This is the main area of the road changes and associated traffic signalling that we recommend that the RTA and the DoP review as a priority. They should consider introducing at least one direct non-toll route to provide access to the City North and Harbour crossings.
Presumably this would be defined in the contract as an MAE, and trigger a negotiation about compensation. In this regard, we note that CCM's business case was built on planning conditions in the EIS. These allowed right turns from William Street into the four north-south roads through Woolloomooloo giving access to the Harbour crossings. However, when the DoP ordered traffic restrictions, CCM was not required to increase the upfront payment in recognition of the benefit it would potentially gain from significantly higher traffic volumes.
In considering reversal of road changes introduced as part of the CCT project, we suggest the Government consider the original objectives of the project. The Planning Minister noted in September 2001, for the CCT to achieve long-term improvements for traffic and public transport:
There must be a strong commitment to the achievement of substantial accompanying public transport, pedestrian and cyclist initiatives and for these to be implemented as an integrated part of the project.
Source: Environmental Impact Assessment, Proposed Cross City Tunnel, Kings Cross to Darling Harbour Volume 1. Department of Urban Affairs and Planning. Page 23.