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: LAMBTON QUAY 20 S JOHNSTON ST

2006-2011 Crashes





DryWetIcy

02590300-Day/

Location

30

00010203

300

0

0

000

330

670

100

0000

0

0

3

Total

TotalTotal


Total


Total 0 0

5 167

FriSatSun

Local road

0 00 00 0

State Highway

0 00 00 0

Crash Type

0



12

200620102011

Poor ObservationPedestrian factors

23

67100

MonTueWedThu

Total

000

000

%

3

%

3

Total

123

Total

300

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

00000000

0

0

000000

01000001

01001002

00000000

00000000


303

000

303


00001

000

30-3925-2920-2415-19 years


40-4950-5960-6970+

0000

1000

Total 1 1


100000000

0000001Full




01000011 0

00000000

TotalDecNovOct 0

003

0000


005

%%

3333

0000

00

33

000

100

000000000000

100% %

000

111

0 3

Serious Minor

Total 1 1

(0)(0)(0)

(0)(0)(0)

(2)(1)(2)

(-)(-)(-)

(0) (0) (5) (-)


Total

Total

000110002

200000002

Period Total

02001003

%

3333

0000

3300000

%100

Total

1100001000003

Total

(2)(1)(2)

111

(5)3


Lambton Quay central.PDF

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: LAMBTON QUAY 20 N HUNTER ST

2006-2010 Crashes





DryWetIcy

02590300-Day/

Location

50

00000505

500

0

0

00000

1000

100

0000

0

0

5

Total

TotalTotal


Total


Total 1 0

5 100

FriSatSun

Local road

0 00 00 0

State Highway

0 00 00 0

Crash Type

0



32

2006200820092010

Pedestrian factors 5 100

MonTueWedThu

Total

1000

1011

%

5

%

5

Total

325

Total

500

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

01010002

0

1

010000

01000012

00000000

00000000

00000000


505

000

505


30-3925-2920-2415-19 years


40-4950-5960-6970+Total 0 0


000000000

0000000Full




11100000 0

00000000

TotalDecNovOct 0

205

0000


132

%%

00000

20

02020

040

0100

000000000000

100% %

0000

0100

3 1

Serious Minor

Total 0 0

(1)(0)(0)(0)

(1)(0)(1)(1)

(0)(1)(1)(0)

(-)(-)(-)(-)

(1) (3) (2) (-)


Total

Total

000000000

000000000

Period Total

02110015

%

00000

202020

00

400

%100

Total

0000011100205

Total

(2)(1)(2)(1)

2111

(6)5


Lambton Quay south.PDF

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: WILLIS ST 120 N MERCER ST

2006-2011 Crashes





DryWetIcy

02590300-Day/

Location

160

00000

160

16

1600

0

0

00000

1000

100

0000

0

0

16

Total

TotalTotal


Total


Total 1 0

22 138

FriSatSun

Local road

0 00 00 0

State Highway

0 00 00 0

Crash Type

0



511

20072008200920102011

Poor ObservationPedestrian factors

616

38100

MonTueWedThu

Total

00001

21000

%

16

%

16

Total

51116

Total

1600

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

02000002

0

1

001000

11120005

02221007

00001001

00000000


160

16

000

160

16


10000

100

30-3925-2920-2415-19 years


40-4950-5960-6970+

0100

0110

Total 2 3


210000000

0000002Full




01231011 0

00000000

TotalDecNovOct 2

13

16

0000


14

11

%%

6606

1913

606

136

19100

000000000000

100% %

00000

32121

3 9

Serious Minor

Total 2 3

(0)(0)(0)(0)(1)

(2)(1)(0)(0)(0)

(3)(2)(1)(2)(1)

(-)(-)(-)(-)(-)

(1) (3) (9) (-)


Total

Total

101002105

410000005

Period Total

1535200

16

%

6606

1913

606

136

19%100

Total

110132101213

16

Total

(5)(3)(1)(2)(2)

53122

(13)13


Willis Street.PDF

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: MANNERS ST 20 E WILLIS ST

2006-2011 Crashes





DryWetIcy

02590300-Day/

Location

71

00000808

600

0

0

00000

1000

100

2002

0

0

6

Total

TotalTotal


Total


Total 0 0

10 143

FriSatSun

Local road

0 00 00 0

State Highway

1 00 01 0

Crash Type

0



35

20072008200920102011

AlcoholPoor ObservationPedestrian factors

217

2914

100

MonTueWedThu

Total

00000

00111

%

8

%

8

Total

358

Total

800

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

00000000

0

0

000000

01000001

20111005

00000000

00000101


808

000

808


00000

000

30-3925-2920-2415-19 years


40-4950-5960-6970+

0000

0000

Total 0 0


000000000

0000000Full




00110021 0

01000000

TotalDecNovOct 0

107

0001


044

%%

1429

00

1414

1400

014

0100

00

100000000000

100% %

00000

21000

3 3

Serious Minor

Total 0 0

(0)(0)(0)(0)(0)

(0)(0)(1)(1)(1)

(2)(2)(0)(0)(0)

(-)(-)(-)(-)(-)

(0) (3) (4) (-)


Total

Total

000000000

000000000

Period Total

21111208

%

132513

01313

00

130

130

%100

Total

1210110010108

Total

(2)(2)(1)(1)(1)

21111

(7)6


Manners Street west.PDF

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: MANNERS ST I VICTORIA ST

2006-2011 Crashes





DryWetIcy

02590300-Day/

Location

61

00000707

400

0

0

00000

1000

100

3003

0

0

4

Total

TotalTotal


Total


Total 0 1

10 167

FriSatSun

Local road

0 00 00 0

State Highway

0 00 00 0

Crash Type

0



61

20062007200820102011

AlcoholToo fastFailed Giveway/StopPoor ObservationPedestrian factors

21214

3317331767

MonTueWedThu

Total

00000

11010

%

7

%

7

Total

617

Total

700

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

00010001

0

1

001000

00000000

01000001

20001003

00100001


707

000

707


00001

000

30-3925-2920-2415-19 years


40-4950-5960-6970+

0100

0000

Total 2 0


000000000

0000002Full




00010220 0

00000000

TotalDecNovOct 0

006

0101


034

%%

03333

017

0

1700

000

100

0000000000

1000

100% %

00010

00111

3 3

Serious Minor

Total 2 0

(0)(0)(0)(0)(0)

(1)(1)(0)(1)(0)

(1)(0)(1)(1)(1)

(-)(-)(-)(-)(-)

(0) (3) (4) (-)


Total

Total

000101002

200000002

Period Total

21121007

%

02929

014

000

140

140

%100

Total

0220100010107

Total

(2)(1)(1)(2)(1)

11131

(7)7


Manners Street central.PDF

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: DIXON ST 15 W TARANAKI ST

2006-2011 Crashes





DryWetIcy

02590300-Day/

Location

151

00000

160

16

810

0

1

00000

1000

100

7007

0

0

9

Total

TotalTotal


Total


Total 1 1

24 160

FriSatSun

Local road

0 00 00 0

State Highway

2 11 04 1

Crash Type

0



106

20072008200920102011

AlcoholPoor ObservationPoor judgementPedestrian factors

531

15

33207

100

MonTueWedThu

Total

01000

10021

%

16

%

16

Total

106

16

Total

1510

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

00001001

0

1

010000

11000002

02000002

00110103

01010002


160

16

000

160

16


00000

010

30-3925-2920-2415-19 years


40-4950-5960-6970+

0100

0000

Total 2 0


000000000

0010001Full




01001322 0

00001000

TotalDecNovOct 1

23

15

0001


14

11

%%

131320

700

007

71320

100

00000

100000000

100% %

01000

11221

4 7

Serious Minor

Total 2 0

(0)(1)(0)(0)(0)

(1)(0)(0)(2)(1)

(1)(1)(2)(3)(1)

(-)(-)(-)(-)(-)

(1) (4) (8) (-)


Total

Total

010001002

100010002

Period Total

1422241

16

%

131319

6066006

1319

%100

Total

223101100123

16

Total

(2)(2)(2)(5)(2)

23242

(13)13


Manners Street east.PDF

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: COURTENAY PLACE 180 E TARANAKI ST

2006-2011 Crashes





DryWetIcy

02590300-Day/

Location

70

00000707

100

1

0

00000

1000

100

5106

0

0

1

Total

TotalTotal


Total


Total 0 0

11 157

FriSatSun

Local road

0 00 02 0

State Highway

0 00 03 0

Crash Type

0



43

20072008200920102011

AlcoholFailed Giveway/StopPoor ObservationDisabled/old/illPedestrian factors

32114

4329141457

MonTueWedThu

Total

00000

10100

%

7

%

7

Total

437

Total

610

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

00011002

0

0

000000

00000000

00000000

00001001

00001001


707

000

707


00000

010

30-3925-2920-2415-19 years


40-4950-5960-6970+

0000

0000

Total 1 0


000000000

0000001Full




01210003 0

00000000

TotalDecNovOct 0

007

0000


035

%%

43000

1429

00

14

000

100

000000000000

100% %

00000

11011

2 4

Serious Minor

Total 1 0

(0)(0)(0)(0)(0)

(1)(0)(1)(0)(0)

(1)(1)(1)(1)(1)

(-)(-)(-)(-)(-)

(0) (2) (5) (-)


Total

Total

010000001

100000001

Period Total

10033007

%

43000

142914

00000

%100

Total

3000121000007

Total

(2)(1)(2)(1)(1)

21111

(7)6


Courtenay Place west.PDF

POLICE SITE REPORT

Run on: 21 Dec 2011Site Name: COURTENAY PLACE 20 E BLAIR ST

2006-2011 Crashes





DryWetIcy

02590300-Day/

Location

101

00000

110

11

400

0

0

00000

1000

100

5207

0

0

4

Total

TotalTotal


Total


Total 0 1

20 200

FriSatSun

Local road

0 00 00 1

State Highway

1 03 04 1

Crash Type

0



83

20072008200920102011

AlcoholPoor ObservationDisabled/old/illPedestrian factorsOther

64181

6040108010

MonTueWedThu

Total

00000

10000

%

11

%

11

Total

83

11

Total

920

24001759115905590000-

2059145908591500- 1800- 2100-0600- 0900- 1200-

00000000

0

1

000001

10000001

00011002

00000000

00001102


110

11

000

110

11


00001

010

30-3925-2920-2415-19 years


40-4950-5960-6970+

0000

1000

Total 2 1


100000000

0000002Full




12000322 0

10000000

TotalDecNovOct 0

00

10

0001


019

%%

202030

000

01020

000

100

0100

0000000000

100% %

00010

12112

1 7

Serious Minor

Total 2 1

(0)(0)(0)(0)(0)

(1)(0)(0)(0)(0)

(1)(2)(1)(1)(2)

(-)(-)(-)(-)(-)

(0) (1) (7) (-)


Total

Total

010110003

300000003

Period Total

1002224

11

%

182727

000

1890000

%100

Total

233000210000

11

Total

(2)(2)(1)(1)(2)

22122

(8)9


Courtenay Place east.PDF

Coded Crash report of all sites, run on 12-10-2011, Page 1Key First Street Second streetor landmark CrashNumber Date Day Time Factors and Roles TotalInj

M DV RM VN VVVDD/MM/YYYY T 1 234DDD HHMMDistanceA is for vehicle 1B is for veh 2 etc F S MA E IT R N

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Site Centre: 1748653E 5427727N1 2711059 22/01/2007 Mon 1740 NB CW1E 353A 719B 720B B F X T C 050 1R DIBOULCOTT ST MANNERS ST2 201013360 30/11/2010 Tue 1355 NA BE1E 710B 732B B F N L 030 411R D20EMANNERS ST WILLIS ST3 2812212 20/02/2008 Wed 1240 MA SE1B 373B B F N N 050 281R D15SMANNERS ST WILLIS ST4 2813836 12/09/2008 Fri 0810 GO CW1B 373A 172B O F X T N 050 1R DIMANNERS ST WILLIS ST5 2811974 17/05/2008 Sat 2314 NA CW1EE 105B 718B 713C DO F X T C 050 172R DIMANNERS ST WILLIS ST6 2713419 08/06/2007 Fri 0805 FE BW14 181A 191B O F X T C 050 1R DIMANNERS ST WILLIS ST7 201013312 26/10/2010 Tue 1743 PO BN1E 370A 723B R B F N L 030 281R D50SWILLIS ST LAMBTON QUAY8 2612844 09/09/2006 Sat 0025 NF CE1E 105B 713B DO F X T C 050 311R DIWILLIS ST MANNERS ST9 201011887 13/05/2010 Thu 1229 NG VN1E 371A 730B O F N L 030 751R D20NWILLIS ST MERCER ST10 2611865 09/02/2006 Thu 1623 NA 4N1E 711B 712B O F N L 050 251R D20NWILLIS ST MERCER ST11 2813981 19/12/2008 Fri 1540 NA BS1E 711B B F N C 030 461R D60NWILLIS ST MERCER ST12 2613478 07/09/2006 Thu 1407 NB CN1E 713B 718B O F T T C 030 301R DIWILLIS ST MERCER ST13 2813315 16/06/2008 Mon 1300 QF BS1 191A B F N C 050 1R D80SWILLIS ST WILLESTON ST14 201013289 19/06/2010 Sat 0400 FA CN1S 434A 512A 817 DO F N N 030 301R D100SWILLIS ST WILLESTON STSite Centre: 1748686E 5427489N1 2912370 12/06/2009 Fri 1522 NA CW1E 711B 712B O F N C 050 171R D30EMANNERS ST WILLIS ST2 2711322 14/02/2007 Wed 1641 NA CW1E 712B 713B O F N C 050 331R D50EMANNERS ST WILLIS ST3 201012016 17/05/2010 Mon 1800 NA 4S1E 718B DO F T T R 050 721E DIVICTORIA ST MANNERS ST4 2813792 08/12/2008 Mon 0802 EE SS1C 158A 525B Q O F T T R 050 201R DIVICTORIA ST MANNERS ST5 2812063 19/02/2008 Tue 1615 ND CS1E 718B B F T T R 050 1M DIVICTORIA ST MANNERS ST6 2711523 15/02/2007 Thu 1020 NC BN1E 322A B F T T C 050 331E DIVICTORIA ST MANNERS ST7 2611862 08/03/2006 Wed 2308 NB CN1E 105B 713B 718B DO F Y T R 050 441 1M DIVICTORIA ST MANNERS ST8 2812404 05/06/2008 Thu 1317 PE 4S1E 386A O F N C 050 251R D20SWILLIS ST MANNERS STSite Centre: 1748702E 5428035N1 2711821 12/04/2007 Thu 1720 NA CN1E 712B B F N N 050 181R D15NCUSTOMHOUSE QUAY LAMBTON QUAY2 2711067 04/01/2007 Thu 0905 NA BS1E 359B 711B B F X T C 030 441R DICUSTOMHOUSE QUAY WILLESTON ST3 2712222 22/05/2007 Tue 0830 NA BS1E 711B 718B B F X T C 030 461R DICUSTOMHOUSE QUAY WILLESTON ST4 2912442 25/06/2009 Thu 0735 NB SS1E 718B B F T T C 050 35 461 1R DIFEATHERSTON ST HUNTER ST5 201013288 17/11/2010 Wed 1138 NA BS1E 711B B F N L 030 531R D20SLAMBTON QUAY GREY ST6 2612452 25/07/2006 Tue 0807 NA BS1E 711B O F T T R 030 161R DILAMBTON QUAY GREY ST7 2813538 11/11/2008 Tue 1400 NA BS1E 711B B F N C 050 311R D20NLAMBTON QUAY HUNTER ST8 2610066 13/08/2006 Sun 1200 NC BS1E 718B 720B B F T T C 030 221E DILAMBTON QUAY HUNTER ST



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9 201012580 06/08/2010 Fri 1003 FA BN1B 331A 353A B F T R 030 1R D25SLAMBTON QUAY PANAMA ST10 2713680 24/10/2007 Wed 1740 NA CN1E 713B 718B B F X T L 030 301R D15SWILLIS ST LAMBTON QUAY11 2712541 03/07/2007 Tue 1616 NA BS1E 370A 718B 719B B F N C 030 341R D20SWILLIS ST LAMBTON QUAY12 2812385 03/06/2008 Tue 0850 NA CN1E 370A 712B 713B B F N L 030 391R D20SWILLIS ST LAMBTON QUAY13 2913666 18/12/2009 Fri 1815 NA XN1E 711B 714B O F X T C 030 621R D20SWILLIS ST LAMBTON QUAY14 2813908 05/09/2008 Fri 1710 FE BN1M 331A O F X T C 030 1R D20SWILLIS ST LAMBTON QUAY15 2813594 19/11/2008 Wed 1740 NA BS1E 711B 732B B F X N L 030 251R D5SWILLIS ST WILLESTON ST16 2613807 13/12/2006 Wed 1410 NA BS1E 370A 711B 718B B F X T L 030 191R DIWILLIS ST WILLESTON STSite Centre: 1748714E 5428365N1 2611872 31/01/2006 Tue 1708 NA SN1E 712B 716B O F N R 050 64 262R D40NLAMBTON QUAY BRANDON ST2 201012542 27/07/2010 Tue 1233 MG XN1E 353A 371A 730B O F T N R 030 501R DILAMBTON QUAY JOHNSTON ST3 2613513 30/10/2006 Mon 1725 KB SN1C 176B 303B 512B 817 O F T N R 050 321R DILAMBTON QUAY WARING TAYLOR STSite Centre: 1748790E 5427406N1 201012905 10/09/2010 Fri 2040 PO BS1E 112A 353A 105B 722B DO F N N 050 161R D20NCUBA ST MANNERS STSite Centre: 1748884E 5428734N1 2813854 19/12/2008 Fri 1508 NA BN1E 711B B F N C 050 301R D30ELAMBTON QUAY BALLANCE ST2 2811203 25/01/2008 Fri 1630 EE BN1X 374B M B F N C 050 1R D30SLAMBTON QUAY BALLANCE ST3 2611748 01/03/2006 Wed 0735 LB SS1X 303B 375B B F T N R 050 411R DILAMBTON QUAY BALLANCE ST4 2712347 29/03/2007 Thu 1300 NA CN1E 150A 204A 711B 712B B F T N R 030 211E DILAMBTON QUAY BALLANCE ST5 2713945 14/12/2007 Fri 1600 LB MN1B 303B 375B B F X T C 050 1R DILAMBTON QUAY BOWEN ST6 2911872 14/04/2009 Tue 1615 NA BN1E 711B 714B 732B O F N N 030 391R D15NLAMBTON QUAY BUNNY ST7 2712923 07/08/2007 Tue 0804 NA BS1E 711B B F N R 050 1R D20NLAMBTON QUAY BUNNY ST8 2713531 17/08/2007 Fri 0715 NA BS1E 370A 711B O L N R 050 171E W50NLAMBTON QUAY BUNNY ST9 201011123 11/01/2010 Mon 1540 AA BN1B 372A B N R 030 1R D50SLAMBTON QUAY MOLESWORTH ST10 2613454 21/10/2006 Sat 0110 DB CN1E 101A 111A JS DO F X T R 050 391S DILAMBTON QUAY MOLESWORTH ST11 201012397 14/07/2010 Wed 1700 NA BE1E 711B TF F N R 050 451R D80ELAMBTON QUAY WHITMORE ST12 201011427 09/03/2010 Tue 0816 NA BN1E 711B 720B B F N R 050 151R D80NLAMBTON QUAY WHITMORE ST13 2613469 20/11/2006 Mon 1550 FE BN1C 386A B F X T R 050 1R D10SLAMBTON QUAY WHITMORE ST14 2911062 07/01/2009 Wed 0740 CA SE2 661A O F X T N 050 471R DILAMBTON QUAY WHITMORE ST15 2811290 12/02/2008 Tue 0756 ND BS2E 324A O F X T R 050 281R DIMOLESWORTH ST LAMBTON QUAY16 2611421 24/01/2006 Tue 1205 NG CN1E 350A 371A 730B O F X N C 050 431R D10SWHITMORE ST LAMBTON QUAYSite Centre: 1748949E 5427248N



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1 2911873 21/04/2009 Tue 1241 NB CW1E 713B B F X T C 050 191R D10ECOURTENAY PLACE TARANAKI ST2 2612752 04/05/2006 Thu 1530 FE CE1S 181A 357A B F X T R 050 211R D10ECOURTENAY PLACE TARANAKI ST3 201012537 24/07/2010 Sat 0045 NB XW1E 105B 711B DO F N C 050 251 1R D15WDIXON ST TARANAKI ST4 201013373 02/12/2010 Thu 1900 NA BW1E 353A 711B B F N L 030 261R D30WMANNERS ST TARANAKI ST5 2613764 16/10/2006 Mon 1228 NB CE1E 718B B F X T R 050 361R DIMANNERS ST TARANAKI ST6 2713712 24/11/2007 Sat 0158 NA CE1E 105B 718B DO F X T N 050 441R DIMANNERS ST TARANAKI ST7 2611911 25/03/2006 Sat 0411 NA CS1E 105B 713B 718B DO F X T C 050 231R D10STARANAKI ST COURTENAY PLACE8 2711648 17/03/2007 Sat 2358 GD CN1S 372A DO L X T R 050 201R WITARANAKI ST COURTENAY PLACE9 2611689 15/03/2006 Wed 1805 NA CS1E 105B 713B 718B O F X T C 050 431R DITARANAKI ST COURTENAY PLACE10 2911510 08/03/2009 Sun 0046 NA CS1E 718B DO F X T R 050 171R DITARANAKI ST COURTENAY PLACE11 201013478 24/12/2010 Fri 0255 NF 4W2E 105B 713B 718B DO F X T C 050 281R DITARANAKI ST COURTENAY PLACE12 2711287 24/02/2007 Sat 2024 NA CN1E 711B 718B B F X T C 050 261R DITARANAKI ST COURTENAY PLACE13 201011392 23/02/2010 Tue 1520 NA PN1E 718B B F X T R 050 271E DITARANAKI ST DIXON ST14 2811206 31/01/2008 Thu 2241 NE CN1E 370A 713B 718B DO F X T C 050 341R DITARANAKI ST DIXON STSite Centre: 1749136E 5427139N1 2612552 18/05/2006 Thu 0655 NA BE1E 105B 506B 711B DO F N R 050 271R D80ECOURTENAY PLACE TARANAKI ST2 2811242 17/01/2008 Thu 0020 NA CW1E 713B DO F N R 050 181R D20ECOURTENAY PLACE TORY ST3 2612409 06/06/2006 Tue 0625 HA CW1S 309A DO F X T R 050 631R DICOURTENAY PLACE TORY ST4 2712895 12/07/2007 Thu 0115 NB XS2E 322A 105B DO F X T R 050 201R DICOURTENAY PLACE TORY ST5 2711859 16/03/2007 Fri 0523 LB SW1C 303B 375B TO F X T R 050 211R DICOURTENAY PLACE TORY ST6 2714074 15/06/2007 Fri 2205 ND CS2E 353A 376A DO L X T R 050 521R WICOURTENAY PLACE TORY ST7 2713148 15/08/2007 Wed 1615 HA SE1C 322A 363A B F X T R 050 201R DICOURTENAY PLACE TORY ST8 2810083 16/12/2008 Tue 2150 NA CS1E 350A 403A 714B 731B DO F X T P 050 701R D20STARANAKI ST COURTENAY PLACE9 201011749 14/04/2010 Wed 0745 AC VN1S 137A B F N C 050 271R D30STARANAKI ST DIXON ST10 2912443 26/06/2009 Fri 1914 NA SS1E 322A DO F X T C 050 31 491 1R DITORY ST COURTENAY PLACE11 201011000 08/01/2010 Fri 0750 NF CE2E 718B 732B O F X T C 050 171R DITORY ST COURTENAY PLACESite Centre: 1749281E 5427092N1 2712837 18/02/2007 Sun 0230 PO CE1E 102A 371A 105B 722B DN F T N N 050 211R DIBLAIR ST COURTENAY PLACE2 2611290 06/02/2006 Mon 1345 NA CN1E 711B 714B B F N C 050 231R D30SCAMBRIDGE TERRACE COURTENAY PLACE3 201011803 17/03/2010 Wed 1305 NA VN1E 713B 714B B F N R 050 201R D40SCAMBRIDGE TERRACE COURTENAY PLACE4 2711457 15/03/2007 Thu 0525 NC CE2E 102A 105B 711B 714B DO H X N X 050 271R WICAMBRIDGE TERRACE COURTENAY PLACE5 2611906 27/01/2006 Fri 2308 NA XN1E 105B 711B DO F X T C 050 421R DICAMBRIDGE TERRACE COURTENAY PLACE6 2813259 27/07/2008 Sun 0240 NA XW1E 713B DO H T N X 050 251R WICOURTENAY PLACE ALLEN ST7 2612769 19/08/2006 Sat 2203 PO BE1E 105B DO F N L 050 381R D30WCOURTENAY PLACE BLAIR ST8 2911676 22/03/2009 Sun 0050 NA CE1E 105B 713B DO F T N C 050 211R DICOURTENAY PLACE BLAIR ST



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9 2811836 06/03/2008 Thu 1720 PO BW1E 510A 720B B F T N C 050 541R DICOURTENAY PLACE BLAIR ST10 201011222 07/02/2010 Sun 1132 PF CE1E 374B B F N N 050 181E D15ECOURTENAY PLACE CAMBRIDGE TERRACE



Appendix B

Analysis of TCRs

merged TCR checksheet.xlsx

TCR number R# sub-route

severity ofpedestrianinjury

Vehicletype

driverage driver factors

pedestrianage

pedestriansex pedestrian residence

pedestrianoccupation pedestrian activity pedestrian factors pedestrian intention & error other factors

2712347 1 Lambton North Serious car/bus udriving on median island, hit &run 21 female Wellington City

universitystudent walking in front of disabled bus

car approach from ped's RHS, car hiddenby two stopped buses

car driving around stranded buson median garden

2813854 1 Lambton North Serious bus 53in bus lane sbd Lambton toHunter 30 female Wellington City unknown walking, crossing Lambton bus lane not see bus bus approach from ped's RHS bus one way, vehicles one way

2611421 1 minor car 43 walking behind reversing car Whitmore sty, off route

2613454 1 Lambton North minor car ulost control crashed into busstop 39 Female Region Wellington

in bus shelter scratched from broken glass frombus shelter injury from glass, not collision

2712923 1 Lambton North minor bus u 40 Male Wellington City accountant walked into side of bus bus approach from ped's RHS

2713531 1 Lambton North minor bus 52leaving bus stop aftercollecting passengers 17 Female Wellington City Student walking across to check timetable

wearing iPod, not on acrossing bus approach from ped's RHS

neither saw each other, slowspeed

2811290 1 Lambton North minor bus 45 possible amber/red breach 28 Female Wellington City walking crossing on green man approach from behind and ped's LHSpedestrian crossing is close to busexit point

2911872 1 Lambton North minor bus 47 39 Male Wellington City unemployed walking crossed into side of buswearing hoodie up, awayfrom the crossing point bus approach from ped's RHS possible cell phone by pedestrian

201011427 1 Lambton North minor bus 61 15 Male Wellington City Student crossed into side of bus, ebd on central island bus approach from ped's RHS

201012397 1 Lambton North minor bus 61 anticipates and moves right 45 Female Region Wellington walking ebd to train station, on central island

thought bus lane inopposite direction so notcheck to right

bus approach from ped's RHS misunderstood bus travel direction, busapproach from ped's RHS

bus lane may look like otherdirection?

201111283 1 Lambton North minor bus 28 25 MaleNZ not Wellingtonregion walking ebd to train station, on central island not check to right

bus approach from ped's RHS possiblenot expect bus approach from right

bus lane may look like otherdirection?

2611872 2 Lambton Central minor cycle 26 64 Female Wellington City secretary walking ebd across traffic lanes to get to bus stopstepped from in front of businto path of cyclist not check visibility

201012542 2 Lambton Central minor taxi 31 reverse in lane 50 Male Wellington City walking wbd across midblock using central islandnot check to right as trafficis from left expect forward driving traffic taxi reversing to let in another one

201111308 2 Lambton Central minor bus 45 just pulled out, low speed 73 Male Overseasrunning ebd out from between parked vehicles,ebd away from crossing not check to right

looked wrong way (overseas tourist) busapproach from ped's RHS German tourist from cruise ship

2610066 3 Lambton South Fatal bus 42

in bus lane sbd Lambton toHunter green light, attention tomirrors 22 male Wellington City unknown walking, crossing Lambton bus lane

cross against red man, notlook to right, wearingheadphones

cross 3 lanes, one way bus lane, busapproach from ped's RHS

roadside furniture blocks visibilityin area; poles, tree surrounds

2612452 3 Lambton South Serious bus 39 16 male Region Wellington kitchen hand walking to work looks wrong way bus approach from ped's RHS bus one way, vehicles one way2912442 3 Lambton South Serious bicycle 46 35 female Not on route, Featherston St

201013288 3 Lambton South Serious bus 54 53 male Wellington Citywalking west across Lambton from Grey, south ofcrossing, Lambton bus lane not see bus bus approach from ped's RHS bus one way, vehicles one way

2813538 3 Serious bus 47 slowing for stop, low speed 31 Male Wellington City accountant wbd towards Whitcoulls not check to right thought one way, looked left only

2613807 4 Willis Serious bus 59 in bus lane sbd Customhouse 19 female Region Wellington unknown walking, crossing Customhouse green man, green light bus approach from ped's RHS

green man is always on forCustomhouse, peds forget to looknorth for sbd buses because maintraffic low is northbound

2711067 4 Willis Serious bus 65in bus lane sbd Willis ?possiblemirror strike? 44 male Region Wellington

accountmanager

walking to New World on edge of footpath outsideBNZ escalator

crossing or close to roadedge bus approach from ped's RHS bus one way, vehicles one way

2712222 4 Willis Serious bus 36 in bus lane sbd Customhouse 46 female Wellington City unknown walking, towards Lambton Quaylooking to left,daydreaming? bus approach from ped's RHS bus one way, vehicles one way

2813594 4 Willis Serious bus 65in bus lane sbd Willis. Bus firstin queue from lights 25 female Wellington City unknown walking outside Sony Store

looking to left, distracted tolook south on Willis bus approach from ped's RHS bus one way, vehicles one way

201110037 4 Willis Fatal bus 63 in bus lane sbd Willis 40 female Wellington City unknownrunning, cross away from crossing westboundacross Willis

looking to left, running awayfrom approaching bus bus approach from ped's RHS bus one way, vehicles one way

2611865 4 Willis minor SUV 38 30-40km/h 25 Female Wellington City retailrunning out ebd from between parked vehicles,away from crossing not check to right

2613478 4 Willis minor car 54visibility reduced by truck onright 30 Female

running across crossing against light from in frontof stopped truck not check to left no green man

2711821 4 Willis minor car 47 30km/h 18 Female Region Wellingtoncustomerservice

walking ebd out from between parked cars intoside of ndb car

stopped for bus on otherside but didn't look right looked only left at bus Customhouse Quay, off route

2712541 4 Willis minor bus 63 20-25km/h 34 Male Region Wellington courierCourier run from near Sony Store across to GrandArcade saw gap, misjudged it

running through moving traffic - courierbus approach from ped's RHS

2713680 4 Willis minor car u 10-20km/h 30 Female Wellington City

running edb towards Sony Store away fromcrossing. Out from between two stopped busesinto path of police car

didn’t look for 2nd lane ofnorthbound traffic

running away from crossing carapproach from ped's RHS

2812385 4 Willis minor car 18 30km/h 39 Female Wellington City

running edb towards Sony Store away fromcrossing. Out from between two stopped busesinto side of car

didn’t look for 2nd lane ofnorthbound traffic

running away from crossing carapproach from ped's RHS

2812404 4 Willis minor 25 Female Wellington City exiting car, struck by mirror of passing vehicle Willis St south of intersection

2813981 4 Willis minor bus 53 20km/h 46 Female Wellington City walking wbd across midblock from Chews Lane not check to rightlooking left, bus approach from ped'sRHS bus lane for southbound

2913666 4 Willis minor taxi 37 20km/h 62 Male Wellington City walked ebd towards BNZ, away from crossing not check to right taxi approach from ped's RHS201011887 4 Willis minor van 28 reversing 75 Female Region Wellington retired walking out behind reversing van




Vehicletype


pedestrianage



201013312 4 Willis minor bus 59 pulling out around cones 28 Male Region Wellington road worker working on traffic management knocked by cone and busbus not waiting for cones to bemoved

201111823 4 Willis minor bus 59driving through one wayroadworks site 59 Male Wellington City accountant

crossing wbd, from Chews lane. Not look left ontemporary one way section

looked wrong way for thetemporary arrangement

2612844 5 Manners North Serious car 18 33 male Wellington City labourerrunning down hill after drunk at party, run intoside of car alcohol, no green man car approach from ped's RHS

2912370 5 Manners North Serious car/bus u stops but then leaves scene 17 female Wellington City student cross away from crossing, between 2 buses looking to left

car approach from ped's RHS, lookwrong way for 2nd side of one waystreet all one way

201013360 5 Manners North Serious bus 58 41 female Region Wellington clericalcross away from crossing southbound acrossManners

texting, distracted, lookingto left bus approach from ped's RHS recent change to two way traffic

201111501 5 Manners North Serious bus 63 travelling slowly, 20-30km/h 21 female Region Wellington student walking south across Manners using cellphone, distracted bus approach from ped's RHStwo way (check bus lane at thisdate?)

2711059 5 Manners North minor car u driving to Boulcot St Male Region Wellington driver running across Boulcott St from delivery trucknot check as run out frombehind his truck not check visibility Boulcott west of Willis St

2711322 5 Manners North minor car 22 westbound on Manners 33 Male Wellington Cityrunning north across Manners Out from betweentwo stopped buses into side of car

not check to right out frombetween buses

2811974 5 Manners North minor car 20 westbound on Manners 17 Female Wellington City Student running north across Manners St against lightsalcohol affected, two pedsrunning together not check

2611862 6 Manners Mall Serious car 15 learner, not adjust speed 44 male Region Wellington accountant running, leaving mall, crossing Victoriacross against red man, notlook to right car approach from ped's LHS

2711523 6 Manners Mall Serious bus 39runs red light, boisterousdriving 33 female Wellington City scientist walking, towards Manners Mall looking to left bus approach from ped's RHS bus driver in hurry

201012905 6 Manners Mall Serious bus 57boisterous driving, impeded bytaxi, swings into bus stop 16 male Region Wellington student walks into bus as it pulls into stop alcohol, walks out into road Not on route, Cuba St, old bus route

2812063 6 Manners Mall minor car 22 westbound on Manners u Female u walking south across Manners to the bank to bank not check

201012016 6 Manners Mall minor SUV 48 northbound on Victoria 72 FemaleNZ not Wellingtonregion

walking west across Victoria from Manners Mallagainst lights following others in group

following others, notchecking lights or traffic unfamiliar with area, distracted by group

201111700 6 Manners Mall minor bus urun red light eastbound onManners 52 Female Region Wellington crossing Manners southbound bus stops then continues, hit & run

2711287 7 Manners South Serious car 29 26 female Wellington City unknowncrossing towards Courtenay, Cuba Carnivalunderway

cross against red man, notlook to right car approach from ped's RHS

Possible distractions from CubaCarnival crowds

201012537 7 Manners South Serious taxi 24 25 male alcohol, walks into side of moving taxi Not on route, Dixon St

201013373 7 Manners South Serious bus 56 distracted by approaching bus 26 female Wellington City unknowncross away from crossing northbound acrossManners

looking to left, walking awayfrom approaching bus bus approach from ped's RHS recent change to two way traffic

201111170 7 Manners South Serious bus 26 travelling slowly, 20-30km/h 44 female Region Wellington administrationwalking north across Manners, away from crossingbetween two buses

walks out from betweentwo buses bus approach from ped's LHS dusk

2611689 7 Manners South minor car 59 southbound in centre lane 43 Male Wellington City running crossing Taranaki westbound heavily intoxicatedsaw left right lanes stationary, not seecentre lane is moving traffic

2611911 7 Manners South minor taxi 38 southbound in centre lane 23 Male Wellington City running crossing Taranaki alcohol affected

2613764 7 Manners South minor car 21eastbound Manners crosses 3lanes, clips ped 36 Male u crossing north across Manners against lights

driver on cell phone, no attempt tostop

2713712 7 Manners South minor car 31 eastbound Manners 44 Male Wellington Citycrossing south across Manners on crossing againstlights to pigeon park alcohol affected car approach from ped's RHS

2811206 7 Manners South minor 34

2911510 7 Manners South minor car southbound Taranaki 17 Female Region Wellington Student

crossing eastbound across Taranaki towardsCourtenay. Walks off central island into path ofcar car approach from ped's LHS

201011392 7 Manners South minor 27

201013478 7 Manners South minor SUV 38westbound on Courtenayturning right 28 Male

NZ not Wellingtonregion Researcher

running eastbound across Taranaki towardsCourtenay bars. Runs into path of SUV alcohol affected

2612552 8 Courtenay North Serious bus 65 27 male Region Wellington unknown walking, deliberate attempt suicide, alcohol, attempted suicide bus approach from ped's RHS

2714074 8 Courtenay North Serious car 23turning right across parallelped movement 52 male Wellington City electrician walking south across Courtenay on crossing

left turner giving way to rightturning driver, rain

2810083 8 Courtenay North Fatal car 22turning left into Taranaki, newcar that day 70 female Overseas unknown

walking westbound across Taranaki St south ofcrossing

looking to left, followingbrother, from Italy

car approach from ped's RHS, crossing20m from crossing

dusk, driver young and newlybought vehicle

2912443 8 Courtenay North Serious bicycle 49 run red light 31 female Wellington City editorwalking crossing from Burger King side on greenman

2712895 8 Courtenay North minor taxi utaxi southbound runs red, hitspedestrain and continuee 20 Male Wellington City walking with green man eastbound crossing Tory alcohol affected hit and run

2911873 8 Courtenay North minor car 39car westbound approachingred light 19 Female Wellington City Student

running away from crsooinf crsiing Courtenaysouthbound between two stopped buses

running between buses, notcheck visibility car appraoch from ped's LHS

201011000 8 Courtenay North minor car 41car eastbound on Courtenayturning right into Tory 17 Male

NZ not Wellingtonregion Student crossing Tory westbound

had IPod on, crossingagainst lights

walks into path of turning car, carapproach from ped's RHS




Vehicletype


pedestrianage



201111037 8 Courtenay North minor car 30 westbound on Courtenay 28 Male Wellington City crossing from TAB northbound heavily intoxicatedjumps out violent in front of car,argument

2712837 9 Courtenay South Serious car 24 reverse from carpark, alcohol 21 maleNZ not Wellingtonregion unknown standing behind reversing car not moving aside

in crowd of alcohol affected people onstreet

not on route but 5-10m down BlairSt

2611290 9 Courtenay South minor 232611906 9 Courtenay South minor taxi 28 northbound on Cambridge 42 Male Region Wellington crossing east across Cambridge heavily intoxicated misjudge traffic & speed2612769 9 Courtenay South minor bus 49 eastbound on Courtenay 38 Male Wellington City falls onto bus heavily intoxicated

2711457 9 Courtenay South minor car 19eastbound turning left in sliplane 27 Female Wellington City bar tender crossing Cambridge away from crossing in slip lane heavily intoxicated stumbles across road heavy rain, poor visibility

2811242 9 Courtenay South minor car 28 westbound on Courtenay 18 Male Wellington City running crossing from TAB northbound not look right

2811836 9 Courtenay South minor bus uwestbound on Courtenay, runsover pedestrian 54 Male Wellington City

companydirector stands in front of bus follows traffic incident run over by road rage bus driver

2813259 9 Courtenay South minor taxi 35westbound on Courtenay,slow due to weather 25 Female Wellington City

run into path of taxi, near or at crossing west ofAllen st heavy rain, poor visibility

2911676 9 Courtenay South minor car 21 eastbound on Courtenay 21 Female Wellington City Student running north acrss Courtenay into front of car heavily intoxicated

201011222 9 Courtenay South minor car 58eastbound on Courtenayturning into parking area 18 Female Wellington City exiting car, struck by vehicle going around it not check exiting car

201011803 9 Courtenay South minor 20



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4 J Garvitch C Cassidy

A Fosberry

22-05-2012

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