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

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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
Bus infrastructure There is an extensive bus network across the city centre comprising bus stops, bus zones, bus layovers and bus lanes. Nearly all of the city centre’s main and secondary roads have some associated bus infrastructure. This infrastructure is being redesigned and optimised under the Sydney City Centre Bus Infrastructure project to improve its integration with other public transport modes (refer to Chapter 1). Other public transport infrastructure As described in section 2.2.3, there are a number of other public transport infrastructure provisions within the city centre, including train stations, light rail stops, and ferry wharves. None are located within or immediately adjacent to the proposal footprint. Transport modes The city centre’s population significantly increases during the working day with over 600,000 people traveling into the city centre and a further 1.27 million people travelling around the city centre (Transport for NSW, 2013). By 2031 is it estimated that an additional 145,000 people would travel into the city each day (Transport for NSW, 2013) placing further demand on the road network as more people would need to travel around the city each day. The method by which people travel into the city (modal split) varies and depends on the time, day, and season. Most trips are made by one of 15 key ‘gateways’. Table 6-2 summarises the number of trips made into the city centre between 8.00am and 9.00am on a weekday via each ‘gateway’. Table 6-2 Sydney city centre transport gateway entry travel modes (2013 weekday morning peak) Entry location Trains Buses Cars Ferries Sydney Harbour Bridge 16,250 14,500 11,500 - Circular Quay - - - 4,000 Sydney Harbour Tunnel - - 5,550 - Eastern Distributor - 3,100 6,400 - Eastern Suburbs Rail Line 7,400 - - - William Street/Cross City Tunnel - 1,200 4,250 - Oxford Street - 3,550 2,000 - Albion Street and Foveaux Street - 2,100 1,900 - Elizabeth Street and Chalmers Street - 3,050 1,450 - Redfern Rail Line 65,600 - - - Airport Rail Line 7,950 - - - Regent Street - - 1,700 - Broadway - 5,400 2,450 - Sydney City Centre Capacity Improvement 170 Review of Environmental Factors
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Sydney City Centre Capacity Improve
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Executive summary The proposal Road
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the proposed Sydney City Centre Cyc
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The REF concludes that the proposal
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Effect Affected factors/receivers L
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Effect Temporary light spill impact
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maintenance of traffic flows in the
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What happens next? Following the su
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6.7 Water quality and hydrology ...
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If approved, the proposal would tak
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In doing so, the REF helps fulfil t
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2 Need and options considered This
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NSW Long Term Transport Master Plan
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2.2 Existing road and public transp
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Road Sussex Street between King Str
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Road Precinct 4: college Wentworth
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Bus stop hubs located at Circular Q
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With these allocations set, Transpo
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2.4.2 Identified proposal options P
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Precinct 2: retail Precinct 2: reta
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Precinct 3: southern Precinct 3: so
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Precinct 4: college Precinct 4: col
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NW2: King Street (two options) Traf
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Amenity All three options reallocat
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Amenity At present, buses cannot re
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Summary Table 2-6 ‘Option b’ an
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Amenity Kerbside use Business impac
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Table 2-7 Analysis of options in pr
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Amenity Kerbside use Business impac
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3 Description of the proposal The p
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Work site reference Section Start a
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Table 3-2 Typical traffic capacity
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Typical improvement (with example)
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Sussex Street to Kent Street Sussex
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George Street to Pitt Street York S
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Kent Street intersection Pitt Stree
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Pitt Street to Castlereagh Street G
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Margaret Street to Erskine Street J
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Market Street intersection King Str
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Liverpool Street to Eager Lane Jame
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Hay Street to Rawson Place Goulburn
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Abercrombie Street intersection Ref
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Ref (refer Fig 3-10 to 3-16) Propos
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Wemyss Lane to Goulburn Street Ref
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Macquarie Street intersection Campb
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Park Street to Oxford Street Prince
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Page 135 and 136: Sydney City Centre Capacity Improve
Page 145 and 146: 3.2 Design The proposal’s concept
Page 147 and 148: Table 3-9 Engineering and developme
Page 149 and 150: 3.3 Construction activities The lik
Page 151 and 152: Table 3-10 Plant and equipment - in
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Page 157 and 158: 3.6 Public utility and drainage adj
Page 159 and 160: Traffic capacity improvement Precin
Page 161 and 162: Traffic capacity improvement Locati
Page 163 and 164: 4.1.3 Darling Harbour Development P
Page 167 and 168: The adopted urban design principles
Page 169 and 170: Principles and objectives Consisten
Page 171 and 172: Principles and objectives Prot
Page 177 and 178: Roads and Maritime is, however, req
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Page 181 and 182: 5.1.2 Stakeholder engagement Roads
Page 183 and 184: The detailed design would also be d
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Page 189 and 190: Cars, buses and other vehicles Over
Page 191 and 192: Level of Service (LoS) Maximum queu
Page 193 and 194: Work site location Precinct 4: coll
Page 195 and 196: Section G: York Street intersection
Page 197 and 198: Section Precinct 4: college C1: Wen
Page 199 and 200: Location and type of work (refer to
Page 201 and 202: with the proposed changes under the
Page 203 and 204: Loading zones Mobility parking spac
Page 205 and 206: Table 6-8 describes the temporary o
Page 207 and 208: Location J: George Street to Pitt S
Page 209 and 210: Location H: Hay Street to Rawson Pl
Page 211 and 212: As can be seen from Table 6-8, ther
Page 213 and 214: Table 6-9 Altered footpaths and ped
Page 215 and 216: Section D: Abercrombie Street inter
Page 217 and 218: Loading zones Mobility parking spac
Page 219 and 220: Table F-2 in Appendix F provides fu
Page 221 and 222: Level of Service (LoS) Maximum queu
Page 223 and 224: The above table demonstrates the va
Page 225 and 226: Impact Environmental safeguard Resp
Page 229 and 230: Table 6-13 Construction noise manag
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Page 233 and 234: where the corresponding noise impac
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Work site Receiver type NML for the
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Work site Receiver type NML for the
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The highest predicted noise impacts
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Work site Precinct 3: southern Pred
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Impact Environmental safeguard Resp
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Post World War II, Sydney enhanced
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Table 6-21 Heritage listed items It
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Item name Section Location Signific
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Item name Section Location Signific
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Item name Area of archaeology poten
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Item name 21 Former value and item
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Item name Works with potential heri
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Item name R2 Market Street Works wi
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Item name 3 Pinnacle House 5 Commer
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Item name Precinct 3: southern S3:
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Item name F2: Macquarie Street Work
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Lighting pole relocation General si
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Reference Potential archaeological
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The above summary reflects that the
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6.4.2 Existing environment Populati
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Social infrastructure Cultural and
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Social infrastructure - constructio
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Table 6-27 Annual events potentiall
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Table 6-28 Location specific potent
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Work site Construction activities I
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Socioeconomic impacts during operat
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The improvements to connectivity an
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Work site D: Kent Street to Clarenc
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Work site D: Clarence Street to Yor
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Work site F: Erskine Street to Barr
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Work site F: Liverpool Street to Ea
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Work site C: Wattle Street intersec
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Work site D: Wemyss Lane to Goulbur
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Work site F: Park Street to Oxford
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Method and assessment criteria The
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General land use character General
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Development precinct Precinct 1: re
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Property Roadside property Table 6-
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Future land uses and development pr
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Rubbish bins Water fountains City m
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6.6.2 Existing environment Landscap
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Landscape character zone Overview d
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Tree characteristics The city centr
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Table 6-41 Registered significant t
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· Cafés, restaurants, hotels and
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Location Receiver * Items marked wi
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Table 6-43 Temporary construction l
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Work site Section Receiver F1: Macq
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Landscape character and visual impa
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The tree’s consistency and contri
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Table 6-46 Tree pruning and removal
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Turning restrictions and provisions
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Work site Section Visual receiver R
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Despite this, Sydney Harbour suppor
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The proposal footprint is located a
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Flood risk The proposal footprint h
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to contamination or the generation
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Acid sulphate soils Acid sulphate s
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Contaminated land (records) No site
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Geology and soil impacts during ope
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Biodiversity Guidelines: Protecting
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Table 6-56 Statutorily protected bi
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6.10.2 Potential impacts Waste gene
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In addition, the contractor(s) woul
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6.11.4 Safeguards and management me
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Affected roads There are no screeni
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Air quality sensitive receivers The
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the roads covered by the proposal f
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Greenhouse Gas Assessment Workbook
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Climate change construction impacts
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6.14 Hazard and risk This section a
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Hazard Potential consequence Key se
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6.15.2 Other committed and/or appro
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Project Description Location and in
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Project Description Location and in
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Table 6-68 Potential cumulative imp
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Cumulative effect Disruption to pub
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Cumulative effect Key issues
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Cumulative effect Key issues Street
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Table 6-69 Potential cumulative eff
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6.15.4 Safeguards and management me
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7 Environmental management This cha
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No Impact Environmental safeguard R
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8 Conclusion This chapter provides
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Object environment. 5(a)(ii) To enc
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8.3 Ecologically sustainable develo
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8.3.4 Improved valuation, pricing a
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9 Certification This review of envi
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City of Sydney Council, Sydney City
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NSW EPA 1997c, Waste Reduction and
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factors-june-2014.pdf, accessed: 2/
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ISEPP State Environmental Planning
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