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

Precinct 2: retail
Precinct 2: retail options are shown in Figure 2.2a to Figure 2.2b.
R1: Park Street (one option)
The modelling identified that there was a need to improve the transfer of general
westbound traffic from Park Street to Pitt Street. The option includes:
Modifying the intersection by altering the kerb extensions to provide a
dedicated ‘right turn’ lane to assist in transferring westbound traffic from Park
Street into Pitt Street. This would involve shortening the length of the proposed
westbound bus lane on Park Street. It would also involve minor modification to
the parking provisions on both sides of the road around the intersection.
R2: Market Street (three options)
There is potential to introduce traffic capacity along Market Street by adjusting the
kerb widths and modifying the kerbside use allocations. This could be achieved
under three options and include:
‘Option a’ would involve lane reassignments between York Street and George
Street, achieved by reducing the northern footpath width, creating
two westbound through lanes along the length of Market Street and a
dedicated westbound slip lane on the southern kerb from Market Street into
York Street
‘Option b’ would be similar to ‘option a’ except the alignment between York
Street and George Street would only be reduced slightly compared to ‘option a’
to create a through and left turn lane (instead of a separate through and slip
left-turn lane) along the southern kerb of Market Street
‘Option c’ would introduce a fourth lane between York Street and George Street
by removing the extended kerb along the northern side of the road and
introducing additional kerbside allocation restrictions. It would also retain the
same left-slip arrangement as ‘option a’.
R3: Sussex Street (one option)
The modelling identified that in order to provide bypass priority along Sussex Street,
there would be the need to better utilise the existing lanes. The modelling also
confirmed that the need for bypass priority was greater southbound along Sussex
Street than in Druitt Street. At present the use of both kerbside lanes south of King
Street is restricted due to various kerbside use allocations. The option includes:
Removing the parking provisions on the eastern kerb south of King Street and
altering and reallocating the parking provisions on the western kerb. The option
would also involve a slight modification of the southbound lane widths on the
intersection approaches at Market Street and Druitt Street.
R4: Clarence Street (two options)
Clarence Street is a major bus corridor utilised by a large number of bus routes
servicing the northern beaches, lower north shore and suburbs in the north-west. The
effectiveness of the existing kerbside bus lane is adversely impacted by the need to
provide split stops in order to service the large number of bus routes which use this
corridor. As a consequence two options have emerged:
‘Option a’ would involve the transfer of the bus lane from the western kerb to
the second lane and restricting kerbside uses to create an additional traffic lane
adjacent to the eastern kerb which would also be used for additional loading
zone provisions
Sydney City Centre Capacity Improvement 24
Review of Environmental Factors