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

‘Option b’ would involve setting different traffic priorities during the morning and
evening peak periods to allow bus traffic more opportunity to travel north
and exit the city without delays along Clarence Street. Under this option the
bus lane would remain adjacent to the western kerb and the kerbside
allocations would be unaffected.
R5: York Street (three options)
York Street has been prioritised as a bus corridor in the Access Strategy. Three
options emerged to improve bus operations between Barrack Street and Druitt Street
and include:
‘Option a’ would involve lane reconfiguration works. By removing the kerb
extension on the south-west corner of the York Street/King Street intersection it
would be possible to create additional lane capacity for southbound buses
heading into the city in the morning peak period. These works would be
combined with proposed kerbside allocation restrictions to create additional
morning peak period traffic lanes
‘Option b’ would involve the removal of the mid-block kerb extension and
signals along York Street south of King Street to create a new traffic lane
throughout this section of York Street up to Market Street. It would also see a
reduction in the south-west kerb extension at the York Street/King Street
intersection
‘Option c’ would be consistent with ‘option a’ except the extended kerb
extensions at King Street would only be partially reduced to achieve the
additional lane capacity.
Sydney City Centre Capacity Improvement 25
Review of Environmental Factors