Aimsun Modelling Report...Middlesbrough Council Cargo Fleet Lane Junction Feasibility Study – Aimsun Modelling Report 18 April 2018 Version 0.1 Draft i Contents 1 Introduction 1

Middlesbrough Council

Cargo Fleet Lane Junction Feasibility Study

Aimsun Modelling Report

18 April 2018

Version 0.1

Draft


Cargo Fleet Lane Junction Feasibility Study – Aimsun Modelling Report

18 April 2018 ▪ Version 0.1 ▪ Draft

i

Contents

1 Introduction 1

1.1 Commission 1

1.2 Model Background 1

1.3 Aimsun Model Development 2

1.4 Purpose of this Report 2

1.5 Report Structure 2

2 Summary of Cargo Fleet Aimsun Modelling 3

2.1 Introduction 3

2.2 Summary of Capacity Improvements 4

3 Proposed Highway Scheme 5

3.1 Introduction 5

3.2 Existing Layout 5

3.3 Proposed Layout (Layout A) 6

3.4 Development of LinSig Model 7

4 Aimsun Model Review 10

4.1 Proposed Layout 10

4.2 Proposed Changes to Layout 10

5 Aimsun Model Results 12

5.1 Introduction 12

5.2 Network Statistics 12

5.3 Individual Arm Statistics 15

5.4 Junction Statistics 22

5.5 Recommendation 23

6 Summary and Conclusions 24

6.1 Introduction 24

6.2 Future Year Scenarios 24

6.3 Future Year Modelling 24




ii

Appendices

Appendix A: General Arrangement of Proposed Cargo Fleet Lane / South Bank Road Junction

Appendix B: LinSig Output (Layout A)




1

1 Introduction

1.1 Commission

Fore Consulting Limited (Fore) has been appointed by Middlesbrough Council to undertake

microsimulation modelling of proposals for the reconfiguration and implementation of

signal control at the Cargo Fleet Lane / South Bank Road roundabout, Middlesbrough, in

order to provide a signal-controlled crossing facility for National Cycle Route 1 which runs

along South Bank Road. The modelling will help inform the design of the proposals and

confirm whether they would operate satisfactorily.

1.2 Model Background

In 2017 Fore were appointed by Middlesbrough Council to develop an Aimsun

microsimulation model of the Cargo Fleet Roundabout located on the A66. The model was

developed to test the impact of implementing various roundabout options to determine the

highway mitigation that is required to accommodate future year traffic.

The scope and extent of the Aimsun model was agreed with officers at Middlesbrough

Council. The model covers the Cargo Fleet Roundabout, including the Cargo Fleet Lane /

South Bank Road roundabout directly to the south.

The extent of the Aimsun model is shown in Screenshot 1, below.

Screenshot 1: Extent of the Model




2

1.3 Aimsun Model Development

Full details, including the development, calibration and validation of the Aimsun model

can be found in the corresponding Aimsun Modelling Report1 which was issued to

Middlesbrough Council in March 2017.

1.4 Purpose of this Report

The purpose of this report is to undertake microsimulation modelling of proposals for the

reconfiguration and implementation of signal control at the Cargo Fleet Lane / South Bank

Road roundabout to the immediate south of the Cargo Fleet roundabout.

This report sets out the methodology adopted in developing the future year scenarios and

describes the data that has been outputted from the model and provided to Middlesbrough

Council.

1.5 Report Structure

This report is structured as follows:

• Chapter 2 provides a summary of the Cargo Fleet Roundabout Aimsun modelling

undertaken in 2017.

• Chapter 3 sets out details of the proposed highway scheme at the Cargo Fleet Lane /

South Bank Road junction.

• Chapter 4 provides an initial review of the highway scheme undertaken in Aimsun and

sets out the proposed changes to the initial layout.

• Chapter 5 sets out the modelling methodology and presents and discusses the results

from the Aimsun modelling.

• Chapter 6 summarises the findings of the modelling.

1 Cargo Fleet Throughabout Feasibility Study, Aimsun Modelling Report (Issue v1.0), Fore Consulting, 2017.




3

2 Summary of Cargo Fleet Aimsun Modelling

2.1 Introduction

In 2017 Fore developed four potential highway mitigation schemes at the Cargo Fleet

Roundabout located on the A66. Following detailed modelling of the junction it was

concluded that Option 1 would provide the greatest benefit and perform most favourably

overall due to the greater capacity improvements provided by the scheme.

Full details of each mitigation scheme can be found at Chapter 7 of the Aimsun Modelling

Report. The Option 1 highway mitigation scheme includes the following:

• Realignment of the A66 to allow the provision of eastbound and westbound through-

movements through the centre of the exiting roundabout.

• Provision of a two-lane approach through and around the roundabout on the A66

eastbound and westbound approach.

• Provision of two lanes eastbound and westbound through the roundabout.

• Realignment of the kerb line to allow turning from the A66 eastbound to Cambridge

Road.

• Realignment of the kerb line to allow turning from Works Road to the A66 eastbound.

• Reallocation of lane usage on northern and eastern circulatory to allow for two exiting

lanes of traffic to Cargo Fleet Lane and one exit lane to the A66 eastbound.

• Provision of a give-way on the A66 eastbound exit of the roundabout.

• Provision of a signal-controlled pedestrian crossing across the A66 eastbound approach /

westbound exit for through traffic.

• Provision of a signal-controlled pedestrian crossing across the A66 westbound exit of the

roundabout.

• Provision of a new footway linking the new signal-controlled pedestrian crossing across

the A66 westbound exit to the existing crossing across the Cargo Fleet Lane approach.

The Aimsun coding is shown on Screenshot 2, overleaf.




4

Screenshot 2: 2025 Future Year Do Something Option 1 Network Coding

2.2 Summary of Capacity Improvements

The Aimsun modelling results demonstrated that Option 1 would:

• Result in significant reductions in both travel time and network delay.

• Result in a material reduction in delay on the Cambridge Road approach to the

roundabout.

• Significantly reduce queuing on the A66 Eastbound and A66 Westbound approach arms

to the roundabout.

Full details of the model outputs and a description of the results can be found in at Chapter

8 of the Aimsun Modelling Report.




5

3 Proposed Highway Scheme

3.1 Introduction

Following the identification of a preferred highway mitigation scheme at the Cargo Fleet

Roundabout, Middlesbrough Council have advised that a subsequent highway improvement

scheme has been identified at the existing Cargo Fleet Lane / South Bank Road roundabout

to the immediate south of the Cargo Fleet roundabout, aimed at better facilitating

pedestrian and cycle connectivity, particularly with regards to National Cycle Route 1.

The proposed scheme includes the reconfiguration of the junction layout alongside the

implementation of traffic signal control.

3.2 Existing Layout

The existing junction arrangement takes the form of a normal four-arm roundabout with

dual lane entry and single lane exit across all four arms of the junction. The roundabout

has a kerbed central island of approximately 20m in diameter and a dual lane circulatory

carriageway. Left turn priority-controlled slips are present on both the eastbound and

westbound approach arms.

The Aimsun coding is shown on Screenshot 3, below.

Screenshot 3: Existing Cargo Fleet Lane / South Bank Road Roundabout Network Coding




6

3.3 Proposed Layout (Layout A)

Middlesbrough Council have developed a preliminary layout of the junction which includes

the reconfiguration of all approach arms and the implementation of traffic-signal control.

The general arrangement of the proposed junction is provided at Appendix A and includes

the following:

• 3.65m wide entry lanes from Cargo Fleet Lane (North) including a designated ahead and

right turn lane and a 22.0m left turn filter lane.

• 3.5m wide entry lanes are to be provided from Cargo Fleet Lane (South) with

designated ahead / left and ahead / right lanes.

• A 3.65m wide entry lane on South Bank Road (East) and South Bank Road (West).

• Staggered 4.0m signal controlled toucan crossings on all four arms of the junction.

Signal-controlled toucan crossings are also provided on the priority-controlled slips on

both the eastbound and westbound approach arms. Dropped kerbs and tactile paving

are to be provided.

The Aimsun coding is shown on Screenshot 4, below.

Screenshot 4: Proposed Cargo Fleet Lane / South Bank Junction Network Coding




7

3.4 Development of LinSig Model

A LinSig model of the proposed scheme has been developed to identify the appropriate

phasing and staging of the junction and initial peak period signal timings. The full Linsig

Output is presented at Appendix B and a summary of the phasing, staging and preliminary

signal timings is provided in the following Sections.

3.4.1 Phase Diagram

The phase diagram associated with the proposed scheme is shown on Figure 1, below.

Figure 1: Phase Diagram of Proposed Cargo Fleet Lane / South Bank Road Junction

3.4.2 Stage Diagram

The stage diagram associated with the proposed scheme is shown on Figure 2, overleaf.

A

B

C

D

E

F

G

H

I

J

K

L

M




8

Figure 2: Stage Diagram of Proposed Cargo Fleet Lane / South Bank Road Junction

3.4.3 Signal Timings

Initial signal timings and intergreens are provided in detail at Appendix B. A summary of

the AM and PM signal timings used in the Aimsun model are shown in Table 1 and Table 2,

overleaf.

A

B

C

D

EF

G

H

I

J

K

L

M

1 Min >= 7A

B

C

D

EF

G

H

I

J

K

L

M

2 Min >= 1

A

B

C

D

EF

G

H

I

J

K

L

M

3 Min >= 5A

B

C

D

EF

G

H

I

J

K

L

M

4 Min >= 5




9

Table 1: Preliminary Traffic Signal Timings – AM Peak Period

Stage Traffic Movement Time (s)

1 Cargo Fleet Lane (North) / Cargo Fleet Lane (South) 45

Intergreen between Stage 1 and Stage 2 5

2 Cargo Fleet Lane (South) Right Turn Arrow 4


3 South Bank Road East 37




Total Cycle Time 120

Table 2: Preliminary Traffic Signal Timings – PM Peak Period

Stage Traffic Movement Time (s)

1 Cargo Fleet Lane (North) / Cargo Fleet Lane (South) 38


2 Cargo Fleet Lane (South) Right Turn Arrow 4






Total Cycle Time 120




10

4 Aimsun Model Review

4.1 Proposed Layout

An initial review of the proposed layout identified an issue with the length of the left-turn

filter lane on the Cargo Fleet Lane (North). Having reviewed the model at a microscopic

level it was evident that relatively short left turn filter lane (designed as 22m) resulted in

left turning vehicles blocking ahead movements between Cargo Fleet Lane (North) and

Cargo Fleet Lane (South). This in turn resulted in the ‘blocking back’ of traffic towards the

southbound exit of the Cargo Fleet roundabout, particularly during the PM peak period as

shown in Screenshot 5, below. Notwithstanding the above, this layout has been modelled

as ‘Layout A’ with detailed results presented in the following Chapter.

Screenshot 5: Blocking Back of “Left Turners” on Cargo Fleet Lane (North)

4.2 Proposed Changes to Layout

In order to reduce this identified impact a revised scheme has also been modelled. This

scheme includes the lengthening of the left turn filter lane to 65m. Through initial

discussions with the appointed engineers it is understood that this modification can be

undertaken within the adopted highway.

The results of the modelling are presented in detail in the following Chapter as ‘Layout B’

and the Aimsun coding is shown on Screenshot 6, overleaf.




11

Screenshot 6: Proposed Changes to Cargo Fleet Lane / South Bank Junction Network Coding




12

5 Aimsun Model Results

5.1 Introduction

The basis of this modelling assumes that the Option 1 highway mitigation scheme at the

Cargo Fleet Roundabout is delivered and therefore provides statistics for the following

Future Year scenarios:

• 2025 Do Something Option 1: this represents the baseline Future Year scenario

whereby the Cargo Fleet roundabout highway mitigation scheme is delivered in

isolation.

• 2025 Do Something Option 1 & Layout A: this represents a Future Year scenario

whereby the Cargo Fleet roundabout highway mitigation scheme is delivered alongside

the implementation of the signal control (Layout A) at the at the Cargo Fleet Lane /

South Bank Road junction

• 2025 Do Something Option 1 & Layout B: this represents a Future Year scenario

whereby the Cargo Fleet roundabout highway mitigation scheme is delivered alongside

the implementation of the signal control (Layout B) junction at Cargo Fleet Lane /

South Bank Road junction.

2025 Do Minimum (i.e. without the delivery of either junction) statistics are also provided

with regards to the network statistics presented in Section 5.2.

It should be noted that for ease of reference and comparison the statistics presented are

consistent with the previously issued Aimsun Modelling Report.

5.2 Network Statistics

Network statistics provide a strategic overview of the performance of the whole network.

These statistics have been extracted for the modelled network to understand the global

network impacts of each layout. These are presented in Graph 1 to Graph 4 and the

following statistics are reported:

• Travel time - mean time it takes for vehicles to travel through the network in the

modelled time period (unit: s/km);

• Delay time – mean delay incurred by vehicles travelling through the network in the

modelled time period and is calculated as the difference between actual travel time

and free flow travel (unit: s/km);




13

Graph 1: Average Travel Time – AM Peak Period (07:00 – 10:00)

Graph 2: Average Travel Time – PM Peak Period (16:00 – 19:00)

0

50

100

150

200

250

2025 Do Minimum 2025 Do Something Option 1 2025 Do Something Option 1 &Layout A

2025 Do Something Option 1 &Layout B

Tra

vel Tim

e (

s)

AM Peak Period (07:00 to 10:00)

0

50

100

150

200

250

300



Tra

vel Tim

e (

s)

PM Peak Period (16:00 to 19:00)




14

Graph 3: Network Delay – AM Peak Period (07:00 – 10:00)

Graph 4: Network Delay – PM Peak Period (16:00 – 19:00)

0

20

40

60

80

100

120

140

160

180



Dela

y (

s)

AM Peak Period (07:00 to 10:00)

0

50

100

150

200

250



Dela

y (

s)

PM Peak Period (16:00 to 19:00)




15

The graphs indicate that travel time and delay is likely to increase as a result of the

implementation of traffic signal control in both the AM and PM peak periods.

During the AM peak period both layouts would result in similar increases in travel time

across the network when compared against the results of Option 1. Layout A is predicted

to increase the travel time per vehicle by 31s compared with a respective increase of 28s

as a result of Layout B. In terms of delay, corresponding increases of 31s and 29s of delay

per km are predicted as a result of Layout A and Layout B respectively.

When compared against the 2025 Do Minimum scenario (i.e. without the delivery of both

highway schemes) it can be seen that both layouts would result in significant reductions in

terms of travel time and delay.

During the PM peak period both layouts are expected to result in an increase in travel time

when compared against the results of Option 1, with Layout B performing with significantly

less impact. For example, Layout A is predicted to increase the travel time per vehicle by

152s compared with a respective increase of only 28s as a result of Layout B. This trend is

also reflective in terms of delay, whereby Layout A and Layout B are predicted to result in

respective increases of 152s and 27s per km.

When compared against the 2025 Do Minimum scenario (i.e. without the delivery of both

highway schemes) the statistics demonstrate that Layout A would result in considerable

increases in travel time and delay. However, with the lengthened left turn filter lane

associated with Layout B it can be seen that the delivery of both highway schemes would

result in significant reductions in travel time and delay when compared against the

corresponding Do Minimum scenario.

Whilst both layouts are expected to give rise to an increase in travel time and delay on the

network when compared against the results of Option 1 in isolation, the statistics

demonstrate that the delivery of Option 1 and Layout B undoubtedly performs with the

least overall impact and is predicted to provide significant benefits in terms of travel time

and delay when compared against the corresponding 2025 Do Minimum scenario.

5.3 Individual Arm Statistics

The above delay and travel time statistics are only collected for vehicles that have crossed

the network (i.e. entered and exited the network) during the modelled period. As such,

statistics for vehicles that are still in the network, or are in virtual queues waiting to enter

the network, are not represented in the results.

For this reason, it is also important to consider other statistics such the level of queuing in

the model, which is a direct indicator of congestion. A 15-minute extraction period was




16

used for each peak hour to show the build-up and decay of traffic in more detail. Table 3,

below, explains the statistics that have been presented.

Table 3: Individual Arm Statistics Description

Statistic Units Analytical Use

Flow veh/h This shows the actual traffic flow on each arm of the junction

Delay s This shows the delay experienced by each vehicle on each arm of the junction and is calculated as the difference between the actual travel time and free-flow travel time

Mean Queue veh This shows the time-averaged queue.

Max Queue veh This shows the maximum length of queue observed on each arm

Input Flow veh/h This shows the number of vehicles that have entered arm. This may be different from flow where a queue is building

Speed km/h This shows the average speed on each arm of the junction

5.3.1 2025 Future Year Do Something Scenario – AM Peak Hour

Individual arm statistics for the Future Year scenarios set out at Section 5.1 during the AM

peak hour are presented in Table 4, overleaf. The Table shows that:

• Arm A: Layout A is predicted to give rise to a mean increase in delay of 41s per vehicle,

with a corresponding increase in mean and mean maximum queueing of 3 and 8 vehicles

respectively. In comparison Layout B is reported to give rise to a mean increase in delay

of 33s per vehicle and a corresponding increase in mean and maximum queueing of 2

and 7 vehicles respectively.

• Arm B: Layout A and Layout B perform equally on Arm B. Both layouts are predicted to

give rise to a moderate increase in mean delay of 28s per vehicle, with corresponding

increases in mean and maximum queueing of 5 and 6 vehicles respectively.

• Arm C: Layout A and Layout B perform equally on Arm C. Both layouts are predicted to



• Arm D: Layout A and Layout B perform equally on Arm D. Both layouts are predicted to

give rise to marginal benefits with regards to delay, whereby a mean decrease in delay

of 2s per vehicle is predicted. No changes are predicted to the mean and maximum

queues reported on Arm D during the AM peak hour.




17

Table 4: Individual Arm Statistics – AM Peak Hour

Statistic Option 1 Option 1 & Layout A Option 1 & Layout B

07:45 08:00 08:15 08:30 07:45 08:00 08:15 08:30 07:45 08:00 08:15 08:30

Arm A: Cargo Fleet Lane (North)

Flow 696 703 704 743 683 755 632 769 675 768 627 770

Delay 5 6 6 6 46 47 45 47 38 38 38 41

Mean Queue 0 0 0 0 3 3 3 3 2 2 2 2

Max Queue 3 3 3 4 7 8 7 8 6 7 6 7

Input Flow 698 701 706 741 738 701 689 712 728 714 685 712

Speed 35 33 34 32 9 9 9 9 12 12 12 11

Arm B: South Bank Road (East)

Flow 469 550 594 528 492 490 586 494 492 490 584 496

Delay 9 9 9 11 33 32 32 53 33 32 32 53

Mean Queue 0 1 1 1 4 5 5 9 4 5 5 9

Max Queue 6 7 7 7 11 10 15 16 11 10 15 16

Input Flow 470 551 594 528 491 492 584 494 491 492 582 496

Speed 26 24 25 23 29 28 29 29 29 29 28 29

Arm C: Cargo Fleet Lane (South)

Flow 861 815 911 816 812 900 859 864 813 900 858 863

Delay 9 10 14 10 27 28 31 26 27 27 29 24




18


07:45 08:00 08:15 08:30 07:45 08:00 08:15 08:30 07:45 08:00 08:15 08:30

Mean Queue 1 1 2 1 4 4 5 3 4 4 5 3

Max Queue 6 7 11 6 20 20 22 20 20 19 22 20

Input Flow 867 819 914 811 838 876 882 840 840 874 882 840

Speed 12 12 9 12 30 28 29 28 30 28 30 29

Arm D: South Bank Road (West)

Flow 21 84 73 91 15 77 74 96 15 77 74 96

Delay 16 20 28 19 3 18 34 43 3 17 34 43

Mean Queue 0 0 0 0 0 0 0 1 0 0 0 1

Max Queue 0 3 2 3 0 3 3 4 0 3 3 4

Input Flow 21 84 72 91 15 77 74 97 15 77 74 97

Speed 10 11 9 12 24 20 15 14 24 20 15 14




19

5.3.2 2025 Future Year Do Something Scenario – PM Peak Hour

Individual arm statistics for the Future Year scenarios set out at Section 5.1 during the PM

peak hour are presented in Table 5, overleaf. The Table shows that:

• Arm A: Layout A is predicted to give rise to a mean increase in delay of 124s per

vehicle, with a corresponding increase in mean and mean maximum queues of 9 and 8

vehicles respectively. In comparison Layout B is reported to give rise to a more

moderate mean increase in delay of 46s per vehicle, with a corresponding increase in

mean and maximum queues of 3 and 5 vehicles respectively.

• Arm B: Layout A and Layout B perform equally on Arm B. Both layouts are predicted to



• Arm C: Layout A is predicted to give rise to a mean increase in delay of 94s per vehicle

on Arm C, with a corresponding increase in mean and maximum queues of 17 and 27

vehicles respectively. Layout B, however, is reported to give rise to a mean increase in

delay of 78s per vehicle, with a corresponding increase in mean and maximum queues

of 14 and 26 vehicles respectively.

• Arm D: Layout A and Layout B perform equally on Arm D. Both layouts are predicted to

give rise to a mean increase in delay of 21s per vehicle, with a corresponding increase

in mean and maximum queues of 1 and 2 vehicles respectively.




20

Table 5: Individual Arm Statistics – PM Peak Hour (16:00 – 17:00)


16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45

Arm A: Cargo Fleet Lane (North)

Flow 910 803 826 879 823 719 858 757 968 790 930 784

Delay 9 10 7 9 132 141 132 128 67 55 49 49

Mean Queue 1 1 0 0 9 10 10 10 5 4 4 4

Max Queue 7 5 4 6 13 14 14 14 12 11 10 10

Input Flow 910 803 826 877 796 767 797 817 926 817 871 859

Speed 29 28 31 29 3 3 3 3 7 8 9 8

Arm B: South Bank Road (East)

Flow 437 433 608 499 452 433 519 577 452 446 519 577

Delay 7 5 5 4 14 16 13 14 14 15 13 14

Mean Queue 0 0 0 0 2 2 2 2 2 2 2 2

Max Queue 2 2 2 2 3 3 3 3 3 3 3 3

Input Flow 434 434 607 501 456 430 522 574 456 444 522 574

Speed 20 23 22 23 29 27 30 30 29 27 30 30

Arm C: Cargo Fleet Lane (South)

Flow 970 710 714 717 892 697 807 763 863 775 866 748

Delay 14 8 9 9 105 120 126 66 108 106 87 49




21


16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45

Mean Queue 1 1 1 1 20 20 21 11 20 19 15 7

Max Queue 16 6 5 7 38 37 37 32 38 37 37 28

Input Flow 971 703 716 730 881 709 792 779 850 790 847 766

Speed 10 14 12 13 24 23 24 25 26 25 26 26

Arm D: South Bank Road (West)

Flow 151 178 129 164 161 204 156 146 161 199 156 146

Delay 22 15 19 19 39 34 40 45 38 34 39 46

Mean Queue 0 0 0 0 1 1 1 1 1 1 1 1

Max Queue 4 4 3 4 6 6 6 5 6 5 6 5

Input Flow 151 178 130 166 165 202 154 146 165 198 154 146

Speed 9 13 9 16 12 16 12 12 12 15 12 12




22

5.4 Junction Statistics

5.4.1 Aggregation

Consistent with the previously issued Aimsun Modelling Report statistics for the whole

junction have been derived by aggregating values for each of the arms approaching the

roundabout. The method of aggregation is described in Table 6, below.

Table 6: Aggregation Method Description

Statistic Units Aggregation for Junction

Flow veh/h The total traffic flow through the junction, averaged over time.

Delay s The average delay per vehicle passing through the junction

Mean Queue veh The total mean queue at the junction, averaged over time.

Max Queue veh The total maximum queue at the junction, averaged over time

Speed km/h The average speed of a vehicle passing through the junction.

5.4.2 Results

The junction statistics for the AM and PM peak periods are presented in Table 7 and Table

8, below and overleaf.

Table 7: Junction Statistics – AM Peak Period (07:00 – 10:00)

Junction Statistic Units

2025 Future Year

Option 1 Option 1 & Layout A

Option 1 & Layout B

Flow veh/h 2165 2149 2149

Delay s 9 36 33

Mean Queue veh 2 13 12

Max Queue veh 23 48 46

Speed km/h 22 10 11




23

Table 8: Junction Statistics – PM Peak Period (16:00 – 19:00)

Junction Statistic Units

2025 Future Year

Option 1 Option 1 & Layout A

Option 1 & Layout B

Flow veh/h 2282 2241 2345

Delay s 9 90 57

Mean Queue veh 2 30 22

Max Queue veh 30 61 59

Speed km/h 21 8 10

The junction statistics reflect the results for the individual arms of the junction, showing

that both layouts would result in significant impacts on delay and corresponding mean and

maximum queues.

The aggregated statistics indicate that Layout B would perform most favourably due to the

lengthened left turn filter lane provided by the scheme, particularly during the PM peak

period. The reduced benefit associated with Layout A is likely to be attributed to the

increased queueing and delay observed on the Cargo Fleet Lane (North) arm of the

junction.

5.5 Recommendation

Whilst projected increases in travel time, delay and queuing is predicted as a result of the

implementation of traffic signal control at the Cargo Fleet Lane / South Bank Road

junction during the AM and PM peak periods, the network statistics demonstrate that

Layout B is likely to operate more favourably due to the lengthened left turn filter lane on

the Cargo Fleet Lane (North) arm of the junction.

As a result, Layout B is predicted to give rise to more moderate impacts across the network

and on each individual arm of the junction and is therefore recommended as the preferred

layout at this stage, subject to detailed design work being undertaken.




24

6 Summary and Conclusions

6.1 Introduction

Fore Consulting Limited (Fore) has been appointed by Middlesbrough Council

(Middlesbrough Council) to undertake microsimulation modelling of proposals for the

reconfiguration and implementation of signal control at the Cargo Fleet Lane / South Bank

Road roundabout in Middlesbrough, in order to provide a signal-controlled crossing facility

for National Cycle Route 1 which runs along South Bank Road. The modelling will help

inform the design of the proposals and confirm whether they would operate satisfactorily.

6.2 Future Year Scenarios

The basis of this modelling assumes that the Option 1 highway mitigation scheme at the

Cargo Fleet Roundabout is delivered and therefore provides statistics for the Following

Future Year scenarios:

• 2025 Do Something Option 1: this represents the baseline Future Year scenario

whereby the Cargo Fleet Roundabout highway mitigation scheme is delivered in

isolation.

• 2025 Do Something Option 1 & Layout A: this represents a Future Year scenario

whereby the Cargo Fleet Roundabout highway mitigation scheme is delivered

alongside the implementation of the signal control (Layout A) at the at the Cargo

Fleet Lane / South Bank Road junction

• 2025 Do Something Option 1 & Layout B: this represents a Future Year scenario

whereby the Cargo Fleet Roundabout highway mitigation scheme is delivered

alongside the implementation of the signal control (Layout B) junction at Cargo Fleet

Lane / South Bank Road junction.

It should be noted that for ease of reference and comparison the statistics presented are

consistent with the previously issued Aimsun Modelling Report.

6.3 Future Year Modelling

Statistics have been extracted for individual arms and also for the junction as a whole.

The statistics show that whilst projected increases in travel time, delay and queuing is

predicted as a result of the implementation of traffic signal control at the Cargo Fleet

Lane / South Bank Road junction, Layout B is likely to operate more favourably due to the

lengthened left turn filter lane on the Cargo Fleet Lane (North) arm of the junction.

Appendix A

General Arrangement of Proposed Cargo Fleet Lane / South Bank Road Junction

C

A

R

G

O

F

L

E

E

T

L

A

N

E

TCP

6.1m

Warehouse

A66 THROUGH-ABOUT

SOUTH BANK ROAD ROUNDABOUT

SIGNALISED CROSSING LAYOUT

OPTION 1

1:250

RSL

23.03.18

MT

23.03.18

RSL

23.03.18

S3 18001-LE-ZZ-ZZ-DR-D-9001 P01

A1

A1

100

DO NOT SCALE

100

SAFETY, HEALTH AND ENVIRONMENTAL INFORMATION

Lynas Engineers

Wilton Centre

Redcar

TS10 4RF

www.lynasengineers.com

Tel: +44 (0)1642 438273

Copyright C Lynas Engineers Limited (2018)

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CL 6.51

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CL 6.91

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CL 7.15

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CL 7.05

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CL=7.16

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CL 7.24

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FIRST ISSUE

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23.03.18

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FOR REVIEW

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03/18

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IN ADDITION TO THE HAZARDS/RISKS NORMALLY ASSOCIATED WITH THE TYPES OF WORK DETAILED ON THIS DRAWING, NOTE THE FOLLOWING SIGNIFICANT RESIDUAL RISKS

Appendix B

LinSig Output (Layout A)

Full Input Data And Results

Full Input Data And Results User and Project Details

Project: Cargo Fleet Lane / South Bank Road Proposed Highway Scheme

Title: Cargo Fleet Lane / South Bank Road Proposed Highway Scheme

Location: Middlesbrough

Client: Middlesbrough Council

Site Ref(s): 2085-08

Design Layout Ref: Layout A

Additional detail: N/A

File name: 2018-04-12_Cargo Fleet Lane_South Bank Road Model_Layout A.lsg3x

Author: Fore Consulting Limited

Company: Fore Consulting Limited

Address: Suite 14, City Quadrant, Newcastle upon Tyne, NE1 4DP

Network Layout Diagram


Phase Diagram

A

B

C

D

E

F

G

H

I

J

K

L

M

Phase Input Data

Phase Name Phase Type Assoc. Phase Street Min Cont Min

A Traffic 7 7

B Ind. Arrow D 4 4

C Traffic 7 7

D Traffic 7 7

E Traffic 7 7

F Pedestrian 5 5

G Pedestrian 5 5

H Pedestrian 5 5

I Pedestrian 5 5

J Pedestrian 5 5

K Pedestrian 5 5

L Pedestrian 5 5

M Pedestrian 5 5


Phase Intergreens Matrix

Starting Phase

Terminating Phase

A B C D E F G H I J K L M

A - 5 5 - 5 5 - 9 - 8 - 8 -

B 5 - 5 - 5 - 9 9 - - 5 9 -

C 6 6 - 7 7 - 10 - 5 - - 10 -

D - - 5 - 6 - 9 9 - - 5 9 -

E 7 6 7 6 - - - 11 - 10 - - 5

F 7 - - - - - - - - - - - -

G - 7 7 7 - - - - - - - - -

H 7 7 - 7 7 - - - - - - - -

I - - 7 - - - - - - - - - -

J 7 - - - 7 - - - - - - - -

K - 7 - 7 - - - - - - - - -

L 7 7 7 7 - - - - - - - - -

M - - - - 7 - - - - - - - -

Phases in Stage

Stage No. Phases in Stage

1 A D I M

2 B D F I J M

3 C F H J K M

4 E F G I K L

Stage Diagram A

B

C

D

EF

G

H

I

J

K

L

M

1 Min >= 7A

B

C

D

EF

G

H

I

J

K

L

M

2 Min >= 1A

B

C

D

EF

G

H

I

J

K

L

M

3 Min >= 5A

B

C

D

EF

G

H

I

J

K

L

M

4 Min >= 5

Phase Delays

Term. Stage Start Stage Phase Type Value Cont value

There are no Phase Delays defined

Prohibited Stage Change

To Stage

From Stage

1 2 3 4

1 8 9 9

2 7 9 9

3 7 7 10

4 7 10 11


Give-Way Lane Input Data

Junction: Cargo Fleet Lane-South Bank Road

Lane Movement

Max Flow when

Giving Way (PCU/Hr)

Min Flow when

Giving Way (PCU/Hr)

Opposing Lane

Opp. Lane Coeff.

Opp. Mvmnts.

Right Turn Storage (PCU)

Non-Blocking Storage (PCU)

RTF Right Turn Move up (s)

Max Turns in Intergreen

(PCU)

1/3 (Cargo Fleet Lane (N))

8/1 (Right) 1439 0 3/2 1.09 To 5/2 (Ahead)

2.00 - 0.50 2 2.00 3/1 1.09 All

2/1 (South Bank Road (E))

7/1 (Left) 715 0 1/2 0.22 All

- - - - - 4/2 0.22 To 7/1 (Right)

3/2 (Cargo Fleet Lane (S))

6/1 (Right) 1439 0 1/2 1.09 All

2.00 - 0.50 2 2.00 1/1 1.09 All

4/1 (South Bank Road (W))

5/1 (Left) 715 0

3/1 0.22 To 5/1 (Ahead)

- - - - -

3/2 0.22 To 5/2 (Ahead)

2/2 0.22 To 5/1 (Right) To 5/2 (Right)

5/2 (Left) 715 0

3/1 0.22 To 5/1 (Ahead)

3/2 0.22 To 5/2 (Ahead)

2/2 0.22 To 5/1 (Right) To 5/2 (Right)


Lane Input Data


Lane Lane Type

Phases Start Disp.

End Disp.

Physical Length (PCU)

Sat Flow Type

Def User Saturation

Flow (PCU/Hr)

Lane Width

(m) Gradient

Nearside Lane

Turns Turning Radius

(m)

1/1 (Cargo Fleet

Lane (N)) U A 2 3 3.8 Geom - 3.50 0.00 Y

Arm 6 Left

20.00

1/2 (Cargo Fleet

Lane (N)) U A 2 3 18.0 Geom - 3.50 0.00 N

Arm 7 Ahead

Inf

1/3 (Cargo Fleet

Lane (N)) O A 2 3 18.0 Geom - 3.50 0.00 N

Arm 8 Right

12.00

2/1 (South Bank

Road (E)) O 2 3 6.3 Geom - 3.65 0.00 Y

Arm 7 Left

30.00

2/2 (South Bank

Road (E)) U C 2 3 60.0 Geom - 3.65 0.00 N

Arm 5 Right

30.00

Arm 8 Ahead

Inf

3/1 (Cargo Fleet

Lane (S)) U D 2 3 60.0 Geom - 3.50 0.00 Y

Arm 5 Ahead

Inf

Arm 8 Left

20.00

3/2 (Cargo Fleet

Lane (S)) O D B 2 3 3.5 Geom - 3.50 0.00 N

Arm 5 Ahead

Inf

Arm 6 Right

10.00


O 2 3 7.6 Geom - 3.65 0.00 Y Arm 5 Left

30.00


U E 2 3 60.0 Geom - 3.65 0.00 N

Arm 6 Ahead

Inf

Arm 7 Right

25.00

5/1 (Cargo Fleet

Lane (N) EXIT)

U 2 3 60.0 Inf - - - - - -

5/2 (Cargo Fleet

Lane (N) EXIT)

U 2 3 60.0 Inf - - - - - -

6/1 (South Bank

Road (E) EXIT)

U 2 3 60.0 Inf - - - - - -

7/1 (Cargo Fleet

Lane (S) EXIT)

U 2 3 60.0 Inf - - - - - -

8/1 (South Bank

Road (W) EXIT)

U 2 3 60.0 Inf - - - - - -


Traffic Flow Groups

Flow Group Start Time End Time Duration Formula

1: '2025 Future Year (AM)' 08:00 09:00 01:00

2: '2025 Future Year (PM)' 17:00 18:00 01:00

Scenario 1: '2025 Future Year (AM)' (FG1: '2025 Future Year (AM)', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow :

Destination

Origin

A B C D Tot.

A 0 332 295 41 668

B 241 0 57 24 322

C 666 49 0 23 738

D 7 4 4 0 15

Tot. 914 385 356 88 1743

Traffic Lane Flows

Lane Scenario 1:

2025 Future Year (AM)


1/1 (short)

332

1/2 (with short)

627(In) 295(Out)

1/3 41

2/1 (short)

57

2/2 (with short)

322(In) 265(Out)

3/1 (with short)

738(In) 551(Out)

3/2 (short)

187

4/1 (short)

7

4/2 (with short)

15(In) 8(Out)

5/1 653

5/2 261

6/1 385

7/1 356

8/1 88


Lane Saturation Flows


Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


3.50 0.00 Y Arm 6 Left 20.00 100.0 % 1828 1828


3.50 0.00 N Arm 7 Ahead

Inf 100.0 % 2105 2105


3.50 0.00 N Arm 8 Right 12.00 100.0 % 1871 1871


3.65 0.00 Y Arm 7 Left 30.00 100.0 % 1886 1886


3.65 0.00 N

Arm 5 Right 30.00 90.9 %

2028 2028 Arm 8 Ahead

Inf 9.1 %


3.50 0.00 Y

Arm 5 Ahead

Inf 95.8 % 1959 1959

Arm 8 Left 20.00 4.2 %


3.50 0.00 N

Arm 5 Ahead

Inf 73.8 % 2025 2025

Arm 6 Right 10.00 26.2 %


3.65 0.00 Y Arm 5 Left 30.00 100.0 % 1886 1886


3.65 0.00 N

Arm 6 Ahead

Inf 50.0 % 2058 2058

Arm 7 Right 25.00 50.0 %

5/1 (Cargo Fleet Lane (N) EXIT Lane

1) Infinite Saturation Flow Inf Inf



6/1 (South Bank Road (E) EXIT Lane


7/1 (Cargo Fleet Lane (S) EXIT Lane


8/1 (South Bank Road (W) EXIT Lane



Scenario 2: '2025 Future Year (PM)' (FG2: '2025 Future Year (PM)', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow :

Destination

Origin

A B C D Tot.

A 0 435 404 59 898

B 469 0 68 22 559

C 646 101 0 20 767

D 86 53 19 0 158

Tot. 1201 589 491 101 2382

Traffic Lane Flows

Lane Scenario 2:

2025 Future Year (PM)


1/1 (short)

435

1/2 (with short)

839(In) 404(Out)

1/3 59

2/1 (short)

68

2/2 (with short)

559(In) 491(Out)

3/1 (with short)

767(In) 616(Out)

3/2 (short)

151

4/1 (short)

86

4/2 (with short)

158(In) 72(Out)

5/1 874

5/2 327

6/1 589

7/1 491

8/1 101


Lane Saturation Flows


Lane Lane Width

(m) Gradient

Nearside Lane

Allowed Turns

Turning Radius

(m)

Turning Prop.

Sat Flow (PCU/Hr)

Flared Sat Flow

(PCU/Hr)


3.50 0.00 Y Arm 6 Left 20.00 100.0 % 1828 1828


3.50 0.00 N Arm 7 Ahead

Inf 100.0 % 2105 2105


3.50 0.00 N Arm 8 Right 12.00 100.0 % 1871 1871


3.65 0.00 Y Arm 7 Left 30.00 100.0 % 1886 1886


3.65 0.00 N

Arm 5 Right 30.00 95.5 %

2023 2023 Arm 8 Ahead

Inf 4.5 %


3.50 0.00 Y

Arm 5 Ahead

Inf 96.8 % 1960 1960

Arm 8 Left 20.00 3.2 %


3.50 0.00 N

Arm 5 Ahead

Inf 33.1 % 1913 1913

Arm 6 Right 10.00 66.9 %


3.65 0.00 Y Arm 5 Left 30.00 100.0 % 1886 1886


3.65 0.00 N

Arm 6 Ahead

Inf 73.6 % 2087 2087

Arm 7 Right 25.00 26.4 %





6/1 (South Bank Road (E) EXIT Lane


7/1 (Cargo Fleet Lane (S) EXIT Lane


8/1 (South Bank Road (W) EXIT Lane


Scenario 1: '2025 Future Year (AM)' (FG1: '2025 Future Year (AM)', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram A

D

I

M

1 Min: 7

7 56s

B

D

F

I

J

M

2 Min: 1

8 1s

C

F

H

J

K

M

3 Min: 5

9 24s

EF

G

IK

L

4 Min: 5

10 5s


Stage Timings

Stage 1 2 3 4

Duration 56 1 24 5

Change Point 0 63 72 105

Signal Timings Diagram

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 7 : 56

0

28 : 1

63

3 9 : 24

72

4 10 : 5

105

M M

L L

K K

J J

I I

H H

G G

F F

E E

D D

C C

B B

A A





Network Results

Item Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Cargo Fleet Lane / South Bank Road Proposed Highway Scheme

- - N/A - - - - - - - - 65.8%

Cargo Fleet Lane-South Bank Road

- - N/A - - - - - - - - 65.8%

1/2+1/1 Cargo Fleet

Lane (N) Left Ahead

U N/A N/A A 1 56 - 627 2105:1828 486+547 60.7 : 60.7%

1/3 Cargo Fleet

Lane (N) Right O N/A N/A A 1 56 - 41 1871 182 22.5%

2/2+2/1 South Bank

Road (E) Right Left Ahead

U+O N/A N/A C - 1 26 - 322 2028:1886 405+87 65.4 : 65.4%

3/1+3/2 Cargo Fleet

Lane (S) Ahead Right Left

U+O N/A N/A D B 1 65 4 738 1959:2025 837+284 65.8 : 65.8%

4/2+4/1 South Bank

Road (W) Left Ahead Right

U+O N/A N/A E - 1 8 - 15 2058:1886 154+135 5.2 : 5.2%

5/1 Cargo Fleet

Lane (N) EXIT U N/A N/A - - - - 653 Inf Inf 0.0%

5/2 Cargo Fleet


6/1 South Bank

Road (E) EXIT U N/A N/A - - - - 385 Inf Inf 0.0%

7/1 Cargo Fleet

Lane (S) EXIT U N/A N/A - - - - 356 Inf Inf 0.0%

8/1 South Bank

Road (W) EXIT U N/A N/A - - - - 88 Inf Inf 0.0%


Item Arriving (pcu) Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)


- - 123 30 1 10.8 2.8 0.4 14.0 - - - -


- - 123 30 1 10.8 2.8 0.4 14.0 - - - -

1/2+1/1 627 627 - - - 3.6 0.8 - 4.4 25.0 11.1 0.8 11.9

1/3 41 41 41 0 0 0.2 0.1 0.3 0.6 54.1 0.7 0.1 0.9

2/2+2/1 322 322 31 26 0 3.1 0.9 - 4.0 44.9 8.3 0.9 9.2

3/1+3/2 738 738 45 3 1 3.8 1.0 0.1 4.8 23.6 15.6 1.0 16.6

4/2+4/1 15 15 5 2 0 0.1 0.0 - 0.1 34.2 0.2 0.0 0.3

5/1 653 653 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 261 261 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 385 385 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

7/1 356 356 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

8/1 88 88 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

C1 PRC for Signalled Lanes (%): 36.7 Total Delay for Signalled Lanes (pcuHr): 13.98 Cycle Time (s): 120 PRC Over All Lanes (%): 36.7 Total Delay Over All Lanes(pcuHr): 13.98

Full Input Data And Results Scenario 2: '2025 Future Year (PM)' (FG2: '2025 Future Year (PM)', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram A

D

I

M

1 Min: 7

7 48s

B

D

F

I

J

M

2 Min: 1

8 1s

C

F

H

J

K

M

3 Min: 5

9 32s

EF

G

IK

L

4 Min: 5

10 5s Stage Timings

Stage 1 2 3 4

Duration 48 1 32 5

Change Point 0 55 64 105

Signal Timings Diagram

0

0

10

10

20

20

30

30

40

40

50

50

60

60

70

70

80

80

90

90

100

100

110

110

120

120

Time in cycle (sec)

Phases

1 7 : 48

0

28 : 1

55

3 9 : 32

64

4 10 : 5

105

M M

L L

K K

J J

I I

H H

G G

F F

E E

D D

C C

B B

A A





Network Results

Item Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)


- - N/A - - - - - - - - 92.4%


- - N/A - - - - - - - - 92.4%

1/2+1/1 Cargo Fleet

Lane (N) Left Ahead

U N/A N/A A 1 48 - 839 2105:1828 437+471 92.4 : 92.4%

1/3 Cargo Fleet

Lane (N) Right O N/A N/A A 1 48 - 59 1871 112 52.5%

2/2+2/1 South Bank

Road (E) Right Left Ahead

U+O N/A N/A C - 1 34 - 559 2023:1886 537+74 91.4 : 91.4%

3/1+3/2 Cargo Fleet

Lane (S) Ahead Right Left

U+O N/A N/A D B 1 57 4 767 1960:1913 760+186 81.1 : 81.1%

4/2+4/1 South Bank

Road (W) Left Ahead Right

U+O N/A N/A E - 1 8 - 158 2087:1886 157+187 46.0 : 46.0%

5/1 Cargo Fleet


5/2 Cargo Fleet


6/1 South Bank

Road (E) EXIT U N/A N/A - - - - 589 Inf Inf 0.0%

7/1 Cargo Fleet

Lane (S) EXIT U N/A N/A - - - - 491 Inf Inf 0.0%

8/1 South Bank

Road (W) EXIT U N/A N/A - - - - 101 Inf Inf 0.0%


Item Arriving (pcu) Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)


- - 172 140 2 20.2 12.9 1.0 34.0 - - - -


- - 172 140 2 20.2 12.9 1.0 34.0 - - - -

1/2+1/1 839 839 - - - 7.2 5.3 - 12.5 53.5 22.6 5.3 27.8

1/3 59 59 59 0 0 0.4 0.5 0.5 1.4 86.7 1.2 0.5 1.7

2/2+2/1 559 559 18 50 0 5.8 4.5 - 10.3 66.5 17.0 4.5 21.5

3/1+3/2 767 767 28 71 2 5.8 2.1 0.5 8.4 39.2 20.2 2.1 22.3

4/2+4/1 158 158 67 19 0 1.1 0.4 - 1.5 33.9 2.3 0.4 2.7

5/1 874 874 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

5/2 327 327 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

6/1 589 589 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

7/1 491 491 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

8/1 101 101 - - - 0.0 0.0 - 0.0 0.0 0.0 0.0 0.0

C1 PRC for Signalled Lanes (%): -2.7 Total Delay for Signalled Lanes (pcuHr): 34.05 Cycle Time (s): 120 PRC Over All Lanes (%): -2.7 Total Delay Over All Lanes(pcuHr): 34.05

Fore Consulting Limited Suite 14, City Quadrant

11 Waterloo Square Newcastle upon Tyne

NE1 4DP

0191 255 7778 [email protected]

www.foreconsulting.co.uk

Fore Consulting Limited. Registered in England and Wales No. 7291952. Registered Address: Gresham House, 5 - 7 St Pauls Street, Leeds LS1 2JG, United Kingdom

VAT Registration No. 105 0341 75

Documents

Aimsun Modelling Report...Middlesbrough Council Cargo Fleet Lane Junction Feasibility Study – Aimsun Modelling Report 18 April 2018 Version 0.1 Draft i Contents 1 Introduction 1