Information Response_010616 · MCU15/0122

assessment indicated 2.7m or 1 car queuing on the southern approach). Queuing inside the site is not
expected to be impacted by the proximity to the roundabout.


7. Provide assessment of the development’s generated demand for u-turns in Goodchap Street,
    including assessment of impacts at the Juron Street intersection (including tuning path diagrams)
    and detailing proposals to ensure u-turns at other inappropriate locations (such at around the
    pedestrian refuge, or at driveways just to the south) are prevented.

Response:
Refer attached Traffic Response prepared by TTM. The TTM report indicates:

As noted in Section 4.8, right turns into the site are physically restricted and signage will be provided
to identify drivers to perform a U-turn at Juron Street to access the medical centre. As shown in
Attachment 4 (16BRT0070-3C), a B99 is able to perform a U-turn at the Goodchap Street/Juron Street
intersection. The low number of vehicles performing this U-turn is not predicted to have significant
impacts on the operation of this intersection.

A very small number of drivers may perform a U-turn at other locations, such as private driveways,
however the majority of drivers are expected to obey signage and perform a U-turn at Juron Street or
further south at the Eumundi Noosa Road roundabout.


8. Provide a detailed functional plan of the proposed access arrangements that:
    (a) Demonstrates how the left in/left out will operate
    (b) Includes the physical barriers (not signage and linemarking) that are required to prevent right
        turns into the site and right turns when exiting the site.
    (c) Includes the existing refuge
    (d) Includes the bus stop and a bus stopped at the stop
    (e) The path of buses entering and exiting the stop
    (f) The available sight lines for vehicles and buses
    (g) Sufficient detail to demonstrate that the stop complies with the TMR (Translink) standards
    (h) Driveway details including widths and flares in accordance with Specific Outcome O2 of the
        Driveways and Carparking Code
    (i) The grades of the driveway within the site (measured along the inside of curves in the
        driveway to demonstrate compliance with AS/NZS2890.1

Response:
Refer attached Traffic Response prepared by TTM and amended Floor Plan – Level 1 prepared by
Blackburne Jackson Design which provide a functional layout of the proposed access arrangements.

The TTM report indicates:

Attachment 1 (16BRT0070-1C) identifies recommendations for roadworks to enable:
     Right turn entry/exit restrictions through extension of the pedestrian island and signage;
     Relocation of the bus stop by approximately 27m; and
     Widening the pedestrian refuge at the Val Crescent roundabout.

Section 5 identifies how the proposed driveway would operate in terms of the road network. It is noted
that all traffic exiting the site would exit to the north (left) and perform a U-turn at the Val Crescent
roundabout if travelling southbound.

Right turns into and from the site are physically restricted through the extension of the pedestrian
islands and this is reinforced through signage.
Attachment 4 (16BRT0070-3C) shows that a bus can enter and exit the bus stop clear of the access and
within the road reserve.

Sight lines for buses will not be restricted by the proposed access arrangements as buses have priority
over cars. Buses standing in the bus stop will not impact sight distance to cars as the driveway egress is
left out only.