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

Precinct 3: southern
Precinct 3: southern options are shown in Figures 2-3a and 2-3b.
S1: Sussex Street (one option)
As for work site R3: Sussex Street traffic modelling has identified this as a bypass
priority route. These bypass priorities are restricted between Bathurst Street and
Goulburn Street due to kerbside parking and other allocations. However for this
location, traffic modelling identified the need to introduce additional capacity in the
evening peak period only. This can be achieved by restricting use of the kerbside
during this period. The option includes:
Restricting the parking provisions on both kerbs of Sussex Street between
Bathurst Street and Goulburn Street in the evening peak period. The other
change was the realised ability to offset some of the proposed loading
restrictions elsewhere in the city by using the kerbside during the early morning
and across the daytime in this location.
S2: Goulburn Street (one option)
The traffic modelling identified a need to improve the east-west movement of traffic
across George Street. This area is currently constrained due to the existing kerbside
extension on the southern side of Goulburn Street on the south-east corner of the
intersection. By reducing the existing kerbside extension, two through lanes and a left
turn lane would be achieved. The option includes:
Reducing the existing kerb extension in Goulburn Street on the south-east
corner of the intersection to provide three through lanes.
S3: Pitt Street (one option)
The traffic modelling confirmed the need to improve Pitt Street. The modelling
confirmed that the real pinch point along the road was between Liverpool Street and
Rawson Place due to the existing kerbside allocations operating between these
two intersections. Capacity was identified as being restricted to the morning and
evening peak periods. The modelling also confirmed the requirement to improve the
southbound movement of traffic through the Goulburn Street intersection and its
transfer eastbound onto Goulburn Street. The option includes:
Preventing parking during the morning and evening peak periods along the
kerbside lanes and modifying the intersection lane arrangements at
the Goulburn Street intersection to provide an additional southbound through
and left-turn lane.
S4: Ultimo Road (one option)
The traffic modelling identified the function of Ultimo Road as a key exit point from
the city, especially during the evening peak period. The modelling also confirmed that
the major movement was southbound onto Harris Street. Consequently the objective
was to improve the westbound to southbound movement through the Ultimo
Road/Harris Street intersection. As the location offers more road space than other
areas of the city, the most cost-effective solution to providing this additional capacity
is to provide an additional lane. The option includes:
Modifying the intersection and providing a dual-left turn into Harris Street from
Ultimo Road. It was also identified that the crossing immediately south of the
intersection currently restricts traffic flows. Consequently, the option would be
to remove this, recognising that the other crossings servicing the intersection
would remain in place. The modified design would meet relevant Roads and
Maritime design standards.
Sydney City Centre Capacity Improvement 28
Review of Environmental Factors