sydney-city-centre-review-of-environmental-factors

The 2024 modelled ‘do something’ scenario considered the traffic improvements
introduced under the Access Strategy and its effects throughout the 17 work site
locations. The modelling included provision for the introduction of the CSELR
(including the closure of part of George Street to traffic), bus infrastructure
improvements, cycleway improvements and other key traffic changes within the city
centre.
The modelled ‘do something’ scenario also assessed the change (increase or
decrease) in traffic capacity and network performance due to implementing the
proposal in combination with the above projects introduced under the Access
Strategy. This was used to assess operational impacts. Modelling was not
undertaken to quantitatively assess the proposal’s construction impacts.
6.1.2 Existing environment and future conditions without the proposal
The city centre is a congested urban traffic environment where the average travel
speed is as low as 20 kilometres per hour (km/h) during peak periods 1 , with many
intersections operating at or over capacity. This results in queuing traffic that reduces
intersection and overall network capacity performance. In addition to commuters
travelling by bus and car, high volumes of taxis and commercial vehicles also
compete for the limited space within the road corridor; a problem that is further
compounded by high pedestrian volumes and the allocated use of the kerbside for
parking, loading and servicing in parts of the city. This is described in further detail
below.
Transport and road infrastructure
Existing road infrastructure
The city centre’s road network comprises a north-south, east-west grid system of
classified main and secondary roads as well as unclassified roads. All roads in the
city centre are lit and the majority of intersections are signalised. Many intersections
include turning movement restrictions aimed at improving circulation and flow, whilst
certain streets, such as Clarence Street and Sussex Street, have sections that are
restricted only allow one-way traffic flows. As of 3 October 2014 the speed limit
across the city centre was revised to 40 km/h.
Footpath and cycleway infrastructure
Both pedestrians and cyclists have access to a wide network of associated facilities
in the city centre and therefore the study area:
Nearly all roads include footpaths adjacent to traffic lanes. Some streets such
as Martin Place, Pitt Street Mall and Alfred Street are fully or partially
pedestrianised, while walkways, underpasses, malls and signalised crossings
also enable pedestrian movements around the city centre. Under the CSELR
project George Street will be pedestrianised between Bathurst Street and
Hunter Street
The city centre also contains shared use paths (suitable for pedestrians and
cyclists), whilst Kent Street, King Street and College Street include dedicated
cycleways. Under the Access Strategy there is a commitment to extend the
cycleway network across the city centre. This would include new cycle
infrastructure along Campbell Street, King Street, Castlereagh Street, Liverpool
Street and Park Street.
1 As demonstrated through Roads and Maritime network modeling undertaken in 2013 and 2014
Sydney City Centre Capacity Improvement 169
Review of Environmental Factors