Traffic Response · MCU15/0122

An auxiliary left turn lane into the site is not proposed, and as such, left turn vehicles will require following vehicles to
slow to a minor extent. This is considered positive as it creates a lower speed environment in this vicinity of the adjacent
pedestrian crossing.

The driveway crossover is located approximately 50m from the Val Crescent roundabout. This is not considered to be in
close proximity and is unlikely to impact queuing to the roundabout (Roadpro 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.

6    Site Access – Movements from North (Item 7)
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.

7    Access and Bus Stop Interaction (Item 8)
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.

The existing regular bus stop was constructed in 2011. The latest standards for bus stop design were released from the
Department of Transport and Main Roads in 2015 entitled ‘Public Transport Infrastructure Manual (PTIM)’. TTM have
reviewed the existing bus stop design and it is generally consistent with a regular bus stop design with mid/front path in
the PTIM. As such there is considered to be no requirement for significant changes to the existing bus stop design, beyond
its relocation as identified in Attachment 1 (16BRT0070-1C).