CRL Supplementary Traffic Modelling Report May 2013

City Rail Link Supplementary Report Traffic Modelling of Alternative Construction Scenarios May 2013

Project: Title: Document Reference: Prepared by: Project Manager Reviewed by:

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios S:\atmp\010 CRL ITA\05 Report\09 Revised Construction Modelling\R1B0130522.docx Michael Jongeneel Ian Clark Ian Clark

Revisions: Date

Status

Reference

Approved by

Initials

20 May 2013 22 May 2013

A B

R1A130520 R1B130522

I Clark I Clark

IC IC

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios

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EXECUTIVE SUMMARY The traffic modelling carried out by Flow for this Supplementary Report has been undertaken as part of refining the methodology in the Integrated Transport Assessment (ITA) to support the Notices of Requirement for the City Rail Link (CRL). The purpose of this additional modelling was to examine the temporary traffic effects of a number of construction scenarios for the Project, within the Albert Street area, in particular for the section of proposed cut and cover between the Downtown Shopping Centre (off Lower Albert Street) and south of Wellesley Street. The reason for the additional work was further analysis undertaken by the Principal Advisor to Auckland Transport and understanding of the underground utilities along Albert Street, in particular through the intersections of Wellesley, Victoria and Customs Street and the requirements to relocate these utilities during construction.

This modelling included within the ITA was carried out on the basis that the three main Albert Street intersections (ie the intersections with Customs Street, Victoria Street and Wellesley Street) could be partially closed, one quadrant at a time, allowing at least a single lane of traffic to pass through each intersection from each direction. We have been advised by the Principal Advisor that this approach may represent a constraint upon the construction methodology proposed within the CRL Concept Design Report.

The additional tests now undertaken which support this Supplementary Document seek to establish the sensitivity of the local network to alternative temporary traffic measures. This report therefore documents a second series of tests, examining various scenarios which include full intersection closures. It should be stressed that it is not proposed that all of the scenarios tested will be sought to be implemented. For example, the most severe scenario tested assumes the full closure of the intersections of Albert Street with Wellesley Street, Victoria Street and Customs Street, all at the same time, resulting in significant adverse effects. These tests were undertaken in January-February 2013 in order to assist Auckland Transport with a more detailed understanding of the sensitivity of the local network to draft conditions that set the parameters for a range of temporary traffic measures that could be implemented at the time of construction. The broad outcomes are set out below.

We understand that there are significant advantages for the construction of the CRL if key intersections are able to be completely closed at certain times. The main advantage is a more efficient construction methodology option in terms of both time and cost, which could reduce the construction period (and in particular the potential disruption) along Albert Street by around 6-12 months, when compared with the option of closing one quadrant of an intersection at a time. The modelling indicates that the overall effects may be of a similar scale to those under the previous proposal, partly as closing one quadrant of an intersection would leave a very inefficient layout, with a significant reduction in capacity.

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While the additional tests have made use of an updated version of the city centre SATURN model, two key assumptions from the previous work have been retained:

It has been assumed that no trip suppression has occurred as a result of the temporary reductions in traffic capacity. (Some reductions could reasonably be expected, either due to change of mode, change of trip times, or change in destination, with for example, some people choosing to park away from the Albert Street area)

The ITA noted the numbers of truck trips likely to be required to head to and from each of the CRL construction sites. All model tests assume that trucks are heading to all of these sites at the same period of time.

The above both represent worst case assumptions.

We recommend that the following are appropriate:

Full closure of intersections along Albert Street may be acceptable from a traffic/transport perspective, but no more than one of the three main intersections (Wellesley Street, Victoria Street and Customs Street) should be closed at any one time

There would be merit in maintaining some capacity along Customs Street (ie while the Albert Street/Customs Street intersection is closed to turning traffic) if practicable, and this option should be considered at the time the Construction Environmental Management Plan is being prepared

Consideration needs to be given to providing for the east-west bus route through the city centre, which is to become more important over the next few years. It is currently proposed that significant numbers of buses are to use Wellesley Street, although it may be reasonable to assume that these can divert via Victoria Street during part of the CRL construction. This should also be considered at the time the Construction Environmental Management Plan is being prepared

The ITA noted the various local access points along Albert Street, and the construction phasing will need to demonstrate how local access is to be retained. Consideration needs to be given, at the time the Construction Environmental Management Plan is being prepared, to these matters.

This should include in particular the retention of access for traffic with origins/destinations in the Durham Street area, and those properties with access to Albert Street between Victoria Street and Wellesley Street

Auckland Transport needs to consider how Albert Street buses are to be accommodated during the CRL construction, either via Queen Street or via Hobson Street/Nelson Street, at the time the Construction Environmental Management Plan is being prepared

The tests indicate that there would be merit in reopening the Albert Street/Wyndham Street intersection as soon as reasonably possible, to reduce the effects of the closure of adjacent intersections along Albert Street, and consideration of this should also be included in the Construction Environmental Management Plan.

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CONTENTS 1 2 3 4 5

6

7 8

INTRODUCTION ................................................................................................................................ 1 CONSTRUCTION SCENARIOS ............................................................................................................ 1 TRAFFIC FLOW DIFFERENCE PLOTS .................................................................................................. 7 JOURNEY TIMES.............................................................................................................................. 33 BUS EFFECTS ................................................................................................................................... 46 5.1 Albert Street Routes ............................................................................................................. 46 5.2 Wellesley Street Routes ....................................................................................................... 46 5.3 Customs Street Routes ......................................................................................................... 47 5.4 Test 8A .................................................................................................................................. 48 CAPACITY CONSTRAINTS ................................................................................................................ 49 6.1 Queen Street and Quay Street ............................................................................................. 49 6.2 Cook Street and Nelson Street ............................................................................................. 49 6.3 Queen Street ........................................................................................................................ 49 6.4 Stanley Street Intersections ................................................................................................. 49 SUMMARY STATISTICS ................................................................................................................... 50 WYNDHAM STREET SENSITIVITY TEST............................................................................................ 52

APPENDICES APPENDIX A

DEMAND FLOW DIFFERENCE PLOTS

APPENDIX B

QUEUED FLOW DIFFERENCE PLOTS

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1 INTRODUCTION The traffic modelling carried out by Flow as part of the Integrated Transport Assessment examined the temporary traffic effects of various City Rail Link (CRL) construction scenarios. This modelling was carried out on the basis that the three main Albert Street intersections (ie the intersections with Customs Street, Victoria Street and Wellesley Street) could be partially closed one quadrant at a time, allowing at least a single lane of traffic to pass through each intersection from each direction.

We have been advised by the Principal Advisor to Auckland Transport that the approach assumed within the ITA may represent a constraint upon the construction methodology proposed within the CRL Concept Design Report. The additional tests now undertaken seek to establish the sensitivity of the local network to alternative temporary traffic measures. This report therefore documents a second series of tests, examining various scenarios which include full intersection closures.

The model used once again remains the 2021 Auckland City Centre SATURN model, as developed by Flow. Subsequent to the previous round of CRL modelling, a number of refinements have been incorporated within the model as a result of subsequent Auckland Transport projects. These refinements have focussed on Quay Street, Customs Street and within the Wynyard Quarter, and have been carried over into this latter modelling.

In addition, a number of proposed network changes have come to light since the previous round of CRL modelling, and these too have been incorporated into the revised 2021 Auckland City Centre SATURN model. These changes have principally included:

The addition of a second right turn lane from Alten Road into Stanley Street

Refinements to the proposed future bus network resulting from the October 2012 Draft Auckland Regional Public Transport Plan

2 CONSTRUCTION SCENARIOS The traffic effects of the construction period of the CRL have been assessed using the 2021 Auckland City Centre SATURN traffic model.

All scenarios have included the restriction of Albert Street to a single lane in each direction, between Customs Street and Wellesley Street. In addition, the various scenarios tested have included, in brief:

Test 3: The partial closure of the Albert Street intersection with Customs Street, allowing a single through lane to operate on each approach; This test was originally carried out as part of the earlier CRL modelling, but has been retested using the revised network in order to provide a point of reference

Test 4: The full closure of the intersection of Albert Street and Victoria Street; this test additionally tests the closure of Queen Street outside Britomart, rerouting all buses

Test 5: The full closure of the intersection of Albert Street and Wellesley Street; this test additionally tests restrictions to Queen Street outside Britomart, rerouting half of the relevant bus routes

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Test 6: The full closure of the intersection of Albert Street and Customs Street

Test 7: The full closure of the Albert Street intersections with both Victoria Street and Wellesley Street

Test 8: The full closure of the Albert Street intersection with Victoria Street, and the partial closure of the intersection with Customs Street (as in Test 3)

Test 8A: As Test 8, but with the closure of Lower Albert Street; this test additionally tests shifting Albert Street buses to Nelson Street and Hobson Street

Test 9E: The closure of the east half of the Albert Street intersection with Victoria Street

Test 9W: The closure of the west half of the Albert Street intersection with Victoria Street.

Test 10: The closure of the Albert Street intersections with Wellesley Street, Victoria Street and Customs Street

Test 11: The closure of the Albert Street intersections with Wellesley Street and Customs Street, but the reopening of the Albert Street intersection with Wyndham Street

A full summary of all assumptions included within each of the scenarios tested is included in Table 1.

Model outputs follow, in terms of traffic flow difference plots, journey times and summary statistics.

All scenarios have been tested in the morning peak and evening peak models, while only Tests 6 and 7 (along with the Reference Case) have been tested in the interpeak model.

It should be noted that the tests assume that there is no trip suppression during the CRL construction phase. In reality, some non essential movements can be expected to be removed from the network.

This could mean that some trips will not be made, but it is more likely that some people will change modes (eg from car to bus or rail) during the construction phase, or they may choose to park away from areas that they know are temporarily congested, or they may retime their trips.

It should also be noted that there are additional opportunities to either reduce traffic demands on Albert Street, or to reduce delays at various Albert Street intersections, but which have not been included in the above tests. These include:

Permitting general traffic to use the existing bus lanes on Victoria Street in scenarios where there are no bus routes on Victoria Street (Tests 3, 4, 6, 8, and 8A)

Permitting right turns from Elliott Street into Victoria Street West in all scenarios, rather than only in those scenarios where the Albert Street/Victoria Street intersection is closed

Permitting Durham Street vehicles to exit onto Queen Street in all scenarios, rather than only in those scenarios where the Albert Street/Victoria Street intersection is closed. (Additionally permitting these vehicles to turn right from Durham Street onto Queen Street would reduce traffic demands on both Queen Street and Customs Street)

There are further opportunities to reduce delays across the wider network by reconfiguring existing lane arrangements to better suit the predicted change in traffic routing. For example, closing the intersection of Albert Street and Wellesley Street (Tests 5, 7 and 10) is predicted to shift east-west traffic onto Mayoral Drive and Cook Street. In these tests there is a very high demand for the right turning movement from Cook Street into Nelson Street (currently a single,

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short right turn lane). By contrast, there is very little demand for the through movement (currently two lanes). Changing one through lane into a second right turn lane would better accommodate the redistributed traffic (although it would require a change in the signal operation, as the right turn filter phase would need to be removed)

Similarly, when closing the intersection of Albert Street and Victoria Street (Tests 4, 7, 8, 8A and 10) there is a high demand for left turning traffic from Victoria Street East into Queen Street, but a very light demand for the through movement. This left turn currently shares the kerbside lane with through traffic, and hence may only run when the through movement runs. Restricting through traffic to a single lane and providing a dedicated left turn lane would allow the left turn movement to run independently during unopposed signal phases.

In each construction scenario, access to the various Albert Street properties has been retained.

Between Wellesley Street and Victoria Street, the existing lower level service lane has also been retained. Right turns are assumed to remain both into and out of the properties on this section of Albert Street such as the Crowne Plaza Hotel. As such, when the Albert Street intersection with either Wellesley Street or Victoria Street is closed, access to and from the Crowne Plaza Hotel is provided through the remaining open intersection. When both of these intersections are closed (Tests 7 and 10), access is assumed to be provided by maintaining the left turn from Victoria Street into Albert Street, and egress via the left turn into Wellesley Street.

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Table 1: Matrix of Construction Tests

Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E

Test 9W

Test 10

Test 11

Partial closure of the Albert Street intersection with Customs Street

Full closure of the Albert Street intersection with Victoria Street

Full closure of the Albert Street intersection with Wellesley Street

Full closure of the Albert Street intersection with Customs Street

&

Closure of the east half of the Albert Street / Victoria Street intersection

Closure of the west half of the Albert Street / Victoria Street intersection

Closure of Queen Street outside Britomart

Partial Closure of Queen Street outside Britomart

Full closure of the Albert Street intersection with Victoria Street, Partial Closure at Customs Street

Same as Test 8, with full closure of Lower Albert Street

&

Full closure of the Albert Street intersections with Victoria Street and Wellesley Street

Full closure of the Albert Street intersections with Victoria Street, Wellesley Street and Customs Street

Full closure of the Albert Street intersections with Customs Street and Wellesley Street

Description

& Albert Street Buses shifted to Nelson/Hobson Streets

& Wyndham Street reopened

Schematic

Streets Restricted to one traffic lane per direction, with no bus priorities and with changes to the signal phasing to allow full pedestrian crossings to be provided at each of the major intersections (Customs Street, Victoria Street and Wellesley Street) Albert Street

No movements across Albert Street between Customs Street and Victoria Street. Movements on/off Albert Street restricted to left in, left out manoeuvres, to either the northbound or southbound carriageway Speed environment reduced to 30kph

Wolfe Street and Kingston Street Durham Street West

As existing (one way eastbound) As existing (one way westbound)

As other options, but with full eastwest movements allowed at the Wyndham Street intersection

Two way traffic allowed between Albert Street and Federal Street, but entry from Albert Street remains closed Two way traffic allowed, with left turn exits onto Queen Street

As existing (one way westbound)

As existing (one way westbound)

Two way traffic allowed, with left turn exits onto Queen Street

Open

Closed to all traffic (left turns permitted from Victoria Street into Crowne Plaza)

Two way traffic allowed, with left turn exits onto Queen Street

As existing (one way westbound)

Two way traffic allowed, with left turn exits onto Queen Street

As existing (one way westbound)

Closed to all traffic (left turns permitted from Victoria Street into Crowne Plaza)

Open

Intersections

Albert Street / Victoria Street West

Open

Closed to all traffic

Open

Closed to all traffic

Single lane northbound, southbound and eastbound; westbound approach closed

Single lane northbound, southbound and westbound; eastbound approach closed

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Table 1: Matrix of Construction Tests

Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E

Test 9W

Test 10

Test 11

Partial closure of the Albert Street intersection with Customs Street

Full closure of the Albert Street intersection with Victoria Street

Full closure of the Albert Street intersection with Wellesley Street

Full closure of the Albert Street intersection with Customs Street

&

Closure of the east half of the Albert Street / Victoria Street intersection

Closure of the west half of the Albert Street / Victoria Street intersection

Closure of Queen Street outside Britomart

Partial Closure of Queen Street outside Britomart

Full closure of the Albert Street intersection with Victoria Street, Partial Closure at Customs Street

Same as Test 8, with full closure of Lower Albert Street

&

Full closure of the Albert Street intersections with Victoria Street and Wellesley Street

Full closure of the Albert Street intersections with Victoria Street, Wellesley Street and Customs Street

Full closure of the Albert Street intersections with Customs Street and Wellesley Street

Description

Albert Street / Wellesley Street

Open

Albert Street / Customs Street

Restricted to a single through lane in each direction, but two westbound through lanes

Open

Open

Closed to all traffic

Open

Open

Closed to all traffic

As existing (no right turn out of Elliott Street)

Albert Street Buses shifted to Nelson/Hobson Streets

Closed to all traffic (left turns permitted from Crowne Plaza into Wellesley Street)

Open

Open

Restricted to a one Restricted to a lane eastbound, single through lane one northbound, in each direction, two westbound, but two westbound and closed at Lower through lanes Albert Street

Wellesley Street / As existing (closed As existing (closed As existing (closed Single through lane Single through lane Mayoral Drive / to westbound to westbound to westbound open to all traffic open to all traffic Kitchener Street traffic except buses) traffic except buses) traffic except buses) Elliott Street / Victoria Street

&

Single through lane open to all traffic

& Wyndham Street reopened

Open

Open

Single through lane open to all traffic

Closed to all traffic (left turns permitted from Crowne Plaza into Wellesley Street)

Closed to all traffic

Closed to all traffic

Closed to all traffic except the left turn from Customs Street into Lower Albert Street

As existing (closed As existing (closed to westbound to westbound traffic except buses) traffic except buses)

Right turns Right turns Right turns Right turns As existing (no right As existing (no right As existing (no right As existing (no right permitted from permitted from Right turns permitted from Elliott Street permitted from permitted from turn out of Elliott turn out of Elliott turn out of Elliott turn out of Elliott Elliott Street into Elliott Street into into Victoria Street West Elliott Street into Elliott Street into Street) Street) Street) Street) Victoria Street West Victoria Street West Victoria Street West Victoria Street West

Bus Routes Albert Street

No change

Redirected to Queen Street

Redirected to Queen Street

Redirected to Queen Street

Redirected to Queen Street

Wellesley Street

No change

No change

Redirected to Victoria Street

No change

Redirected to Mayoral Drive

Customs Street

No change

No change

No change

Redirected to Quay Street

No change

Redirected to Queen Street

Redirected to Nelson Street and Hobson Street

No change

Redirected to Queen Street

Redirected to Queen Street

No change

No change

Redirected to Mayoral Drive

Redirected to Victoria Street

No change

No change

Redirected to Quay Street

Redirected to Quay Street

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Table 1: Matrix of Construction Tests

Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E

Test 9W

Test 10

Test 11

Partial closure of the Albert Street intersection with Customs Street

Full closure of the Albert Street intersection with Victoria Street

Full closure of the Albert Street intersection with Wellesley Street

Full closure of the Albert Street intersection with Customs Street

&

Closure of the east half of the Albert Street / Victoria Street intersection

Closure of the west half of the Albert Street / Victoria Street intersection

Closure of Queen Street outside Britomart

Partial Closure of Queen Street outside Britomart

Full closure of the Albert Street intersection with Victoria Street, Partial Closure at Customs Street

Same as Test 8, with full closure of Lower Albert Street

&

Full closure of the Albert Street intersections with Victoria Street and Wellesley Street

Full closure of the Albert Street intersections with Victoria Street, Wellesley Street and Customs Street

Full closure of the Albert Street intersections with Customs Street and Wellesley Street

All routes redirected one block east, circulating around Commerce and Gore Streets

Half redirected one block east, circulating around Commerce and Gore Streets

Description

Queen Street (Quay Street to Customs Street)

No change

No change

No change

& Albert Street Buses shifted to Nelson/Hobson Streets

No change

Other Beresford Square Construction traffic

Closed to all traffic Construction traffic to and from all CRL construction sites

& Wyndham Street reopened

No change

No change

No change

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Note that under Tests 9E and 9W, right turns from Albert Street into Victoria Street have been permitted, and this has required separate phases for northbound and southbound approaches. For example, Figure 1 illustrates the morning peak phasing under Test 9E, where the east approach to this intersection is closed.

Figure 1: Test 9E, Albert Street/Victoria Street Morning Peak Phasing

The above phasing arrangement allows vehicles exiting the Durham Street West car parks onto Albert Street to turn right onto Victoria Street. Banning this turn, while allowing the two Albert Street approaches to run simultaneously, ‘traps’ these vehicles on Albert Street and forcing them through the Wellesley Street intersection. This latter arrangement would result in lower network performance overall.

Note also that right turns from both Albert Street approaches into Wyndham Street are currently prohibited. These right turns have however been allowed in Test 11, requiring separate signal phases to run for the north and south Albert Street approaches respectively, as well as the consolidation of the separate pedestrian phases into a Barnes Dance. This allows traffic exiting properties to the north (Quay West Suites, Stamford Plaza and properties on Mills Lane) to turn right into Wyndham Street and exit the city via Hobson Street. This reduces the predicted traffic demands on Queen Street with Test 11, improving the predicted network performance with that test.

3 TRAFFIC FLOW DIFFERENCE PLOTS In the following plots, green bands indicate increases in traffic flows between the 2021 Reference Case (otherwise termed the Do Minimum scenario) and the particular test (such as Construction Test 1) while blue lines indicate a decrease in flows. Flows are what SATURN terms “actual” flows, which are the flows that are predicted to be able to get through to the particular links within the single peak hour. In congested networks, these “actual” flows are lower than the demand flows.

In addition to the “actual” flow difference plots on the following pages, “demand” flow difference plots have been included (for Tests 3 and 6 only) in Appendix A. “Demand” flows represent the traffic flow that wishes to pass through a particular link, but some of this demand may be unable to reach that link due to a capacity constraint upstream. The differences are represented by the Queued Flow plots provided at Appendix B. In all the modelled tests, a reduction in traffic on Albert Street is predicted, with increases on Queen Street, Quay Street and Lower Hobson Street. Scenarios that restrict east-west movements on Customs Street, Victoria Street or Wellesley Street redistribute traffic onto the other available eastwest routes. The scenarios with the greater level of road closures/restrictions are predicted to cause

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increases on Mayoral Drive and the motorway network. Further details of the predicted reassignment effects of each of the scenarios are provided, following the plots.

Figure 2: Actual Flow Difference – Reference Case vs Construction Test 3: 2021 Morning Peak

Figure 3: Actual Flow Difference for CBD Area –Reference Case vs Construction Test 3: 2021 Morning Peak

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 4: Actual Flow Difference – Reference Case vs Construction Test 3: 2021 Evening Peak

Figure 5: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 3: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 6: Actual Flow Difference – Reference Case vs Construction Test 4: 2021 Morning Peak

Figure 7: Actual Flow Difference for CBD Area –Reference Case vs Construction Test 4: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 8: Actual Flow Difference – Reference Case vs Construction Test 4: 2021 Evening Peak

Figure 9: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 4: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 10: Actual Flow Difference – Reference Case vs Construction Test 5: 2021 Morning Peak

Figure 11: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 5: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 12: Actual Flow Difference – Reference Case vs Construction Test 5: 2021 Evening Peak

Figure 13: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 5: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 14: Actual Flow Difference – Reference Case vs Construction Test 6: 2021 Morning Peak

Figure 15: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 6: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 16: Actual Flow Difference – Reference Case vs Construction Test 6: 2021 Interpeak

Figure 17: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 6: 2021 Interpeak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 18: Actual Flow Difference – Reference Case vs Construction Test 6: 2021 Evening Peak

Figure 19: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 6: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 20: Actual Flow Difference – Reference Case vs Construction Test 7: 2021 Morning Peak

Figure 21: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 7: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 22: Actual Flow Difference – Reference Case vs Construction Test 7: 2021 Interpeak

Figure 23: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 7: 2021 Interpeak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 24: Actual Flow Difference – Reference Case vs Construction Test 7: 2021 Evening Peak

Figure 25: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 7: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 26: Actual Flow Difference – Reference Case vs Construction Test 8: 2021 Morning Peak

Figure 27: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 8: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 28: Actual Flow Difference – Reference Case vs Construction Test 8: 2021 Evening Peak

Figure 29: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 8: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 30: Actual Flow Difference – Reference Case vs Construction Test 8A: 2021 Morning Peak

Figure 31: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 8A: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 32: Actual Flow Difference – Reference Case vs Construction Test 8A: 2021 Evening Peak

Figure 33: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 8A: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 34: Actual Flow Difference – Reference Case vs Construction Test 9E: 2021 Morning Peak

Figure 35: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 9E: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 36: Actual Flow Difference – Reference Case vs Construction Test 9E: 2021 Evening Peak

Figure 37: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 9E: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 38: Actual Flow Difference – Reference Case vs Construction Test 9W: 2021 Morning Peak

Figure 39: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 9W: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 40: Actual Flow Difference – Reference Case vs Construction Test 9W: 2021 Evening Peak

Figure 41: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 9W: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 42: Actual Flow Difference – Reference Case vs Construction Test 10: 2021 Morning Peak

Figure 43: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 10: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 44: Actual Flow Difference – Reference Case vs Construction Test 10: 2021 Evening Peak

Figure 45: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 10: 2021 Evening Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 46: Actual Flow Difference – Reference Case vs Construction Test 11: 2021 Morning Peak

Figure 47: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 11: 2021 Morning Peak

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City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 48: Actual Flow Difference – Reference Case vs Construction Test 11: 2021 Evening Peak

Figure 49: Actual Flow Difference for CBD Area – Reference Case vs Construction Test 11: 2021 Evening Peak

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The main reassignment effects of each of the options are predicted to be as follows:

Test 3 (with partial closure of Albert Street/Customs Street) is predicted to lead to reassignment away from Albert Street, Customs Street and Wyndham Street. East-west traffic is predicted to divert to Quay Street, Victoria Street and Wellesley Street, with north south traffic predicted to divert to Queen Street and Hobson Street, and to a lesser extent, to Nelson Street

Test 4 (with Albert Street/Victoria Street closed) is predicted to lead to reassignment away from Albert Street and Victoria Street. Significant increases in traffic are predicted on Quay Street (especially west of Albert Street), Queen Street (north of Victoria Street), Hobson Street in the morning peak and Nelson Street in the evening peak, with increases also predicted on Customs Street, Wellesley Street and to a lesser extent Mayoral Drive

Test 5 (with Albert Street/Wellesley Street closed) is predicted to lead to reassignment away from Albert Street and Wellesley Street. Significant increases in traffic are predicted on Quay Street (especially west of Albert Street), Queen Street (north of Mayoral Drive), Hobson Street in the morning peak (south of Victoria Street), Victoria Street and Mayoral Drive

Test 6 (with Albert Street/Customs Street closed) is predicted to lead to reassignment away from Albert Street and Customs Street, and to a lesser extent, Fanshawe Street. Significant increases in traffic are predicted on Quay Street (especially west of Albert Street), Victoria Street, Queen Street (north of Victoria Street) and on the Northern Motorway to Grafton Gully link, and to a lesser extent along Hobson Street and Nelson Street

Test 7 (with Albert Street/Victoria Street and Albert Street/Wellesley Street both closed) is predicted to lead to reassignment away from Albert Street, Victoria Street and Wellesley Street.

Significant increases in traffic are predicted on Queen Street (north of Mayoral Drive), Mayoral Drive and Hobson Street, and to a lesser extent along Quay Street (west of Albert Street), Customs Street (west of Queen Street in the morning peak, and Cook Street

Test 8 (with Albert Street/Victoria Street closed, plus Albert Street/Customs Street partially closed) is predicted to lead to reassignment away from Albert Street, Victoria Street and Customs Street. Significant increases in traffic are predicted on Queen Street (especially north of Victoria Street), Wellesley Street, Hobson Street, and Quay Street

Test 8A (as Test 8 but also with the closure of Lower Albert Street) is predicted to lead to reassignment away from Albert Street, Lower Albert Street and Victoria Street, but not along Customs Street. Significant increases in traffic are predicted on Queen Street (north of Victoria Street), Wellesley Street, Hobson Street, and Quay Street (west of Albert Street)

Test 9E (with the closure of the eastern half of Albert Street/Victoria Street) is predicted to lead to reassignment away from Albert Street, Victoria Street, and Customs Street. Significant increases in traffic are predicted on Quay Street (west of Albert Street), Wellesley Street and Hobson Street

Test 9 (E or W), with the closure of half of Albert Street/Victoria Street) is predicted to lead to reassignment away from Albert Street, Victoria Street, and Customs Street. Significant increases in traffic are predicted on Quay Street (west of Albert Street), Wellesley Street and Hobson Street

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Test 10 (closure of the Albert Street intersections with Customs Street, Victoria Street and Wellesley Street) is predicted to reassign traffic away from these routes, resulting in corresponding increases on Quay Street, Cook Street/Mayoral Drive and the motorway network.

These routes are however unable to absorb these increased flows, and vehicles are unable to complete their trips. There is for example, a decrease in northbound flows on the northern motorway in the evening peak, as less vehicles are able to access this route within the peak hour

Test 11 (closure of the Albert Street intersections with Customs Street and Wellesley Street, but reopening Wyndham Street) is predicted to reassign traffic away from these three streets.

Increased traffic flows are predicted on Quay Street, Queen Street, Victoria Street, Mayoral Drive, and to a lesser extent on Wyndham Street and the motorway network.

4 JOURNEY TIMES Journey time routes included in this assessment are as follows:

Route 1: Victoria Street between Halsey Street and Princes Street

Route 2: Wellesley Street between Halsey Street and Princes Street

Route 3: Quay Street and Lower Hobson Street between Fanshawe Street and Tangihua Street

Route 4: Albert Street between Customs Street and Wellesley Street

Route 5: Queen Street between Customs Street and Mayoral Drive

Route 6: Customs Street/Fanshawe Street between Nelson Street and Tangihua Street

Route 7: Cook Street and Mayoral Drive between Sam Wrigley Street and Wellesley Street

Route 8: Nelson Street between Union Street and Fanshawe Street, and Hobson Street between Quay Street and Union Street

Route 9: SH1 between St Marys Bay and Khyber Pass Road

Route 10: SH16 between the Newton Road off ramp and Quay Street

These routes are illustrated in Figure 50 below.

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Figure 50: Journey Time Routes

Journey Time Routes Victoria Street Wellesley Street Quay Street Albert Street Queen Street

Customs Street Cook/Mayoral Nelson/Hobson SH1 SH16

The journey time results for each of the test options are summarised in Table 2 to Table 4 below. The absolute increases in journey times (relative to the Reference Case) are summarised in Table 5 to Table 7, while the percentage increases are summarised in Table 8 to Table 10.

With regard to the increases in journey times shown in Table 5 to Table 7, The New Zealand Transport Agency’s (NZTA) Code of Practice for Temporary Traffic Management (COPTTM) makes brief reference to the maximum delay anticipated as a result of temporary traffic management: “Traffic Management Plans (TMPs) must address any delays anticipated by worksite activities, including simple calculations to determine if delays of more than the maximum time allowed by the Road Controlling Authority (RCA) are likely (normally five minutes).”

Using this five minute threshold as a guide, journey time increases shown in Table 4 and Table 7 have been colour coded according to the following scale: Increases under 1 minute Increases between 1 and 3 minutes Increases between 3 and 5 minutes Increases over 5 minutes

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Similarly, percentage increases in Table 8 to Table 10 have been colour coded according to the following scale: Increases under 25% Increases between 25% and 49% Increases between 50% and 99% Increases 100% and over

Journey times are not provided for those routes that are severed in any given test, such as Victoria Street in tests where the intersection of Victoria Street and Albert Street is closed. Albert Street journey times have however been reported in tests where the Albert Street intersections with either Customs Street or Wellesley Street are closed (Tests 5 and 6). In these instances the journey time route begins/ends short of the closed intersection, in order to provide an approximate comparison of journey times through the open sections of Albert Street.

Note also that under the Reference Case and Tests 3, 5 and 7, the Wellesley Street westbound through lane at the Mayoral Drive intersection is for bus traffic only. As such, the Wellesley Street westbound journey times under these scenarios represent ‘theoretical’ passenger car journey times only.

In terms of the absolute changes in journey times, the following significant increases are predicted:

On Albert Street in one or both directions, increases of over 5 minutes are predicted under most scenarios and both the morning and evening peak periods. With Test 6, this increase is predicted to exceed 10 minutes in the evening peak

Westbound on Victoria Street in the evening peak, increases of over 5 minutes are predicted with Tests 5 and 6

Increases of over 5 minutes are predicted westbound on Quay Street in both peaks with Test 11 and in the evening peak with Test 6

Queen Street in the evening peak, increases of over 5 minutes are predicted southbound in Test 6, northbound in Tests 7, 8 and 11

Increases of just over 5 minutes are predicted on Customs Street westbound in the evening peak with Test 7. Increases of around three and a half to four minutes are predicted with Tests 3 (eastbound) and Test 8 (in both directions)

The maximum increases on Nelson Street/Hobson Street are predicted in the evening peak with increases around 4 minutes southbound in Test 4 and northbound in Test 11

Increases of around 4 minutes are predicted on SH16 with Tests 6 and 11, westbound in the evening peak. These are the scenarios in which the greatest reassignment is predicted away from the city centre and onto the motorways.

In terms of percentage increases, the following observations are noted:

Large increases are generally predicted on Albert Street under all scenarios and all time periods (44% to 196% increases)

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Large increases are predicted on Quay Street under Tests 6 and 11, where the intersection of Albert Street and Customs Street is closed (106% to 145% in the westbound direction, 14% to 133% eastbound)

Large increases of up to 119% are predicted on Quay Street and Customs Street under Test 8; Closing Lower Albert Street is predicted to reduce the adverse traffic effects

Evening peak journey times are generally predicted to increase more than those in the morning peak. Increases in interpeak journey times are generally predicted to be modest.

Dealing specifically with Test 10, journey times are predicted to increase significantly on most routes, particularly on Quay Street, Queen Street, Cook Street/Mayoral Drive, Nelson Street and SH16. The scale of these increases is generally significantly higher than in all other tests, reflecting the lack of alternative east-west routes in Test 10.

It should be noted that in Test 10, there is significant congestion predicted throughout the model, with queuing for example stretching the length of both Quay Street and Queen Street. This is predicted to cause queuing and congestion on minor streets not represented in Tables 2 to 10. In this regard, Test 10’s performance is somewhat worse than indicated in these tables.

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Table 2: Journey Time Summary – 2021 Morning Peak (m:ss) Ref Case

Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E

Test 9W

Test 10

Test 11

Route 1: Victoria Street Eastbound

6:34

8:26

8:44

7:32

8:20

Westbound

7:20

8:00

10:29

9:18

11:53

Route 2: Wellesley Street Eastbound

6:55

7:44

8:13

7:48

8:26

8:15

8:07

8:15

Westbound

6:34

6:36

8:36

8:20

8:57

8:37

8:09

8:37

Route 3: Quay Street Eastbound

3:22

3:38

3:24

3:24

4:32

3:24

3:45

3:23

3:25

3:18

8:28

3:51 1,2

Westbound

4:38

5:10

5:31

5:36

9:32

6:31

6:42

6:01

5:00

5:34

12:54

9:55 1,2

Route 4: Albert Street Northbound

3:45

9:16

7:53 1

6:03 2

7:34

7:07

6:54

Southbound

4:15

9:51

9:24 1 12:03 2

6:06

9:06

11:06

Route 5: Queen Street Northbound

8:17

8:26

9:10

8:52

8:29

9:50

8:40

8:47

8:20

8:44

8:13

9:45

Southbound

8:11

8:23

10:07

8:45

9:15

9:07

10:14

9:48

8:50

10:01

10:51

8:36

Route 6: Fanshawe Street/Customs Street Eastbound

3:38

5:55

4:24

4:16

4:28

5:55

5:01

4:51

4:43

Westbound

4:29

5:34

6:03

6:01

6:43

6:57

5:51

5:28

6:09

Route 7: Cook Street/Mayoral Drive Eastbound

5:32

5:57

6:17

6:35

6:06

7:40

6:24

6:30

6:22

6:19

8:48

6:53

Westbound

4:46

4:52

4:55

4:54

4:59

5:11

4:58

4:53

4:51

4:52

8:34

4:59

Route 8: Nelson Street/Hobson Street Northbound

3:58

4:52

5:10

6:11

5:03

7:00

5:09

5:12

4:56

4:52

7:28

7:32

Southbound

4:52

5:02

5:10

4:55

5:10

5:02

5:06

5:14

4:58

4:58

5:09

5:22

Northbound

4:42

4:45

4:46

4:42

4:46

4:42

4:46

4:46

4:46

4:45

4:37

4:41

Southbound

3:56

3:57

3:57

3:57

3:58

3:57

3:57

3:57

3:57

3:57

3:57

3:58

Eastbound

6:49

9:05

9:02

9:19

8:48

9:29

9:15

9:21

9:13

8:51

12:13

7:53

Westbound

7:46

8:19

8:59

8:12

9:22

9:03

9:08

8:54

8:06

8:39

17:57

9:19

Route 9: SH1

Route 10: SH16

1 2

Route excludes intersection of Albert Street and Wellesley Street Route excludes intersection of Albert Street and Customs Street

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Table 3: Journey Time Summary – 2021 Interpeak (m:ss) Ref Case

Test 3

Test 4

Test 5

Test 6

Test 7

Route 1: Victoria Street Eastbound

6:17

7:55

Westbound

6:32

8:27

Route 2: Wellesley Street Eastbound

5:55

6:36

Westbound

6:33

7:09

Route 3: Quay Street Eastbound

3:02

4:18

3:32

Westbound

4:36

8:04

6:37

Route 4: Albert Street Northbound

3:20

5:26 3

Southbound

3:41

6:58 3

Route 5: Queen Street Northbound

7:33

7:52

8:36

Southbound

7:38

8:23

8:52

Route 6: Fanshawe Street/Customs Street Eastbound

4:09

5:08

Westbound

5:10

7:33

Route 7: Cook Street/Mayoral Drive Eastbound

5:11

5:29

5:44

Westbound

5:00

5:09

5:06

Route 8: Nelson Street/Hobson Street Northbound

3:02

3:06

3:15

Southbound

4:33

4:29

4:39

Northbound

4:13

4:14

4:14

Southbound

3:08

3:08

3:08

Eastbound

5:05

5:21

5:47

Westbound

5:45

6:02

5:52

Route 9: SH1

Route 10: SH16

3

Route excludes intersection of Albert Street and Customs Street

Test 8

Test 8A

Test 9E

Test 9W

Test 10

Test 11

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Table 4: Journey Time Summary – 2021 Evening Peak (m:ss) Ref Case

Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E

Test 9W

Test 10

Test 11

Route 1: Victoria Street Eastbound

6:53

8:41

9:22

11:31

9:17

Westbound

11:31

16:23

18:53

17:15

22:33

Route 2: Wellesley Street Eastbound

8:03

8:44

9:13

9:07

9:35

9:09

9:44

9:06

Westbound

8:52

10:13

11:41

10:41

11:13

11:27

12:24

11:48

Route 3: Quay Street Eastbound

3:29

5:24

3:51

3:29

8:06

3:49

7:37

4:13

4:13

4:02

15:59

7:11

Westbound

4:07

4:44

6:09

5:35

9:27

7:56

6:36

5:16

4:56

6:11

12:45

10:04

Route 4: Albert Street Northbound

4:39

10:41

13:38 4

6:41 5

9:50

9:12

10:24 4,5

Southbound

6:08

15:46

10:32 4 16:26 5

11:56

18:11

11:35 4,5

Route 5: Queen Street Northbound

9:35

10:06

14:17

10:25

11:05

15:58

14:39

12:13

10:05

10:58

17:57

16:16

Southbound

11:03

13:29

15:25

13:40

16:56

14:26

15:51

14:46

13:22

14:08

20:40

14:08

Route 6: Fanshawe Street/Customs Street Eastbound

3:55

7:27

5:53

5:34

5:54

7:51

6:16

6:49

6:05

Westbound

5:11

6:39

8:07

7:41

10:16

8:36

7:18

6:56

8:18

Route 7: Cook Street/Mayoral Drive Eastbound

6:13

6:23

6:43

6:38

6:39

7:34

7:02

6:38

6:43

6:37

7:34

7:14

Westbound

5:18

5:31

5:44

6:43

5:34

6:44

5:48

5:36

5:33

5:43

14:37

6:23

Route 8: Nelson Street/Hobson Street Northbound

4:50

5:24

5:43

6:07

5:59

7:15

5:50

4:53

5:12

5:56

11:10

9:10

Southbound

10:09

12:55

14:16

13:46

10:35

12:07

13:07

12:55

13:14

13:02

6:30

11:33

Northbound

8:08

8:11

8:21

8:17

8:36

8:24

8:23

8:21

8:15

8:21

8:04

8:38

Southbound

5:43

5:43

5:43

5:43

5:44

5:43

5:43

5:43

5:43

5:43

5:44

5:44

Eastbound

5:57

6:24

6:01

6:32

5:38

6:40

6:10

6:18

6:08

5:59

10:09

5:38

Westbound

12:00

13:20

14:40

13:32

15:38

13:47

14:37

14:41

13:56

14:02

21:42

16:11

Route 9: SH1

Route 10: SH16

4 5

Route excludes intersection of Albert Street and Wellesley Street Route excludes intersection of Albert Street and Customs Street

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Table 5: Journey Time Increases – 2021 Morning Peak (m:ss) Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E Test 9W Test 10

Test 11

Route 1: Victoria Street Eastbound

1:52

2:10

0:58

1:46

Westbound

0:40

3:09

1:58

4:33

Route 2: Wellesley Street Eastbound

0:49

1:18

0:53

1:31

1:20

1:12

1:20

Westbound

0:02

2:02

1:46

2:23

2:03

1:35

2:03

Route 3: Quay Street Eastbound

0:16

0:02

0:02

1:10

0:02

0:23

0:01

0:03

-0:04

5:06

0:29

Westbound

0:32

0:53

0:58

4:54

1:53

2:04

1:23

0:22

0:56

8:16

5:17

Route 4: Albert Street Northbound

5:31

4:08 6

2:18 7

3:49

3:22

3:09 6,7

Southbound

5:36

5:09 6

7:48 7

1:51

4:51

6:51 6,7

Route 5: Queen Street Northbound

0:09

0:53

0:35

0:12

1:33

0:23

0:30

0:03

0:27

-0:04

1:28

Southbound

0:12

1:56

0:34

1:04

0:56

2:03

1:37

0:39

1:50

2:40

0:25

Route 6: Fanshawe Street/Customs Street Eastbound

2:17

0:46

0:38

0:50

2:17

1:23

1:13

1:05

Westbound

1:05

1:34

1:32

2:14

2:28

1:22

0:59

1:40

Route 7: Cook Street/Mayoral Drive Eastbound

0:25

0:45

1:03

0:34

2:08

0:52

0:58

0:50

0:47

3:16

1:21

Westbound

0:06

0:09

0:08

0:13

0:25

0:12

0:07

0:05

0:06

3:48

0:13

Route 8: Nelson Street/Hobson Street Northbound

0:54

1:12

2:13

1:05

3:02

1:11

1:14

0:58

0:54

3:30

3:34

Southbound

0:10

0:18

0:03

0:18

0:10

0:14

0:22

0:06

0:06

0:17

0:30

Northbound

0:03

0:04

0:00

0:04

0:00

0:04

0:04

0:04

0:03

-0:05

-0:01

Southbound

0:01

0:01

0:01

0:02

0:01

0:01

0:01

0:01

0:01

0:01

0:02

Eastbound

2:16

2:13

2:30

1:59

2:40

2:26

2:32

2:24

2:02

5:24

1:04

Westbound

0:33

1:13

0:26

1:36

1:17

1:22

1:08

0:20

0:53

10:11

1:33

Route 9: SH1

Route 10: SH16

6 7

Route excludes intersection of Albert Street and Wellesley Street Route excludes intersection of Albert Street and Customs Street

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Table 6: Journey Time Increases – 2021 Interpeak (m:ss) Test 3

Test 4

Test 5

Test 6

Test 7

Route 1: Victoria Street Eastbound

1:38

Westbound

1:55

Route 2: Wellesley Street Eastbound

0:41

Westbound

0:36

Route 3: Quay Street Eastbound

1:16

0:30

Westbound

3:28

2:01

Route 4: Albert Street Northbound

2:06 8

Southbound

3:17 8

Route 5: Queen Street Northbound

0:19

1:03

Southbound

0:45

1:14

Route 6: Fanshawe Street/Customs Street Eastbound

0:59

Westbound

2:23

Route 7: Cook Street/Mayoral Drive Eastbound

0:18

0:33

Westbound

0:09

0:06

Northbound

0:04

0:13

Southbound

-0:04

0:06

Northbound

0:01

0:01

Southbound

0:00

0:00

Eastbound

0:16

0:42

Westbound

0:17

0:07

Route 8: Nelson Street/Hobson Street

Route 9: SH1

Route 10: SH16

8

Route excludes intersection of Albert Street and Customs Street

Test 8

Test 8A

Test 9E Test 9W Test 10

Test 11

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Table 7: Journey Time Increases – 2021 Evening Peak (m:ss) Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E Test 9W Test 10

Test 11

Route 1: Victoria Street Eastbound

1:48

2:29

4:38

2:24

Westbound

4:52

7:22

5:44

11:02

Route 2: Wellesley Street Eastbound

0:41

1:10

1:04

1:32

1:06

1:41

1:03

Westbound

1:21

2:49

1:49

2:21

2:35

3:32

2:56

Route 3: Quay Street Eastbound

1:55

0:22

0:00

4:37

0:20

4:08

0:44

0:44

0:33

12:27

3:42

Westbound

0:37

2:02

1:28

5:20

3:49

2:29

1:09

0:49

2:04

8:38

5:57

Route 4: Albert Street Northbound

6:02

8:59 9

2:02 10

5:11

4:33

5:45 9,10

Southbound

9:38

4:24 9

10:18 10

5:48

12:03

5:27 9,10

Route 5: Queen Street Northbound

0:31

4:42

0:50

1:30

6:23

5:04

2:38

0:30

1:23

8:22

6:41

Southbound

2:26

4:22

2:37

5:53

3:23

4:48

3:43

2:19

3:05

9:37

3:05

Route 6: Fanshawe Street/Customs Street Eastbound

3:32

1:58

1:39

1:59

3:56

2:21

2:54

2:10

Westbound

1:28

2:56

2:30

5:05

3:25

2:07

1:45

3:07

Route 7: Cook Street/Mayoral Drive Eastbound

0:10

0:30

0:25

0:26

1:21

0:49

0:25

0:30

0:24

1:21

1:01

Westbound

0:13

0:26

1:25

0:16

1:26

0:30

0:18

0:15

0:25

9:19

1:05

Route 8: Nelson Street/Hobson Street Northbound

0:34

0:53

1:17

1:09

2:25

1:00

0:03

0:22

1:06

6:20

4:20

Southbound

2:46

4:07

3:37

0:26

1:58

2:58

2:46

3:05

2:53

-3:39

1:24

Northbound

0:03

0:13

0:09

0:28

0:16

0:15

0:13

0:07

0:13

-0:04

0:30

Southbound

0:00

0:00

0:00

0:01

0:00

0:00

0:00

0:00

0:00

0:01

0:01

Eastbound

0:27

0:04

0:35

-0:19

0:43

0:13

0:21

0:11

0:02

4:12

-0:19

Westbound

1:20

2:40

1:32

3:38

1:47

2:37

2:41

1:56

2:02

9:42

4:11

Route 9: SH1

Route 10: SH16

9

Route excludes intersection of Albert Street and Wellesley Street Route excludes intersection of Albert Street and Customs Street

10

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Table 8: Journey Time Percent Increases – 2021 Morning Peak (m:ss) Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E Test 9W Test 10

Test 11

Route 1: Victoria Street Eastbound

28%

33%

15%

27%

Westbound

9%

43%

27%

62%

Route 2: Wellesley Street Eastbound

12%

19%

13%

22%

19%

17%

19%

Westbound

1%

31%

27%

36%

31%

24%

31%

Route 3: Quay Street Eastbound

8%

1%

1%

35%

1%

11%

0%

1%

-2%

151%

14%

Westbound

12%

19%

21%

106%

41%

45%

30%

8%

20%

178%

114%

Route 4: Albert Street Northbound

147%

110% 11

61% 12

102%

90%

84% 11,12

Southbound

132%

121% 11

184% 12

44%

114%

161% 11,12

Route 5: Queen Street Northbound

2%

11%

7%

2%

19%

5%

6%

1%

5%

-1%

18%

Southbound

2%

24%

7%

13%

11%

25%

20%

8%

22%

33%

5%

Route 6: Fanshawe Street/Customs Street Eastbound

63%

21%

17%

23%

63%

38%

33%

30%

Westbound

24%

35%

34%

50%

55%

30%

22%

37%

Route 7: Cook Street/Mayoral Drive Eastbound

8%

14%

19%

10%

39%

16%

17%

15%

14%

59%

24%

Westbound

2%

3%

3%

5%

9%

4%

2%

2%

2%

80%

5%

Route 8: Nelson Street/Hobson Street Northbound

23%

30%

56%

27%

76%

30%

31%

24%

23%

88%

90%

Southbound

3%

6%

1%

6%

3%

5%

8%

2%

2%

6%

10%

Northbound

1%

1%

0%

1%

0%

1%

1%

1%

1%

-2%

0%

Southbound

0%

0%

0%

1%

0%

0%

0%

0%

0%

0%

1%

Eastbound

33%

33%

37%

29%

39%

36%

37%

35%

30%

79%

16%

Westbound

7%

16%

6%

21%

17%

18%

15%

4%

11%

131%

20%

Route 9: SH1

Route 10: SH16

11 12

Route excludes intersection of Albert Street and Wellesley Street Route excludes intersection of Albert Street and Customs Street

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Table 9: Journey Time Percent Increases – 2021 Interpeak (m:ss) Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Route 1: Victoria Street Eastbound

26%

Westbound

29%

Route 2: Wellesley Street Eastbound

12%

Westbound

9%

Route 3: Quay Street Eastbound

42%

16%

Westbound

75%

44%

Route 4: Albert Street Northbound

63% 13

Southbound

89% 13

Route 5: Queen Street Northbound

4%

14%

Southbound

10%

16%

Route 6: Fanshawe Street/Customs Street Eastbound

24%

Westbound

46%

Route 7: Cook Street/Mayoral Drive Eastbound

6%

11%

Westbound

3%

2%

Northbound

2%

7%

Southbound

-1%

2%

Northbound

0%

0%

Southbound

0%

0%

Eastbound

5%

14%

Westbound

5%

2%

Route 8: Nelson Street/Hobson Street

Route 9: SH1

Route 10: SH16

13

Route excludes intersection of Albert Street and Customs Street

Test 8A

Test 9E Test 9W Test 10

Test 11

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Table 10: Journey Time Percent Increases – 2021 Evening Peak (m:ss) Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E Test 9W Test 10

Test 11

Route 1: Victoria Street Eastbound

26%

36%

67%

35%

Westbound

42%

64%

50%

96%

Route 2: Wellesley Street Eastbound

8%

14%

13%

19%

14%

21%

13%

Westbound

15%

32%

20%

27%

29%

40%

33%

Route 3: Quay Street Eastbound

55%

11%

0%

133%

10%

119%

21%

21%

16%

357%

106%

Westbound

15%

49%

36%

130%

93%

60%

28%

20%

50%

210%

145%

193% 14

44% 15

111%

98%

124% 14,15

72% 14 168% 15

95%

196%

89% 14,15

Route 4: Albert Street Northbound

130%

Southbound

157%

Route 5: Queen Street Northbound

5%

49%

9%

16%

67%

53%

27%

5%

14%

87%

70%

Southbound

22%

40%

24%

53%

31%

43%

34%

21%

28%

87%

28%

Route 6: Fanshawe Street/Customs Street Eastbound

90%

50%

42%

51%

100%

60%

74%

55%

Westbound

28%

57%

48%

98%

66%

41%

34%

60%

Route 7: Cook Street/Mayoral Drive Eastbound

3%

8%

7%

7%

22%

13%

7%

8%

6%

22%

16%

Westbound

4%

8%

27%

5%

27%

9%

6%

5%

8%

176%

20%

Route 8: Nelson Street/Hobson Street Northbound

12%

18%

27%

24%

50%

21%

1%

8%

23%

131%

90%

Southbound

27%

41%

36%

4%

19%

29%

27%

30%

28%

-36%

14%

Northbound

1%

3%

2%

6%

3%

3%

3%

1%

3%

-1%

6%

Southbound

0%

0%

0%

0%

0%

0%

0%

0%

0%

0%

0%

Eastbound

8%

1%

10%

-5%

12%

4%

6%

3%

1%

71%

-5%

Westbound

11%

22%

13%

30%

15%

22%

22%

16%

17%

81%

35%

Route 9: SH1

Route 10: SH16

14 15

Route excludes intersection of Albert Street and Wellesley Street Route excludes intersection of Albert Street and Customs Street

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5 BUS EFFECTS The proposed temporary closures and lane restrictions can be expected to generally increase travel times for buses across the wider city centre network. The following section however documents the main sources of these travel time increases, and how they are predicted to affect the main bus routes.

5.1 Albert Street Routes Great North Road and Tamaki Drive services (often a through service connecting both of these routes) are expected to route through Albert Street under Auckland’s proposed future public transport network. Up to 32 buses per hour are forecast to operate in each direction on Albert Street in the 2021 morning and evening peak hours.

With Tests 4 to 8 and 11, it is assumed in the model that these bus services will shift to Queen Street.

This route however has no existing bus priority, many closely spaced signalised intersections (with pedestrian priority favoured) and is heavily congested north of Mayoral Drive. As a result, route travel times under these scenarios are predicted to increase in the order of six minutes (morning peak) to twelve minutes (evening peak), with most of these increases being incurred on Queen Street north of Mayoral Drive. Test 10 also shifts these services to Queen Street, with further increases in travel times.

Tests 3, 9E and 9W maintain connectivity along the length of Albert Street, and bus routes along Albert Street have been left unchanged. Resulting travel times are marginally improved over the above tests, but increases are predicted to remain high, at approximately five minutes (morning peak) to ten minutes (evening peak).

Finally, Test 8A examines shifting the above bus routes to Nelson and Hobson Streets, and the resulting increases in route travel times are predicted to be of the order of two minutes (morning peak) to four minutes (evening peak). However, these streets are one or two blocks further away from the origins or destinations of many bus trips.

In all cases, consideration could be given to temporarily sever the proposed Albert Street through bus routes (ie Great North Road to Tamaki Drive and visa versa), and instead provide independent Great North Road and Tamaki Drive bus routes. Similarly, Great North Road routes could be terminated midtown, rather than terminating at them downtown at Britomart.

5.2 Wellesley Street Routes Wellesley Street is expected to become the primary east west route for bus services within the city centre, with up to 100 buses per hour each direction in the peaks. The predominant services using this street include:

New North Road services to and from the Wynyard Quarter

Mt Eden Road services to and from the Wynyard Quarter

North Shore services to and from Auckland University and Hospital

The Outer Link

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Richmond Road services.

In scenarios where these routes remain on Wellesley Street, route travel times are predicted to increase by up to two minutes in the morning peak and five minutes in the evening peak.

Test 5 sees the closure of the Albert Street intersection with Wellesley Street, and consequently these bus services are assumed to reroute via Victoria Street. Westbound services are predicted to be significantly affected, with route travel time increases of approximately seven minutes in the morning peak and ten minutes in the evening peak. While much of this delay is predicted to be incurred at the Victoria Street intersection with Albert Street, delays are also predicted along the length of Victoria Street East. Eastbound routes are predicted to be more modestly affected, at two to three minutes.

Wellesley Street routes are similarly rerouted via Victoria Street in Test 11, with somewhat larger increases predicted than in Test 5.

The above delays could be avoided by terminating some routes short and removing the need for buses to cross the city centre from east to west. However, this would significantly reduce the public transport provision to the Wynyard Quarter, as well as between the North Shore and Auckland University and Hospital.

Tests 7 and 10 reroute Wellesley Street services via Mayoral Drive, as Victoria Street is also closed in these scenarios. Again, eastbound services are predicted to be relatively unaffected, while westbound services are predicted to incur significant travel time increases, in the order of ten minutes (Test 7) to twenty minutes (Test 10). The majority of this delay is predicted to be incurred at the intersection of Cook Street and Nelson Street, where westbound buses will have to turn right from the single available right turn lane. As discussed earlier in this report however, the opportunity exists to provide a second right turn lane at this location (although the filter phase for right turning traffic would have to be removed).

However, an option which closes both Wellesley Street and Victoria Street (at the same time) is likely to have significant impacts on the proposals for improved east-west bus travel across the city centre.

5.3 Customs Street Routes Up to 55 buses per hour per direction are expected to be using Customs Street across the Albert Street intersection, the majority of these being either North Shore services or the Inner Link. Closure of this intersection (Tests 6, 10 and 11) would force these services to use Quay Street.

Route travel times are predicted to increase under Tests 6 and 11 by two to four minutes in each direction in the morning peak, as well as inbound in the evening peak. Outbound services in the evening peak are however predicted to be delayed by six to seven minutes. Much of this delay is associated with the Quay Street intersection with Queen Street.

North Shore services predicted to be more significantly affected than the Inner Link and other Customs Street services, as they must negotiate a longer and more complex turnaround route around Britomart, as shown in Figure 51.

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Terminating North Shore routes short of Britomart and circulating them around Nelson and Hobson Streets would reduce the above delays – although clearly it would also reduce bus penetration within the city centre.

Delays under Test 10 are predicted to be quite significant along Customs Street, with outbound services predicted to be delayed by ten to twenty minutes in both peaks.

Figure 51: North Shore Bus Turnaround Reference Case (left) and Tests 6 and 10 (right)

5.4 Test 8A We draw particular attention to Test 8A, which examines the effects of closing Lower Albert Street entirely (ie between Quay and Customs Streets) and of rerouting Albert Street buses via Nelson and Hobson Streets. This scenario is predicted to lead to a markedly better performance than any of the other scenarios, with:

Morning peak route travel times generally increasing by less than two minutes

Evening peak route travel times generally increasing by less than four minutes

Albert Street routes are generally the worst affected under the other scenarios tested, and rerouting these via Nelson and Hobson Streets is predicted to reduce the effects – although it would also move bus patrons 1 or two blocks further away from “the centre”. Similarly, closing Lower Albert Street allows the Albert Street intersection with Customs Street to operate as a T intersection, reducing impacts upon Customs Street routes. This latter option would not provide any benefit however to North Shore services if the Customs Street intersection with Albert Street was closed entirely, as in Tests 6 and 10.

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6 CAPACITY CONSTRAINTS In each of the scenarios tested, various intersections across the city centre are predicted to operate at or near capacity, forming capacity constraints and causing queuing. The following section briefly discusses the most significant of these intersections, in terms of east-west traffic flows across the city centre.

6.1 Queen Street and Quay Street The intersection of Queen Street and Quay Street is predicted to be nearing capacity in both peak periods in the Reference Case, and Tests 3 to 11 all increase the traffic demands through this intersection to varying degrees. As a result westbound queuing is predicted to form on Quay Street, particularly affecting the evening peak in scenarios where Custom Street traffic is restricted (tests 6, 10 and 11).

The signal phasing used in all scenarios provides short phases (7 seconds) for vehicles to turn right into and out of Queen Street at this intersection. Approximately 15 to 30 buses per hour are forecast to make these manoeuvres, due to bus routes circulating clockwise between Customs Street and Quay Street (ie right turns). By rerouting these bus turnaround routes so that they circulate counter clockwise (ie left turns), either the right turn into Queen Street, the right turn out of Queen Street, or both turns, could be banned. This would allow more signal phase time to be allocated to the westbound approach accordingly, relieving this constraint.

6.2 Cook Street and Nelson Street As discussed earlier in this report, demand for the single short right turn lane from Cook Street into Nelson Street is predicted to exceed capacity in scenarios where east-west traffic on Wellesley Street is interrupted (tests 5, 7, 10 and 11). Providing a second right turn lane in this location would relieve this constraint, although the filter phase would need to be removed.

6.3 Queen Street The capacity at various intersections along Queen Street is significantly reduced by the double pedestrian phase. This could in theory be reduced to a single pedestrian phase per cycle – but this would clearly adversely affect pedestrian amenity within the city centre, where pedestrian amenity is important.

6.4 Stanley Street Intersections The Stanley Street (SH16) intersections with Alten Road and with Beach Road/Parnell Rise are both predicted to operate at or near capacity in the future Reference Case, despite a proposed second right turn lane on the Alten Road approach. These capacity constraints restrict the volume of traffic able to access the motorway network via Stanley Street, limiting the effectiveness of Grafton Gully as an alternative east-west route in all scenarios.

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While Grafton Gully Stage 3 would release this capacity constraint, this project is not expected to be implemented by the forecast year (2021).

7 SUMMARY STATISTICS Table 11 overleaf documents the summary statistics for each modelled scenario, demonstrating the overall network performance across the city centre as a whole (within the area of the traffic model).

Statistics reported are:

The total vehicle travel time (per peak hour), reported in vehicle-hours

The total vehicle distance travelled (per peak hour), reported in vehicle-km

The net average speed across the network, reported in km/hr

Little weight should be given to the absolute values, per se:

The average speeds relate to a wide area, and do not reflect the more significant changes in speed at a local level

The total travel times relate to the size of the model. That is to say, the model could be slightly larger or slightly smaller, and this would give different total travel times.

All three statistics however do provide an indicative measure of the potential disruption to traffic caused by each modelled scenario, relative to each other.

From Table 11 overleaf, scenarios 3 to 9W are predicted to result in relatively similar overall increases in total travel time across the network as a whole. Increases are predicted to range from 640 to 1,120 vehicle-hours in the morning peak period, and from 1,290 to 1,810 in the evening peak. Among these, Test 3 is shown to result in the lowest travel time, while Test 7 is shown to result in the highest.

Interpeak increases for Tests 6 and 7 are 460 and 560 vehicle-hours, respectively. Increases in distances travelled are relatively consistent across all cases.

Test 11 is predicted to result in somewhat higher overall travel times than the above scenarios, in the evening peak. Performance is predicted to be notably poorer than Test 7, indicating the importance of Customs Street as an east-west route.

By contrast, Test 10 is shown to result in travel times and distances very much higher than the other modelled scenarios.

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Table 11: Summary Statistics

Ref Case

Test 3

Test 4

Test 5

Test 6

Test 7

Test 8

Test 8A

Test 9E

Test 9W

Test 10

Test 11

7,780

7,970

7,970

8,120

8,260

8,070

7,990

7,870

7,850

11,880

8,330

(+640)

(+830)

(+830)

(+980)

(+1,120)

(+930)

(+850)

(+730)

(+710)

(+4,740)

(+1,190)

178,500

179,000

179,000

178,400

180,600

179,400

179,300

178,700

178,500

185,300

178,900

(+3,300)

(+3,800)

(+3,800)

(+3,200)

(+5,400)

(+4,200)

(+4,100)

(+3,500)

(+3,300)

(+10,100)

(+3,700)

22.9

22.5

22.5

22.0

21.8

22.2

22.4

22.7

22.8

15.6

21.5

(-1.7)

(-2.1)

(-2.1)

(-2.6)

(-2.8)

(-2.4)

(-2.2)

(-1.9)

(-1.8)

(-9.0)

(-3.1)

Morning peak Vehicle Travel Time (veh-hr) Vehicle Travel Distance (veh-km) Average Speed (km/hr)

7,140

175,200

24.6

Interpeak Vehicle Travel Time (veh-hr) Vehicle Travel Distance (veh-km) Average Speed (km/hr)

4,650

143,700

30.9

5,110

5,210

(+460)

(+560)

145,900

148,300

(+2,200)

(+4,600)

28.5

28.5

(-2.4)

(-2.4)

Evening Peak Vehicle Travel Time (veh-hr) Vehicle Travel Distance (veh-km) Average Speed (km/hr)

11,680

193,100

16.5

12,970

13,100

13,390

13,270

13,490

13,250

13,020

13,000

13,090

20,570

14,170

(+1,290)

(+1,420)

(+1,710)

(+1,590)

(+1,810)

(+1,570)

(+1,340)

(+1,320)

(+1,410)

(+8,890)

(+2,490)

196,700

197,600

198,000

196,100

199,400

197,700

197,600

197,200

197,200

203,600

198,100

(+3,600)

(+4,500)

(+4,900)

(+3,000)

(+6,300)

(+4,600)

(+4,500)

(+4,100)

(+4,100)

(+10,500)

(+5,000)

15.2

15.1

14.8

14.8

14.8

14.9

15.2

15.2

15.1

9.9

14.0

(-1.3)

(-1.4)

(-1.7)

(-1.7)

(-1.7)

(-1.6)

(-1.3)

(-1.3)

(-1.4)

(-6.6)

(-2.5)

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8 WYNDHAM STREET SENSITIVITY TEST Tests 3 to 10 all assume that Wyndham Street will be severed at Albert Street, with movements into and out of this street (to and from Albert Street) being restricted to left in and left out only. The opportunity may exist to reopen the intersection of Wyndham Street and Albert Street midway through the CRL construction, allowing an alternative east-west route across the city centre.

A sensitivity test has been applied to Test 7 (the closure of the Albert Street intersections with Victoria Street and Wellesley Street) to assess the potential benefits of reopening this intersection. This scenario is termed Test 7A, and is compared to Test 7 and the Reference Case (in terms of summary statistics) in Table 12. We note that this sensitivity test was commissioned and evaluated prior to Test 11, which similarly examines the effects of reopening Wyndham Street, albeit not explicitly.

Table 12: Wyndham Street Sensitivity Test Summary Statistics

Reference Case

Test 7

Test 7A

Full closure of the Albert Street intersections with Victoria Street and Wellesley Street Existing scenario Wyndham Street closed to east-west traffic

Wyndham Street reopened to all traffic

8,260

7,990

(+1,120)

(+850)

180,600

179,400

(+5,400)

(+4,200)

21.8

22.5

(-2.8)

(-2.1)

Morning Peak Vehicle Travel Time (veh-hr)

Vehicle Travel Distance (veh-km)

Average Speed (km/hr)

7,140

175,200

24.6

Evening Peak Vehicle Travel Time (veh-hr)

Vehicle Travel Distance (veh-km)

Average Speed (km/hr)

11,680

193,100

16.5

13,490

13,360

(+1,810)

(+1,680)

199,400

198,700

(+6,300)

(+5,600)

14.8

14.9

(-1.7)

(-1.6)

The above data indicates that there is significant benefit to be gained by reopening the Wyndham Street intersection to east-west traffic. Its use is limited however by the intersection of Wyndham Street and Queen Street, which is predicted to operate at capacity in both peak periods (Wyndham Street has a single lane approach).

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Note that right turns from both Albert Street approach into Wyndham Street have been permitted in this test, as discussed regarding Test 11. Without this change in the signal operation, reopening the Wyndham Street intersection with Albert Street while maintaining the existing right turn bans would provide only marginal benefits over Test 7.

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios

APPENDIX A

Demand Flow Difference Plots

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The main body of this report provided “actual� flow difference plots for each of the scenarios tested (compared with the Reference Case). The following figures however provide demand flow difference plots for Tests 3 and 6, illustrating where demand flows are predicted to change with each of these scenarios.

The demand flow difference plots below generally illustrate the same trends as the actual flow difference plots. However, in both Tests 3 and 6, larger increases in demand flows (when compared to actual flows) are predicted in the evening peak exiting the city centre on the motorway network. This demonstrates that in both these scenarios there is an increase in vehicles wishing to access the motorway network, but that, due to capacity constraints, there is little or no increase in traffic actually doing so.

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 52: Demand Flow Difference – Reference Case vs Construction Test 3: 2021 Morning Peak

Figure 53: Demand Flow Difference for CBD Area –Reference Case vs Construction Test 3: 2021 Morning Peak

3

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 54: Demand Flow Difference – Reference Case vs Construction Test 3: 2021 Evening Peak

Figure 55: Demand Flow Difference for CBD Area – Reference Case vs Construction Test 3: 2021 Evening Peak

4

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 56: Demand Flow Difference – Reference Case vs Construction Test 6: 2021 Morning Peak

Figure 57: Demand Flow Difference for CBD Area – Reference Case vs Construction Test 6: 2021 Morning Peak

5

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 58: Demand Flow Difference – Reference Case vs Construction Test 6: 2021 Interpeak

Figure 59: Demand Flow Difference for CBD Area – Reference Case vs Construction Test 6: 2021 Interpeak

6

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 60: Demand Flow Difference – Reference Case vs Construction Test 6: 2021 Evening Peak

Figure 61: Demand Flow Difference for CBD Area – Reference Case vs Construction Test 6: 2021 Evening Peak

7

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios

APPENDIX B

2

Queued Flow Difference Plots

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“Queued” traffic flow is the difference between “demand” and “actual” traffic flows. In practice, it represents the volume of traffic that is unable to complete its intended journey (within the modelled peak hour) due to capacity constraints. Put another way, it represents unsatisfied demand.

The following figures illustrate the predicted change in queued traffic flow for each scenario, again compared to the Reference Case. In this way they illustrate the city centre routes that are predicted to experience an increase in demand that the network is unable to satisfy.

The below plots illustrate that there is little predicted increase in queued traffic flow during the morning or interpeak periods. In the evening peak however, increases are predicted on the motorway routes exiting the city centre, as well as on Hobson Street (Test 3) and on Quay Street westbound (Test 6).

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 62: Queued Flow Difference – Reference Case vs Construction Test 3: 2021 Morning Peak

Figure 63: Queued Flow Difference – Reference Case vs Construction Test 3: 2021 Evening Peak

4

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 64: Queued Flow Difference – Reference Case vs Construction Test 6: 2021 Morning Peak

Figure 65: Queued Flow Difference – Reference Case vs Construction Test 6: 2021 Interpeak

5

City Rail Link: Supplementary Report Traffic Modelling of Alternative Construction Scenarios Figure 66: Queued Flow Difference – Reference Case vs Construction Test 6: 2021 Evening Peak

6