Kuranda Pedestrian, Traffic and Parking Study
Situation Analysis and Action Plan Report
18.
STRATEGY MODELLING
As detailed within Section 9 of the Situation Analysis Stage, the Paramics model has been developed and
validated for base (2011) conditions and extrapolated out to a 10 year design horizon of 2021. This section
investigates the impacts and subsequent requirements of proposed strategies across Kuranda using the
Paramics micro-simulation model.
18.1
ACTION PLAN MODELLING DEVELOPMENT
Using the 2021 base case model, relevant strategies that will impact the flow and performance of transport
modes (traffic, pedestrians and buses) have been included within the model as shown in Figure 18.1 below.
Figure 18.1:
Paramics Model Strategy Assessment Inclusions
18.2
STRATEGY ASSESSMENT
18.2.1
Strategy 1.11 - Upgrade Thongon Street / Coondoo Street intersection to a Roundabout
The inclusion of a roundabout at Thongon Street / Coondoo Street intersection as shown in Figure 18.2
provides equal priority to all approaches. The primary impact to the roundabout performance is the
interaction with the proposed pedestrian crossing, in particular the proposed zebra crossing located across
Thongon Street. However, as traffic volumes are generally low, the maximum queues observed in the
model are around three vehicles and does not adversely impact the performance of the intersection.
Figure 18.2:
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Coondoo Street/Thongon Street Roundabout Performance
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18.2.2
Strategy 1.12 - Coondoo Street reduced to 10km/hr Shared Zone between Therwine Street
and Thongon Street
Traffic volumes along Coondoo Street remain unchanged with the inclusion of a Shared Zone and
reduction of the speed limit to 10km/hr. This is attributed to the existing road environment along Coondoo
Street which already discourages through traffic and alternate routes such as Thooree Street and Barang
Street are already used.
The inclusion of the Shared Zone does however significantly improve pedestrian permeability across
Coondoo Street in the effort to reduce overcrowding along pedestrian footpaths during peak periods.
Figure 18.3:
18.2.3
Coondoo Street Shared Zone
Strategy 1.13 - Reconfigure Rob Veivers Drive / Therwine Street / Thooree Street
Roundabout
The reconfiguration of Rob Veivers Drive/Therwine Street/Thooree Street Roundabout includes a range of
strategies including:
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removal of the southern circulating roadway of the roundabout;
inclusion of pedestrian crossings;
revised access and one-way configuration for Lower Therwine Street parking area;
relocation of adjacent pedestrian footpaths and landscaping along the western side of the roundabout;
and
improvements to pedestrian network by formalising crossing locations and minimising conflicts.
Modelling of the proposed strategies demonstrates that pedestrian crossings, parking access and
intersection improvements perform within acceptable limits and do not result in any adverse queues or
delays to the network.
The removal of the southern circulating lane at the roundabout requires traffic accessing Lower Therwine
Street from the east (Thooree Street) to do so via Rob Veivers Drive. This however equates to only four
vehicles per hour as shown in Figure 18.4.
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Base Configuration
Figure 18.4:
Proposed Configuration
Therwine Street Roundabout - Traffic Volume Comparison – (vph)
The separation of pedestrian and vehicles movements provides safer crossing points, which do not
adversely impact vehicle queues as shown in Figures 18.5 and 18.6 below.
Figure 18.5:
Therwine Street Roundabout – Rob Veivers Drive and Upper Therwine Street
Figure 18.6:
Therwine Street Roundabout – Lower Coondoo Street and Thooree Street
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18.2.4
Strategy 1.15 - Connect Caroona Street to Arara Street
The proposed strategy to connect Caroona Street to Arara Street will result in the redistribution of traffic as
shown in Figure 18.7.
Figure 18.7:
Caroona Street Connection Traffic Volume Comparison (vph)
The Caroona Street connection reduces traffic volumes passing through the village along Lower Coondoo
Street and therefore improving the pedestrian amenity. In addition, through traffic along residential streets
such as Meeroo Street are reduced.
18.2.5
Strategy 1.17 - Upgrade Barang Street/Thongon Street intersection to a Roundabout
The construction of a roundabout at Barang Street/Thongon Street intersection formalises turn movement
priorities as well as provides a safer intersection configuration by reducing speeds.
The roundabout intersection continues to perform well within acceptable limits in 2021 with no adverse
queues or delays experienced as demonstrated within Figure 18.8.
Pedestrian crossing facilities have been included using refuge islands across each approach to the
roundabout to provide reduced crossing distances across each approach.
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Figure 18.8:
18.2.6
Thongon Street / Barang Street Roundabout Performance
Strategy 1.19 - Upgrade Barang Street/Rob Veivers Drive Intersection to include
Channelised right turn pocket
The channelised right turn intersection treatment provides a sheltered right turn facility to allow vehicles
(particularly buses) to give-way to passing traffic and allow through traffic on Rob Veivers Drive to safely
pass as shown in Figure 18.9.
Figure 18.9:
18.2.7
Rob Veivers Drive/Barang Street Intersection Improvement Performance
Strategy 1.20 - Coondoo Street reconfigured to 2-way system between Rob Veivers Drive
and Therwine Street
Providing two-way traffic movements along Coondoo Street between Rob Veivers Drive and Therwine
Street aims to reduce the number of vehicles passing through Rob Veivers Drive/Therwine Street
intersection and along Upper Therwine Street.
In order to accurately compare to the base configuration traffic volumes and distribution within the network
have not been altered. The two-way link has been included as shown within Figure 18.10
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Figure 18.10:
Modelled Two-Way Configuration on Coondoo Street
Figure 18.11 demonstrates the volumes comparison between base conditions and with the inclusion of twoway traffic on Coondoo Street.
Figure 18.11:
Two-Way Configuration - Traffic Volume Comparison
The two-way configuration reduces traffic on Upper Therwine Street by approximately 50%, therefore
significantly reducing the potential pedestrian/vehicle conflicts along this section of road which is an existing
concern. Similarly, the traffic volumes along Coondoo Street remain unchanged and as such is not
expected to increase vehicle / pedestrian conflicts. The inclusion of 10km/hr Shared Zone along Coondoo
Street between Therwine Street and Thongon Street increases vehicle impedance and the potential for
non-essential through trips, particularly by locals.
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To reduce the level of through trips, the Rob Veivers Drive approach is proposed to retain Rob Veivers
Drive as the primary through lane with a right turn auxiliary lane entering Coondoo Street. In addition, the
intersection of Coondoo Street and Therwine Street is proposed to be revised to include a single give-way
approach lane. These intersection configurations as shown in Figure 18.12 and 18.13 perform well within
acceptable limits and do not result in any adverse queues or delays that would influence the performance
of the road network.
Figure 18.12:
Two-Way Configuration – Rob Veivers Drive/Coondoo Street Intersection Performance
Figure 18.13:
Two-Way Configuration – Coondoo Street/Therwine Street Intersection Performance
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