137996_IR Response FINAL_9.2.18

 Traffic
     9. Provide additional comment, detail and preliminary plans for the frontage of the site. The
        comment, detail and plans must include but not be limited to:
     (a) a bus stop, tapers and ancillary structures in accordance with Translink standards
     (b) sight lines and distances for vehicles and pedestrians at the entry and exit driveways for the
         proposed development
     (c) consideration for an indented bus stop to provide the necessary clearances to the existing traffic,
         cycle lanes and pedestrians
     (d) comment on whether an indented bus stop assists with the entry movement of traffic to the site
         and the need for a left turn treatment
     (e) any existing services, on-street parking and infrastructure that require relocation to provide for the
         bus stop and driveways
     (f) any road widening necessary to cater for the frontage works

Response:
A formal response has been prepared by Traffic Engineers MRCagney to address each of these items. Refer
to Appendix D.
To summarise,
    a. Based on Translink’s Public Transport Infrastructure Manual (Table 5.7) the minimum length of bus
       stop for an on-road bus stop (single bus allowance) is 25 m with the departure table of 10 m. No
       tapers are required as the bus stop is not an indented bay.
         The existing bus stop is located within the kerbside parking line between two cross overs. The current
         ’on-road’ arrangement reflects the Translink’s on-road bus stop. The crossovers are permitted to act
         effectively as ingress and egress tapers.
         MRCagney’s Figure 1-1 illustrates a length of approximately 21.2m available for a bus, with
         approximately 15m available for manoeuvring both before and after this zone (in the form of the ingress
         and egress crossovers).
         While the 21.2m bay length is slightly less than 25m, the wide service station ingress cross over
         adequately caters for the bus approach movement into the bus bay;
    b. Maintaining the existing bus stop arrangement will not worsen the available sight distances for
       egressing motorists. The sight lines are not being reduced from the current access arrangements, and
       as mentioned in the traffic report, given the flat geometry of the fronting road there is no limitation on
       sight distance. The bus shelter structure offers sufficient sight line permeability not to impede the sight
       line.
    c.   An intended bay for the bus stop is not proposed, nor considered warranted. Accordingly, as illustrated
         Figure 1 (Appendix B) included in the Traffic Report all included in the traffic report there is ~ 24 m
         distance between the ingress and egress of the service station. Further, there is at least 9 m of
         departure taper in front of the bus stop, which is the service station egress crossover. As such, it is
         appropriate for the existing ‘on-road’ bus stop to be retained.
    d. Indented bus stop bay does not assist in this instance. As demonstrated in the initial traffic report, an
       Auxiliary Left Turn Treatment (AUL) is warranted. However, a turn lane treatment is not considered
       necessary due to the wide road verge and presence of kerbside parking. There also appears to be no



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