Traffic response · MCU18/0019

         The proposed bus stop location is adjacent to an existing power pole. Adequate consideration
         should be given to potential constraints such as stormwater drainage infrastructure, power
         poles, driveways and the like as well as traffic hindrances and safety issues in locating the bus
         stop, for example, ingress/egress points, queuing/deceleration of traffic, turn lanes, sight
         lines/distances and blind spots affecting potential bus drivers and pedestrians.
         Response
         The proposal (which relocates the bus stop only 40m to the south of its existing location) would
         not have any notable impact upon traffic hindrances and safety issues, including
         queuing/deceleration of traffic, turn lanes, sight lines/distances and blind spots affecting potential
         bus drivers. As shown in the diagram included as Attachment 2, the proposal replicates the
         existing bus stop arrangements, with the 20m bus zone to be clear of the driveway to the property
         to the south at 64 Goodchap Street.
         As previously discussed, the proposed bus stop location provides in excess of 14.5m separation
         from the existing pedestrian crossing refuge to the bus stop, and is therefore considered adequate
         under the provisions of the Queensland Manual of Uniform Traffic Control Devices (which
         requires a 10m No Stopping distance in advance of a pedestrian refuge crossing).
         It is anticipated that the detail of the bus stop relocation (e.g. proximity to the power pole,
         proximity to foliage, lighting etc) would be addressed as part of the detailed design of the proposed
         bus stop, which would be submitted to DTMR for approval prior to construction.

    •    The relocated bus stop should be designed and constructed in accordance with the requirements
         for an Intermediate stop in Chapter 5 Bus stop Infrastructure of the Public Transport
         Infrastructure Manual and relevant components should be reinstated, where possible. A scaled
         and labelled proposal plan should clearly show the positioning and design of the relocated bus
         stop. In particular, refer to Section 5.3.5 Intermediate Stop, Section 5.6.3.1 and Table 5.7 Bus
         Stop Length Requirements, Section 5.7 Bus Stop Components and Appendix 5-B Layout and
         Technical Drawings.
         The DTMR and TransLink Public Transport Infrastructure Manual 2015 is available online at
         www.translink.com.au/about-translink/reports-and-publications.
         Response
         The proposal will reinstate the components of the existing bus stop, where possible.
         A scaled and labelled proposal plan showing the positioning and design of the relocated bus stop
         would be prepared in response to a condition of the approval, and submitted to DTMR for approval
         prior to construction.

Conclusion

In my capacity as a Registered Professional Engineer of Queensland, I am satisfied that the proposed
vehicular access, parking and servicing arrangements represent suitable performance-based solutions which
are acceptable from a traffic engineering perspective, considering the specific site conditions and the nature
of the use.
On this basis, it is recommended that the development application be approved from a traffic engineering
perspective.
Should you have any queries regarding the above, please do not hesitate to contact the undersigned.




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Our Ref: 290_KNG01                                                                                   2 May 2018