Aimsun Modelling Report - Middlesbrough...Middlesbrough Borough Council Cargo Fleet Throughabout Feasibility Study– Aimsun Modelling Report 30 March 2017 Version 1.0 Issue ii 7.2

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Middlesbrough Borough Council

Cargo Fleet Throughabout Feasibility Study

Aimsun Modelling Report

30 March 2017

Version 1.0

Issue


Cargo Fleet Throughabout Feasibility Study– Aimsun Modelling Report

30 March 2017▪ Version 1.0▪ Issue

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Contents

1 Introduction 3

2 Model Development 4

2.1 Purpose of the Model 4

2.2 Aimsun Version 4

2.3 Extent of the Model 4

2.4 Modelled Year and Time Periods 4

2.5 Vehicle Types 5

2.6 Network Development 5

2.7 Traffic Signal Coding 5

2.8 Public Transport 6

2.9 Traffic Demand 6

3 Model Verification 8

4 Model Calibration 9

4.1 Introduction 9

4.2 Behavioural Models 9

4.3 Section Characteristics 10

4.4 Give-Way Model Parameters 11

4.5 Turning Characteristics 12

4.6 Vehicle Characteristics 12

4.7 Simulation Step and Reaction Time 13

4.8 Trip Generation 14

4.9 Traffic Flow Verification 15

4.10 Regression Analysis 18

5 Model Validation 23

5.1 Introduction 23

5.2 Queue Length Validation 23

6 2025 Future Year Scenario – Do Minimum 27

6.1 Network Coding Changes 27

6.2 Signal Timing Amendments 27


7 2025 Future Year Scenario – Do Something 28

7.1 Option 1 28




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7.2 Option 2 29

7.3 Option 3A 31

7.4 Option 3B 32


8 Aimsun Model Results 34

8.1 Network Statistics 34

8.2 Individual Arm Statistics 37

8.3 Junction Statistics 39

8.4 Travel Time Statistics 40

9 Summary and Conclusions 45

9.1 Introduction 45

9.2 Base Model Description 45

9.3 Calibration and Validation 45

9.4 Future Year Scenarios 45

9.5 Future Year Modelling 46

Drawings

Drawing 2085/100-P-001 (Rev. A): Cargo Fleet Roundabout Option 1

Drawing 2085/100-P-002 (Rev. A): Cargo Fleet Roundabout Option 3B

Appendices

Appendix A: Traffic Survey Data

Appendix B: Queue Length Validation

Appendix C: Individual Arm Statistics




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1 Introduction

1.1 Commission

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

(MBC) to develop an Aimsun microsimulation model of the Cargo Fleet Roundabout located

on the A66.

The model has been developed to test the impact of implementing various roundabout

options to determine the highway mitigation that is required to accommodate future year

traffic.

This report sets out the development, calibration and validation of the model, as well as

the option modelling.

1.2 Report Structure

This report is structured as follows:

Chapter 2 describes the development of the model, including the coding of the

network, traffic signals and public transport and the estimation of traffic demand

matrices;

Chapter 3 sets out the model verification process that was undertaken;

Chapter 4 discusses the model calibration;

Chapter 5 presents the validation of the model against observed queue length data;

Chapter 6 sets out the 2025 Do Minimum scenario;

Chapter 7 sets out the 2025 Do Something scenario;

Chapter 8 presents and summarises the results from the modelling;

Chapter 9 provides a summary and conclusions to the report.




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2 Model Development

2.1 Purpose of the Model

The model is intended for use in testing the impacts of alternative roundabout design

options at the Cargo Fleet Roundabout to identify the extent of mitigation required.

2.2 Aimsun Version

The model has been developed in Aimsun version number 8.1.3 (R40314).

2.3 Extent of the Model

The scope and extent of the Aimsun model has been agreed with officers at MBC. 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.

Screenshot 1: Extent of the Model

2.4 Modelled Year and Time Periods

The model has been developed to be representative of typical conditions in the year 2016

during the following time periods:




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AM peak period: 07:00 to 10:00;

PM peak period: 16:00 to 19:00.

These periods were chosen as these capture peak traffic flows on the highway network.

The model has been disaggregated into fifteen minute intervals within these periods to

allow for a detailed breakdown of traffic conditions.

In addition, a fifteen minute warm-up period has been used to generate the initial starting

point for the model.

2.5 Vehicle Types

The model considers the following vehicle types:

Cars – comprising private cars and taxis;

Light goods vehicles (LGVs) – with a gross vehicle weight of less than 3.5t;

Heavy goods vehicles (HGVs) – with a gross vehicle weight greater than 3.5t;

Buses – comprising all public service buses.

2.6 Network Development

The initial network coding was taken from the Tees Valley Aimsun Model and then refined

further using geo-referenced Ordnance Survey (OS) Mastermap data to provide a spatially

accurate representation of the highway network. This data was supplemented by aerial

photography to enable the accurate positioning of stop-lines and lane markings.

2.7 Traffic Signal Coding

The traffic signal-controlled junctions and pedestrian crossings that have been modelled

are detailed in Table 1 below.

Table 1: Traffic Signal Controlled Junctions and Pedestrian Crossings

Model ID Junction or Crossing Description of Control

3061 A66 Eastbound Approach

Fixed Time

60s Cycle Time




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Model ID Junction or Crossing Description of Control

3076 A66 Westbound Approach / Cargo Fleet Lane Approach

Fixed Time 60s Cycle Time

For the signalised junctions, the traffic signal controls have been coded to accurately

reflect the on-street situation, with stages, green times, intergreens and mode of

operation (e.g. fixed time or vehicle actuated) matching the controller specification

provided by the highway authority.

2.8 Public Transport

All bus stops within the modelled area have been coded into the model using various

sources including the Arriva1 and Traveline2 websites, as well as aerial photography. The

bus routes have been coded into the model based on published timetable and routing

information, provided by Arriva. The routes and operators are listed in Table 2, below.

Table 2: Modelled Bus Services

Service Between Operator

64/64A Middlesbrough - Eston Arriva

X3/X3A Middlesbrough - Lingdale Arriva

Dwell times for buses at each bus stop have been coded with a mean of 20 seconds and

standard deviation of 10 seconds. This results in a variation in bus stop dwell times, with

some buses stopping for short periods (for example for passengers to alight) and some

buses stopping for longer periods (for example for passengers to board and purchase

tickets).

2.9 Traffic Demand

Classified turning count surveys at the Cargo Fleet Roundabout and Cargo Fleet Lane /

South Bank Road roundabout were commissioned by MBC and undertaken on Thursday 20

October 2016.

The turning counts were collected in fifteen minute intervals and were classified by

vehicle type. The count data covers the time periods 07:00 to 10:00 and 16:00 to 19:00.

Results for these counts are included as Appendix A. The turning count information has

1 https://www.arrivabus.co.uk/ 2 http://www.traveline.info/




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been used in the calibration dataset. The counts were subsequently processed and

imported into Aimsun as origin-destination matrices.

Queue length data was also provided by MBC and has been used as a validation dataset to

validate the resultant queueing in the model. The data is also included as Appendix A.

The Base Year scenario demand profiles for the weekday AM and PM peak hours are

presented in Figure 1 and Figure 2, respectively. In the AM peak hour, traffic can be seen

to peak at 1,282 vehicles between 08:15 – 08:30. During the PM peak hour, this figure

peaks at 1,341 vehicles, which is experienced in the period between 16:00 - 16:15.

Figure 1: Weekday AM Peak Hour Base Year Demand Profile (vehicles)

Figure 2: Weekday PM Peak Hour Base Year Demand Profile (vehicles)




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3 Model Verification

Model verification is the process of ensuring the model is correctly specified and operates

as expected. The inputs to the model have all been checked to ensure that geometry,

stop-line location, number of lanes, bus stop locations, etc. have been coded as accurately

as possible.

The “Check and Fix Experiment” feature in Aimsun has been used to identify any errors in

the model coding and all warnings have been investigated and addressed, as necessary.

The models have been run as “animated simulations” and observed carefully to check that

they are working correctly, with any errors being corrected. Traffic signal coding has been

reviewed and the resulting operation has been compared to the operation on-site.




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4 Model Calibration

4.1 Introduction

Model calibration is the process of adjusting the parameters of the model to ensure that

simulated traffic flows, routes and travel behaviour correspond with observed behaviour. A

number of features within the Aimsun models were calibrated to ensure the best

representation of the network and driver behaviour.

The calibration parameters in the model include:

Behavioural Models;

Section characteristics;

Give-way model parameters;

Turn characteristics;

Vehicle characteristics;

Simulation step and reaction time;

Traffic Flow Calibration.

The calibration of the model is discussed in detail in the following sections.

4.2 Behavioural Models

4.2.1 Car Following and Lane Change Models

Both car following and lane changing models have global parameters for which it is

possible to alter the default settings. The 2-lane car following model with default

parameters was used in the model.

The lane changing model is a decision process and the factors of the model include

percentage overtake (percentage of the desired speed of a vehicle below which the vehicle

may decide to overtake), percentage recover (percentage of the desired speed of a vehicle

above which a vehicle may decide to get back into the slower lane) and distance zone

variability (the percentage variability in the look ahead distances described in section 4.3).

In the model, none of the values were changed from these default settings, which are

shown in Table 3.




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Table 3: Car Following and Lane Changing Parameters

Parameter Value

Percentage Overtake 90%

Percentage Recover 95%

Distance Zone Variability 40%

4.3 Section Characteristics

There are a number of section characteristics that can be calibrated in the Aimsun model

as follows:

Section Maximum Speed: This gives the maximum speed that vehicles travel on the

section, although the maximum speed for each vehicle will vary (higher or lower)

depending on speed limit acceptance characteristic of the drivers. The section

maximum speed in the model has been set to be equal to the signed speed limit;

Yellow Box Speed: The yellow box speed prohibits a vehicle from entering the

junction area (which is designated as a yellow box) should the preceding vehicle be

travelling at a speed lower than the specified value. This facility can be used to

model yellow boxes that are marked on-street. However, it is also used to simulate

the effect of slow moving traffic on the main road allowing traffic to emerge from

minor side roads, to avoid gridlock which often occurs in many microsimulation

models, and to adjust the relative capacity of approaches. The yellow box speed can

also be set by turning movement. The yellow box speed has been set to zero for

some turns to and from minor road arms at priority junctions, whilst the major road

yellow box speeds have been maintained at the default values. This has the effect of

major road traffic creating gaps and showing courtesy to minor road traffic in

congested situations.

Lane Changing Cooperation: This parameter considers the percentage of upstream

vehicles that try to create a gap for a vehicle that tries to change lanes. The default

value of 80% has been assumed for in the model.




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4.4 Give-Way Model Parameters

Visibility to give way: This is distance from the end of the link where vehicles begin

to apply the gap acceptance model and is used to calibrate the capacity of priority

junctions and has initially been set by road type, as shown in Table 4.

Visibility along main stream: This is the distance along the major road within which

vehicles travelling on the main road are taken into account in the gap acceptance

model and has been set by road type, as shown in Table 4.

Initial and final safety margin and initial and final give-way time factor: In the

give-way model, minor road vehicles will emerge into the major road if there is a

large enough gap to avoid a collision. The initial and final safety margins add an

additional element of safety in the algorithm. This safety margin reduces over time

from the initial to final safety margin to reflect the increased likelihood of a driver

accepting a smaller gap the longer they have to wait. The length of time before the

safety margin starts to reduce and length of time over which the safety margin in

reduced depends on the give way time parameter, which varies for different

vehicles. The initial and final give-way time factors can be adjusted to vary these

lengths. These have been set by road type, as shown in Table 4.

Table 4: Give Way Parameters

Road Type

Vis

ibilit

y t

o G

ive

Way (

m)

Vis

ibilit

y a

long m

ain

stre

am

(m

)

Init

ial Safe

ty M

arg

in

(s)

Fin

al Safe

ty M

arg

in

(s)

Init

ial G

ive-w

ay

Facto

r

Fin

al G

ive-w

ay

Facto

r

Trunk 50 144 3.0 1.0 1.0 2.0

Primary 30 60 3.0 1.0 1.0 2.0

Tertiary 30 60 3.0 1.0 1.0 2.0

Unclassified 30 60 3.0 1.0 1.0 2.0

Specific changes have been made at turn level to further calibrate the give-way

behaviour.




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4.5 Turning Characteristics

Turning Speed: This is the maximum speed a vehicle will travel when making the

turn, although the speed will vary (higher or lower) depending on the speed limit

acceptance characteristic of the drivers. A vehicle driving through a section will start

to decelerate while approaching the turn in order to reach its turning speed at the

end of the section. The turning speed is maintained during the turn and, when

entering the next section, the vehicle will start to accelerate again according to its

desired speed for that section. The turning speeds in the model have been

automatically calculated by Aimsun based on the geometry of the turn. The

automatically calculated speeds have been reviewed to ensure they are appropriate,

and the values have been manually lowered at roundabouts to generate more

realistic behaviour.

Look Ahead Distance Zones 1 and 2: The lane changing model considers three zones

labelled Zone 1, 2 and 3. In Zone 1, lane-changing decisions are mainly governed by

the traffic conditions of the lanes involved and the next desired turning movement is

not taken into account. In Zone 2, it is the desired turning movement that affects the

lane-changing decision. Vehicles not driving in the correct lane for the next turn tend

to move towards the correct lane. Vehicles looking for a gap may try to adapt to it,

but do not affect the behaviour of vehicles in the adjacent lanes. In Zone 3, vehicles

are forced to reach the correct lane, reducing speed if necessary, and even coming

to a complete stop in order to make the lane change possible. Also, vehicles in the

adjacent lane can modify their behaviour in order to provide a gap big enough for the

vehicle to change lanes. The “Distance Zone 1” and “Distance Zone 2” parameters

determine the locations of Zones 1, 2 and 3 and therefore affect how the lane

changing model is applied in different parts of the network. These parameters were

reviewed in order to obtain realistic lane-changing behaviour and lane usage in the

model.

4.6 Vehicle Characteristics

There are several vehicle characteristics specified in the model. Almost all parameters are

defined using a truncated normal distribution. The mean, standard deviation, maximum

and minimum values are carefully defined. The characteristics can be broadly split into

two categories: vehicle properties and driver characteristics. Vehicle properties include

size, maximum speed and maximum acceleration and driver characteristics include speed

acceptance, minimum distance between vehicles and maximum give way time.

Maximum Acceleration: The default maximum acceleration rates in Aimsun are

generally high, especially for cars. Fore have used more accurate maximum

acceleration rates which were researched for a project in Wakefield. These result in




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a more realistic representation of vehicle dynamics. The maximum acceleration

rates used in the model are set out in Table 5 below.

Table 5: Maximum Acceleration Rates

Vehicle Type

Maximum Acceleration Rates (m s-2)

Mean Standard Deviation

Minimum Maximum

Car 1.85 0.43 1.35 2.75

HGV 1.25 0.5 0.75 1.75

LGV 1.65 0.5 1.15 2.15

Bus 1.5 0.5 1 2

Maximum Give Way Time: When a vehicle is in a give-way situation, for example at

a give-way or stop sign in a junction or on a merge, it applies either the normal gap-

acceptance model or a lane-changing model in order to cross or merge with traffic,

respectively. When a vehicle has been at a standstill for more than this Give-way

Time (in seconds), it will become more aggressive and will reduce the acceptance

margins. This period is also used in the Lane-Changing model as the time that a

vehicle accepts being at a standstill while waiting for a gap to be created in the

desired turning lane before giving up and continuing ahead. The default values have

been used.

4.7 Simulation Step and Reaction Time

The reaction time is a global parameter which defines the time it takes a driver to react to

changes in speed of the preceding vehicle, and this will influence the capacity at signal

controlled junctions. The parameter can be either fixed (for all vehicle types) or variable

(a discrete probability function is defined for each vehicle type). The default reaction time

has been used.

The reaction time at stop (which determines how quickly a vehicle reacts from a complete

stop) and reaction time at traffic light (which determines how quickly the vehicle at the

head of the queue at a traffic signal reacts to the changing signals) are also global

parameters which can be varied. These have been left as the default Aimsun values.

The reaction time parameters set for each time period in the model are shown in Table 6.




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Table 6: Simulation Step and Reaction Time

Parameter Value (s)

Simulation Step / Reaction Time 0.8

Reaction Time at Stop 1.2

Reaction Time at Traffic Light 1.6

4.8 Trip Generation

When loading a traffic demand into the simulation model a number of different models can

be used to determine the headway between two consecutive vehicle arrivals. Five types of

traffic generation are available in Aimsun: exponential, uniform, normal, constant, and

ASAP. Figure 3 illustrates the trip generation profile for each type of distribution. Clearly,

the ASAP distribution is not appropriate for this model and was therefore discounted.

Sensitivity testing of the other distributions was undertaken to determine which best

reflected reality. The uniform, normal and constant distributions did not result in

sufficient variation in traffic flows. The exponential distribution was therefore used as it

models some platooning on the approaches to the model.

Figure 3: Trip Generation




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4.9 Traffic Flow Verification

4.9.1 Criteria

Modelled traffic flows have been compared to observed turn and section traffic flows to

verify that the model is correctly reproducing the inputted traffic flows.

WebTAG sets out acceptability guidelines3 for the calibration and validation of section

flows and turning movements and these are summarised in Table 7.

Table 7: WebTAG Section Turning Flow Calibration / Validation Criteria and Acceptability Guidelines

Criteria Acceptability Guideline

Individual flows within 15% for flows between 700 and 2,700 vph

>85% of cases Individual flows within 100 vph for flows < 700 vph

Individual flows within 400 vph for flows > 2,700 vph

Individual flows with a GEH Statistic4 < 5

4.9.2 Verification Results

The results of the traffic flow verification for turn counts in the AM and PM peak periods

are summarised in Table 8 and Table 9for section flows and turning movements,

respectively. The analysis shows that the traffic flows within the model are represented to

a high level of accuracy, all section and turning flows being replicated within the

acceptability guidelines set out in WebTAG.

Additionally, the results are shown spatially in Screenshot 2 to Screenshot 5. Green

represents a GEH statistic of less than 5, orange represents a GEH statistic between 5 and

10 and red represents a GEH statistic greater than 10. The analysis shows that traffic

flows in the model are reproduced to an acceptable level of accuracy, with all links and

turns having GEH statistics of less than 5 in both the AM and PM peak periods.

3 TAG Unit M3.1, Table 2 4 The GEH statistic is a widely used goodness of fit test to compare two sets of traffic data.




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Table 8: Summary of Peak Traffic Flow Verification – Sections

Time Period

Percentage Sections with

Flow < 700 vph modelled

within 100 vph

Percentage Sections with Flow between 700 and 2,700 vph modelled

within 15%

Percentage Sections with Flow >2,700

vph modelled within 400 vph

Percentage of Sections with

GEH < 5

AM Peak (07:00 to 10:00) 100% 100% N/A 100%

PM Peak (16:00 to 19:00) 100% 100% N/A 100%

Table 9: Summary of Peak Traffic Flow Verification – Turns

Time Period

Percentage Turns with

Flow < 700 vph modelled

within 100 vph


Flow between 700 and 2,700 vph modelled

within 15%


Flow >2,700 vph modelled within 400 vph

Percentage of Turns with

GEH < 5

AM Peak (07:00 to 10:00) 100% 100% N/A 100%

PM Peak (16:00 to 19:00) 100% 100% N/A 100%

Screenshot 2: AM Peak (07:00 to 10:00) Section Flow Verification




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Screenshot 3: AM Peak (07:00 to 10:00) Turn Flow Verification

Screenshot 4: PM Peak (16:00 to 19:00) Section Flow Verification




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Screenshot 5: PM Peak (16:00 to 19:00) Turn Flow Verification

4.10 Regression Analysis

As well as considering the GEH statistic, DMRB5 recommends the use of regression analysis

to compare how well the observed and modelled data are correlated. The regression

analysis calculates the correlation coefficient (R), which can be used to measure the

goodness of model fit. A correlation coefficient of 1.0 would denote a perfect fit and DMRB

advises that the correlation coefficient should be greater than 0.95.

Screenshot 6 to Screenshot 9 illustrates the regression lines in AM and PM periods and

Table 10 summarises the values of the correlation coefficient, R. The table shows that the

calibration sections and turns in both periods have a correlation co-efficient that exceeds

the DMRB guidance.

Table 10: Aimsun Model Traffic Flow Calibration Correlation Coefficients

Type

Correlation Coefficient, R

AM Peak Period

(07:00 to 10:00)

PM Peak Period

(16:00 to 19:00)

Sections 0.999 0.999

Turns 0.999 0.999

Note: All values rounded to 3 decimal places

5 Design Manual for Roads and Bridges, Volume 12, Section 2, Part 1, Paragraph 4.4.42




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Screenshot 6: Regression Analysis – AM Peak Period (07:00 to 10:00) - Sections




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Screenshot 7: Regression Analysis – AM Peak Period (07:00 to 10:00) - Turns




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Screenshot 8: Regression Analysis – PM Peak Period (16:00 to 19:00) - Sections




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Screenshot 9: Regression Analysis – PM Peak Period (16:00 to 19:00) – Turns




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5 Model Validation

5.1 Introduction

The validation process determines whether the simulated model is an accurate

representation of the observed situation by comparing modelled output data with observed

data. The validation results are an average of ten model runs (known as replications) for

each modelled period, each of the ten model replications being unique and effectively

reflecting the variation in traffic conditions on different days.

Queue length data collected at the same time as the traffic survey described in section 2.9

was used to validate the Cargo Fleet Roundabout Aimsun model.

5.2 Queue Length Validation

Queue lengths on each approach to the Cargo Fleet Roundabout and Cargo Fleet Lane /

South Bank Road roundabout have been collected during the weekday AM and PM peak

period. For signalised approaches queues have been recorded at the end of each red

phase during each cycle of the traffic signals. The observed minimum, mean and maximum

queues are presented in Table 11 for each peak hour. On non-signalised approaches

maximum queues have been recorded at five minute intervals, which are presented in

Table 12.

Mean and maximum queue lengths for each approach have also been outputted from the

Aimsun model for each 15 minute interval modelled in the weekday AM and PM peak

periods. These are also presented in Table 11 and Table 12, and queue length graphs have

been produced and are included as Appendix B. These represent an average of the mean

and maximum queues observed over ten model runs and therefore represent an average

mean/max queue.

Table 11: Comparison of Observed and Modelled Queue Lengths – Signalised Approaches

Approach Observed Queue (Veh) Modelled Average

Mean Queue (veh)

AM Peak Period (0700 to 1000) Min Mean Max

A66 Eastbound

Lane 1 2.0 7.2 16.0 6.3

Lane 2 1.0 9.4 21.0 6.4

Lane 3 1.0 12.2 35.0 13.8




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Approach Observed Queue (Veh) Modelled Average

Mean Queue (veh)

A66 Westbound

Lane 1 0.0 10.4 25.0 8.5

Lane 2 0.0 13.8 28.0 8.4

Lane 3 0.0 0.4 12.0 0.2

PM Peak Period (1600 to 1900)

A66 Eastbound

Lane 1 0.0 15.3 32.0 6.9

Lane 2 0.0 13.1 27.0 9.9

Lane 3 0.0 13.7 31.0 21.1

A66 Westbound

Lane 1 1.0 9.2 22.0 11.3

Lane 2 0.0 10.2 29.0 11.3

Lane 3 0.0 0.3 2.0 0.2

Table 12: Comparison of Observed and Modelled Queue Lengths – Non-Signalised Approaches

Approach Observed Max Queue (Veh) Modelled Average Max

Queue (veh)

AM Peak Period (0700 to 1000) Min Mean Max

Works Road

Lane 1 0.0 0.9 4.0 3.1

Lane 2 0.0 1.3 5.0 1.4

Cambridge Road

Lane 1 0.0 2.7 8.0 4.7

South Bank Road West

Lane 1 (LT) 0.0 0.7 3.0 0.8

Lane 2 0.0 0.7 2.0 1.2

Lane 3 0.0 0.3 1.0 1.1




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Approach Observed Max Queue (Veh) Modelled Average Max

Queue (veh)

Cargo Fleet Lane

Lane 1 1.0 4.6 11.0 5.4

Lane 2 0.0 2.3 7.0 2.9

South Bank Road East

Lane 1 (LT) 0.0 0.9 4.0 1.8

Lane 2 0.0 0.6 4.0 1.1

Lane 3 0.0 4.9 15.0 10.9

PM Peak Period (1600 to 1900)

Works Road

Lane 1 0.0 1.5 5.0 3.4

Lane 2 0.0 1.3 4.0 1.9

Cambridge Road

Lane 1 1.0 3.8 8.0 7.4

South Bank Road West

Lane 1 (LT) 0.0 1.1 5.0 1.0

Lane 2 0.0 0.8 4.0 1.1

Lane 3 0.0 0.4 2.0 1.2

Cargo Fleet Lane

Lane 1 0.0 3.6 14.0 5.5

Lane 2 0.0 1.6 5.0 2.6

South Bank Road East

Lane 1 (LT) 0.0 0.8 4.0 1.9

Lane 2 0.0 0.3 3.0 0.5

Lane 3 0.0 4.6 15.0 10.3

Given the above and Appendix B, it can be seen that the modelled queues fall within the

observed minimum and maximum queues and are generally similar to the observed mean

queues, with the majority of queues modelled within two vehicles.




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However, given that greater discrepancies exist, it should be considered that the queues

outputted from Aimsun are not always directly comparable with the queues observed on-

street for the following reasons:

In Aimsun, vehicles are defined as entering a queue when their speed drops below 1

m/s and leave the queue when their speed rises above 4 m/s whereas the on-street

observations of whether a vehicle is in a queue are more subjective.

Regarding signalised approaches, the mean observed queue is an average of the

queue observed each cycle, whereas the average mean modelled queue is an average

over ten model runs of the mean queue observed in each one minute interval.

Having regard to the above, it is not often possible to make a direct numerical comparison

between the modelled and observed queue values. However, by comparing the modelled

mean and maximum queues with the minimum, maximum and mean observed queues, it is

possible to determine whether the modelled queuing behaviour is representative of the

observed queuing.




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6 2025 Future Year Scenario – Do Minimum

6.1 Network Coding Changes

The 2025 Future Year Do Minimum network layout remains consistent with the 2016 Base

Year layout, which is shown in Figure 4.

Figure 4: 2025 Future Year Do Minimum Network Coding

6.2 Signal Timing Amendments

The traffic signals have been coded in accordance with the 2016 Base Year layout.

6.3 Traffic Demand

The 2025 Future Year Do Minimum matrices reflect the base year traffic demand factored

up to the future year 2035 by National Transport Model (NTM) locally-adjusted growth

factors derived using TEMPro. These factors are summarised in Table 13.

Table 13: NTM Local Growth Factors

Base Year Future Year

NTM Local Growth Factor for Middlesbrough

AM Peak PM Peak

2016 2025 1.1034 1.0962




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7 2025 Future Year Scenario – Do Something

7.1 Option 1

7.1.1 Highway Improvements

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 Figure 5.




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Figure 5: 2025 Future Year Do Something Option 1 Network Coding

7.1.2 Traffic Signal Coding

Signal timings have been amended to include the additional stages and ensure the efficient

operation of the junction. The cycle time remains at 60 seconds, consistent with the 2025

Future Year Do Minimum scenario.

7.2 Option 2


The Option 2 highway mitigation scheme represents a variation on Option 1 and includes

the following:

Realignment of the A66 to allow the provision of eastbound through-movements

through the centre of the exiting roundabout;


eastbound approach;

Provision of two lanes eastbound through the roundabout;




30

Realignment of the kerbline to allow turning from the A66 eastbound to Cambridge

Road;

Realignment of the kerbline 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 for through traffic;

Realignment of the existing footway on the central island of the roundabout to

accommodate the repositioned crossing across the western circulatory.


Figure 6: 2025 Future Year Do Something Option 2 Network Coding




31





7.3 Option 3A


The Option 3A highway mitigation scheme includes the following:

Realignment of the A66 eastbound approach to allow the provision of right turn

through-movements through the centre of the exiting roundabout;


eastbound approach;

Provision of two lanes through the roundabout to Cargo Fleet Lane;

Provision of a give-way on the Cargo Fleet Lane exit of the roundabout;

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;

Relocation of the uncontrolled crossing point on the Cargo Fleet Lane exit of the

roundabout.





32

Figure 7: 2025 Future Year Do Something Option 3A Network Coding





7.4 Option 3B


The Option 3B highway mitigation scheme represents a slight variation on Option 3A and

includes the following differences:

Relocation of the exiting signal-controlled pedestrian crossing points across the

western and southern circulatory to accommodate through traffic movements;

Realignment of the existing footway on the central island of the roundabout to

accommodate the repositioned crossing points;

No signal-controlled pedestrian crossing provided across the A66 westbound exit of

the roundabout.




33


Figure 8: 2025 Future Year Do Something Option 3B Network Coding





7.5 Traffic Demand

The 2025 Future Year Do Something traffic demand matrices remain consistent with the

2025 Future Year Do Minimum matrices.




34

8 Aimsun Model Results

Statistics have been extracted from the 2025 Future Year scenarios and are presented in

this section.

8.1 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 option. 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);

Graph 1: Average Travel Time – AM




35

Graph 2: Average Travel Time – PM

Graph 3: Network Delay – AM




36

Graph 4: Network Delay – PM

The graphs indicate that travel time and delay is likely to increase significantly by 2025 as

a result of background traffic growth in both the AM and PM peak period.

During the AM peak period, all assessed options result in significant reductions in both

travel time and network delay, with Option 1 and Option 3B providing the largest benefit.

It should also be noted that Option 1 would provide betterment when compared against

the 2016 Base Year scenario, resulting in seven seconds less delay per km experienced by

each vehicle.

In the PM peak period all tested options also result in significant reduction in delay and

travel time when compared to the 2025 Future Year Do Minimum scenario. Furthermore,

all options would likely result in a betterment compared with the 2016 Base Year scenario,

with Option 3A and Option 3B providing a material reduction in delay.

Given the above, and discussions with officers at MBC, Option 1 and Option 3B have been

identified as preferred options. As a result, both schemes have been designed to a

preliminary level of detail and are illustrated on Drawing 2085/100-P-001 (Rev. A) and

2085/100-P-002 (Rev. A) Option 1 and Option 3B have been assessed in further detail in

the following sections.




37

8.2 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 a direct indicator of congestion. Appendix C presents the statistics for

each arm of the junction. A 15 minute extraction period was used for each peak hour to

show the build-up and decay of traffic in more detail. Table 14 explains the statistics that

have been presented.

Table 14: 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

8.2.1 2025 Future Year Do Something Scenario – Option 1

During the 2025 Future Year Option 1 scenario the individual arm statistics indicate the

following:

With Option 1 in place there are no material impacts on the Works Road approach to

the roundabout during the AM or PM peak hour.

There is a material reduction in delay on the Cambridge Road approach to the

roundabout. During the AM peak hour a mean decrease in delay of 27 seconds is

observed, with a decrease of 46 seconds in the PM peak hour. This equates to a 40%

and 92% reduction, respectively.

Option 1 provides significant benefits on the A66 Eastbound approach to the

roundabout. During the AM peak hour a decrease in mean queueing of up to 88

vehicles is recorded, whereas, a decrease of 84 vehicles is observed in the PM peak




38

hour. This translates into a material decrease in delay of 392 and 242 seconds in the

AM and PM peak hour, respectively.

Given the lack of queueing observed on the South Bank West during the 2025 Future

Year Do Minimum scenario, Option 1 does not provide a material impact when

considering mean queue. However, when considering average delay, Option 1

provides material reductions of up to 39% and 75% in the AM and PM peak hour,

respectively.

With Option 1 in place reductions mean queueing and delay are observed on Cargo

Fleet Lane. However, in the PM peak hour the maximum queue observed increases

from 13 to 21 vehicles.

Marginal increases in delay are observed on South Bank Road East are modelled with

Option 1 in place. These increases are likely due to an increased conflicting flow

exiting the Cargo Fleet Roundabout as a result of the capacity improvements for

right-turning traffic. However, these increases are considered to be immaterial given

the small amounts of delay observed in the 2025 Future Year Do Minimum scenario.

Significant decreases in the number of vehicles queueing are observed on the A66

Westbound approach to the roundabout with 18 and 27 fewer vehicles queuing in the

AM and PM peak hour, respectively. This translates into a mean decrease in delay of

77 seconds in the AM peak hour and 130 seconds in the PM peak hour, respectively.

8.2.2 2025 Future Year Do Something Scenario – Option 3B

During the 2025 Future Year Option 3B scenario the individual arm statistics indicate the

following:

With Option 3B in place there are no material impacts on the Works Road approach

to the roundabout during the AM or PM peak hour given the limited delay observed

during the 2020 Future Year Do Minimum scenario.

There is a material reduction in delay on the Cambridge Road approach to the

roundabout. During the AM peak hour a mean decrease in delay of 62 seconds is

observed, with a decrease of 43 seconds in the PM peak hour. This equates to a 93%

and 86% reduction, respectively.

Similarly to Option 1, Option 3B provides significant benefits on the A66 Eastbound

approach to the roundabout. During the AM peak hour a decrease in mean queueing

of up to 89 vehicles is observed, with an 86 vehicle decrease observed in the PM peak

hour. This equates to a significant decrease in delay of 400 and 253 seconds in the

AM and PM peak hour, respectively.




39

Option 3B would likely result in disbenefit on the South Bank Road West approach to

the roundabout, with mean increases in delay of 207 and 42 seconds in AM and PM

peak hour, which would constitute a material increase.

With Option 3B in place increases in delay are also observed on Cargo Fleet Lane.

Mean increases of 269 seconds are recorded in the AM peak hour, with a reduced

impact of 11 seconds observed in the PM peak hour. This translates into a 62 and 2

vehicle increase in mean queueing in the AM and PM peak hour, respectively. These

increases are likely the consequence of increasing the green time for the A66

Westbound approach to the Cargo Fleet Roundabout at the expense of the Cargo

Fleet Lane approach.

No material impacts were observed on the South Bank Road East approach to the

roundabout.

Large benefits are seen on the A66 Westbound approach to the roundabout as

significant decreases in the number of vehicles queueing observed, with 19 and 46

fewer vehicles queuing in the AM and PM peak hour, respectively. This equates to a

mean decrease in delay of 95 seconds in the AM peak hour and 280 seconds in the PM

peak hour, respectively.

8.3 Junction Statistics

8.3.1 Aggregation

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 15.

Table 15: 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.




40

8.3.2 Results

The junction statistics for the AM and PM peak periods are presented in Table 16 and Table

17 respectively.

Table 16: AM Junction Statistics

Junction Statistic Units 2025 Future Year

Do Minimum Option 1 Option 3B

Flow veh/h 5128 5414 5301

Delay s 198 42 76

Mean Queue veh 127 19 80

Max Queue veh 313 84 235

Speed km/h 14 21 23

Table 17: PM Junction Statistics

Junction Statistic Units 2025 Future Year

Do Minimum Option 1 Option 3B

Flow veh/h 5246 5589 5673

Delay s 205 36 38

Mean Queue veh 149 13 17

Max Queue veh 424 75 101

Speed km/h 15 21 22

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

that both Option 1 and Option 3B provide a significant improvement on the 2025 Future

Year Do Minimum operation of the junction.

The aggregated statistics indicate that Option 1 would perform most favourably overall due

to the greater capacity improvements provided by the scheme. The reduced benefit

associated with Option 3B is likely due to the increased queuing observed on the South

Bank Road West and Cargo Fleet Lane approach, especially during the AM peak hour.

8.4 Travel Time Statistics

To analysis the impact of each option on travel time, OD paths from/to each arm have

been defined in Aimsun to generate travel times associated with each movement.




41

8.4.1 2025 Future Year Do Something Scenario – Option 1

The difference in travel times between 2025 Future Year Do Minimum scenario and the

2025 Future Year Option 1 scenario are presented for the AM and PM peak hour in Table 18

and Table 19, respectively.

Table 18: AM Travel Time Differences – Option 1

Travel Time (s)

Works Rd C’bridge

Rd A66 EB

South Bank Rd

W

Cargo Fleet Ln

South Bank Rd E

A66 WB

Works Rd +43 +47 +43 +71 +16 +5 +12

C’bridge Rd

-39 N/A -52 -66 -42 -73 -26

A66 EB -301 -316 -244 -467 -407 -375 -306

South Bank Rd

W N/A -18 -8 N/A -1 -3 -22

Cargo Fleet Ln

-35 -24 -6 0 0 -1 -24

South Bank Rd E

-22 -20 -7 -1 0 N/A -26

A66 WB -159 -122 -138 -351 -137 -223 -75




42

Table 19: PM Travel Time Differences – Option 1

Travel Time (s)

Works Rd C’bridge

Rd A66 EB

South Bank Rd

W

Cargo Fleet Ln

South Bank Rd E

A66 WB

Works Rd N/A +32 +18 +5 -6 -12 +3

C’bridge Rd

-27 N/A -28 -50 -37 -56 -27

A66 EB -128 -96 -367 -341 -272 -324 -84

South Bank Rd

W -16 -33 0 N/A +1 -3 -27

Cargo Fleet Ln

-22 -20 +2 0 N/A -1 -14

South Bank Rd E

-25 -22 -1 -1 -1 N/A -17

A66 WB -432 -425 -463 -448 -414 -461 -394

The travel time analysis indicates that the delivery of Option 1 would provide significant

journey time benefits along the A66 in both directions, which is attributable to the

increased capacity yielded by providing movements through the roundabout. Overall

moderate to large decreases in travel time are observed across the majority of

movements. However, some increases in travel time are recorded on movements

originating on the Works Road approach to the junction. During the AM peak hour all

movements from Works Road result in an increased travel time, which is likely a

consequence of the increased circulatory flow provided by the provision of an additional

lane for traffic travelling to Cargo Fleet Lane. During the PM peak hour these impacts are

less pronounced.

8.4.2 2025 Future Year Do Something Scenario – Option 3B

The difference in travel times between 2025 Future Year Do Minimum scenario and the

2025 Future Year Option 3B scenario are presented for the AM and PM peak hour in Table

20 and Table 21, respectively.




43

Table 20: AM Travel Time Differences – Option 3B

Travel Time (s)

Works Rd C’bridge

Rd A66 EB

South Bank Rd

W

Cargo Fleet Ln

South Bank Rd E

A66 WB

Works Rd +14 +1 -15 -8 -4 -11 -2

C’bridge Rd

-53 N/A -107 -85 -94 -97 -54

A66 EB -295 -310 -267 -498 -449 -400 -305

South Bank Rd

W N/A +113 +176 N/A +28 +39 +209

Cargo Fleet Ln

+111 +142 +75 +56 +34 +55 +108

South Bank Rd E

+25 +40 +34 +1 0 N/A +52

A66 WB -194 -160 -155 -364 -136 -217 -70




44

Table 21: PM Travel Time Differences – Option 3B

Travel Time (s)

Works Rd C’bridge

Rd A66 EB

South Bank Rd

W

Cargo Fleet Ln

South Bank Rd E

A66 WB

Works Rd N/A -11 -31 +15 -14 -13 -4

C’bridge Rd

-26 N/A -72 -61 -49 -60 -40

A66 EB -121 -96 -443 -403 -333 -423 -125

South Bank Rd

W +14 +29 +36 N/A +2 +1 +35

Cargo Fleet Ln

+18 +17 +18 +8 N/A +6 -2

South Bank Rd E

+22 +22 +10 0 -2 N/A +14

A66 WB -452 -443 -450 -435 -404 -442 -419

Similarly to Option 1, the travel time analysis indicates that Option 3B would provide

significant journey time benefits along the A66. This is the result of providing a facility for

right-turners on the A66 Eastbound approach which is a dominant movement at the

roundabout. The resultant reduced flow on the circulatory of the roundabout frees up

greater capacity on the approaching arms.

Whilst the provision of Option 3B does provide travel time benefits for the arms of the

roundabout north of Cargo Fleet Lane, travel time disbenefits are observed for movements

originating from the southern approaches to the junction. The impacted approaches

include South Bank Road West, Cargo Fleet Lane, and South Bank Road East and are likely

the result of the reduced green time afforded to the Cargo Fleet Lane approach to the

Cargo Fleet Roundabout in this scenario. This is necessary to manage the queues on the

A66 Westbound approach given that capacity improvements are not provided on this

approach as part of the Option 3B proposals. During the PM peak hour these impacts are

less pronounced.




45

9 Summary and Conclusions

9.1 Introduction

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

(MBC) to develop an Aimsun microsimulation model of the Cargo Fleet Roundabout located

on the A66. The model has been calibrated, validated, and used to assess the impact of

implementing various alternative roundabout designs to determine the level of mitigation

that is required to accommodate future year traffic.

9.2 Base Model Description

The Aimsun base model is representative of the Cargo Fleet Roundabout. The model has

been developed to be representative of the year 2016 during the following time periods:

AM peak period: 0700 to 1000;

PM peak period: 1600 to 1900.

The model considers the following vehicle types:

Cars;

Light Goods Vehicles (LGVs) – comprising commercial vehicles with a gross vehicle

weight of less than 3.5t;

Heavy Goods Vehicles – comprising commercial vehicles (except buses) with a gross

vehicle weight greater than 3.5t;

Buses – comprising all public service buses.

9.3 Calibration and Validation

The model has been fully calibrated and validated and accurately reflects observed traffic

flows and queue length data.

9.4 Future Year Scenarios

The following 2025 Future Year scenarios were used to assess the Cargo Fleet Roundabout:

2025 Future Year Do Minimum – this reflects current highway layout and background

traffic growth to 2025;




46

2025 Future Year Do Something Option 1 – this reflects the mitigated highway layout

proposed as part of the Option 1 proposals and background traffic growth to 2025;

2025 Future Year Do Something Option 2 – this reflects the mitigated highway layout

proposed as part of the Option 2 proposals and background traffic growth to 2025;

2025 Future Year Do Something Option 3A – this reflects the mitigated highway layout

proposed as part of the Option 3A proposals and background traffic growth to 2025;

2025 Future Year Do Something Option 3B – this reflects the mitigated highway layout

proposed as part of the Option 3B proposals and background traffic growth to 2025;

From these initial scenarios, the 2025 Future Year Do Something Option 1 and 2025 Future

Year Do Something Option 3B scenario were identified as preferred and modelled in

greater detail.

9.5 Future Year Modelling

Statistics have been extracted from the preferred future year scenarios for individual arms

and also for the junction as a whole. The statistics that Option 1 and Option 3B provide a

significant improvement on the 2025 Future Year Do Minimum operation of the junction.

The modelling suggests that Option 1 would provide greater benefit and perform most

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

Additionally, travel time analysis was also undertaken and indicated that both options

would provide significant travel time benefits along the A66 in both directions. Again,

Option 1 was observed to provide greater benefits overall with moderate to large

decreases in travel time observed across the majority of movements.

Drawings

PRIMARY SIGNALS FOR

NEW JUNCTION

REALIGN ISLAND TO ALLOW

FOR NEW TRAFFIC LANES

NEW TRAFFIC ISLAND



NEW ISLAND TO ALLOW FOR

NEW TRAFFIC LANES AND

CROSSING

PRIMARY SIGNALS FOR

NEW JUNCTION

PRIMARY SIGNALS FOR

NEW JUNCTION

PRIMARY SIGNALS FOR

NEW JUNCTION

NEW FOOTWAY

NEW KERBLINE TO ALLOW TURNING

ONTO A66 EASTBOUND

ADJUST EXISTING KERBLINE

ON CENTRAL ISLAND

SECONDARY SIGNAL

FOR NEW JUNCTION

PROPOSED 2-WAY TRAFFIC

LANES THROUGH ROUNDABOUT

THROUGH

CROSSING

PRIMARY SIGNALS FOR

NEW JUNCTION

MAST ARM

TRAFFIC SIGNAL

NEW KERBLINE TO ALLOW TURNING

ONTO CAMBRIDGE ROAD

Drawing Title

Project

DO NOT SCALE

N O T E S

C THIS DRAWING IS THE PROPERTY OF FORE INFRASTRUCTURE

REGISTERED IN ENGLAND NO 9592061 COPYRIGHT RESERVED

A1

Client:

Fore Infrastructure Limited

2nd Floor, Queens House

34 Wellington Street

Leeds

LS1 2DE

0113 2460204

[email protected]

www.foreconsulting.co.uk

Drawn by Checked by Issue Date Scale Format

RevisionDrawing NumberJob Number

REV DESCRIPTION DATE BY

File name: X:\Jobs\2085-08 A66 East-West Connections\Aimsun\Mapping\2085-100-P-001 GA OPTION 1.dwgPlot date: 14 February 2017 16:23:58

MIDDLESBROUGH COUNCIL

CARGO FLEET THROUGHABOUT

FEASIBILITY STUDY

CARGO FLEET ROUNDABOUT

OPTION 1

JSRS 26.01.2017 1:500

2085 100-P-001 A

P R E L I M I N A R Y

GENERAL NOTES

a. THE INFORMATION USED IN PREPARATION OF THIS AND

ALL OTHER FORE INFRASTRUCTURE DESIGNS AND

DRAWINGS IS NOT WARRANTED. IT SHALL BE THE

RESPONSIBILITY OF THE CONTRACTOR TO VERIFY ALL

SURVEY INFORMATION PROVIDED AND REPORT ANY

ANOMALIES TO FORE INFRASTRUCTURE.

DESIGN NOTES

1. ALL DESIGN AND WORKS TO COMPLY WITH CURRENT

VERSION OF THE FOLLOWING DOCUMENTS:

- DESIGN MANUAL FOR ROADS AND BRIDGES (DMRB);

- SPECIFICATION FOR HIGHWAY WORKS (SHW);

- MANUAL FOR STREETS (MFS); AND

2. ALL PROPOSED ROAD MARKINGS TO BE IN ACCORDANCE

WITH THE FOLLOWING:

- TRAFFIC SIGNS REGULATIONS AND GENERAL

DIRECTIONS (TSRGD);AND

- TRAFFIC SIGNS MANUALS CHAPTER 5 - ROAD

MARKINGS.

7. A66 DESIGN SPEED: 30mph

CARGO FLEET LANE DESIGN SPEED: 30mph

CAMBRIDGE ROAD DESIGN SPEED: 30mph

WORKS ROAD DESIGN SPEED: 30mph

KEY

TRAFFIC SIGNAL POLE

A AMEND LINING 14.02.17 RS

PROPOSED CUT THROUGH LANES

FOR RIGHT TURNING TRAFFIC

CARRIAGEWAY LAYOUT TO

REMAIN UNCHANGED

CARRIAGEWAY LAYOUT TO

REMAIN UNCHANGED

NEW SIGNALISED JUNCTION

NEW SIGNALISED JUNCTION

REALIGNED

FOOTPATH

SECONDARY SIGNAL

FOR NEW JUNCTION

RELOCATE UNCONTROLLED

CROSSING POINT

PRIMARY SIGNALS FOR

NEW JUNCTION

RELOCATE CROSSING POINT AND ADJUST

EXISTING KERBLINE ON CENTRAL ISLAND



NEW TRAFFIC ISLAND

PROPOSED CUT THROUGH LANES

FOR RIGHT TURNING TRAFFIC

REPOSITION

SIGNALISED JUNCTION

PRIMARY SIGNALS FOR

NEW JUNCTION

Drawing Title

Project

DO NOT SCALE

N O T E S

C THIS DRAWING IS THE PROPERTY OF FORE INFRASTRUCTURE

REGISTERED IN ENGLAND NO 9592061 COPYRIGHT RESERVED

A1

Client:

Fore Infrastructure Limited

2nd Floor, Queens House

34 Wellington Street

Leeds

LS1 2DE

0113 2460204

[email protected]


Drawn by Checked by Issue Date Scale Format

RevisionDrawing NumberJob Number

REV DESCRIPTION DATE BY

File name: X:\Jobs\2085-08 A66 East-West Connections\Aimsun\Mapping\2085-100-P-001 GA OPTION 3B.dwg Plot date: 14 February 2017 13:52:48

MIDDLESBROUGH COUNCIL

CARGO FLEET THROUGHABOUT

FEASIBILITY STUDY

CARGO FLEET ROUNDABOUT

OPTION 3B

RSRS 26.01.2017 1:500

2085 100-P-002 A

P R E L I M I N A R Y

GENERAL NOTES

a. THE INFORMATION USED IN PREPARATION OF THIS AND

ALL OTHER FORE INFRASTRUCTURE DESIGNS AND

DRAWINGS IS NOT WARRANTED. IT SHALL BE THE

RESPONSIBILITY OF THE CONTRACTOR TO VERIFY ALL

SURVEY INFORMATION PROVIDED AND REPORT ANY

ANOMALIES TO FORE INFRASTRUCTURE.

DESIGN NOTES

1. ALL DESIGN AND WORKS TO COMPLY WITH CURRENT

VERSION OF THE FOLLOWING DOCUMENTS:

- DESIGN MANUAL FOR ROADS AND BRIDGES (DMRB);

- SPECIFICATION FOR HIGHWAY WORKS (SHW);

- MANUAL FOR STREETS (MFS); AND

2. ALL PROPOSED ROAD MARKINGS TO BE IN ACCORDANCE

WITH THE FOLLOWING:

- TRAFFIC SIGNS REGULATIONS AND GENERAL

DIRECTIONS (TSRGD);AND

- TRAFFIC SIGNS MANUALS CHAPTER 5 - ROAD

MARKINGS.

7. A66 DESIGN SPEED: 30mph

CARGO FLEET LANE DESIGN SPEED: 30mph

CAMBRIDGE ROAD DESIGN SPEED: 30mph

WORKS ROAD DESIGN SPEED: 30mph

KEY

TRAFFIC SIGNAL POLE

A AMEND LINING 14.02.17 RS

Appendix A

Traffic Survey Results

Appendix A1

Classified Turning Count Survey Data

Drawn

By:CWSite / Location: Site 1 A66/A171

Project

No:6808 Drawing No: 6808/01

Survey Times: 0700 -1900 Drawing Title: Site Layout and Observed Movements

Survey Date: Thursday 20th October 2016 Project Name: Cargo Fleet

N

6808/ CARGO FLEET

OCT 2016

MANUAL CLASSIFIED COUNT

SITE: 1 DATE: 20/10/2016

LOCATION: A66/A171 DAY: THURSDAY

A TO G A TO F A TO E

TIME CARS LGV OGV1 OGV2 PSV MCL PCL TOT CARS LGV OGV1 OGV2 PSV MCL PCL TOT

07:00 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0

H/TOT 0 0 0 1 1 0 0 2 0 0 0 0 0 0 0 0

08:00 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1

08:15 1 1 0 1 0 0 0 3 0 0 0 0 0 0 0 0

08:30 2 0 0 0 0 0 0 2 2 0 0 0 0 0 0 2

08:45 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 5

H/TOT 3 1 0 1 0 0 0 5 7 1 0 0 0 0 0 8

09:00 0 0 0 1 1 0 0 2 0 1 0 0 0 0 0 1

09:15 0 0 0 1 0 0 0 1 2 3 3 0 0 0 0 8

09:30 2 0 0 0 1 0 0 3 1 2 0 0 0 0 0 3

09:45 2 0 0 1 0 0 0 3 2 0 0 0 0 0 0 2

H/TOT 4 0 0 3 2 0 0 9 5 6 3 0 0 0 0 14

10:00 1 0 0 1 0 0 0 2 1 0 0 0 0 0 0 1

10:15 1 0 0 0 0 0 0 1 0 3 0 0 0 0 0 3

10:30 1 0 0 0 0 0 0 1 2 0 0 0 0 0 0 2

10:45 1 0 1 0 0 0 0 2 2 0 2 0 0 0 0 4

H/TOT 4 0 1 1 0 0 0 6 5 3 2 0 0 0 0 10

11:00 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2

11:15 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

11:30 1 0 0 0 0 0 0 1 1 0 0 0 0 0 0 1

11:45 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0

H/TOT 2 0 0 0 0 0 0 2 2 0 2 0 0 0 0 4

12:00 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

12:15 1 0 0 0 0 0 0 1 5 0 0 0 0 0 0 5

12:30 2 0 0 1 0 0 0 3 1 0 0 0 0 0 0 1

12:45 1 0 0 0 0 0 0 1 3 0 0 0 0 0 0 3

H/TOT 4 0 0 1 0 0 0 5 11 0 0 0 0 0 0 11

6808 Cargo Fleet MCC

NDC for

Fore Consulting

6808/ CARGO FLEET

OCT 2016


SITE: 1 DATE: 20/10/2016


A TO G A TO F A TO E


13:00 0 0 0 0 0 0 0 0 2 2 2 0 0 0 0 6

13:15 0 1 0 1 0 0 0 2 1 4 0 0 0 0 0 5

13:30 2 0 0 0 0 0 0 2 3 2 0 0 0 0 0 5

13:45 0 1 0 0 0 0 0 1 1 0 0 0 0 0 0 1

H/TOT 2 2 0 1 0 0 0 5 7 8 2 0 0 0 0 17

14:00 2 0 0 1 0 0 0 3 1 0 0 0 0 0 0 1

14:15 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 4

14:30 1 0 0 0 0 0 0 1 2 1 0 0 0 0 0 3

14:45 1 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0

H/TOT 4 1 0 1 0 0 0 6 3 5 0 0 0 0 0 8

15:00 2 0 0 0 0 0 0 2 1 2 0 0 0 0 0 3

15:15 1 0 0 0 0 0 0 1 0 0 3 0 0 0 0 3

15:30 1 0 0 0 0 0 0 1 1 2 0 0 0 0 0 3

15:45 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0

H/TOT 5 0 0 0 0 0 0 5 2 4 3 0 0 0 0 9

16:00 3 0 0 0 0 0 0 3 7 0 0 0 0 0 0 7

16:15 4 1 0 0 0 0 0 5 1 0 0 0 0 0 0 1

16:30 7 0 0 0 0 0 0 7 5 0 0 0 0 0 0 5

16:45 2 0 0 0 0 0 0 2 1 0 0 0 0 0 0 1

H/TOT 16 1 0 0 0 0 0 17 14 0 0 0 0 0 0 14

17:00 6 0 0 0 0 0 0 6 2 0 0 0 0 0 0 2

17:15 3 0 0 0 0 0 0 3 1 3 0 0 0 0 0 4

17:30 1 0 0 0 0 0 0 1 3 0 0 0 0 0 0 3

17:45 2 0 0 0 0 0 0 2 1 0 0 0 0 0 0 1

H/TOT 12 0 0 0 0 0 0 12 7 3 0 0 0 0 0 10

18:00 1 0 0 0 0 0 0 1 0 2 0 0 0 0 0 2

18:15 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

18:30 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 2 0 0 0 0 0 0 2 1 2 0 0 0 0 0 3

P/TOT 58 5 1 9 3 0 0 76 64 32 12 0 0 0 0 108


NDC for

Fore Consulting

6808/ CARGO FLEET 6808/ CARGO FLEET

OCT 2016 OCT 2016

MANUAL CLASSIFIED COUNT MANUAL CLASSIFIED COUNT

SITE: 1 DATE:


A TO E A TO D A TO C


07:00 1 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0

07:15 2 0 1 1 0 0 0 4 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 5 0 0 0 1 0 0 6 1 0 0 0 0 0 0 1

H/TOT 8 1 1 1 1 0 0 12 1 0 0 0 0 0 0 1

08:00 2 1 0 0 0 0 0 3 0 0 0 0 0 0 0 0

08:15 2 2 0 0 0 0 0 4 0 0 0 0 0 0 0 0

08:30 3 0 1 0 0 0 0 4 0 0 0 0 0 0 0 0

08:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 7 3 1 0 0 0 0 11 0 0 0 0 0 0 0 0

09:00 4 1 0 0 0 0 0 5 0 0 0 0 0 0 0 0

09:15 2 3 0 0 0 0 0 5 0 0 0 0 0 0 0 0

09:30 1 6 4 0 0 0 0 11 0 0 0 0 0 0 0 0

09:45 2 2 0 0 0 0 0 4 0 0 0 0 0 0 0 0

H/TOT 9 12 4 0 0 0 0 25 0 0 0 0 0 0 0 0

10:00 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0

10:15 1 2 2 0 0 0 0 5 0 0 0 0 0 0 0 0

10:30 4 2 0 0 0 0 0 6 0 0 0 0 0 0 0 0

10:45 4 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0

H/TOT 11 4 2 0 0 0 0 17 0 0 0 0 0 0 0 0

11:00 1 4 0 0 0 0 0 5 0 0 0 0 0 0 0 0

11:15 3 2 3 0 0 0 0 8 0 0 0 0 0 0 0 0

11:30 3 3 3 0 0 0 0 9 0 0 0 0 0 0 0 0

11:45 3 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

H/TOT 10 9 6 0 0 0 0 25 0 0 0 0 0 0 0 0

12:00 4 0 2 0 0 0 0 6 0 0 0 0 0 0 0 0

12:15 4 1 0 0 0 0 0 5 0 2 0 0 0 0 0 2

12:30 3 2 0 0 0 0 0 5 0 0 0 0 0 1 0 1

12:45 5 3 0 0 0 0 0 8 0 0 0 0 0 0 0 0

H/TOT 16 6 2 0 0 0 0 24 0 2 0 0 0 1 0 3

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


A TO E A TO D A TO C


20/10/2016

13:00 7 1 0 0 0 0 0 8 0 0 0 0 0 0 0 0

13:15 2 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0

13:30 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0

13:45 3 0 0 0 0 0 0 3 0 2 0 0 0 0 0 2

H/TOT 14 1 0 1 0 0 0 16 0 2 0 0 0 0 0 2

14:00 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2

14:15 7 1 0 0 0 0 0 8 0 0 0 0 0 0 0 0

14:30 2 0 2 0 0 0 0 4 0 0 0 0 0 0 0 0

14:45 3 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

H/TOT 12 1 2 0 0 0 0 15 0 1 1 0 0 0 0 2

15:00 7 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0

15:15 4 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0

15:30 2 2 0 0 0 0 0 4 0 0 0 0 0 0 0 0

15:45 14 0 2 1 0 0 0 17 0 0 0 0 0 0 0 0

H/TOT 27 2 2 1 0 0 0 32 0 0 0 0 0 0 0 0

16:00 12 2 0 0 0 0 0 14 0 0 0 0 0 0 0 0

16:15 6 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0

16:30 4 3 0 0 0 0 0 7 0 0 0 0 0 0 0 0

16:45 1 0 1 0 0 0 0 2 0 0 0 0 0 0 1 1

H/TOT 23 5 1 0 0 0 0 29 0 0 0 0 0 0 1 1

17:00 2 1 0 0 0 0 0 3 0 1 0 0 0 0 0 1

17:15 4 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0

17:30 3 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

17:45 5 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0

H/TOT 14 1 0 0 0 0 0 15 0 1 0 0 0 0 0 1

18:00 4 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0

18:15 3 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

18:30 2 1 0 0 0 0 0 3 0 0 0 0 0 0 1 1

18:45 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0

H/TOT 11 1 0 0 0 0 0 12 0 0 0 0 0 0 1 1

P/TOT 162 46 21 3 1 0 0 233 1 6 1 0 0 1 2 11


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


A TO C A TO B A TO A


07:00 0 0 0 2 0 0 0 2 1 0 0 0 0 0 0 1

07:15 1 0 1 0 0 0 0 2 1 0 1 0 0 0 0 2

07:30 1 0 1 1 0 0 0 3 1 0 3 0 0 0 0 4

07:45 1 1 2 3 0 0 0 7 3 0 4 0 0 0 0 7

H/TOT 3 1 4 6 0 0 0 14 6 0 8 0 0 0 0 14

08:00 3 1 2 1 0 0 0 7 1 0 2 0 0 0 0 3

08:15 1 0 2 4 0 0 0 7 0 0 2 0 0 0 0 2

08:30 1 1 0 0 0 0 0 2 2 1 0 0 0 0 0 3

08:45 4 0 3 1 0 0 0 8 0 0 2 0 0 0 0 2

H/TOT 9 2 7 6 0 0 0 24 3 1 6 0 0 0 0 10

09:00 3 0 3 0 0 0 0 6 2 0 0 0 0 0 0 2

09:15 1 1 1 3 0 0 0 6 0 0 0 1 0 0 0 1

09:30 1 2 4 3 0 0 0 10 2 0 0 0 0 0 0 2

09:45 2 1 2 0 0 0 0 5 0 1 0 0 0 0 0 1

H/TOT 7 4 10 6 0 0 0 27 4 1 0 1 0 0 0 6

10:00 2 2 3 0 0 0 0 7 2 0 0 0 0 0 0 2

10:15 1 2 4 4 0 0 0 11 1 0 0 0 0 0 0 1

10:30 3 1 4 1 0 0 0 9 0 0 0 0 0 0 0 0

10:45 3 0 1 3 0 0 0 7 1 0 0 0 0 0 0 1

H/TOT 9 5 12 8 0 0 0 34 4 0 0 0 0 0 0 4

11:00 1 0 0 1 0 0 0 2 2 0 0 0 0 0 0 2

11:15 3 0 0 0 0 0 0 3 0 0 1 3 0 0 0 4

11:30 3 2 2 1 0 0 0 8 0 0 2 0 0 0 0 2

11:45 1 2 4 1 0 0 0 8 4 1 0 0 0 0 0 5

H/TOT 8 4 6 3 0 0 0 21 6 1 3 3 0 0 0 13

12:00 3 0 1 2 0 0 0 6 7 1 0 0 0 0 0 8

12:15 2 0 2 0 0 0 0 4 0 2 0 0 0 0 0 2

12:30 3 0 4 1 0 0 0 8 5 0 0 0 0 0 0 5

12:45 0 2 2 1 0 0 0 5 3 0 0 0 0 0 0 3

H/TOT 8 2 9 4 0 0 0 23 15 3 0 0 0 0 0 18

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


A TO C A TO B A TO A


20/10/2016

13:00 2 3 1 0 0 0 0 6 5 0 1 0 0 0 0 6

13:15 1 3 0 2 0 0 0 6 2 0 0 0 0 0 0 2

13:30 3 0 4 2 0 0 0 9 3 0 0 0 0 0 0 3

13:45 1 0 5 1 0 0 0 7 3 0 0 0 0 0 0 3

H/TOT 7 6 10 5 0 0 0 28 13 0 1 0 0 0 0 14

14:00 1 0 2 4 0 0 0 7 0 0 0 0 0 0 0 0

14:15 2 3 3 1 0 0 0 9 0 0 0 0 0 0 0 0

14:30 6 0 2 0 0 0 0 8 0 0 0 0 0 0 0 0

14:45 3 0 1 3 0 0 0 7 0 0 0 0 0 0 0 0

H/TOT 12 3 8 8 0 0 0 31 0 0 0 0 0 0 0 0

15:00 1 2 5 0 0 0 0 8 2 1 0 0 0 0 0 3

15:15 4 1 0 1 0 0 0 6 2 0 0 0 0 0 0 2

15:30 7 2 1 2 0 1 0 13 2 0 0 0 0 0 0 2

15:45 3 5 3 0 0 0 0 11 0 0 0 0 0 0 0 0

H/TOT 15 10 9 3 0 1 0 38 6 1 0 0 0 0 0 7

16:00 19 2 2 1 0 0 0 24 4 0 0 0 0 0 0 4

16:15 12 2 2 1 0 0 0 17 2 0 0 0 0 0 0 2

16:30 17 0 1 1 0 1 0 20 3 0 0 0 0 0 0 3

16:45 4 3 0 0 0 1 0 8 2 0 0 0 0 0 0 2

H/TOT 52 7 5 3 0 2 0 69 11 0 0 0 0 0 0 11

17:00 16 1 0 1 0 0 0 18 0 0 0 0 0 0 0 0

17:15 9 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0

17:30 4 2 0 0 0 0 0 6 0 0 0 0 0 0 0 0

17:45 7 1 0 0 0 0 0 8 0 0 0 0 0 0 0 0

H/TOT 36 4 0 1 0 0 0 41 0 0 0 0 0 0 0 0

18:00 10 2 0 0 0 0 0 12 0 0 0 0 0 0 0 0

18:15 3 1 0 0 0 0 0 4 0 0 0 0 0 0 0 0

18:30 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 1

18:45 1 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0

H/TOT 14 5 0 0 0 0 0 19 0 1 0 0 0 0 0 1

P/TOT 180 53 80 53 0 3 0 369 68 8 18 4 0 0 0 98


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


A TO A B TO A

TIME CARS LGV OGV1 OGV2 PSV MCL PCL TOT

07:00 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

08:00 0 0 0 0 0 0 0 0

08:15 0 0 0 0 0 0 0 0

08:30 1 0 0 0 0 0 0 1

08:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

09:00 0 0 0 0 0 0 0 0

09:15 0 0 0 0 0 0 0 0

09:30 0 0 0 0 0 0 0 0

09:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

10:00 0 0 0 0 0 0 0 0

10:15 0 0 0 0 0 0 0 0

10:30 0 0 0 0 0 0 0 0

10:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

11:00 1 0 0 0 0 0 0 1

11:15 0 0 0 0 0 0 0 0

11:30 0 0 0 0 0 0 0 0

11:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

12:00 0 0 0 0 0 0 0 0

12:15 0 0 0 0 0 0 0 0

12:30 0 0 0 0 0 0 0 0

12:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


A TO A B TO A


20/10/2016

13:00 0 0 0 0 0 0 0 0

13:15 0 0 0 0 0 0 0 0

13:30 0 0 0 0 0 0 0 0

13:45 1 0 0 0 0 0 0 1

H/TOT 1 0 0 0 0 0 0 1

14:00 0 0 0 0 0 0 0 0

14:15 0 0 0 0 0 0 0 0

14:30 0 0 0 0 0 0 0 0

14:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

15:00 0 0 0 0 0 0 0 0

15:15 0 0 0 0 0 0 0 0

15:30 0 0 0 0 0 0 0 0

15:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

16:00 0 0 0 0 0 0 0 0

16:15 0 0 0 0 0 0 0 0

16:30 0 0 0 0 0 0 0 0

16:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

17:00 0 0 0 0 0 0 0 0

17:15 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

18:00 0 0 0 0 0 0 0 0

18:15 0 0 0 0 0 0 0 0

18:30 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

P/TOT 3 0 0 0 0 0 0 3


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


B TO A B TO G B TO F


07:00 7 1 0 0 0 0 0 8 7 1 0 2 0 0 0 10

07:15 1 1 0 1 0 0 0 3 4 5 0 1 0 0 0 10

07:30 1 2 0 0 0 0 0 3 5 3 0 1 0 0 0 9

07:45 5 1 1 0 0 0 0 7 8 4 1 0 0 0 0 13

H/TOT 14 5 1 1 0 0 0 21 24 13 1 4 0 0 0 42

08:00 4 0 0 1 0 0 0 5 7 1 3 1 0 0 0 12

08:15 2 0 0 0 0 0 0 2 10 0 4 0 0 0 0 14

08:30 4 1 0 0 0 0 0 5 2 1 1 1 0 0 0 5

08:45 2 1 1 0 0 0 0 4 5 0 1 1 0 0 0 7

H/TOT 12 2 1 1 0 0 0 16 24 2 9 3 0 0 0 38

09:00 2 3 1 1 0 0 0 7 6 1 0 0 0 0 0 7

09:15 2 0 1 0 0 0 0 3 7 0 0 2 0 0 0 9

09:30 2 1 0 0 0 0 0 3 9 0 0 3 0 0 0 12

09:45 4 0 0 0 0 0 0 4 5 1 0 1 0 0 0 7

H/TOT 10 4 2 1 0 0 0 17 27 2 0 6 0 0 0 35

10:00 2 1 1 0 0 0 0 4 3 1 0 0 0 0 0 4

10:15 4 1 1 0 0 0 0 6 9 1 0 2 0 0 0 12

10:30 4 0 1 0 0 0 0 5 6 1 0 0 0 0 0 7

10:45 5 0 0 2 0 0 0 7 5 1 3 0 0 0 0 9

H/TOT 15 2 3 2 0 0 0 22 23 4 3 2 0 0 0 32

11:00 0 0 1 0 0 0 0 1 6 1 1 3 0 0 0 11

11:15 1 1 1 0 0 0 0 3 4 1 0 0 0 0 0 5

11:30 1 0 1 0 0 0 0 2 6 4 1 2 0 0 0 13

11:45 1 1 0 0 0 0 0 2 8 1 1 0 0 0 0 10

H/TOT 3 2 3 0 0 0 0 8 24 7 3 5 0 0 0 39

12:00 7 2 5 0 0 0 0 14 9 1 0 2 0 0 0 12

12:15 3 3 0 0 0 0 0 6 8 1 0 1 0 0 0 10

12:30 8 3 0 0 0 0 0 11 9 1 1 3 0 0 0 14

12:45 9 3 0 1 0 0 0 13 5 0 0 2 0 0 0 7

H/TOT 27 11 5 1 0 0 0 44 31 3 1 8 0 0 0 43

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


B TO A B TO G B TO F


20/10/2016

13:00 10 2 0 1 0 0 0 13 10 3 1 0 0 0 0 14

13:15 2 0 0 0 0 0 0 2 11 2 0 2 0 0 0 15

13:30 3 0 0 0 0 0 0 3 9 3 0 0 0 0 0 12

13:45 1 1 0 1 0 0 0 3 2 1 0 0 0 0 0 3

H/TOT 16 3 0 2 0 0 0 21 32 9 1 2 0 0 0 44

14:00 4 0 0 0 0 0 0 4 9 1 1 0 0 0 0 11

14:15 3 1 0 0 0 0 0 4 9 0 1 1 0 0 0 11

14:30 4 1 0 0 0 0 0 5 12 2 0 3 0 0 0 17

14:45 1 1 1 0 0 0 0 3 10 1 2 0 1 0 0 14

H/TOT 12 3 1 0 0 0 0 16 40 4 4 4 1 0 0 53

15:00 3 0 0 0 0 0 0 3 6 1 0 4 0 0 0 11

15:15 0 2 0 0 0 0 0 2 15 0 1 3 0 0 0 19

15:30 1 2 0 0 0 0 0 3 8 2 0 0 0 0 0 10

15:45 1 0 0 0 0 0 0 1 9 0 2 1 0 0 0 12

H/TOT 5 4 0 0 0 0 0 9 38 3 3 8 0 0 0 52

16:00 5 0 0 0 0 0 0 5 4 0 0 4 0 0 0 8

16:15 4 1 0 0 0 0 0 5 7 2 0 1 0 0 0 10

16:30 2 1 0 0 0 0 0 3 8 0 0 1 0 0 0 9

16:45 0 0 0 0 0 0 0 0 11 2 0 0 0 0 0 13

H/TOT 11 2 0 0 0 0 0 13 30 4 0 6 0 0 0 40

17:00 2 0 0 0 0 0 1 3 15 3 0 6 0 0 0 24

17:15 1 0 0 1 0 0 0 2 5 0 0 1 0 0 0 6

17:30 2 0 0 1 0 0 0 3 6 0 0 0 0 0 0 6

17:45 3 0 0 1 0 0 0 4 9 2 1 0 0 0 0 12

H/TOT 8 0 0 3 0 0 1 12 35 5 1 7 0 0 0 48

18:00 0 0 0 0 0 0 0 0 13 3 0 0 0 0 0 16

18:15 1 0 0 0 0 0 0 1 10 2 0 0 0 0 0 12

18:30 2 1 0 0 0 0 0 3 7 0 0 2 0 0 0 9

18:45 0 0 0 0 0 0 0 0 8 0 0 2 0 0 0 10

H/TOT 3 1 0 0 0 0 0 4 38 5 0 4 0 0 0 47

P/TOT 136 39 16 11 0 0 1 203 366 61 26 59 1 0 0 513


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


B TO F B TO E B TO D


07:00 4 0 0 0 0 0 0 4 3 0 0 0 0 0 0 3

07:15 5 0 0 0 0 0 0 5 5 0 0 0 0 0 0 5

07:30 1 0 0 0 0 1 0 2 2 0 2 0 0 0 0 4

07:45 6 0 0 0 0 0 0 6 6 3 0 0 0 0 0 9

H/TOT 16 0 0 0 0 1 0 17 16 3 2 0 0 0 0 21

08:00 1 0 0 0 0 0 0 1 1 2 0 0 0 0 0 3

08:15 4 3 0 0 0 0 0 7 2 2 0 0 0 0 0 4

08:30 4 4 0 0 0 0 0 8 4 0 0 0 0 0 0 4

08:45 5 3 0 0 0 0 0 8 3 0 1 0 0 0 0 4

H/TOT 14 10 0 0 0 0 0 24 10 4 1 0 0 0 0 15

09:00 6 0 0 0 0 0 0 6 10 0 1 0 0 0 0 11

09:15 6 0 0 0 0 0 0 6 5 0 0 0 0 0 0 5

09:30 1 3 0 0 0 0 0 4 4 1 0 0 0 0 0 5

09:45 4 0 0 0 0 0 0 4 5 1 0 0 0 0 0 6

H/TOT 17 3 0 0 0 0 0 20 24 2 1 0 0 0 0 27

10:00 3 2 0 0 0 0 0 5 3 0 0 0 0 0 0 3

10:15 4 4 0 0 0 0 0 8 5 0 0 0 0 0 0 5

10:30 3 1 0 0 0 0 0 4 3 0 0 0 0 0 0 3

10:45 1 1 0 0 0 0 0 2 1 0 0 0 0 0 0 1

H/TOT 11 8 0 0 0 0 0 19 12 0 0 0 0 0 0 12

11:00 3 2 0 0 0 0 0 5 6 0 0 0 0 0 0 6

11:15 7 3 0 0 0 0 0 10 7 0 0 0 0 0 0 7

11:30 6 2 0 0 0 0 0 8 8 0 0 0 0 0 0 8

11:45 5 2 0 0 0 0 0 7 6 1 0 0 0 0 0 7

H/TOT 21 9 0 0 0 0 0 30 27 1 0 0 0 0 0 28

12:00 5 1 0 0 0 0 0 6 13 0 0 0 0 0 0 13

12:15 5 0 0 0 0 0 0 5 7 1 1 0 0 0 0 9

12:30 12 0 0 0 0 0 0 12 14 1 0 0 0 0 0 15

12:45 11 0 0 0 0 0 0 11 10 0 0 0 0 2 0 12

H/TOT 33 1 0 0 0 0 0 34 44 2 1 0 0 2 0 49

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


B TO F B TO E B TO D


20/10/2016

13:00 9 0 0 0 0 0 0 9 14 2 0 0 0 0 0 16

13:15 11 0 0 0 0 0 0 11 12 2 0 0 0 0 0 14

13:30 8 2 0 0 0 0 0 10 12 2 0 0 0 0 0 14

13:45 11 0 0 0 0 0 0 11 12 1 0 0 0 0 0 13

H/TOT 39 2 0 0 0 0 0 41 50 7 0 0 0 0 0 57

14:00 10 0 0 0 0 0 0 10 11 0 0 0 0 0 0 11

14:15 4 0 0 0 0 0 0 4 5 0 1 0 0 0 0 6

14:30 5 2 0 0 0 0 0 7 11 0 0 0 0 0 0 11

14:45 4 2 0 0 0 0 0 6 5 0 0 0 0 0 0 5

H/TOT 23 4 0 0 0 0 0 27 32 0 1 0 0 0 0 33

15:00 3 1 0 0 0 0 0 4 3 0 0 0 0 0 0 3

15:15 6 0 0 0 0 0 0 6 4 0 0 0 0 0 0 4

15:30 2 2 0 0 0 0 0 4 3 0 0 0 0 0 0 3

15:45 3 0 0 0 0 0 0 3 2 0 0 0 0 0 0 2

H/TOT 14 3 0 0 0 0 0 17 12 0 0 0 0 0 0 12

16:00 6 1 0 0 0 0 0 7 5 0 0 0 0 0 0 5

16:15 11 2 0 0 0 0 0 13 10 0 0 0 0 0 0 10

16:30 8 1 0 0 0 0 0 9 6 0 0 0 0 0 0 6

16:45 10 0 0 0 0 0 0 10 11 0 0 0 0 0 0 11

H/TOT 35 4 0 0 0 0 0 39 32 0 0 0 0 0 0 32

17:00 9 1 0 0 0 0 0 10 7 0 0 0 0 0 0 7

17:15 6 0 0 0 0 0 0 6 8 0 0 0 0 0 0 8

17:30 7 2 0 0 0 0 0 9 6 0 0 0 0 0 0 6

17:45 5 1 0 0 0 0 0 6 7 0 0 0 0 0 0 7

H/TOT 27 4 0 0 0 0 0 31 28 0 0 0 0 0 0 28

18:00 4 0 0 0 0 0 0 4 8 0 0 0 0 0 0 8

18:15 4 0 0 0 0 0 0 4 7 0 0 0 0 0 0 7

18:30 5 0 0 0 0 0 0 5 11 1 0 0 0 0 0 12

18:45 1 0 0 0 0 1 0 2 5 1 0 0 0 0 0 6

H/TOT 14 0 0 0 0 1 0 15 31 2 0 0 0 0 0 33

P/TOT 264 48 0 0 0 2 0 314 318 21 6 0 0 2 0 347


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


B TO D B TO C B TO B


07:00 0 0 0 0 0 0 0 0 12 1 0 0 0 0 0 13

07:15 2 1 0 0 0 0 0 3 9 1 1 0 0 0 0 11

07:30 3 1 0 0 0 0 0 4 11 2 1 1 0 0 0 15

07:45 1 1 0 0 0 0 0 2 11 3 2 1 0 0 0 17

H/TOT 6 3 0 0 0 0 0 9 43 7 4 2 0 0 0 56

08:00 0 1 0 0 0 0 0 1 3 3 4 1 0 0 0 11

08:15 1 2 0 0 0 0 0 3 9 2 3 1 0 0 0 15

08:30 1 1 0 0 0 0 0 2 8 0 3 2 0 0 0 13

08:45 3 1 0 0 0 0 0 4 11 2 2 2 0 0 0 17

H/TOT 5 5 0 0 0 0 0 10 31 7 12 6 0 0 0 56

09:00 1 1 0 0 0 0 0 2 12 2 2 0 0 0 0 16

09:15 1 0 0 0 0 0 0 1 13 1 1 1 0 0 0 16

09:30 1 1 0 0 0 0 0 2 5 1 0 0 0 0 0 6

09:45 2 0 0 0 0 0 0 2 9 1 3 0 0 0 0 13

H/TOT 5 2 0 0 0 0 0 7 39 5 6 1 0 0 0 51

10:00 4 1 0 0 0 0 0 5 8 1 2 2 0 0 0 13

10:15 2 2 0 0 0 0 0 4 7 3 4 2 0 0 0 16

10:30 3 2 0 0 0 0 0 5 8 1 2 2 0 0 0 13

10:45 2 1 0 0 0 0 0 3 7 0 0 0 0 0 0 7

H/TOT 11 6 0 0 0 0 0 17 30 5 8 6 0 0 0 49

11:00 0 2 0 0 0 0 0 2 11 1 0 1 0 0 0 13

11:15 5 2 0 0 0 0 0 7 8 2 4 1 0 0 0 15

11:30 2 2 0 0 0 0 0 4 9 4 2 0 0 0 0 15

11:45 2 1 0 0 0 0 0 3 7 1 4 0 0 0 0 12

H/TOT 9 7 0 0 0 0 0 16 35 8 10 2 0 0 0 55

12:00 3 1 0 0 0 0 0 4 9 1 0 0 0 0 0 10

12:15 3 2 0 0 0 0 0 5 10 1 4 1 0 0 0 16

12:30 3 0 0 0 0 0 0 3 5 3 1 1 0 0 0 10

12:45 2 2 0 0 0 0 0 4 11 3 2 1 0 0 0 17

H/TOT 11 5 0 0 0 0 0 16 35 8 7 3 0 0 0 53

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


B TO D B TO C B TO B


20/10/2016

13:00 1 1 0 0 0 0 0 2 11 0 1 1 0 0 0 13

13:15 1 2 0 0 0 0 0 3 12 0 0 2 0 0 0 14

13:30 2 1 0 0 0 0 0 3 12 2 0 2 0 0 0 16

13:45 1 1 0 0 0 0 0 2 13 1 2 2 0 0 0 18

H/TOT 5 5 0 0 0 0 0 10 48 3 3 7 0 0 0 61

14:00 3 0 0 0 0 0 0 3 8 1 2 0 0 0 0 11

14:15 1 1 0 0 0 0 0 2 12 2 1 0 0 0 0 15

14:30 1 1 0 0 0 0 0 2 14 2 1 0 0 0 0 17

14:45 0 1 0 0 0 0 0 1 19 3 0 0 0 0 0 22

H/TOT 5 3 0 0 0 0 0 8 53 8 4 0 0 0 0 65

15:00 1 2 0 0 0 0 0 3 17 2 0 1 0 0 0 20

15:15 1 2 0 0 0 0 0 3 22 2 1 2 0 0 0 27

15:30 2 0 0 0 0 0 0 2 19 2 1 0 0 0 0 22

15:45 2 5 0 0 0 0 0 7 17 4 1 0 0 0 0 22

H/TOT 6 9 0 0 0 0 0 15 75 10 3 3 0 0 0 91

16:00 2 2 0 0 0 0 0 4 16 1 0 0 0 0 0 17

16:15 1 1 0 0 0 0 0 2 15 3 1 1 0 0 0 20

16:30 1 1 0 0 0 0 0 2 16 2 0 2 0 0 0 20

16:45 3 0 0 0 0 0 0 3 27 3 0 0 0 0 0 30

H/TOT 7 4 0 0 0 0 0 11 74 9 1 3 0 0 0 87

17:00 2 1 0 0 0 0 0 3 30 3 0 0 0 0 0 33

17:15 2 0 0 0 0 0 0 2 16 1 0 0 0 0 0 17

17:30 1 0 0 0 0 0 0 1 14 0 0 0 0 0 0 14

17:45 0 0 0 0 0 0 0 0 15 1 0 0 0 0 0 16

H/TOT 5 1 0 0 0 0 0 6 75 5 0 0 0 0 0 80

18:00 0 0 0 0 0 0 0 0 13 1 0 2 0 0 0 16

18:15 1 0 0 0 0 0 0 1 13 2 1 2 0 0 0 18

18:30 1 0 0 0 0 0 0 1 10 2 0 1 0 0 0 13

18:45 1 0 0 0 0 0 0 1 12 1 0 1 0 0 0 14

H/TOT 3 0 0 0 0 0 0 3 48 6 1 6 0 0 0 61

P/TOT 78 50 0 0 0 0 0 128 586 81 59 39 0 0 0 765


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


B TO B C TO B


07:00 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

08:00 0 0 0 0 0 0 0 0

08:15 0 0 0 0 0 0 0 0

08:30 0 0 0 0 0 0 0 0

08:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

09:00 0 0 0 0 0 0 0 0

09:15 0 0 0 0 0 0 0 0

09:30 0 0 0 0 0 0 0 0

09:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

10:00 0 0 0 0 0 0 0 0

10:15 0 0 0 0 0 0 0 0

10:30 0 0 0 0 0 0 0 0

10:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

11:00 0 0 0 0 0 0 0 0

11:15 0 0 0 0 0 0 0 0

11:30 0 0 0 0 0 0 0 0

11:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

12:00 0 0 0 0 0 0 0 0

12:15 0 0 0 0 0 0 0 0

12:30 0 0 0 0 0 0 0 0

12:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


B TO B C TO B


20/10/2016

13:00 0 0 0 0 0 0 0 0

13:15 0 0 0 0 0 0 0 0

13:30 0 0 0 0 0 0 0 0

13:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

14:00 0 0 0 0 0 0 0 0

14:15 0 0 0 0 0 0 0 0

14:30 0 0 0 0 0 0 0 0

14:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

15:00 0 0 0 0 0 0 0 0

15:15 0 0 0 0 0 0 0 0

15:30 0 0 0 0 0 0 0 0

15:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

16:00 0 0 0 0 0 0 0 0

16:15 0 0 0 0 0 0 0 0

16:30 0 0 0 0 0 0 0 0

16:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

17:00 0 0 0 0 0 0 0 0

17:15 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

18:00 0 0 0 0 0 0 0 0

18:15 0 0 0 0 0 0 0 0

18:30 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

P/TOT 0 0 0 0 0 0 0 0


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


C TO B C TO A C TO G

TIME CAR LGV OGV1 OGV2 PSV MCL PCL TOT CARS LGV OGV1 OGV2 PSV MCL PCL TOT

07:00 14 3 0 2 0 0 0 19 13 4 3 2 0 0 0 22

07:15 15 8 0 1 0 0 0 24 20 2 2 6 0 0 0 30

07:30 12 4 0 1 0 1 0 18 33 5 1 4 0 0 0 43

07:45 27 3 2 2 0 0 0 34 30 7 0 3 0 0 0 40

H/TOT 68 18 2 6 0 1 0 95 96 18 6 15 0 0 0 135

08:00 16 5 2 1 0 0 0 24 23 6 5 3 0 0 0 37

08:15 24 4 1 1 0 0 0 30 13 6 4 1 0 0 0 24

08:30 23 5 2 1 0 0 0 31 24 3 1 4 0 0 0 32

08:45 16 2 3 1 0 0 0 22 20 1 6 3 0 0 0 30

H/TOT 79 16 8 4 0 0 0 107 80 16 16 11 0 0 0 123

09:00 15 3 2 2 0 0 0 22 18 3 5 3 0 0 0 29

09:15 17 4 0 1 0 0 0 22 8 1 7 2 0 0 0 18

09:30 13 3 1 2 0 0 0 19 12 7 4 4 0 0 0 27

09:45 8 2 0 3 0 0 0 13 13 3 1 3 0 0 0 20

H/TOT 53 12 3 8 0 0 0 76 51 14 17 12 0 0 0 94

10:00 10 2 4 1 0 0 0 17 6 10 2 6 0 0 0 24

10:15 16 2 1 0 0 0 0 19 10 2 3 4 0 0 0 19

10:30 7 1 1 2 0 0 0 11 9 3 5 4 0 0 0 21

10:45 15 2 2 1 0 0 0 20 7 6 5 4 0 0 0 22

H/TOT 48 7 8 4 0 0 0 67 32 21 15 18 0 0 0 86

11:00 15 2 1 3 0 0 0 21 2 7 7 1 0 0 0 17

11:15 16 4 2 1 0 0 0 23 7 5 11 5 0 0 0 28

11:30 12 4 2 0 0 0 0 18 4 2 4 0 0 0 0 10

11:45 15 6 2 1 0 0 0 24 8 2 3 4 0 0 0 17

H/TOT 58 16 7 5 0 0 0 86 21 16 25 10 0 0 0 72

12:00 14 3 3 2 0 0 0 22 7 2 5 1 0 0 0 15

12:15 20 2 3 2 0 0 0 27 13 3 1 4 0 0 0 21

12:30 20 4 1 4 0 0 0 29 4 0 2 4 0 0 0 10

12:45 29 5 1 1 0 0 0 36 6 7 3 1 0 0 0 17

H/TOT 83 14 8 9 0 0 0 114 30 12 11 10 0 0 0 63

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


C TO B C TO A C TO G

TIME CAR LGV OGV1 OGV2 PSV MCL PCL TOT CARS LGV OGV1 OGV2 PSV MCL PCL TOT

20/10/2016

13:00 28 2 0 1 0 0 0 31 12 3 0 2 0 0 0 17

13:15 15 5 0 4 0 0 0 24 12 3 3 6 0 0 0 24

13:30 14 5 0 1 0 0 0 20 13 7 6 3 0 0 0 29

13:45 19 2 2 0 0 0 0 23 6 8 0 8 0 0 0 22

H/TOT 76 14 2 6 0 0 0 98 43 21 9 19 0 0 0 92

14:00 9 2 0 1 0 0 0 12 12 0 4 2 0 0 0 18

14:15 21 3 2 2 0 0 0 28 4 5 5 7 0 0 0 21

14:30 21 3 2 1 1 0 0 28 6 6 4 7 0 0 0 23

14:45 13 3 1 0 0 0 0 17 15 2 5 4 0 0 0 26

H/TOT 64 11 5 4 1 0 0 85 37 13 18 20 0 0 0 88

15:00 19 2 0 4 0 0 0 25 6 1 4 3 0 0 0 14

15:15 16 3 2 0 0 0 0 21 7 2 6 4 1 0 0 20

15:30 20 4 1 0 0 0 0 25 4 0 1 1 0 0 0 6

15:45 14 1 1 3 0 0 0 19 11 2 8 5 0 0 0 26

H/TOT 69 10 4 7 0 0 0 90 28 5 19 13 1 0 0 66

16:00 15 4 0 2 0 0 0 21 9 0 2 3 0 0 0 14

16:15 22 3 0 2 0 0 0 27 12 2 4 0 0 0 0 18

16:30 15 4 0 0 0 0 0 19 14 0 0 3 0 0 0 17

16:45 24 3 0 2 0 0 0 29 5 1 3 3 0 0 0 12

H/TOT 76 14 0 6 0 0 0 96 40 3 9 9 0 0 0 61

17:00 15 3 1 2 0 0 0 21 7 0 0 0 0 0 0 7

17:15 9 0 1 1 0 0 0 11 9 1 0 0 0 0 0 10

17:30 18 2 1 2 0 0 0 23 8 0 1 0 0 0 0 9

17:45 10 2 0 1 0 0 0 13 3 0 1 2 0 0 0 6

H/TOT 52 7 3 6 0 0 0 68 27 1 2 2 0 0 0 32

18:00 14 2 0 1 0 0 0 17 3 0 1 0 0 0 0 4

18:15 19 0 0 0 0 0 0 19 0 1 0 0 0 0 0 1

18:30 14 1 0 2 0 0 0 17 3 0 0 0 0 1 0 4

18:45 11 1 0 1 0 0 0 13 6 0 0 1 0 0 0 7

H/TOT 58 4 0 4 0 0 0 66 12 1 1 1 0 1 0 16

P/TOT 784 143 50 69 1 1 0 1048 497 141 148 140 1 1 0 928


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


C TO G C TO F C TO E


07:00 123 29 5 25 0 0 0 182 55 3 3 2 0 2 0 65

07:15 177 22 8 16 2 0 0 225 71 9 3 2 2 0 0 87

07:30 193 34 15 14 3 2 0 261 52 9 3 0 0 0 0 64

07:45 216 34 12 23 2 0 0 287 57 12 3 1 2 3 0 78

H/TOT 709 119 40 78 7 2 0 955 235 33 12 5 4 5 0 294

08:00 162 21 6 18 0 0 0 207 52 11 2 0 2 0 0 67

08:15 170 33 2 14 1 0 0 220 57 12 1 0 1 1 0 72

08:30 159 35 11 15 3 1 0 224 49 3 1 0 1 0 0 54

08:45 160 43 9 16 2 0 0 230 59 5 3 0 2 0 0 69

H/TOT 651 132 28 63 6 1 0 881 217 31 7 0 6 1 0 262

09:00 140 33 9 17 1 2 1 203 47 6 4 3 2 1 0 63

09:15 114 37 8 26 0 0 0 185 37 7 7 1 1 0 0 53

09:30 102 28 15 25 2 0 0 172 29 6 0 0 2 0 0 37

09:45 102 25 11 28 3 0 0 169 40 9 5 5 1 0 0 60

H/TOT 458 123 43 96 6 2 1 729 153 28 16 9 6 1 0 213

10:00 93 20 9 35 4 0 0 161 29 14 0 0 0 1 0 44

10:15 91 22 12 34 1 0 0 160 30 9 9 4 1 2 0 55

10:30 112 21 9 30 2 0 0 174 24 10 2 3 2 0 0 41

10:45 113 25 9 31 0 1 0 179 38 20 4 5 2 0 0 69

H/TOT 409 88 39 130 7 1 0 674 121 53 15 12 5 3 0 209

11:00 130 22 13 17 1 0 0 183 31 10 0 1 2 0 0 44

11:15 123 24 12 25 2 0 0 186 24 12 5 2 0 0 0 43

11:30 126 18 9 24 1 0 0 178 31 18 0 0 3 0 0 52

11:45 145 20 13 25 0 0 0 203 39 14 5 1 2 0 0 61

H/TOT 524 84 47 91 4 0 0 750 125 54 10 4 7 0 0 200

12:00 115 29 10 26 1 0 0 181 31 16 4 2 2 0 0 55

12:15 124 16 9 30 1 1 0 181 33 13 7 2 1 0 0 56

12:30 153 25 6 15 2 0 0 201 36 21 3 4 2 0 0 66

12:45 163 30 3 22 1 0 0 219 37 8 4 5 1 0 0 55

H/TOT 555 100 28 93 5 1 0 782 137 58 18 13 6 0 0 232

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


C TO G C TO F C TO E


20/10/2016

13:00 150 32 12 26 3 0 0 223 23 7 9 0 0 0 0 39

13:15 157 32 7 25 1 0 0 222 33 15 5 4 2 0 0 59

13:30 164 29 15 28 1 1 0 238 23 15 7 1 2 0 0 48

13:45 155 16 7 27 1 2 0 208 34 11 6 0 1 0 0 52

H/TOT 626 109 41 106 6 3 0 891 113 48 27 5 5 0 0 198

14:00 158 23 11 31 1 2 0 226 37 12 4 2 2 0 0 57

14:15 212 25 19 18 2 2 0 278 41 12 5 0 1 0 0 59

14:30 188 24 3 39 1 0 0 255 39 19 4 1 2 1 0 66

14:45 171 26 8 28 1 1 0 235 31 13 7 5 1 0 0 57

H/TOT 729 98 41 116 5 5 0 994 148 56 20 8 6 1 0 239

15:00 190 26 9 27 3 1 0 256 40 11 7 3 0 0 0 61

15:15 145 35 11 33 2 0 0 226 32 14 0 2 1 0 0 49

15:30 240 34 7 25 3 1 0 310 29 9 4 0 0 0 0 42

15:45 241 39 10 19 1 1 0 311 36 24 4 1 2 0 0 67

H/TOT 816 134 37 104 9 3 0 1103 137 58 15 6 3 0 0 219

16:00 255 27 8 28 1 1 0 320 46 13 3 3 2 0 0 67

16:15 287 33 7 10 1 2 0 340 55 12 4 0 1 0 0 72

16:30 285 32 4 27 2 1 0 351 70 20 0 3 2 0 0 95

16:45 307 25 10 18 1 0 0 361 84 18 4 2 1 0 0 109

H/TOT 1134 117 29 83 5 4 0 1372 255 63 11 8 6 0 0 343

17:00 298 26 6 21 4 1 0 356 94 8 3 3 1 0 0 109

17:15 372 14 7 16 3 0 0 412 96 3 0 4 3 0 0 106

17:30 323 34 1 21 1 1 0 381 95 7 1 1 0 0 0 104

17:45 280 14 4 11 1 0 0 310 53 5 2 2 1 0 0 63

H/TOT 1273 88 18 69 9 2 0 1459 338 23 6 10 5 0 0 382

18:00 234 14 5 19 3 2 0 277 31 4 0 0 1 0 0 36

18:15 213 20 2 13 3 2 0 253 40 3 1 1 0 0 0 45

18:30 137 14 7 20 2 0 0 180 19 3 0 2 0 1 0 25

18:45 140 11 2 12 2 0 0 167 13 1 0 0 0 0 0 14

H/TOT 724 59 16 64 10 4 0 877 103 11 1 3 1 1 0 120

P/TOT 8608 1251 407 1093 79 28 1 11467 2082 516 158 83 60 12 0 2911


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


C TO E C TO D C TO C


07:00 32 2 2 1 0 0 0 37 2 2 0 0 0 0 0 4

07:15 48 7 0 0 0 0 0 55 8 1 1 1 0 0 0 11

07:30 39 10 0 5 2 0 0 56 4 2 1 0 0 0 0 7

07:45 62 8 8 2 0 1 0 81 3 2 0 0 0 0 0 5

H/TOT 181 27 10 8 2 1 0 229 17 7 2 1 0 0 0 27

08:00 35 11 6 3 0 0 0 55 4 0 0 0 0 0 0 4

08:15 47 9 5 2 2 0 0 65 6 4 0 0 0 0 0 10

08:30 51 17 6 0 0 0 0 74 11 1 0 0 0 0 0 12

08:45 41 10 5 1 3 0 0 60 6 0 1 0 0 0 0 7

H/TOT 174 47 22 6 5 0 0 254 27 5 1 0 0 0 0 33

09:00 47 14 8 1 1 0 0 71 5 5 0 0 0 0 0 10

09:15 57 21 7 1 1 0 0 87 8 6 3 0 0 0 0 17

09:30 33 11 9 2 0 0 0 55 6 2 3 0 0 0 0 11

09:45 52 9 4 0 0 0 0 65 6 4 0 1 0 0 0 11

H/TOT 189 55 28 4 2 0 0 278 25 17 6 1 0 0 0 49

10:00 50 10 7 0 0 0 0 67 7 3 2 0 0 0 0 12

10:15 30 10 5 4 1 0 0 50 8 8 2 0 0 0 0 18

10:30 46 15 8 3 0 0 0 72 9 2 0 0 0 0 0 11

10:45 54 14 2 4 0 0 0 74 9 3 3 1 0 0 0 16

H/TOT 180 49 22 11 1 0 0 263 33 16 7 1 0 0 0 57

11:00 46 13 6 1 0 0 0 66 4 1 0 0 0 0 0 5

11:15 42 8 0 0 2 0 0 52 14 2 1 0 0 0 0 17

11:30 41 11 4 1 0 0 0 57 7 2 0 0 0 0 0 9

11:45 66 11 7 0 0 0 0 84 4 1 0 1 0 0 0 6

H/TOT 195 43 17 2 2 0 0 259 29 6 1 1 0 0 0 37

12:00 55 10 2 1 0 0 0 68 8 3 1 0 0 0 0 12

12:15 64 15 2 0 1 0 0 82 8 0 0 1 0 0 0 9

12:30 58 6 3 0 0 1 0 68 12 5 0 0 0 0 0 17

12:45 61 10 3 0 0 0 0 74 7 3 3 0 0 0 0 13

H/TOT 238 41 10 1 1 1 0 292 35 11 4 1 0 0 0 51

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


C TO E C TO D C TO C


20/10/2016

13:00 59 12 6 0 0 0 0 77 15 3 2 0 0 0 0 20

13:15 59 10 3 0 1 1 0 74 12 2 0 0 0 0 0 14

13:30 66 16 7 4 0 0 0 93 14 1 0 0 0 0 0 15

13:45 69 9 5 0 0 0 0 83 5 2 1 0 0 0 0 8

H/TOT 253 47 21 4 1 1 0 327 46 8 3 0 0 0 0 57

14:00 67 19 0 2 0 0 0 88 4 0 0 0 0 0 0 4

14:15 60 15 1 1 1 0 0 78 14 3 2 0 0 0 0 19

14:30 72 15 5 0 0 0 0 92 5 2 0 0 0 0 0 7

14:45 61 16 7 1 0 0 0 85 10 2 0 0 0 0 0 12

H/TOT 260 65 13 4 1 0 0 343 33 7 2 0 0 0 0 42

15:00 72 16 5 0 0 2 0 95 8 3 0 0 0 0 0 11

15:15 67 15 5 0 1 0 0 88 9 4 3 0 0 0 0 16

15:30 75 10 11 2 0 0 0 98 4 2 0 0 0 0 0 6

15:45 69 13 6 0 0 0 0 88 4 0 0 0 0 0 0 4

H/TOT 283 54 27 2 1 2 0 369 25 9 3 0 0 0 0 37

16:00 78 5 3 1 0 0 0 87 7 6 1 0 0 0 0 14

16:15 59 15 0 1 1 1 0 77 7 3 0 0 0 0 0 10

16:30 57 6 0 0 0 0 0 63 6 3 0 0 0 0 0 9

16:45 67 7 1 1 0 0 0 76 3 0 0 0 0 0 0 3

H/TOT 261 33 4 3 1 1 0 303 23 12 1 0 0 0 0 36

17:00 63 6 1 0 0 0 0 70 2 0 0 0 0 0 0 2

17:15 74 8 2 0 0 0 0 84 2 3 0 0 0 0 0 5

17:30 69 8 1 1 1 0 0 80 4 0 0 0 0 0 0 4

17:45 70 7 2 0 0 1 0 80 3 0 0 0 0 0 0 3

H/TOT 276 29 6 1 1 1 0 314 11 3 0 0 0 0 0 14

18:00 66 7 0 0 0 0 0 73 2 0 0 0 0 0 0 2

18:15 83 1 0 0 0 0 0 84 3 0 0 0 0 0 0 3

18:30 57 13 0 0 0 0 0 70 1 0 0 0 0 0 0 1

18:45 69 6 0 0 0 0 0 75 1 0 0 0 0 0 0 1

H/TOT 275 27 0 0 0 0 0 302 7 0 0 0 0 0 0 7

P/TOT 2765 517 180 46 18 7 0 3533 311 101 30 5 0 0 0 447


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


C TO C


07:00 0 0 0 2 0 0 0 2

07:15 0 0 1 0 0 0 0 1

07:30 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0

H/TOT 0 0 1 2 0 0 0 3

08:00 0 0 0 0 0 0 0 0

08:15 0 1 1 0 0 0 0 2

08:30 0 0 0 0 0 0 0 0

08:45 0 0 0 0 0 0 0 0

H/TOT 0 1 1 0 0 0 0 2

09:00 0 0 0 1 0 0 0 1

09:15 0 0 0 0 0 0 0 0

09:30 0 0 0 0 0 0 0 0

09:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 1 0 0 0 1

10:00 0 0 0 0 0 0 0 0

10:15 0 2 0 0 0 0 0 2

10:30 0 0 0 0 0 0 0 0

10:45 0 0 0 0 0 0 0 0

H/TOT 0 2 0 0 0 0 0 2

11:00 0 0 0 0 0 0 0 0

11:15 0 0 0 0 0 0 0 0

11:30 0 0 0 0 0 0 0 0

11:45 0 2 0 0 0 0 0 2

H/TOT 0 2 0 0 0 0 0 2

12:00 0 0 0 0 0 0 0 0

12:15 0 0 0 0 0 0 0 0

12:30 0 0 0 0 0 0 0 0

12:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


C TO C


20/10/2016

13:00 0 0 0 0 0 0 0 0

13:15 0 0 0 0 0 0 0 0

13:30 0 0 0 0 0 0 0 0

13:45 0 0 1 0 0 0 0 1

H/TOT 0 0 1 0 0 0 0 1

14:00 0 0 0 0 0 0 0 0

14:15 0 0 0 0 0 0 0 0

14:30 0 0 0 0 0 0 0 0

14:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

15:00 0 0 1 0 0 0 0 1

15:15 0 0 0 0 0 0 0 0

15:30 0 0 0 0 0 0 0 0

15:45 0 0 0 0 0 0 0 0

H/TOT 0 0 1 0 0 0 0 1

16:00 0 0 0 0 0 0 0 0

16:15 1 0 0 0 0 0 0 1

16:30 0 2 0 0 0 0 0 2

16:45 0 0 0 0 0 0 0 0

H/TOT 1 2 0 0 0 0 0 3

17:00 3 0 0 0 0 0 0 3

17:15 0 0 0 0 0 0 0 0

17:30 0 1 0 0 0 0 0 1

17:45 0 0 0 0 0 0 0 0

H/TOT 3 1 0 0 0 0 0 4

18:00 0 1 0 0 0 0 0 1

18:15 0 0 0 0 0 0 0 0

18:30 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0

H/TOT 0 1 0 0 0 0 0 1

P/TOT 4 9 4 3 0 0 0 20


NDC for

Fore Consulting

6808/ CARGO FLEET

OCT 2016


SITE: 1 DATE:


D TO C D TO B D TO A


07:00 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0

07:15 1 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0

07:30 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 1 2 1 0 0 0 0 4 0 0 0 0 0 0 0 0

08:00 3 3 1 0 0 0 0 7 0 0 0 0 0 0 0 0

08:15 1 4 2 1 0 0 0 8 0 0 0 0 0 0 0 0

08:30 3 2 1 0 0 0 0 6 0 0 0 0 0 0 0 0

08:45 6 4 1 0 0 0 0 11 0 0 0 0 0 0 0 0

H/TOT 13 13 5 1 0 0 0 32 0 0 0 0 0 0 0 0

09:00 2 7 0 0 0 0 0 9 0 1 0 0 0 0 0 1

09:15 9 1 1 0 0 0 0 11 0 0 0 0 0 0 0 0

09:30 5 3 2 1 0 0 0 11 0 0 0 0 0 0 0 0

09:45 5 6 0 0 0 0 0 11 0 1 0 0 0 0 0 1

H/TOT 21 17 3 1 0 0 0 42 0 2 0 0 0 0 0 2

10:00 5 2 2 0 0 0 0 9 0 1 0 0 0 0 0 1

10:15 4 3 1 0 0 0 0 8 0 0 0 0 0 0 0 0

10:30 5 6 3 0 0 0 0 14 0 1 0 0 0 0 0 1

10:45 4 5 2 1 0 0 0 12 2 0 0 0 0 0 0 2

H/TOT 18 16 8 1 0 0 0 43 2 2 0 0 0 0 0 4

11:00 9 4 0 1 0 0 0 14 0 0 0 0 0 0 0 0

11:15 6 7 1 1 0 0 0 15 0 0 0 0 0 0 0 0

11:30 8 4 0 1 0 0 0 13 0 0 0 0 0 0 0 0

11:45 6 4 0 1 0 0 0 11 3 0 0 0 0 0 0 3

H/TOT 29 19 1 4 0 0 0 53 3 0 0 0 0 0 0 3

12:00 7 7 1 0 0 0 0 15 0 0 0 0 0 0 0 0

12:15 8 3 0 1 0 0 0 12 0 0 0 0 0 0 0 0

12:30 8 2 0 1 0 0 0 11 0 0 0 0 0 0 0 0

12:45 7 3 0 0 0 0 0 10 0 0 0 0 0 0 0 0

H/TOT 30 15 1 2 0 0 0 48 0 0 0 0 0 0 0 0

20/10/2016


NDC for

Fore Consulting

13:00 11 2 1 0 0 0 0 14 0 0 0 0 0 0 0 0

13:15 9 1 0 2 0 0 0 12 0 1 0 0 0 0 0 1

13:30 4 2 0 0 0 0 0 6 0 0 0 0 0 0 0 0

13:45 3 6 1 0 0 0 0 10 0 1 0 0 0 0 0 1

H/TOT 27 11 2 2 0 0 0 42 0 2 0 0 0 0 0 2

14:00 6 2 4 0 0 0 0 12 0 0 0 0 0 0 0 0

14:15 13 6 2 0 0 0 0 21 0 0 0 0 0 0 0 0

14:30 8 1 1 0 0 0 0 10 0 0 0 0 0 0 0 0

14:45 9 3 0 0 0 0 0 12 0 0 0 0 0 0 0 0

H/TOT 36 12 7 0 0 0 0 55 0 0 0 0 0 0 0 0

15:00 5 5 3 0 0 0 0 13 0 0 0 0 0 0 0 0

15:15 4 6 1 0 0 0 0 11 0 0 0 0 0 0 0 0

15:30 3 1 1 0 0 0 0 5 0 0 0 0 0 0 0 0

15:45 13 2 2 0 0 0 0 17 0 0 0 0 0 0 0 0

H/TOT 25 14 7 0 0 0 0 46 0 0 0 0 0 0 0 0

16:00 13 3 1 0 0 0 0 17 0 0 0 0 0 0 0 0

16:15 13 6 0 0 0 0 0 19 0 0 0 0 0 0 0 0

16:30 6 5 1 0 0 0 0 12 0 0 0 0 0 0 0 0

16:45 19 3 0 0 0 0 0 22 0 1 0 0 0 0 0 1

H/TOT 51 17 2 0 0 0 0 70 0 1 0 0 0 0 0 1

17:00 26 1 1 0 0 0 0 28 0 0 0 0 0 0 0 0

17:15 4 4 0 0 0 0 0 8 0 0 0 0 0 0 0 0

17:30 7 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0

17:45 5 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0

H/TOT 42 5 1 0 0 0 0 48 0 0 0 0 0 0 0 0

18:00 4 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0

18:15 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0

18:30 4 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 10 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0

P/TOT 303 141 38 11 0 0 0 493 5 7 0 0 0 0 0 12


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


D TO A D TO G D TO F


07:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2

07:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2

08:00 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2

08:15 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1

08:30 0 0 0 0 0 0 1 1 1 1 0 0 0 0 0 2

08:45 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 2

H/TOT 0 0 0 0 0 0 1 1 3 4 0 0 0 0 0 7

09:00 0 0 0 0 0 0 0 0 1 1 1 0 0 0 0 3

09:15 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

09:30 0 0 0 0 0 0 0 0 1 1 1 0 0 0 0 3

09:45 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

H/TOT 0 0 0 0 0 0 0 0 5 2 2 0 0 0 0 9

10:00 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

10:15 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 3

10:30 0 0 0 0 0 0 0 0 3 1 0 0 0 0 0 4

10:45 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 3

H/TOT 0 0 0 0 0 0 0 0 8 3 0 0 0 0 0 11

11:00 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 3

11:15 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

11:30 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

11:45 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

H/TOT 0 0 0 0 0 0 0 0 7 1 0 0 0 0 0 8

12:00 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

12:15 0 0 0 0 0 0 0 0 4 1 0 0 0 0 0 5

12:30 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

12:45 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

H/TOT 0 0 0 0 0 0 0 0 10 1 0 0 0 0 0 11

20/10/2016


NDC for

Fore Consulting

13:00 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

13:15 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

13:30 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

13:45 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 3

H/TOT 0 0 0 0 0 0 0 0 8 1 0 0 0 0 0 9

14:00 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

14:15 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

14:30 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

14:45 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

H/TOT 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 7

15:00 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 3

15:15 0 0 0 0 0 0 0 0 2 1 0 0 0 0 0 3

15:30 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

15:45 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 3

H/TOT 0 0 0 0 0 0 0 0 9 2 0 0 0 0 0 11

16:00 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

16:15 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

16:30 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

16:45 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

H/TOT 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 7

17:00 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

17:15 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:45 0 1 0 0 0 0 0 1 2 0 0 0 0 0 0 2

H/TOT 1 1 0 0 0 0 0 2 3 0 0 0 0 0 0 3

18:00 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

P/TOT 1 1 0 0 0 0 1 3 68 15 3 0 0 0 0 86


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


D TO F D TO E D TO D


07:00 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 0 2 0 0 0 0 0 2 1 0 1 0 0 0 0 2

07:45 1 1 0 0 0 0 1 3 0 1 1 0 0 0 0 2

H/TOT 1 3 0 0 0 0 2 6 1 1 2 0 0 0 0 4

08:00 1 6 2 0 0 0 0 9 1 0 0 0 0 0 0 1

08:15 2 3 2 0 0 0 0 7 0 1 1 0 0 0 0 2

08:30 5 3 0 0 0 0 0 8 1 5 1 0 0 0 0 7

08:45 5 3 0 0 0 0 0 8 3 0 2 0 0 0 0 5

H/TOT 13 15 4 0 0 0 0 32 5 6 4 0 0 0 0 15

09:00 7 4 0 0 0 0 0 11 3 2 0 0 0 0 0 5

09:15 8 5 0 0 0 0 0 13 7 2 1 0 0 0 0 10

09:30 9 4 0 0 0 0 1 14 7 7 1 0 0 0 0 15

09:45 8 4 2 1 0 0 0 15 6 1 0 0 0 0 0 7

H/TOT 32 17 2 1 0 0 1 53 23 12 2 0 0 0 0 37

10:00 3 1 0 0 0 0 0 4 7 3 0 0 0 0 0 10

10:15 9 4 5 0 0 0 0 18 9 3 1 0 0 0 0 13

10:30 7 6 2 0 0 0 0 15 6 1 0 0 0 0 0 7

10:45 6 4 1 0 0 0 0 11 12 7 2 0 0 0 0 21

H/TOT 25 15 8 0 0 0 0 48 34 14 3 0 0 0 0 51

11:00 9 7 0 0 0 0 0 16 9 1 3 0 0 0 0 13

11:15 8 3 0 0 0 0 0 11 13 2 2 0 0 0 0 17

11:30 7 6 3 0 0 0 0 16 9 5 1 0 0 0 0 15

11:45 8 2 0 0 0 0 0 10 8 2 0 0 0 0 0 10

H/TOT 32 18 3 0 0 0 0 53 39 10 6 0 0 0 0 55

12:00 6 3 2 0 0 0 0 11 11 3 1 0 0 0 0 15

12:15 10 1 0 0 0 0 0 11 8 2 2 0 0 0 0 12

12:30 7 4 2 0 0 0 0 13 11 1 0 0 0 1 0 13

12:45 9 4 3 0 0 0 0 16 9 6 0 0 0 0 0 15

H/TOT 32 12 7 0 0 0 0 51 39 12 3 0 0 1 0 55

20/10/2016


NDC for

Fore Consulting

13:00 12 0 2 0 0 0 0 14 9 3 0 0 0 0 0 12

13:15 14 1 3 0 0 0 0 18 8 1 0 0 0 0 0 9

13:30 8 6 1 0 0 0 0 15 12 2 0 0 0 0 0 14

13:45 13 4 0 0 0 0 0 17 15 0 3 0 0 0 0 18

H/TOT 47 11 6 0 0 0 0 64 44 6 3 0 0 0 0 53

14:00 7 8 1 0 0 0 0 16 8 2 0 0 0 0 0 10

14:15 7 2 0 0 0 0 0 9 10 0 0 0 0 0 0 10

14:30 2 4 1 0 0 0 0 7 13 1 1 0 0 0 0 15

14:45 4 4 0 0 0 0 0 8 7 0 0 0 0 0 0 7

H/TOT 20 18 2 0 0 0 0 40 38 3 1 0 0 0 0 42

15:00 12 2 0 0 0 0 0 14 5 1 0 0 0 0 0 6

15:15 3 6 0 0 0 0 0 9 2 0 2 0 0 0 0 4

15:30 6 5 0 0 0 0 1 12 8 0 0 0 0 0 0 8

15:45 8 1 0 0 0 0 0 9 9 0 1 0 0 0 0 10

H/TOT 29 14 0 0 0 0 1 44 24 1 3 0 0 0 0 28

16:00 8 4 2 0 0 0 0 14 3 0 0 0 0 0 0 3

16:15 8 4 0 0 0 0 0 12 9 0 0 0 0 0 0 9

16:30 10 3 0 0 0 0 0 13 2 0 0 0 0 0 0 2

16:45 9 0 0 0 0 0 0 9 3 0 0 0 0 0 0 3

H/TOT 35 11 2 0 0 0 0 48 17 0 0 0 0 0 0 17

17:00 19 1 0 0 0 0 0 20 7 0 0 0 0 0 0 7

17:15 7 2 0 0 0 1 0 10 5 1 0 0 0 0 3 9

17:30 4 0 0 0 0 0 0 4 4 1 0 0 0 0 0 5

17:45 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

H/TOT 30 3 0 0 0 1 0 34 18 2 0 0 0 0 3 23

18:00 3 0 0 0 0 0 1 4 2 0 0 0 0 0 0 2

18:15 1 0 0 0 0 0 0 1 4 0 0 0 0 0 0 4

18:30 1 0 0 0 0 0 0 1 4 0 0 0 0 0 0 4

18:45 2 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0

H/TOT 7 0 0 1 0 0 1 9 10 0 0 0 0 0 0 10

P/TOT 303 137 34 2 0 1 5 482 292 67 27 0 0 1 3 390


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


D TO D E TO D


07:00 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

08:00 0 0 0 0 0 0 0 0

08:15 0 0 0 0 0 0 0 0

08:30 0 0 0 0 0 0 0 0

08:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

09:00 0 0 0 0 0 0 0 0

09:15 0 0 0 0 0 0 0 0

09:30 0 0 0 0 0 0 0 0

09:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

10:00 0 0 0 0 0 0 0 0

10:15 0 0 0 0 0 0 0 0

10:30 0 0 0 0 0 0 0 0

10:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

11:00 0 0 0 0 0 0 0 0

11:15 0 0 0 0 0 0 0 0

11:30 0 0 0 0 0 0 0 0

11:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

12:00 0 0 0 0 0 0 0 0

12:15 0 0 0 0 0 0 0 0

12:30 0 0 0 0 0 0 0 0

12:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

20/10/2016


NDC for

Fore Consulting

13:00 0 0 0 0 0 0 0 0

13:15 0 0 0 0 0 0 0 0

13:30 0 0 0 0 0 0 0 0

13:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

14:00 0 0 0 0 0 0 0 0

14:15 0 0 0 0 0 0 0 0

14:30 0 0 0 0 0 0 0 0

14:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

15:00 0 0 0 0 0 0 0 0

15:15 0 0 0 0 0 0 0 0

15:30 0 0 0 0 0 0 0 0

15:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

16:00 0 0 0 0 0 0 0 0

16:15 0 0 0 0 0 0 0 0

16:30 0 0 0 0 0 0 0 0

16:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

17:00 0 0 0 0 0 0 0 0

17:15 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

18:00 0 0 0 0 0 0 0 0

18:15 0 0 0 0 0 0 0 0

18:30 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

P/TOT 0 0 0 0 0 0 0 0


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


E TO D E TO C E TO B


07:00 3 0 1 0 0 0 1 5 94 18 11 3 0 0 0 126

07:15 5 0 0 0 0 0 1 6 101 22 8 2 0 0 0 133

07:30 4 0 0 0 0 0 0 4 135 22 7 0 0 0 0 164

07:45 7 1 0 0 0 0 0 8 123 24 18 3 0 0 0 168

H/TOT 19 1 1 0 0 0 2 23 453 86 44 8 0 0 0 591

08:00 9 5 1 0 0 0 0 15 118 27 9 1 0 1 0 156

08:15 8 3 0 0 0 0 0 11 135 22 11 2 0 0 0 170

08:30 11 6 1 0 0 0 0 18 118 18 4 0 1 2 0 143

08:45 8 3 1 1 0 0 0 13 126 17 8 0 0 0 0 151

H/TOT 36 17 3 1 0 0 0 57 497 84 32 3 1 3 0 620

09:00 8 2 0 0 0 0 0 10 113 23 3 2 0 0 0 141

09:15 9 5 1 0 0 0 0 15 115 20 6 1 1 1 0 144

09:30 8 4 0 0 0 0 0 12 103 21 3 0 0 0 0 127

09:45 10 2 1 0 0 0 0 13 93 11 8 2 1 0 0 115

H/TOT 35 13 2 0 0 0 0 50 424 75 20 5 2 1 0 527

10:00 6 3 4 0 0 0 0 13 101 21 13 0 0 0 0 135

10:15 7 1 1 0 0 0 0 9 100 17 6 0 1 0 0 124

10:30 8 4 0 0 0 0 0 12 81 24 8 1 0 0 0 114

10:45 8 3 1 0 0 0 0 12 96 16 6 1 3 0 0 122

H/TOT 29 11 6 0 0 0 0 46 378 78 33 2 4 0 0 495

11:00 6 2 1 0 0 0 0 9 97 17 10 2 0 0 0 126

11:15 7 2 1 0 0 0 0 10 77 23 8 4 0 0 0 112

11:30 4 1 1 0 0 0 0 6 102 19 2 1 0 0 0 124

11:45 7 3 1 0 0 0 1 12 96 15 9 4 1 0 0 125

H/TOT 24 8 4 0 0 0 1 37 372 74 29 11 1 0 0 487

12:00 3 6 2 0 0 0 0 11 97 18 5 3 0 1 0 124

12:15 13 4 0 0 0 0 0 17 105 14 7 1 0 3 0 130

12:30 10 2 1 0 0 0 0 13 106 14 2 1 0 0 0 123

12:45 5 1 5 0 0 0 0 11 100 17 9 1 1 0 0 128

H/TOT 31 13 8 0 0 0 0 52 408 63 23 6 1 4 0 505

20/10/2016


NDC for

Fore Consulting

13:00 9 0 3 0 0 0 0 12 101 21 3 0 0 0 0 125

13:15 12 6 0 0 0 0 0 18 88 18 7 0 0 0 0 113

13:30 6 6 1 0 0 0 0 13 96 12 8 0 1 0 0 117

13:45 10 4 2 0 0 0 0 16 101 15 5 0 0 0 0 121

H/TOT 37 16 6 0 0 0 0 59 386 66 23 0 1 0 0 476

14:00 7 3 0 0 0 0 0 10 91 15 8 0 1 2 0 117

14:15 3 0 0 0 0 0 0 3 107 16 1 1 0 0 0 125

14:30 4 0 0 0 0 0 0 4 107 18 3 2 0 0 0 130

14:45 4 1 0 0 0 0 0 5 92 15 6 0 0 1 0 114

H/TOT 18 4 0 0 0 0 0 22 397 64 18 3 1 3 0 486

15:00 3 1 1 0 0 0 0 5 89 19 2 3 0 0 0 113

15:15 6 2 0 0 0 0 0 8 82 20 8 1 2 0 0 113

15:30 4 1 0 0 0 0 0 5 115 31 4 0 0 1 0 151

15:45 6 0 0 0 0 0 1 7 116 22 7 2 1 2 0 150

H/TOT 19 4 1 0 0 0 1 25 402 92 21 6 3 3 0 527

16:00 4 1 1 0 0 0 0 6 155 23 6 1 1 1 0 187

16:15 2 0 1 0 0 0 0 3 105 18 6 0 2 1 0 132

16:30 4 0 0 0 0 0 3 7 120 16 1 0 1 0 0 138

16:45 5 0 0 0 0 0 0 5 113 15 6 1 2 0 0 137

H/TOT 15 1 2 0 0 0 3 21 493 72 19 2 6 2 0 594

17:00 3 0 0 0 0 0 0 3 121 9 1 0 2 0 0 133

17:15 1 0 0 0 0 0 0 1 83 12 1 0 1 0 0 97

17:30 1 0 0 0 0 0 2 3 90 10 1 0 0 0 0 101

17:45 2 0 0 0 0 0 0 2 89 7 1 0 2 0 0 99

H/TOT 7 0 0 0 0 0 2 9 383 38 4 0 5 0 0 430

18:00 1 0 0 0 0 0 1 2 105 10 2 0 1 0 0 118

18:15 1 0 0 0 0 0 0 1 79 10 1 1 1 0 0 92

18:30 4 0 0 0 0 0 1 5 91 6 0 0 3 0 0 100

18:45 4 1 0 0 0 0 0 5 76 2 0 0 2 0 0 80

H/TOT 10 1 0 0 0 0 2 13 351 28 3 1 7 0 0 390

P/TOT 280 89 33 1 0 0 11 414 4944 820 269 47 32 16 0 6128


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


E TO B E TO A E TO G


07:00 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 3

07:15 0 3 0 0 0 0 0 3 1 0 0 0 0 0 0 1

07:30 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2

07:45 0 0 0 0 0 0 0 0 4 3 0 0 0 0 0 7

H/TOT 0 3 0 0 0 0 0 3 6 3 0 0 0 2 2 13

08:00 0 4 0 0 0 0 0 4 0 0 0 0 0 0 0 0

08:15 0 4 0 0 0 0 0 4 6 2 0 0 0 0 0 8

08:30 5 1 0 0 0 0 0 6 0 0 0 0 0 0 0 0

08:45 7 0 0 0 0 0 0 7 3 0 0 0 0 0 0 3

H/TOT 12 9 0 0 0 0 0 21 9 2 0 0 0 0 0 11

09:00 0 1 0 0 0 0 0 1 1 0 0 0 0 0 0 1

09:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 0 1 0 0 0 0 0 1 1 0 0 0 0 0 0 1

10:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:15 4 1 0 0 0 0 0 5 0 1 0 0 0 0 0 1

10:30 4 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0

10:45 0 3 0 0 0 0 0 3 0 0 0 0 0 0 0 0

H/TOT 8 4 0 0 0 0 0 12 0 1 0 0 0 0 0 1

11:00 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0

11:15 3 2 0 0 0 0 0 5 0 0 0 0 0 0 0 0

11:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 3 4 0 0 0 0 0 7 0 0 0 0 0 0 0 0

12:00 7 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0

12:15 0 0 0 0 0 2 0 2 0 0 0 0 0 1 0 1

12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 7 0 0 0 0 2 0 9 0 0 0 0 0 1 0 1

20/10/2016


NDC for

Fore Consulting

13:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

13:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

13:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

13:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

14:00 3 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

14:15 3 0 0 0 0 0 0 3 0 1 0 0 0 0 0 1

14:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

14:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 6 0 0 0 0 0 0 6 0 1 0 0 0 0 0 1

15:00 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1

15:15 5 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0

15:30 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1

15:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 5 0 0 0 0 0 0 5 0 1 0 0 0 1 0 2

16:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

16:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

16:30 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0

16:45 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0

H/TOT 0 3 0 0 0 0 0 3 0 0 0 0 0 0 0 0

17:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

H/TOT 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

18:00 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1

18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

18:30 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0

18:45 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0

H/TOT 0 2 0 0 0 0 0 2 0 0 0 1 0 0 0 1

P/TOT 41 26 0 0 0 2 0 69 17 8 0 1 0 4 2 32


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


E TO G E TO F E TO E


07:00 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

07:15 1 0 0 0 0 0 0 1 13 0 0 0 0 0 0 13

07:30 0 0 0 0 0 0 0 0 11 5 0 0 0 0 0 16

07:45 0 0 0 0 0 0 0 0 8 6 0 0 0 0 0 14

H/TOT 1 0 0 0 0 0 0 1 33 11 0 0 0 0 0 44

08:00 0 0 0 0 0 0 0 0 19 0 0 1 0 0 0 20

08:15 0 0 0 0 0 0 0 0 14 1 0 2 0 0 0 17

08:30 0 0 0 0 0 0 0 0 9 5 2 0 0 0 0 16

08:45 2 0 0 0 0 0 0 2 20 2 0 0 0 0 0 22

H/TOT 2 0 0 0 0 0 0 2 62 8 2 3 0 0 0 75

09:00 0 0 0 0 0 0 0 0 21 6 3 0 0 0 0 30

09:15 0 0 0 0 0 0 0 0 8 3 3 0 0 0 0 14

09:30 0 0 0 0 0 0 0 0 12 4 5 1 0 0 0 22

09:45 0 0 0 0 0 0 0 0 10 2 0 0 0 0 0 12

H/TOT 0 0 0 0 0 0 0 0 51 15 11 1 0 0 0 78

10:00 0 0 0 0 0 0 0 0 8 2 0 1 0 0 0 11

10:15 0 0 0 0 0 0 0 0 8 2 2 0 0 0 0 12

10:30 0 0 0 0 0 0 0 0 8 1 4 0 0 0 0 13

10:45 0 0 0 0 0 0 0 0 5 2 0 1 0 0 0 8

H/TOT 0 0 0 0 0 0 0 0 29 7 6 2 0 0 0 44

11:00 0 0 0 0 0 0 0 0 15 0 0 0 0 0 0 15

11:15 0 0 0 0 0 0 0 0 18 3 0 0 0 0 0 21

11:30 0 0 0 0 0 0 0 0 11 1 5 0 0 0 0 17

11:45 0 0 1 0 0 0 0 1 15 4 3 0 0 0 0 22

H/TOT 0 0 1 0 0 0 0 1 59 8 8 0 0 0 0 75

12:00 0 0 0 0 0 0 0 0 10 1 0 0 0 0 0 11

12:15 0 0 0 0 0 0 0 0 20 1 0 0 0 0 0 21

12:30 0 0 2 0 0 0 0 2 17 0 0 0 0 0 0 17

12:45 0 0 0 0 0 0 0 0 10 3 0 0 0 1 0 14

H/TOT 0 0 2 0 0 0 0 2 57 5 0 0 0 1 0 63

20/10/2016


NDC for

Fore Consulting

13:00 0 0 0 0 0 0 0 0 13 2 0 1 0 0 0 16

13:15 0 0 0 0 0 0 0 0 20 2 0 0 0 0 0 22

13:30 0 0 0 0 0 0 0 0 19 1 0 0 0 0 0 20

13:45 1 1 0 0 0 0 0 2 12 0 3 2 0 0 0 17

H/TOT 1 1 0 0 0 0 0 2 64 5 3 3 0 0 0 75

14:00 0 0 1 0 0 0 0 1 16 4 1 0 0 0 0 21

14:15 0 0 0 0 0 0 0 0 12 3 4 2 0 0 0 21

14:30 0 0 0 0 0 0 0 0 13 1 5 0 0 0 0 19

14:45 0 0 0 0 0 0 0 0 19 0 2 1 0 0 0 22

H/TOT 0 0 1 0 0 0 0 1 60 8 12 3 0 0 0 83

15:00 0 1 0 0 0 0 0 1 20 3 4 0 1 1 0 29

15:15 0 0 0 0 0 0 0 0 9 0 0 0 0 1 0 10

15:30 0 0 0 0 0 0 0 0 9 2 3 1 1 0 0 16

15:45 0 0 0 0 0 0 0 0 16 2 3 0 0 0 0 21

H/TOT 0 1 0 0 0 0 0 1 54 7 10 1 2 2 0 76

16:00 0 0 0 0 0 0 0 0 27 3 0 0 0 0 0 30

16:15 0 0 0 0 0 1 0 1 21 4 3 2 0 0 0 30

16:30 0 0 0 0 0 0 0 0 14 0 0 0 0 0 0 14

16:45 0 0 0 0 0 0 0 0 16 0 2 0 0 0 0 18

H/TOT 0 0 0 0 0 1 0 1 78 7 5 2 0 0 0 92

17:00 0 0 0 0 0 0 0 0 26 2 0 0 0 0 0 28

17:15 0 0 0 0 0 0 0 0 12 0 0 0 0 0 0 12

17:30 0 2 0 0 0 0 0 2 14 0 0 0 0 0 0 14

17:45 0 0 0 0 0 0 0 0 5 1 0 0 0 0 0 6

H/TOT 0 2 0 0 0 0 0 2 57 3 0 0 0 0 0 60

18:00 0 0 0 0 0 0 0 0 8 1 0 0 0 0 0 9

18:15 0 0 0 0 0 0 0 0 6 0 0 0 0 1 0 7

18:30 0 0 0 0 0 0 0 0 7 0 1 1 0 0 0 9

18:45 0 0 0 0 0 0 0 0 3 0 0 1 0 0 0 4

H/TOT 0 0 0 0 0 0 0 0 24 1 1 2 0 1 0 29

P/TOT 4 4 4 0 0 1 0 13 628 85 58 17 2 4 0 794


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


E TO E F TO E


07:00 0 0 0 2 0 0 0 2

07:15 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 2 0 0 0 2

08:00 2 0 0 0 0 0 0 2

08:15 0 0 0 0 0 0 0 0

08:30 0 0 0 0 0 0 0 0

08:45 0 0 1 0 0 0 0 1

H/TOT 2 0 1 0 0 0 0 3

09:00 0 0 0 0 0 0 0 0

09:15 0 2 0 0 0 0 0 2

09:30 0 0 0 0 0 0 0 0

09:45 0 1 0 0 0 0 0 1

H/TOT 0 3 0 0 0 0 0 3

10:00 0 2 0 0 0 0 0 2

10:15 0 0 0 0 0 0 0 0

10:30 0 0 0 0 0 0 0 0

10:45 0 0 0 0 0 0 0 0

H/TOT 0 2 0 0 0 0 0 2

11:00 0 0 0 0 0 0 0 0

11:15 0 0 0 0 0 0 0 0

11:30 2 0 0 0 0 0 0 2

11:45 0 0 0 0 0 0 0 0

H/TOT 2 0 0 0 0 0 0 2

12:00 0 0 0 0 0 0 0 0

12:15 0 0 0 0 0 0 0 0

12:30 3 0 0 0 0 0 0 3

12:45 0 0 0 0 0 0 0 0

H/TOT 3 0 0 0 0 0 0 3

20/10/2016


NDC for

Fore Consulting

13:00 0 0 0 0 0 0 0 0

13:15 1 0 1 0 0 0 0 2

13:30 0 0 0 0 0 0 0 0

13:45 0 0 0 0 0 0 0 0

H/TOT 1 0 1 0 0 0 0 2

14:00 0 0 0 0 0 0 0 0

14:15 1 0 0 0 0 0 0 1

14:30 0 0 0 0 0 0 0 0

14:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

15:00 0 0 2 0 0 0 0 2

15:15 0 0 0 0 0 0 0 0

15:30 0 0 0 0 0 0 0 0

15:45 1 0 0 0 0 0 0 1

H/TOT 1 0 2 0 0 0 0 3

16:00 0 0 0 0 0 0 0 0

16:15 0 0 0 0 0 0 0 0

16:30 0 0 0 0 0 0 0 0

16:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

17:00 0 0 0 0 0 0 0 0

17:15 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

18:00 0 0 0 0 0 0 0 0

18:15 0 0 0 0 0 0 0 0

18:30 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

P/TOT 10 5 4 2 0 0 0 21


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


F TO E F TO D F TO C


07:00 8 0 0 0 0 0 0 8 0 0 0 0 0 0 0 0

07:15 9 0 0 0 0 0 0 9 2 0 2 0 0 0 0 4

07:30 12 1 1 0 0 0 0 14 2 1 0 0 0 0 1 4

07:45 17 2 2 0 0 0 0 21 8 7 0 0 0 0 0 15

H/TOT 46 3 3 0 0 0 0 52 12 8 2 0 0 0 1 23

08:00 2 5 0 0 0 0 0 7 7 3 2 0 0 0 0 12

08:15 5 2 1 0 0 0 0 8 8 5 2 0 0 0 0 15

08:30 10 3 0 0 0 0 0 13 13 2 0 0 0 1 0 16

08:45 12 4 0 0 0 0 0 16 13 5 0 0 0 0 0 18

H/TOT 29 14 1 0 0 0 0 44 41 15 4 0 0 1 0 61

09:00 10 2 0 0 1 0 0 13 11 5 2 0 0 0 1 19

09:15 13 5 0 0 0 0 0 18 15 3 0 0 0 0 1 19

09:30 13 4 1 0 0 0 0 18 5 5 0 0 0 0 0 10

09:45 16 2 0 0 0 0 0 18 4 3 3 0 0 0 1 11

H/TOT 52 13 1 0 1 0 0 67 35 16 5 0 0 0 3 59

10:00 11 2 0 0 1 0 0 14 6 3 1 0 0 0 0 10

10:15 9 4 2 0 0 2 0 17 6 4 1 1 0 0 0 12

10:30 12 4 0 0 0 0 0 16 7 4 0 0 0 0 0 11

10:45 12 3 2 1 0 1 0 19 4 3 1 0 0 0 0 8

H/TOT 44 13 4 1 1 3 0 66 23 14 3 1 0 0 0 41

11:00 9 2 0 0 0 0 0 11 3 3 2 0 0 0 0 8

11:15 11 1 0 0 0 0 0 12 4 1 0 1 0 0 2 8

11:30 22 1 0 0 0 0 0 23 7 4 1 0 0 0 0 12

11:45 23 2 0 1 0 0 0 26 7 2 2 0 0 0 0 11

H/TOT 65 6 0 1 0 0 0 72 21 10 5 1 0 0 2 39

12:00 25 4 1 0 0 0 0 30 10 5 2 0 0 0 0 17

12:15 18 1 0 0 1 0 0 20 6 6 3 0 0 0 0 15

12:30 17 4 1 1 0 0 0 23 8 2 0 0 0 0 0 10

12:45 20 2 0 0 0 0 0 22 7 0 0 0 0 0 0 7

H/TOT 80 11 2 1 1 0 0 95 31 13 5 0 0 0 0 49

20/10/2016


NDC for

Fore Consulting

13:00 21 5 2 0 0 0 0 28 5 1 0 0 0 0 0 6

13:15 12 0 1 1 0 0 0 14 4 0 0 1 0 0 0 5

13:30 19 0 4 0 0 0 0 23 12 0 0 0 0 0 1 13

13:45 15 0 0 0 0 0 0 15 6 5 3 0 0 0 0 14

H/TOT 67 5 7 1 0 0 0 80 27 6 3 1 0 0 1 38

14:00 19 4 1 0 0 0 0 24 3 0 0 0 0 0 0 3

14:15 20 3 0 0 0 0 0 23 5 2 1 0 0 0 0 8

14:30 20 3 1 0 0 0 0 24 7 3 0 0 0 0 0 10

14:45 15 4 1 0 0 0 0 20 6 2 1 0 0 0 0 9

H/TOT 74 14 3 0 0 0 0 91 21 7 2 0 0 0 0 30

15:00 13 0 0 0 0 0 0 13 8 4 4 0 0 0 0 16

15:15 18 2 1 0 0 0 0 21 3 0 0 0 0 0 0 3

15:30 13 1 2 0 0 0 0 16 5 1 3 0 0 0 0 9

15:45 25 1 0 0 0 0 1 27 11 2 1 1 0 0 0 15

H/TOT 69 4 3 0 0 0 1 77 27 7 8 1 0 0 0 43

16:00 16 1 2 1 0 0 0 20 5 0 0 0 0 0 0 5

16:15 15 1 0 0 0 0 0 16 4 2 1 0 0 0 0 7

16:30 13 2 0 0 0 0 0 15 4 0 0 0 0 0 0 4

16:45 9 2 0 0 0 0 0 11 4 0 0 0 0 0 1 5

H/TOT 53 6 2 1 0 0 0 62 17 2 1 0 0 0 1 21

17:00 10 1 0 0 0 1 0 12 0 1 0 0 0 0 1 2

17:15 9 2 0 0 0 0 0 11 1 0 1 0 0 0 0 2

17:30 15 0 0 0 0 0 0 15 1 0 0 1 0 0 0 2

17:45 6 0 1 0 0 0 0 7 0 0 0 0 0 0 0 0

H/TOT 40 3 1 0 0 1 0 45 2 1 1 1 0 0 1 6

18:00 25 0 0 0 0 0 0 25 1 0 0 0 0 0 0 1

18:15 12 0 0 0 0 0 0 12 0 0 0 0 0 0 0 0

18:30 13 1 0 0 0 0 0 14 1 0 0 0 0 0 0 1

18:45 12 2 0 0 0 0 0 14 2 0 0 0 0 0 0 2

H/TOT 62 3 0 0 0 0 0 65 4 0 0 0 0 0 0 4

P/TOT 681 95 27 5 3 4 1 816 261 99 39 5 0 1 9 414


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


F TO C F TO B F TO A


07:00 19 4 3 2 2 1 0 31 3 0 0 0 0 0 0 3

07:15 20 5 5 0 1 0 0 31 0 0 0 0 0 0 0 0

07:30 42 3 12 0 1 0 0 58 2 0 0 0 0 0 0 2

07:45 56 20 7 2 3 0 0 88 5 0 0 0 0 0 0 5

H/TOT 137 32 27 4 7 1 0 208 10 0 0 0 0 0 0 10

08:00 78 18 9 0 3 0 0 108 5 0 0 0 0 0 0 5

08:15 83 22 9 0 1 0 0 115 0 0 0 0 0 0 0 0

08:30 62 19 6 2 0 2 0 91 4 0 0 0 0 0 0 4

08:45 36 21 10 1 3 0 0 71 4 0 0 0 0 0 0 4

H/TOT 259 80 34 3 7 2 0 385 13 0 0 0 0 0 0 13

09:00 38 20 1 4 2 0 0 65 3 1 1 0 0 0 0 5

09:15 31 13 2 2 1 0 0 49 3 0 0 0 0 0 0 3

09:30 36 18 8 4 2 0 0 68 3 0 1 0 0 0 0 4

09:45 34 15 4 0 1 0 0 54 9 0 0 0 0 0 0 9

H/TOT 139 66 15 10 6 0 0 236 18 1 2 0 0 0 0 21

10:00 21 8 8 3 2 0 0 42 3 0 0 0 0 0 0 3

10:15 37 9 4 2 1 0 0 53 0 2 2 0 0 0 0 4

10:30 33 18 6 4 2 0 0 63 0 2 0 0 0 0 0 2

10:45 30 15 6 5 1 0 0 57 4 0 0 0 0 0 0 4

H/TOT 121 50 24 14 6 0 0 215 7 4 2 0 0 0 0 13

11:00 25 14 8 4 2 0 0 53 5 0 0 0 0 0 0 5

11:15 40 15 10 6 2 0 0 73 0 2 0 0 0 0 0 2

11:30 25 15 2 1 2 0 0 45 9 0 0 0 0 0 0 9

11:45 47 9 6 1 1 0 0 64 8 2 0 0 0 0 0 10

H/TOT 137 53 26 12 7 0 0 235 22 4 0 0 0 0 0 26

12:00 26 8 5 2 2 0 0 43 0 3 0 0 0 0 0 3

12:15 25 6 0 0 2 0 0 33 16 2 0 0 0 0 0 18

12:30 39 13 2 0 1 0 0 55 14 2 0 0 0 0 0 16

12:45 37 14 1 2 0 1 0 55 6 0 0 0 0 0 0 6

H/TOT 127 41 8 4 5 1 0 186 36 7 0 0 0 0 0 43

20/10/2016


NDC for

Fore Consulting

13:00 39 10 1 2 2 0 0 54 15 5 0 0 0 0 0 20

13:15 35 11 6 0 1 0 0 53 12 1 0 1 0 0 0 14

13:30 35 11 3 4 2 0 0 55 0 1 0 0 0 0 0 1

13:45 46 16 5 0 2 0 0 69 0 0 0 0 0 0 0 0

H/TOT 155 48 15 6 7 0 0 231 27 7 0 1 0 0 0 35

14:00 21 18 5 6 2 0 0 52 9 0 0 0 0 0 0 9

14:15 34 21 6 2 2 0 0 65 3 2 0 0 0 0 0 5

14:30 53 10 5 1 3 0 0 72 0 2 0 0 0 0 0 2

14:45 32 8 6 0 1 1 0 48 7 0 0 1 0 0 0 8

H/TOT 140 57 22 9 8 1 0 237 19 4 0 1 0 0 0 24

15:00 42 13 6 2 2 0 0 65 13 0 1 0 0 0 0 14

15:15 41 12 5 0 1 0 0 59 10 2 0 0 0 0 0 12

15:30 43 18 4 1 1 0 0 67 7 2 0 0 0 0 0 9

15:45 47 18 1 0 1 0 0 67 3 0 0 0 0 0 0 3

H/TOT 173 61 16 3 5 0 0 258 33 4 1 0 0 0 0 38

16:00 63 11 1 0 2 1 0 78 14 0 0 0 0 0 0 14

16:15 58 17 2 1 2 0 0 80 7 3 0 0 0 0 0 10

16:30 109 21 1 1 1 0 0 133 5 0 0 0 0 0 0 5

16:45 67 12 1 2 2 0 0 84 20 0 0 0 0 0 0 20

H/TOT 297 61 5 4 7 1 0 375 46 3 0 0 0 0 0 49

17:00 134 7 0 0 0 0 0 141 14 2 0 0 0 0 0 16

17:15 62 4 2 1 1 0 0 70 9 2 0 0 0 0 0 11

17:30 67 4 0 0 1 1 0 73 9 2 0 0 0 0 0 11

17:45 35 5 0 1 1 0 0 42 0 0 0 1 0 0 0 1

H/TOT 298 20 2 2 3 1 0 326 32 6 0 1 0 0 0 39

18:00 52 4 0 0 1 0 0 57 9 0 0 0 0 0 0 9

18:15 23 0 2 1 0 2 0 28 6 1 0 0 0 0 0 7

18:30 14 4 0 0 0 0 0 18 2 0 0 0 0 0 0 2

18:45 19 1 0 1 1 0 0 22 0 0 0 0 0 1 0 1

H/TOT 108 9 2 2 2 2 0 125 17 1 0 0 0 1 0 19

P/TOT 2091 578 196 73 70 9 0 3017 280 41 5 3 0 1 0 330


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


F TO A F TO G F TO F


07:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

07:30 3 3 0 0 0 0 0 6 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 1 0 1 2 0 0 0 0 0 0 2

H/TOT 3 3 0 0 0 1 0 7 2 0 0 0 0 0 0 2

08:00 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2

08:15 4 0 0 0 0 0 0 4 2 0 0 0 0 0 0 2

08:30 3 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

08:45 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

H/TOT 7 0 0 0 0 0 0 7 4 2 0 0 0 0 0 6

09:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

09:15 0 0 2 1 0 0 0 3 0 1 0 0 0 0 0 1

09:30 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 0

09:45 2 1 1 1 0 0 0 5 0 0 0 0 0 0 0 0

H/TOT 2 1 5 2 0 0 0 10 0 1 0 0 0 0 0 1

10:00 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1

10:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10:45 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1

H/TOT 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2

11:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11:15 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

11:30 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1

11:45 2 0 1 0 0 0 0 3 0 0 0 0 0 0 0 0

H/TOT 2 1 1 0 0 0 0 4 1 0 0 1 0 0 0 2

12:00 1 0 0 0 0 1 0 2 1 0 0 0 0 0 0 1

12:15 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0

12:30 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2

12:45 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1

H/TOT 3 0 0 0 0 1 0 4 2 0 1 0 1 0 0 4

20/10/2016


NDC for

Fore Consulting

13:00 0 1 3 0 0 0 0 4 0 0 0 0 0 0 0 0

13:15 0 0 1 0 0 0 0 1 0 1 0 0 0 0 0 1

13:30 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0

13:45 1 0 1 0 0 0 0 2 0 0 0 2 0 0 0 2

H/TOT 1 3 5 0 0 0 0 9 0 1 0 2 0 0 0 3

14:00 2 0 0 0 0 0 0 2 2 0 0 0 0 0 0 2

14:15 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0

14:30 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0

14:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 3 2 0 0 0 0 0 5 2 0 0 0 0 0 0 2

15:00 1 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1

15:15 0 1 1 0 0 0 0 2 3 0 0 0 0 0 0 3

15:30 7 0 0 0 1 0 0 8 0 0 0 0 0 0 0 0

15:45 3 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

H/TOT 11 1 1 0 1 0 0 14 3 1 0 0 0 0 0 4

16:00 3 3 0 0 0 0 0 6 0 0 0 0 0 0 0 0

16:15 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0

16:30 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

16:45 1 0 0 0 0 0 0 1 1 0 0 0 0 0 0 1

H/TOT 6 3 0 0 0 0 0 9 3 0 0 0 0 0 0 3

17:00 3 0 0 0 0 0 0 3 1 0 1 0 0 0 0 2

17:15 3 0 0 0 0 0 0 3 1 0 0 0 0 0 0 1

17:30 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

17:45 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1

H/TOT 6 0 0 0 0 0 0 6 3 0 2 0 0 0 0 5

18:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

18:15 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0

18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0

P/TOT 45 14 12 2 1 2 0 76 20 6 3 3 2 0 0 34


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


F TO F


07:00 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

08:00 0 0 0 0 0 0 0 0

08:15 0 0 0 0 0 0 0 0

08:30 0 0 0 0 0 0 0 0

08:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

09:00 0 0 0 0 0 0 0 0

09:15 0 0 0 0 0 0 0 0

09:30 0 0 0 0 0 0 0 0

09:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

10:00 0 0 0 0 0 0 0 0

10:15 0 0 0 0 0 0 0 0

10:30 0 0 0 0 0 0 0 0

10:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

11:00 0 0 0 0 0 0 0 0

11:15 0 0 0 0 0 0 0 0

11:30 0 0 0 0 0 0 0 0

11:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

12:00 0 0 0 0 0 0 0 0

12:15 0 0 0 0 0 0 0 0

12:30 0 0 0 0 0 0 0 0

12:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

20/10/2016


NDC for

Fore Consulting

13:00 0 0 0 0 0 0 0 0

13:15 0 0 0 0 0 0 0 0

13:30 0 0 0 0 0 0 0 0

13:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

14:00 0 0 0 0 0 0 0 0

14:15 0 0 0 0 0 0 0 0

14:30 0 0 0 0 0 0 0 0

14:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

15:00 0 0 0 0 0 0 0 0

15:15 0 0 0 0 0 0 0 0

15:30 0 0 0 0 0 0 0 0

15:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

16:00 0 0 0 0 0 0 0 0

16:15 0 0 0 0 0 0 0 0

16:30 0 0 0 0 0 0 0 0

16:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

17:00 0 0 0 0 0 0 0 0

17:15 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

18:00 0 0 0 0 0 0 0 0

18:15 0 0 0 0 0 0 0 0

18:30 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

P/TOT 0 0 0 0 0 0 0 0


NDC for

Fore Consulting

6808/ CARGO FLEET

OCT 2016


SITE: 1 DATE:


G TO F G TO E G TO D


07:00 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 2

07:15 0 0 0 0 0 0 0 0 1 0 0 0 2 0 0 3

07:30 0 0 0 0 0 0 0 0 3 1 0 0 0 0 0 4

07:45 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

H/TOT 0 0 0 0 0 0 0 0 7 1 0 1 2 0 0 11

08:00 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 3

08:15 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

08:30 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

08:45 0 0 2 0 0 0 0 2 2 0 0 0 0 0 0 2

H/TOT 0 0 2 0 0 0 0 2 8 0 0 0 0 0 0 8

09:00 3 0 0 0 0 0 0 3 2 0 0 0 0 0 0 2

09:15 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2

09:30 1 0 0 0 0 0 0 1 5 2 1 0 0 0 0 8

09:45 2 0 0 0 0 0 0 2 2 0 0 0 0 0 0 2

H/TOT 6 0 0 0 0 0 0 6 10 2 2 0 0 0 0 14

10:00 1 0 0 0 0 0 0 1 2 0 0 0 0 0 0 2

10:15 3 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0

10:30 1 1 2 0 0 0 0 4 3 1 0 0 0 0 0 4

10:45 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0

H/TOT 7 1 2 0 0 0 0 10 5 1 0 0 0 0 0 6

11:00 0 0 0 0 0 0 0 0 7 3 1 0 0 0 0 11

11:15 0 0 0 0 0 0 0 0 2 0 0 3 0 0 0 5

11:30 0 0 0 0 0 0 0 0 3 0 1 0 0 0 0 4

11:45 1 0 0 0 0 0 0 1 4 0 0 0 0 0 0 4

H/TOT 1 0 0 0 0 0 0 1 16 3 2 3 0 0 0 24

12:00 0 0 0 2 0 0 0 2 4 0 0 0 0 0 0 4

12:15 2 0 0 0 0 0 0 2 3 1 0 0 0 0 0 4

12:30 1 0 0 0 0 0 0 1 3 0 0 0 0 0 0 3

12:45 2 0 0 0 0 0 0 2 2 0 3 0 0 0 0 5

H/TOT 5 0 0 2 0 0 0 7 12 1 3 0 0 0 0 16

20/10/2016


NDC for

Fore Consulting

6808/ CARGO FLEET

OCT 2016


SITE: 1 DATE:


G TO F G TO E G TO D


20/10/2016

13:00 1 0 0 0 0 0 0 1 3 0 0 1 0 0 0 4

13:15 2 2 0 0 0 0 0 4 4 0 0 0 0 0 0 4

13:30 2 0 0 0 0 0 0 2 1 1 0 0 0 0 0 2

13:45 2 0 0 0 0 0 0 2 5 0 2 0 0 0 0 7

H/TOT 7 2 0 0 0 0 0 9 13 1 2 1 0 0 0 17

14:00 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 3

14:15 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

14:30 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

14:45 1 0 0 0 0 0 0 1 4 0 0 0 0 0 0 4

H/TOT 1 0 0 0 0 0 0 1 9 0 2 0 0 0 0 11

15:00 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

15:15 0 0 0 0 0 0 0 0 1 1 2 0 0 0 0 4

15:30 0 0 0 0 0 0 0 0 3 1 0 0 0 0 0 4

15:45 0 3 0 0 0 0 0 3 0 2 0 0 0 0 0 2

H/TOT 0 3 0 0 0 0 0 3 6 4 2 0 0 0 0 12

16:00 2 0 0 0 0 0 0 2 5 0 0 0 0 0 0 5

16:15 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1

16:30 4 0 0 0 0 0 0 4 1 0 0 0 0 0 0 1

16:45 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0

H/TOT 7 0 0 0 0 0 0 7 7 0 0 0 0 0 0 7

17:00 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

17:15 1 0 0 0 0 0 0 1 2 2 0 0 0 0 0 4

17:30 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

17:45 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2

H/TOT 1 0 0 0 0 0 0 1 8 2 0 0 0 0 0 10

18:00 0 0 0 0 0 0 0 0 8 1 0 1 0 0 0 10

18:15 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1

18:30 0 0 0 0 0 0 0 0 3 0 0 1 0 0 0 4

18:45 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 4

H/TOT 0 0 0 0 0 0 0 0 15 1 0 2 1 0 0 19

P/TOT 35 6 4 2 0 0 0 47 116 16 13 7 3 0 0 155


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


G TO D G TO C G TO B


07:00 0 0 0 0 0 0 0 0 197 14 5 25 0 1 0 242

07:15 0 0 0 0 0 0 0 0 214 30 8 31 2 3 0 288

07:30 0 0 0 0 0 0 0 0 266 34 12 24 1 1 0 338

07:45 0 0 0 0 0 0 0 0 258 41 9 36 5 1 0 350

H/TOT 0 0 0 0 0 0 0 0 935 119 34 116 8 6 0 1218

08:00 0 0 0 0 0 0 0 0 329 37 8 29 1 0 0 404

08:15 0 0 0 0 0 0 0 0 335 26 18 25 1 3 0 408

08:30 0 0 0 0 0 0 0 0 348 17 10 32 2 1 0 410

08:45 0 1 0 0 0 0 0 1 298 29 6 27 1 0 0 361

H/TOT 0 1 0 0 0 0 0 1 1310 109 42 113 5 4 0 1583

09:00 0 0 0 0 0 0 0 0 243 29 14 26 0 0 0 312

09:15 1 0 0 0 0 0 0 1 223 23 11 32 2 2 0 293

09:30 0 0 0 0 0 0 0 0 208 27 9 20 2 0 0 266

09:45 0 0 0 0 0 0 0 0 151 18 6 27 1 2 0 205

H/TOT 1 0 0 0 0 0 0 1 825 97 40 105 5 4 0 1076

10:00 0 1 0 0 0 0 0 1 117 20 10 14 1 1 0 163

10:15 0 0 0 0 0 0 0 0 133 18 17 18 1 0 0 187

10:30 0 0 0 0 0 0 0 0 130 21 6 29 1 0 0 187

10:45 0 0 0 0 0 0 0 0 128 20 8 21 1 0 0 178

H/TOT 0 1 0 0 0 0 0 1 508 79 41 82 4 1 0 715

11:00 1 0 0 0 0 0 0 1 138 19 16 27 2 0 0 202

11:15 0 0 0 0 0 0 0 0 105 24 10 24 2 0 0 165

11:30 0 0 0 0 0 0 0 0 136 24 10 24 1 0 0 195

11:45 1 1 0 0 0 0 0 2 119 19 6 28 2 0 0 174

H/TOT 2 1 0 0 0 0 0 3 498 86 42 103 7 0 0 736

12:00 1 0 0 0 0 0 0 1 152 22 6 30 1 1 0 212

12:15 1 0 0 0 0 0 0 1 169 20 5 26 1 0 0 221

12:30 1 0 0 0 0 0 0 1 137 25 10 26 1 0 0 199

12:45 1 0 0 0 0 0 0 1 159 20 8 28 1 1 0 217

H/TOT 4 0 0 0 0 0 0 4 617 87 29 110 4 2 0 849

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


G TO D G TO C G TO B


20/10/2016

13:00 2 0 0 1 0 0 0 3 150 23 9 28 1 2 0 213

13:15 0 0 0 0 0 0 0 0 140 21 11 22 2 0 0 196

13:30 2 0 0 0 0 0 0 2 144 30 7 13 1 0 0 195

13:45 1 0 0 0 0 0 0 1 115 24 10 23 1 0 0 173

H/TOT 5 0 0 1 0 0 0 6 549 98 37 86 5 2 0 777

14:00 3 0 0 0 0 0 0 3 156 21 5 28 1 0 0 211

14:15 1 0 0 0 0 0 0 1 164 27 5 27 1 0 0 224

14:30 1 0 0 0 0 0 0 1 119 23 16 25 1 1 0 185

14:45 0 0 0 0 0 0 0 0 117 19 9 28 2 0 0 175

H/TOT 5 0 0 0 0 0 0 5 556 90 35 108 5 1 0 795

15:00 1 0 0 0 0 0 0 1 155 21 11 30 1 0 0 218

15:15 0 0 0 0 0 0 0 0 153 27 12 30 1 1 0 224

15:30 0 0 0 0 0 0 0 0 172 33 16 19 1 1 0 242

15:45 0 0 0 0 0 0 0 0 212 21 6 33 2 0 0 274

H/TOT 1 0 0 0 0 0 0 1 692 102 45 112 5 2 0 958

16:00 1 0 0 0 0 0 0 1 278 26 9 19 2 1 0 335

16:15 1 0 0 0 0 0 0 1 235 40 5 28 1 1 0 310

16:30 2 0 0 0 0 0 0 2 214 34 10 14 2 2 0 276

16:45 3 0 0 0 0 0 0 3 233 30 6 28 1 1 0 299

H/TOT 7 0 0 0 0 0 0 7 960 130 30 89 6 5 0 1220

17:00 0 0 0 0 0 0 0 0 228 13 5 16 1 2 0 265

17:15 0 0 0 0 0 0 0 0 235 23 2 16 1 0 0 277

17:30 1 0 0 0 0 0 0 1 220 19 3 18 2 0 0 262

17:45 0 0 0 0 0 0 0 0 210 11 3 20 1 0 0 245

H/TOT 1 0 0 0 0 0 0 1 893 66 13 70 5 2 0 1049

18:00 0 0 0 0 0 0 0 0 188 12 2 14 0 1 0 217

18:15 0 0 0 0 0 0 0 0 160 5 2 9 1 0 0 177

18:30 0 0 0 0 0 0 0 0 150 9 0 16 1 0 0 176

18:45 0 0 0 0 0 0 0 0 107 10 0 12 0 0 0 129

H/TOT 0 0 0 0 0 0 0 0 605 36 4 51 2 1 0 699

P/TOT 26 3 0 1 0 0 0 30 8948 1099 392 1145 61 30 0 11675


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


G TO B G TO A G TO G


07:00 16 0 1 1 0 0 0 18 0 0 0 0 0 0 0 0

07:15 5 3 0 0 0 0 0 8 0 0 0 0 0 0 0 0

07:30 12 5 0 1 0 0 0 18 0 0 0 0 0 0 0 0

07:45 8 4 0 1 0 0 0 13 0 0 0 0 0 0 0 0

H/TOT 41 12 1 3 0 0 0 57 0 0 0 0 0 0 0 0

08:00 6 2 5 1 0 0 0 14 0 0 0 1 0 0 0 1

08:15 22 0 1 2 0 0 0 25 1 0 0 0 0 0 0 1

08:30 5 0 3 1 0 0 0 9 1 3 0 0 0 0 0 4

08:45 17 2 1 1 0 0 0 21 1 0 0 0 0 0 0 1

H/TOT 50 4 10 5 0 0 0 69 3 3 0 1 0 0 0 7

09:00 21 0 0 0 0 0 0 21 0 0 0 0 0 0 0 0

09:15 15 0 1 1 0 0 0 17 1 0 0 0 0 0 0 1

09:30 6 5 0 0 0 0 0 11 0 0 0 1 0 0 0 1

09:45 13 0 1 0 0 0 0 14 2 0 0 0 0 0 0 2

H/TOT 55 5 2 1 0 0 0 63 3 0 0 1 0 0 0 4

10:00 17 0 1 1 0 0 0 19 0 0 0 0 0 0 0 0

10:15 6 3 0 0 0 0 0 9 1 0 0 0 0 0 0 1

10:30 12 0 5 1 0 0 0 18 1 0 0 0 0 0 0 1

10:45 14 0 1 1 0 0 0 16 1 0 0 0 0 0 0 1

H/TOT 49 3 7 3 0 0 0 62 3 0 0 0 0 0 0 3

11:00 6 2 0 0 0 0 0 8 3 0 0 0 0 0 0 3

11:15 12 2 4 0 0 0 0 18 0 2 0 0 0 0 0 2

11:30 9 6 2 1 0 0 0 18 0 0 0 0 0 0 0 0

11:45 11 2 4 0 0 0 0 17 0 0 0 0 0 0 0 0

H/TOT 38 12 10 1 0 0 0 61 3 2 0 0 0 0 0 5

12:00 13 3 0 1 0 0 0 17 0 0 0 0 0 0 0 0

12:15 7 0 1 0 0 0 0 8 0 0 0 0 0 0 0 0

12:30 19 0 1 1 0 0 0 21 0 0 0 0 0 0 0 0

12:45 15 3 0 1 0 0 0 19 1 0 0 0 0 0 0 1

H/TOT 54 6 2 3 0 0 0 65 1 0 0 0 0 0 0 1

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


G TO B G TO A G TO G


20/10/2016

13:00 7 0 0 2 0 0 0 9 1 0 0 1 0 0 0 2

13:15 13 1 0 0 0 0 0 14 1 0 0 0 0 0 0 1

13:30 18 1 0 1 0 0 0 20 1 0 0 0 0 0 0 1

13:45 18 1 1 1 0 0 0 21 0 0 0 0 0 0 0 0

H/TOT 56 3 1 4 0 0 0 64 3 0 0 1 0 0 0 4

14:00 7 1 3 0 0 0 0 11 0 0 0 0 0 0 0 0

14:15 12 0 0 0 0 0 0 12 0 0 0 0 0 0 0 0

14:30 20 4 0 0 0 0 0 24 1 0 0 1 0 0 0 2

14:45 10 4 0 0 0 0 0 14 2 0 0 0 0 0 0 2

H/TOT 49 9 3 0 0 0 0 61 3 0 0 1 0 0 0 4

15:00 7 1 0 4 0 0 0 12 1 0 0 0 0 0 0 1

15:15 12 1 1 0 0 0 0 14 0 0 0 0 0 0 0 0

15:30 12 2 1 0 0 0 0 15 2 0 0 0 0 0 0 2

15:45 16 5 0 1 0 0 0 22 0 0 0 0 0 0 0 0

H/TOT 47 9 2 5 0 0 0 63 3 0 0 0 0 0 0 3

16:00 5 1 1 0 0 0 0 7 0 0 0 0 0 0 0 0

16:15 15 1 0 2 0 0 0 18 0 0 0 0 0 0 0 0

16:30 17 2 0 0 0 0 0 19 2 0 0 0 0 0 0 2

16:45 5 0 0 1 0 0 0 6 0 0 0 0 0 0 0 0

H/TOT 42 4 1 3 0 0 0 50 2 0 0 0 0 0 0 2

17:00 9 0 0 1 0 0 0 10 0 1 0 0 0 0 0 1

17:15 6 0 0 0 0 0 0 6 0 1 0 0 0 0 0 1

17:30 12 0 0 0 0 0 0 12 1 0 0 0 0 0 0 1

17:45 18 0 0 1 0 0 0 19 0 0 0 0 0 0 0 0

H/TOT 45 0 0 2 0 0 0 47 1 2 0 0 0 0 0 3

18:00 13 5 0 2 0 0 0 20 0 0 0 0 0 0 0 0

18:15 5 0 1 1 0 0 0 7 0 0 0 0 0 0 0 0

18:30 19 1 0 2 0 0 0 22 0 2 0 0 0 0 0 2

18:45 13 0 0 2 0 0 0 15 0 0 0 0 0 0 0 0

H/TOT 50 6 1 7 0 0 0 64 0 2 0 0 0 0 0 2

P/TOT 576 73 40 37 0 0 0 726 25 9 0 4 0 0 0 38


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


G TO G


07:00 0 0 0 0 0 0 0 0

07:15 0 0 0 0 0 0 0 0

07:30 0 0 0 0 0 0 0 0

07:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

08:00 0 0 0 0 0 0 0 0

08:15 0 0 0 0 0 0 0 0

08:30 0 0 1 0 0 0 0 1

08:45 0 0 0 0 0 0 0 0

H/TOT 0 0 1 0 0 0 0 1

09:00 0 0 0 0 0 0 0 0

09:15 0 0 0 0 0 0 0 0

09:30 1 0 0 0 0 0 0 1

09:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

10:00 0 0 0 0 0 0 0 0

10:15 0 0 0 0 0 0 0 0

10:30 0 0 0 0 0 0 0 0

10:45 0 1 0 0 0 0 0 1

H/TOT 0 1 0 0 0 0 0 1

11:00 0 0 0 0 0 0 0 0

11:15 0 0 0 0 0 0 0 0

11:30 0 0 0 0 0 0 0 0

11:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

12:00 0 0 0 0 0 0 0 0

12:15 1 0 0 0 0 0 0 1

12:30 0 0 0 0 0 0 0 0

12:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

20/10/2016


NDC for

Fore Consulting


OCT 2016 OCT 2016


SITE: 1 DATE:


G TO G


20/10/2016

13:00 0 0 0 0 0 0 0 0

13:15 1 0 0 0 0 0 0 1

13:30 0 0 0 0 0 0 0 0

13:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

14:00 0 0 0 0 0 0 0 0

14:15 0 0 0 0 0 0 0 0

14:30 1 0 0 0 0 0 0 1

14:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

15:00 0 0 0 0 0 0 0 0

15:15 1 0 0 0 0 0 0 1

15:30 0 0 0 0 0 0 0 0

15:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

16:00 0 0 0 0 0 0 0 0

16:15 0 0 0 0 0 0 0 0

16:30 0 0 0 0 0 0 0 0

16:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

17:00 0 0 0 0 0 0 0 0

17:15 0 0 0 0 0 0 0 0

17:30 0 0 0 0 0 0 0 0

17:45 0 0 0 0 0 0 0 0

H/TOT 0 0 0 0 0 0 0 0

18:00 0 0 0 0 0 0 0 0

18:15 1 0 0 0 0 0 0 1

18:30 0 0 0 0 0 0 0 0

18:45 0 0 0 0 0 0 0 0

H/TOT 1 0 0 0 0 0 0 1

P/TOT 6 1 1 0 0 0 0 8


NDC for

Fore Consulting

Appendix A2

Queue Length Survey Data

6808 / CARGO FLEET

OCTOBER 16

QUEUE LENGTHS

SITE: 1 DAY: Thursday

LOCATION: A66 DATE: 20/10/2016

Note:

Lanes are numbered outwards from the nearside kerb in the direction of travel.

Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.

Queues at every light change.

TIME LANE 1 LANE 2 LANE 3 TIME LANE 1 LANE 2 LANE 3

07:00 7 10 2 09:00 10 8 19

07:01 6 8 5 09:01 8 13 24

07:02 10 7 7 09:02

07:03 3 5 4 09:03 9 10 21

07:04 4 12 3 09:04 10 8 20

07:05 09:05

07:06 4 15 6 09:06 6 10 24

07:07 4 5 6 09:07 6 8 17

07:08 10 9 9 09:08 5 8 28

07:09 09:09

07:10 5 10 3 09:10 5 9 29

07:11 5 8 5 09:11 3 6 27

07:12 5 9 1 09:12

07:13 7 15 5 09:13 2 6 25

07:14 09:14 9 10 8

07:15 8 10 6 09:15 2 4 7

07:16 7 5 5 09:16 6 5 8

07:17 4 5 8 09:17

07:18 6 11 5 09:18 6 2 19

07:19 09:19 11 6 24

07:20 12 13 7 09:20

07:21 10 14 9 09:21 3 7 22

07:22 09:22 6 9 26

07:23 7 7 4 09:23 6 6 25

07:24 6 10 10 09:24

07:25 9 14 4 09:25 4 6 26

07:26 09:26 6 3 28

07:27 10 12 8 09:27 6 8 17

07:28 12 11 10 09:28

07:29 09:29 7 10 8

07:30 8 11 11 09:30 8 10 9

07:31 9 12 6 09:31

07:32 09:32 8 9 10

07:33 7 16 8 09:33 5 4 7

07:34 6 8 9 09:34 7 3 17

07:35 09:35

07:36 11 6 11 09:36 10 7 8

07:37 12 14 15 09:37 4 8 2

07:38 09:38 3 4 1

07:39 11 15 14 09:39 10 5 4

ARM C

A66 (WEST)

ARM C

A66 (WEST)

6808 Cargo Fleet Queues



Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.07:40 5 7 5 09:40 6 8 8

07:41 8 13 10 09:41

07:42 09:42 7 6 4

07:43 7 10 13 09:43 2 3 8

07:44 4 13 4 09:44 7 7 6

07:45 11 14 12 09:45

07:46 09:46 11 2 4

07:47 10 21 14 09:47 9 6 3

07:48 7 13 10 09:48

07:49 09:49 3 2 6

07:50 5 13 11 09:50 4 3 1

07:51 3 12 10 09:51 5 4 7

07:52 09:52 4 2 6

07:53 9 10 16 09:53 2 3 4

07:54 7 11 11 09:54 5 1 9

07:55 09:55 5 3 11

07:56 11 10 12 09:56

07:57 9 18 13 09:57 10 5 7

07:58 09:58 6 5 7

07:59 10 11 16 09:59

08:00 6 12 13 10:00 2 2 6

08:01 10:01 5 1 6

08:02 9 12 10 10:02 4 2 7

08:03 15 11 15 10:03 2 4 9

08:04 10:04 4 4 3

08:05 5 14 7 10:05 8 9 8

08:06 9 12 6 10:06 3 4 5

08:07 10:07 6 2 4

08:08 12 10 15 10:08 8 1 6

08:09 4 11 15 10:09

08:10 10:10 4 4 8

08:11 9 12 17 10:11 3 3 5

08:12 10 8 16 10:12 6 5 6

08:13 10:13 7 2 10

08:14 4 7 12 10:14 6 7 10

08:15 3 9 7 10:15 6 6 12

08:16 10:16

08:17 12 12 9 10:17 8 3 11

08:18 8 17 13 10:18 4 0 5

08:19 5 6 17 10:19 4 5 8




Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.08:20 10:20 1 2 5

08:21 10 10 13 10:21 4 4 3

08:22 5 10 12 10:22 7 2 1

08:23 10:23

08:24 8 9 16 10:24 10 3 11

08:25 5 7 10 10:25 8 5 13

08:26 10:26

08:27 2 3 10 10:27 3 7 10

08:28 8 15 12 10:28 8 2 11

08:29 8 9 10 10:29 6 4 10

08:30 10:30 9 4 14

08:31 5 9 11 10:31

08:32 7 11 16 10:32 10 1 14

08:33 10:33 8 1 11

08:34 12 18 20 10:34 5 6 12

08:35 11 15 18 10:35

08:36 10:36 6 9 10

08:37 5 7 12 10:37 3 10 9

08:38 8 6 13 10:38

08:39 7 4 15 10:39 5 7 10

08:40 10:40 6 8 9

08:41 6 13 11 10:41 4 2 4

08:42 8 12 12 10:42 3 6 3

08:43 10:43 9 11 6

08:44 9 14 10 10:44

08:45 4 5 13 10:45 5 4 13

08:46 10:46 6 10 11

08:47 8 14 19 10:47

08:48 13 19 22 10:48 3 4 8

08:49 5 16 21 10:49 8 6 7

08:50 10:50 2 4 6

08:51 7 9 22 10:51 3 3 9

08:52 11 15 19 10:52

08:53 5 10 20 10:53 4 2 13

08:54 10:54 9 7 10

08:55 11 18 26 10:55

08:56 16 20 27 10:56 8 1 8

08:57 15 18 29 10:57 6 2 5

08:58 10:58 3 5 7

08:59 10 17 35 10:59 2 3 5


6808 / CARGO FLEET 6808 / CARGO FLEET

OCTOBER 16

QUEUE LENGTHS QUEUE LENGTHS



Note:




11:00 13:00 8 7 11

11:01 5 13 12 13:01

11:02 5 5 6 13:02 6 8 6

11:03 5 5 10 13:03 4 7 9

11:04 13:04 6 11 9

11:05 3 3 14 13:05

11:06 7 5 11 13:06 7 5 6

11:07 8 4 7 13:07 6 1 13

11:08 2 3 4 13:08 13 14 14

11:09 13:09

11:10 9 4 7 13:10 10 9 10

11:11 4 3 5 13:11 12 5 10

11:12 5 4 10 13:12

11:13 3 3 5 13:13 11 14 7

11:14 5 6 2 13:14 14 6 11

11:15 4 3 3 13:15 6 7 10

11:16 10 6 7 13:16

11:17 13:17 9 10 16

11:18 12 7 5 13:18 14 9 10

11:19 13:19 10 15 14

11:20 8 7 11 13:20 15 5 8

11:21 8 4 7 13:21

11:22 4 5 8 13:22 6 4 5

11:23 3 3 4 13:23 6 6 12

11:24 4 5 2 13:24 7 10 12

11:25 4 4 12 13:25 11 5 8

11:26 13:26

11:27 7 4 5 13:27 12 10 14

11:28 5 2 4 13:28 14 12 16

11:29 5 4 4 13:29

11:30 9 7 7 13:30 6 4 5

11:31 6 6 7 13:31 7 5 11

11:32 7 4 11 13:32 7 9 16

11:33 13:33 9 6 13

11:34 3 2 6 13:34 8 5 7

11:35 2 3 6 13:35 11 5 7

11:36 3 7 10 13:36 4 5 7

11:37 5 6 6 13:37

11:38 5 4 6 13:38 7 8 11

11:39 5 3 2 13:39 12 4 4

A66 (WEST) A66 (WEST)

ARM C ARM C




Note:



11:41 1 1 5 13:41 3 5 12

11:42 3 3 1 13:42

11:43 8 6 8 13:43 5 4 16

11:44 4 3 3 13:44 6 9 17

11:45 6 5 3 13:45 5 7 11

11:46 13:46

11:47 5 8 18 13:47 7 7 16

11:48 5 4 14 13:48 6 8 9

11:49 6 11 15 13:49 10 8 10

11:50 13:50 6 8 11

11:51 3 3 6 13:51

11:52 12 4 11 13:52 11 10 12

11:53 13:53 10 12 4

11:54 4 2 3 13:54

11:55 5 2 5 13:55 10 9 12

11:56 13:56 15 12 5

11:57 4 6 8 13:57

11:58 7 2 9 13:58 15 10 14

11:59 5 1 8 13:59 4 4 11

12:00 14:00 9 10 14

12:01 4 4 9 14:01

12:02 8 5 5 14:02 15 9 16

12:03 14:03 8 8 12

12:04 3 3 7 14:04

12:05 7 5 11 14:05 11 13 9

12:06 3 3 10 14:06 12 11 12

12:07 8 5 6 14:07

12:08 14:08 12 8 14

12:09 9 4 4 14:09 10 11 9

12:10 7 5 9 14:10

12:11 4 3 4 14:11 8 9 13

12:12 9 5 8 14:12 4 3 9

12:13 14:13 11 10 12

12:14 3 6 9 14:14

12:15 7 6 12 14:15 17 15 17

12:16 9 2 9 14:16 15 10 16

12:17 14:17

12:18 8 8 18 14:18 16 10 18

12:19 7 8 13 14:19 8 7 12




Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.12:20 14:20

12:21 4 4 14 14:21 4 5 9

12:22 5 6 5 14:22 16 12 17

12:23 4 6 6 14:23

12:24 14:24 15 14 19

12:25 7 8 6 14:25 16 10 18

12:26 7 4 10 14:26

12:27 6 5 6 14:27 16 15 18

12:28 11 5 9 14:28 15 10 14

12:29 3 3 4 14:29

12:30 14:30 8 5 10

12:31 10 6 12 14:31 10 8 12

12:32 5 3 7 14:32 17 10 18

12:33 7 5 7 14:33

12:34 5 7 5 14:34 11 7 9

12:35 14:35 10 11 6

12:36 7 4 12 14:36

12:37 4 7 11 14:37 7 8 13

12:38 3 3 14 14:38 16 12 8

12:39 14:39

12:40 5 7 13 14:40 18 15 14

12:41 6 10 15 14:41 12 8 18

12:42 11 7 18 14:42 10 8 14

12:43 14:43

12:44 7 5 7 14:44 8 6 17

12:45 7 10 18 14:45 11 3 13

12:46 14:46

12:47 6 4 8 14:47 12 8 12

12:48 8 9 11 14:48 7 11 14

12:49 10 16 14 14:49 11 10 15

12:50 14:50

12:51 15 14 18 14:51 6 8 6

12:52 14 5 22 14:52 7 4 13

12:53 16 11 20 14:53 15 8 12

12:54 14:54

12:55 8 11 24 14:55 5 5 7

12:56 13 9 11 14:56 10 7 12

12:57 14:57 15 12 17

12:58 3 7 9 14:58 8 3 15

12:59 8 10 11 14:59 19 10 16



OCTOBER 16




Note:




15:00 17:00 23 18 24

15:01 13 5 16 17:01

15:02 12 6 15 17:02 24 20 22

15:03 17:03 23 21 24

15:04 14 8 12 17:04

15:05 17 12 17 17:05 26 24 25

15:06 17:06

15:07 17 14 15 17:07 25 23 24

15:08 10 10 11 17:08 26 21 27

15:09 13 6 15 17:09

15:10 17:10 23 21 23

15:11 16 10 13 17:11 24 21 22

15:12 13 11 14 17:12

15:13 17:13 25 19 23

15:14 5 8 10 17:14 22 18 20

15:15 12 8 10 17:15

15:16 11 10 11 17:16 24 22 21

15:17 13 12 15 17:17 26 23 24

15:18 17:18

15:19 17 13 11 17:19 25 20 23

15:20 16 10 17 17:20 22 18 25

15:21 17:21 23 17 20

15:22 16 3 18 17:22

15:23 12 10 15 17:23 21 15 22

15:24 17:24 23 18 22

15:25 14 8 16 17:25

15:26 12 3 8 17:26 22 19 23

15:27 10 7 12 17:27 24 17 19

15:28 17:28

15:29 8 8 10 17:29 23 20 24

15:30 7 6 10 17:30 21 15 20

15:31 12 10 13 17:31

15:32 9 5 15 17:32 25 18 24

15:33 17:33 24 20 25

15:34 11 10 2 17:34

15:35 15 13 5 17:35 22 17 18

15:36 17:36 23 19 17

15:37 14 12 16 17:37

15:38 10 12 8 17:38 21 17 17

15:39 12 10 11 17:39

ARM C ARM C

A66 (WEST) A66 (WEST)




Note:



15:41 10 11 13 17:41 21 20 22

15:42 22 18 20 17:42

15:43 17:43 24 21 18

15:44 24 20 25 17:44 21 19 16

15:45 23 15 21 17:45

15:46 17:46 20 19 19

15:47 16 15 18 17:47 15 12 10

15:48 22 18 21 17:48 11 10 11

15:49 17:49

15:50 21 15 22 17:50 15 11 7

15:51 11 12 18 17:51 10 8 6

15:52 17:52

15:53 22 15 20 17:53 20 18 14

15:54 21 18 24 17:54 10 8 3

15:55 17:55 13 12 5

15:56 14 10 14 17:56

15:57 13 10 16 17:57 12 11 9

15:58 17:58 13 10 8

15:59 12 14 11 17:59 12 12 5

16:00 20 15 17 18:00 10 9 1

16:01 18:01 9 8 2

16:02 13 10 15 18:02

16:03 18:03 11 10 12

16:04 14 12 6 18:04 13 12 8

16:05 18:05

16:06 14 10 11 18:06 8 10 10

16:07 24 13 17 18:07 7 8 12

16:08 18:08

16:09 20 15 18 18:09 10 13 12

16:10 22 18 25 18:10 15 13 6

16:11 18:11

16:12 26 27 27 18:12 10 12 3

16:13 23 18 19 18:13 12 9 4

16:14 18:14

16:15 17 12 18 18:15 8 7 7

16:16 19 19 22 18:16 9 8 8

16:17 18:17 16 15 8

16:18 20 22 25 18:18 10 8 5

16:19 18 20 22 18:19 9 7 3




Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.16:20 18:20

16:21 18 15 21 18:21 3 6 5

16:22 20 18 23 18:22 3 4 5

16:23 18:23 4 7 6

16:24 5 11 12 18:24 6 6 4

16:25 17 15 22 18:25 5 4 7

16:26 18:26

16:27 24 20 25 18:27 3 5 8

16:28 24 18 21 18:28 6 6 9

16:29 18:29 5 6 5

16:30 25 15 27 18:30 4 4 5

16:31 22 21 26 18:31 1 1 2

16:32 18:32 8 4 7

16:33 27 22 24 18:33 3 2 3

16:34 25 22 11 18:34 6 4 1

16:35 18:35 6 6 4

16:36 20 18 10 18:36 3 0 3

16:37 21 20 8 18:37 5 3 6

16:38 18:38

16:39 22 18 24 18:39 2 5 2

16:40 27 25 20 18:40 2 3 6

16:41 25 22 21 18:41 10 6 8

16:42 18:42 8 6 6

16:43 21 17 9 18:43 3 4 5

16:44 27 22 25 18:44 3 3 6

16:45 18:45 1 3 0

16:46 27 18 20 18:46 3 4 6

16:47 30 23 22 18:47 3 3 6

16:48 18:48 2 3 3

16:49 29 21 27 18:49 3 3 8

16:50 32 27 28 18:50 6 3 3

16:51 18:51 4 2 2

16:52 30 27 31 18:52 4 6 5

16:53 24 20 23 18:53 3 3 3

16:54 21 19 22 18:54 2 2 6

16:55 18:55 4 4 3

16:56 22 16 18 18:56 2 2 2

16:57 18:57 2 5 6

16:58 21 16 19 18:58 4 4 4

16:59 24 15 18 18:59 0 0 3


6808 / CARGO FLEET

OCTOBER 16

QUEUE LENGTHS



Note:



Queues at every light change.


07:00 0 1 0 09:00 9 8 1

07:01 5 6 1 09:01 6 10 0

07:02 5 6 1 09:02 8 10 2

07:03 3 4 0 09:03

07:04 6 10 0 09:04 9 13 0

07:05 4 9 0 09:05 15 14 0

07:06 5 5 2 09:06 6 12 0

07:07 2 7 0 09:07

07:08 09:08 4 9 2

07:09 5 14 0 09:09 15 15 0

07:10 7 13 0 09:10 7 12 0

07:11 9 10 0 09:11

07:12 09:12 8 9 0

07:13 4 7 0 09:13 13 12 0

07:14 4 16 0 09:14

07:15 6 4 0 09:15 8 10 0

07:16 09:16 10 6 0

07:17 3 3 0 09:17 2 5 0

07:18 8 8 0 09:18 9 14 0

07:19 6 10 1 09:19

07:20 09:20 10 15 0

07:21 7 7 0 09:21 11 20 0

07:22 9 19 0 09:22

07:23 7 7 0 09:23 8 9 1

07:24 09:24 11 16 0

07:25 11 15 1 09:25 10 11 1

07:26 7 7 0 09:26

07:27 09:27 13 15 0

07:28 8 14 0 09:28 11 11 0

07:29 6 13 0 09:29

07:30 09:30 5 10 1

07:31 12 15 0 09:31 7 8 0

07:32 6 10 0 09:32 13 13 0

07:33 09:33

07:34 11 18 12 09:34 7 12 0

07:35 9 16 0 09:35 12 10 0

07:36 12 11 1 09:36 7 1 1

07:37 09:37 3 0 0

07:38 4 5 0 09:38

07:39 12 11 0 09:39 12 5 0

A66 (EAST) A66 (EAST)

ARM G ARM G




Note:



07:41 12 20 0 09:41 11 7 0

07:42 15 19 0 09:42 4 3 0

07:43 12 13 1 09:43

07:44 09:44 8 11 0

07:45 4 13 0 09:45 6 0 0

07:46 7 8 0 09:46

07:47 09:47 12 11 0

07:48 13 23 0 09:48 8 2 0

07:49 12 21 0 09:49 8 8 0

07:50 09:50

07:51 12 23 0 09:51 3 8 0

07:52 10 20 0 09:52 5 2 1

07:53 09:53 3 6 0

07:54 11 19 0 09:54 6 4 0

07:55 12 23 1 09:55 6 10 0

07:56 09:56 7 12 0

07:57 14 22 1 09:57

07:58 13 21 0 09:58 7 6 0

07:59 09:59 5 5 0

08:00 14 24 0 10:00 5 2 0

08:01 11 24 0 10:01 7 2 0

08:02 10:02 3 1 0

08:03 12 24 0 10:03 2 1 1

08:04 14 24 0 10:04 9 3 0

08:05 10:05

08:06 14 19 0 10:06 6 3 0

08:07 16 21 0 10:07 3 3 1

08:08 10:08 8 6 1

08:09 16 25 0 10:09 5 7 0

08:10 13 25 1 10:10 9 2 0

08:11 10:11 6 6 0

08:12 16 20 1 10:12 6 4 1

08:13 17 24 0 10:13

08:14 10:14 6 4 1

08:15 17 18 0 10:15 8 4 0

08:16 20 23 1 10:16 10 5 0

08:17 25 28 0 10:17

08:18 10:18 6 2 0

08:19 24 24 1 10:19 3 1 0




Note:



08:21 10:21 7 2 1

08:22 19 22 1 10:22 1 0 0

08:23 18 22 0 10:23 10 3 0

08:24 10:24

08:25 16 23 0 10:25 6 4 0

08:26 16 20 1 10:26 7 10 0

08:27 11 14 1 10:27 7 4 0

08:28 10:28

08:29 15 19 0 10:29 11 10 0

08:30 16 21 1 10:30 4 6 1

08:31 16 20 0 10:31 11 2 0

08:32 10:32 7 7 1

08:33 18 21 0 10:33

08:34 20 23 0 10:34 3 7 0

08:35 10:35 5 9 0

08:36 18 22 0 10:36

08:37 14 22 1 10:37 8 2 0

08:38 10:38 9 14 0

08:39 15 21 0 10:39 6 4 0

08:40 17 24 0 10:40

08:41 10:41 6 0 0

08:42 16 20 0 10:42 6 10 1

08:43 14 22 0 10:43 8 6 0

08:44 16 16 2 10:44 8 1 0

08:45 10:45

08:46 13 21 0 10:46 5 6 0

08:47 16 20 2 10:47 9 6 0

08:48 10:48 10 6 0

08:49 12 19 0 10:49

08:50 16 19 0 10:50 4 4 1

08:51 16 18 2 10:51 4 1 0

08:52 10:52 8 3 0

08:53 14 21 0 10:53

08:54 18 22 0 10:54 10 10 0

08:55 12 20 0 10:55 5 6 1

08:56 10:56 3 2 1

08:57 9 5 1 10:57 10 7 0

08:58 5 4 0 10:58 5 4 1

08:59 10:59 7 2 0



OCTOBER 16




Note:




11:00 7 2 0 13:00 6 9 0

11:01 13:01 7 7 0

11:02 3 3 0 13:02 10 10 0

11:03 12 2 0 13:03

11:04 7 1 0 13:04 9 5 1

11:05 13:05 3 2 0

11:06 12 6 1 13:06 12 7 0

11:07 4 1 0 13:07

11:08 9 7 0 13:08 8 6 1

11:09 8 3 0 13:09 11 9 1

11:10 5 3 1 13:10

11:11 4 5 0 13:11 5 5 0

11:12 7 9 1 13:12 11 10 0

11:13 13:13 7 7 1

11:14 4 3 0 13:14

11:15 10 8 0 13:15 4 3 2

11:16 8 12 1 13:16 4 4 0

11:17 13:17 6 8 1

11:18 7 3 0 13:18 8 3 0

11:19 8 8 1 13:19

11:20 4 3 0 13:20 8 6 0

11:21 13:21 6 7 0

11:22 5 3 0 13:22 8 8 0

11:23 7 6 2 13:23

11:24 6 5 0 13:24 9 4 0

11:25 5 2 1 13:25 6 6 0

11:26 5 5 0 13:26 5 8 0

11:27 10 3 0 13:27

11:28 4 5 0 13:28 5 5 0

11:29 13:29 6 7 0

11:30 9 0 1 13:30 7 9 0

11:31 6 5 0 13:31 13 9 0

11:32 4 5 0 13:32

11:33 6 12 0 13:33 7 4 0

11:34 5 5 0 13:34 13 11 0

11:35 13:35

11:36 9 1 0 13:36 3 3 0

11:37 5 5 0 13:37 10 8 0

11:38 4 2 0 13:38 4 6 1

11:39 4 1 0 13:39


ARM G ARM G




Note:



11:41 4 3 0 13:41 5 5 0

11:42 9 3 0 13:42 6 1 0

11:43 10 8 0 13:43

11:44 7 3 0 13:44 5 6 1

11:45 6 2 0 13:45 5 3 1

11:46 10 8 0 13:46 9 2 0

11:47 8 1 0 13:47 6 4 0

11:48 10 9 0 13:48

11:49 13:49 10 13 0

11:50 10 5 0 13:50 6 5 0

11:51 7 5 0 13:51 5 9 0

11:52 13:52

11:53 12 5 0 13:53 6 5 0

11:54 4 5 2 13:54 8 2 0

11:55 4 0 0 13:55

11:56 7 6 0 13:56 10 2 1

11:57 10 4 2 13:57 11 8 0

11:58 13:58 10 3 0

11:59 7 5 1 13:59

12:00 9 7 0 14:00 8 2 0

12:01 14:01 6 4 1

12:02 6 7 0 14:02

12:03 11 12 0 14:03 6 6 1

12:04 12 7 0 14:04 7 3 0

12:05 7 1 0 14:05

12:06 14:06 8 6 1

12:07 4 7 0 14:07 5 9 1

12:08 11 6 0 14:08

12:09 10 14 0 14:09 7 6 0

12:10 14:10 8 11 0

12:11 7 7 0 14:11 6 8 0

12:12 8 7 0 14:12

12:13 7 3 0 14:13 5 9 0

12:14 7 0 0 14:14 11 6 0

12:15 14:15

12:16 8 4 0 14:16 8 12 1

12:17 7 5 0 14:17 11 12 2

12:18 14:18

12:19 9 14 0 14:19 8 8 0




Note:



12:21 14:21 6 6 0

12:22 7 12 1 14:22 7 8 0

12:23 10 3 1 14:23 7 1 0

12:24 5 3 0 14:24

12:25 4 0 0 14:25 9 7 0

12:26 14:26 6 8 0

12:27 11 14 0 14:27

12:28 7 1 0 14:28 8 7 1

12:29 5 5 3 14:29 7 5 1

12:30 9 5 0 14:30 7 3 0

12:31 14:31

12:32 8 7 0 14:32 12 11 1

12:33 4 4 0 14:33 6 4 1

12:34 5 2 0 14:34

12:35 5 7 2 14:35 9 5 1

12:36 11 5 0 14:36 10 9 0

12:37 14:37 8 8 0

12:38 12 8 1 14:38

12:39 7 3 1 14:39 7 10 2

12:40 13 9 0 14:40

12:41 14:41 12 9 0

12:42 4 7 0 14:42 7 9 0

12:43 11 14 0 14:43 6 8 0

12:44 10 14 0 14:44

12:45 14:45 6 5 1

12:46 7 10 1 14:46 8 9 1

12:47 7 9 0 14:47 7 4 1

12:48 2 3 1 14:48

12:49 14:49 9 8 0

12:50 9 9 1 14:50 3 5 0

12:51 7 5 0 14:51 8 7 0

12:52 14:52

12:53 10 3 0 14:53 12 11 0

12:54 9 4 1 14:54 6 3 1

12:55 14:55 5 3 1

12:56 7 2 0 14:56 9 4 0

12:57 8 4 0 14:57

12:58 9 3 1 14:58 5 6 0

12:59 14:59 5 6 0



OCTOBER 16




Note:




15:00 4 8 2 17:00 6 3 2

15:01 17:01 11 2 1

15:02 11 3 0 17:02

15:03 11 14 2 17:03 22 19 1

15:04 6 3 0 17:04 14 16 0

15:05 17:05

15:06 11 11 0 17:06 17 28 0

15:07 17:07 14 18 0

15:08 11 12 0 17:08

15:09 3 5 0 17:09 8 7 1

15:10 8 5 0 17:10 4 10 0

15:11 17:11

15:12 9 3 0 17:12 20 13 0

15:13 10 8 0 17:13

15:14 8 7 0 17:14 15 12 0

15:15 11 9 0 17:15 15 23 0

15:16 17:16

15:17 4 4 2 17:17 12 11 0

15:18 9 7 0 17:18 8 12 0

15:19 17:19 9 12 0

15:20 5 5 0 17:20

15:21 7 7 0 17:21 8 5 1

15:22 10 5 1 17:22 9 10 1

15:23 17:23

15:24 12 7 0 17:24 8 7 2

15:25 11 10 1 17:25 14 19 0

15:26 17:26

15:27 8 3 0 17:27 12 18 0

15:28 4 5 0 17:28 19 17 0

15:29 5 7 0 17:29

15:30 17:30 14 7 2

15:31 7 14 0 17:31 6 5 0

15:32 8 5 0 17:32

15:33 7 4 0 17:33 15 22 0

15:34 17:34 20 25 0

15:35 8 10 0 17:35

15:36 8 8 1 17:36 9 10 0

15:37 17:37 15 17 1

15:38 9 6 0 17:38

15:39 9 7 0 17:39 9 8 0


ARM G ARM G




Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.15:40 9 11 0 17:40

15:41 17:41 10 11 1

15:42 9 4 0 17:42 13 11 1

15:43 12 9 1 17:43

15:44 17:44 10 14 1

15:45 18 11 0 17:45 6 8 0

15:46 10 15 0 17:46 6 7 0

15:47 17:47

15:48 9 15 2 17:48 7 5 0

15:49 14 15 2 17:49 6 10 0

15:50 17:50

15:51 6 11 0 17:51 2 4 1

15:52 12 14 0 17:52 9 5 0

15:53 17:53

15:54 11 8 0 17:54 7 12 0

15:55 10 13 0 17:55 9 10 0

15:56 17:56 2 16 0

15:57 10 8 1 17:57

15:58 12 11 0 17:58 7 15 0

15:59 17:59 5 2 0

16:00 11 14 0 18:00 5 1 1

16:01 8 13 0 18:01 2 1 0

16:02 18:02 11 8 0

16:03 6 1 0 18:03

16:04 12 10 0 18:04 7 18 0

16:05 12 15 0 18:05 7 5 2

16:06 18:06

16:07 13 12 0 18:07 12 6 0

16:08 9 9 0 18:08 11 13 2

16:09 18:09

16:10 10 16 0 18:10 16 5 0

16:11 20 24 0 18:11 7 7 1

16:12 18:12

16:13 11 18 0 18:13 14 18 0

16:14 20 26 0 18:14 5 9 0

16:15 18:15 2 1 0

16:16 13 12 0 18:16 12 13 0

16:17 21 15 1 18:17

16:18 18:18 9 5 0

16:19 18 28 0 18:19 4 6 0




Note:



16:21 18:21 3 2 0

16:22 21 23 0 18:22 2 2 0

16:23 18 29 0 18:23 7 5 0

16:24 18:24 3 5 0

16:25 13 12 0 18:25 5 1 0

16:26 14 18 0 18:26 8 8 1

16:27 18:27 7 5 0

16:28 7 7 1 18:28

16:29 8 16 0 18:29 8 6 0

16:30 18:30 2 3 1

16:31 8 15 0 18:31 5 3 0

16:32 9 15 0 18:32

16:33 18:33 5 5 1

16:34 18 24 0 18:34 3 5 0

16:35 7 8 1 18:35 9 4 0

16:36 18:36 5 3 1

16:37 7 4 1 18:37 9 6 1

16:38 17 22 0 18:38 15 14 1

16:39 18:39 16 8 2

16:40 4 11 0 18:40 3 2 0

16:41 6 0 0 18:41

16:42 8 7 1 18:42 2 12 0

16:43 18:43 2 2 0

16:44 10 3 0 18:44 3 7 0

16:45 15 22 1 18:45 4 4 0

16:46 18:46 3 2 2

16:47 20 25 1 18:47 3 1 0

16:48 22 25 1 18:48 6 5 1

16:49 18:49 2 3 1

16:50 15 22 1 18:50 5 3 0

16:51 10 20 0 18:51 5 4 0

16:52 18:52 7 0 1

16:53 11 8 0 18:53 1 2 1

16:54 5 10 0 18:54 3 5 0

16:55 7 16 0 18:55 8 3 0

16:56 18:56 2 1 0

16:57 9 15 0 18:57 4 1 0

16:58 18:58 1 1 0

16:59 13 12 1 18:59 2 2 0


6808 / CARGO FLEET

OCTOBER 16

QUEUE LENGTHS


LOCATION: A66/A171 DATE: 20/10/2016

Note:



ARM A ARM B

Cambridge Rd

TIME LANE 1 LANE 2 LANE 1 LANE1 LANE 2 LANE 3

07:00 0 0 1 0 0 0

07:05 0 1 3 0 0 0

07:10 0 1 1 0 0 0

07:15 0 1 3 0 0 0

07:20 0 0 1 0 0 0

07:25 1 1 2 0 0 0

07:30 0 0 3 0 0 1

07:35 1 1 1 0 1 0

07:40 0 2 2 0 0 0

07:45 1 2 4 0 1 0

07:50 1 1 5 0 0 0

07:55 1 4 8 0 0 0

08:00 2 1 0 0 1 0

08:05 0 1 3 3 0 0

08:10 0 1 5 2 1 0

08:15 1 3 3 2 1 0

08:20 0 3 5 1 1 0

08:25 0 2 2 1 1 1

08:30 1 1 4 0 2 1

08:35 0 1 2 0 1 1

08:40 2 0 2 1 0 0

08:45 0 0 2 2 1 1

08:50 2 1 3 1 0 0

08:55 2 2 3 0 1 0

09:00 1 0 5 1 0 0

09:05 1 1 3 2 1 1

09:10 1 1 4 2 1 0

09:15 1 2 2 0 1 1

09:20 5 1 2 0 1 1

09:25 3 1 1 1 1 1

09:30 1 3 2 2 2 0

09:35 1 1 3 1 2 1

09:40 2 1 1 1 1 1

09:45 1 2 2 1 0 1

09:50 1 1 2 2 2 0

09:55 1 1 3 0 2 0

10:00 1 2 1 1 0 0

10:05 0 3 3 1 1 1

10:10 2 0 1 0 1 1

10:15 1 1 4 1 1 1

10:20 2 1 3 0 1 0

10:25 2 2 8 1 2 2

10:30 1 2 2 2 1 1

10:35 1 1 3 1 1 1

10:40 1 1 3 2 2 0

10:45 2 1 1 1 2 2

10:50 1 1 1 0 0 0

10:55 1 1 3 2 1 1

Works Rd

ARM D

South Bank Rd (W)




Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.11:00 1 1 1 1 1 1

11:05 0 0 2 0 0 0

11:10 1 0 3 0 1 2

11:15 1 1 4 1 0 1

11:20 1 1 2 1 0 1

11:25 2 1 4 1 1 2

11:30 1 0 3 0 2 0

11:35 1 2 1 1 1 1

11:40 0 1 2 1 1 0

11:45 0 4 3 1 2 0

11:50 2 1 1 1 2 2

11:55 0 2 4 0 3 0

12:00 2 1 3 1 1 1

12:05 1 1 6 0 1 1

12:10 2 1 5 1 2 1

12:15 1 1 3 2 0 1

12:20 2 0 3 0 1 1

12:25 1 1 2 2 1 1

12:30 1 1 3 1 2 0

12:35 2 2 7 1 0 1

12:40 2 1 4 0 0 0

12:45 0 1 2 1 1 1

12:50 1 1 5 1 1 1

12:55 2 1 4 0 1 1

13:00 1 2 2 1 1 1

13:05 2 2 8 3 1 0

13:10 1 1 11 0 0 2

13:15 1 1 7 0 1 1

13:20 3 1 3 1 2 1

13:25 1 1 1 0 1 1

13:30 1 1 3 1 2 0

13:35 2 1 5 0 1 3

13:40 1 1 1 0 1 1

13:45 1 2 2 1 0 2

13:50 0 2 4 1 4 2

13:55 1 1 6 0 2 1

14:00 0 2 5 2 1 1

14:05 2 2 4 1 1 0

14:10 0 0 5 0 0 0

14:15 1 2 4 1 1 0

14:20 1 2 3 2 1 2

14:25 2 1 2 1 0 1

14:30 2 1 2 1 0 1

14:35 2 1 5 1 1 1

14:40 0 1 4 0 1 1

14:45 1 1 6 1 0 0

14:50 0 2 3 1 1 0

14:55 1 0 2 0 0 0




Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.15:00 1 2 5 1 2 1

15:05 3 1 3 0 1 0

15:10 1 2 2 0 0 3

15:15 1 1 3 0 1 1

15:20 2 0 2 1 1 1

15:25 1 2 3 0 0 0

15:30 0 2 2 1 1 0

15:35 1 1 3 1 1 1

15:40 3 2 5 0 0 0

15:45 1 3 4 1 1 0

15:50 2 1 3 1 1 3

15:55 1 1 4 1 2 0

16:00 2 0 3 1 2 0

16:05 4 4 6 1 2 0

16:10 2 3 4 2 0 0

16:15 3 2 6 0 1 1

16:20 2 2 3 1 1 2

16:25 2 4 4 1 2 1

16:30 1 1 3 2 1 0

16:35 5 2 3 2 1 0

16:40 5 3 3 1 3 1

16:45 1 1 6 3 1 1

16:50 1 1 5 1 1 1

16:55 0 3 8 2 1 0

17:00 4 3 8 5 4 1

17:05 1 1 7 3 0 0

17:10 1 1 2 3 0 1

17:15 1 1 3 1 1 1

17:20 1 1 4 1 0 0

17:25 1 1 7 1 1 0

17:30 0 2 4 1 0 1

17:35 0 1 3 0 0 1

17:40 1 0 2 1 0 0

17:45 2 1 3 0 0 0

17:50 1 0 2 0 0 0

17:55 1 1 4 1 1 0

18:00 2 2 3 1 0 0

18:05 3 1 2 1 0 0

18:10 1 0 6 0 1 1

18:15 0 1 3 0 0 0

18:20 0 1 2 0 1 0

18:25 1 1 2 0 0 0

18:30 2 0 1 0 0 0

18:35 1 0 2 1 1 0

18:40 1 0 6 1 0 0

18:45 0 0 3 0 0 0

18:50 0 0 2 0 1 0

18:55 1 0 1 0 0 1

MAX 5 4 11 5 4 3

MIN 0 0 0 0 0 0



OCTOBER 16 OCTOBER 16


SITE: 1 DATE: Thursday


Note:



ARM F

TIME LANE 1 LANE 2 LANE 1 LANE 2 LANE 3

07:00 4 0 1 0 2

07:05 5 0 0 0 1

07:10 4 0 0 2 0

07:15 1 1 0 1 2

07:20 3 1 0 0 5

07:25 2 2 1 0 2

07:30 2 1 1 0 4

07:35 1 0 1 1 3

07:40 2 3 0 0 3

07:45 11 4 1 0 3

07:50 7 1 2 1 3

07:55 2 1 2 1 3

08:00 4 2 1 0 12

08:05 3 3 1 1 4

08:10 9 6 0 0 7

08:15 5 3 1 0 5

08:20 11 7 1 0 8

08:25 8 7 1 1 15

08:30 5 3 1 4 5

08:35 5 3 1 1 6

08:40 5 4 1 0 5

08:45 3 6 1 1 4

08:50 10 2 1 0 4

08:55 3 1 0 1 4

09:00 7 1 0 1 5

09:05 4 2 0 2 3

09:10 4 2 1 1 3

09:15 7 2 4 2 5

09:20 5 1 1 0 5

09:25 4 2 1 0 5

09:30 3 1 1 0 14

09:35 9 2 1 0 13

09:40 4 1 2 0 5

09:45 3 2 1 1 2

09:50 2 2 0 0 4

09:55 2 1 1 0 6

10:00 1 4 2 1 2

10:05 4 0 0 1 3

10:10 0 1 1 1 3

10:15 6 1 1 0 6

10:20 3 2 1 0 2

10:25 3 1 1 1 7

10:30 5 1 1 1 5

10:35 2 1 0 1 6

10:40 2 1 0 0 2

10:45 4 1 1 1 3

10:50 4 0 1 0 4

10:55 4 2 1 0 2

ARM E

Cargo Fleet Lane South Bank Rd (E)




Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.11:00 3 0 0 0 4

11:05 4 2 0 0 3

11:10 4 1 0 0 2

11:15 5 1 0 1 9

11:20 4 1 0 0 4

11:25 3 2 1 0 2

11:30 2 2 1 1 4

11:35 1 0 0 1 2

11:40 4 1 2 1 2

11:45 3 3 3 1 3

11:50 8 2 3 0 1

11:55 8 1 3 1 6

12:00 3 1 0 1 3

12:05 2 3 4 2 3

12:10 1 1 0 1 1

12:15 8 3 1 1 2

12:20 4 2 0 2 2

12:25 8 1 1 1 6

12:30 6 2 0 1 6

12:35 4 1 0 1 2

12:40 3 2 1 1 3

12:45 5 2 1 0 4

12:50 3 1 1 1 3

12:55 4 1 0 0 2

13:00 5 3 1 0 5

13:05 3 1 1 1 2

13:10 5 2 1 1 3

13:15 5 2 1 0 2

13:20 3 1 0 1 3

13:25 3 3 1 0 6

13:30 7 1 1 2 3

13:35 6 2 2 0 6

13:40 4 2 1 1 4

13:45 2 1 1 0 5

13:50 4 2 1 1 2

13:55 7 1 2 1 2

14:00 2 1 0 0 4

14:05 4 2 1 1 4

14:10 2 1 0 0 2

14:15 3 1 1 0 4

14:20 9 1 1 1 5

14:25 4 2 2 1 4

14:30 4 3 1 0 4

14:35 4 1 1 0 3

14:40 2 1 4 1 5

14:45 1 1 1 0 3

14:50 0 1 1 1 2

14:55 3 2 2 1 1




Note:


Lane 1 will always be nearest the footway. Queues measured in vehicle numbers.15:00 3 1 0 1 2

15:05 2 1 0 2 6

15:10 2 2 0 1 4

15:15 4 2 0 0 2

15:20 4 2 2 0 6

15:25 2 2 0 0 3

15:30 4 2 1 2 3

15:35 1 2 1 1 7

15:40 4 2 0 3 3

15:45 4 2 1 1 5

15:50 4 3 0 0 5

15:55 4 1 1 1 4

16:00 14 4 0 3 12

16:05 12 3 1 0 7

16:10 4 2 2 2 8

16:15 6 1 0 1 4

16:20 1 2 2 0 5

16:25 2 5 0 1 5

16:30 11 4 0 0 15

16:35 5 4 0 0 15

16:40 3 4 0 0 4

16:45 6 1 1 0 4

16:50 5 1 1 0 12

16:55 7 2 2 0 7

17:00 4 2 0 0 10

17:05 7 4 1 0 15

17:10 3 3 0 0 3

17:15 3 0 1 1 2

17:20 5 1 1 0 3

17:25 4 2 0 0 1

17:30 8 1 1 0 5

17:35 1 1 1 0 2

17:40 2 1 0 0 3

17:45 2 0 0 1 2

17:50 2 2 1 0 2

17:55 1 1 0 0 2

18:00 0 0 4 0 3

18:05 2 1 1 0 2

18:10 3 2 1 0 2

18:15 2 0 1 0 4

18:20 0 0 0 1 0

18:25 0 0 2 0 2

18:30 0 1 0 0 1

18:35 0 0 1 1 1

18:40 4 0 1 0 2

18:45 1 1 0 1 0

18:50 0 0 1 0 2

18:55 0 0 1 0 0

MAX 14 7 4 4 15

MIN 0 0 0 0 0


Appendix B

Queue Length Validation

Appendix B1

Queue Length Validation – AM Peak Period

0.0

1.0

2.0

3.0

4.0

5.0

6.0

07:00:00 07:28:48 07:57:36 08:26:24 08:55:12 09:24:00 09:52:48

A - Works Road Lane 1

Modelled Max

Observed Max

0

1

2

3

4

5

07:00 07:28 07:57 08:26 08:55 09:24 09:52


Observed Max

Modelled Max

0

1

2

3

4

5

6

7

8

9

07:00 07:28 07:57 08:26 08:55 09:24 09:52

B - Cambridge Road Lane 1

Observed Max

Modelled Max

0

5

10

15

20

25

30

35

40

45

07:00 07:28 07:57 08:26 08:55 09:24 09:52

C - A66 Eastbound Lane 1

Modelled - Replication 1










Modelled - Average

Observed Mean

0

5

10

15

20

25

30

35

40

07:00 07:28 07:57 08:26 08:55 09:24 09:52












Modelled - Average

Observed Mean

0

10

20

30

40

50

60

07:00 07:28 07:57 08:26 08:55 09:24 09:52












Modelled - Average

Observed Mean

0

1

2

3

4

07:00 07:28 07:57 08:26 08:55 09:24 09:52

D - South Bank Road West Lane 1 (Left Turn)

Observed Max

Modelled Max

0

1

2

3

07:00 07:28 07:57 08:26 08:55 09:24 09:52

D - South Bank Road West Lane 2

Observed Max

Modelled Max

0

1

2

3

07:00 07:28 07:57 08:26 08:55 09:24 09:52


Observed Max

Modelled Max

0

2

4

6

8

10

12

07:00 07:28 07:57 08:26 08:55 09:24 09:52

E - Cargo Fleet Lane Lane 1

Observed Max

Modelled Max

0

1

2

3

4

5

6

7

8

07:00 07:28 07:57 08:26 08:55 09:24 09:52


Observed Max

Modelled Max

0

1

2

3

4

5

07:00 07:28 07:57 08:26 08:55 09:24 09:52

F - South Bank Road East Lane 1 (Left Turn)

Observed Max

Modelled Max

0

1

2

3

4

5

07:00 07:28 07:57 08:26 08:55 09:24 09:52

F - South Bank Road East Lane 2

Observed Max

Modelled Max

0

2

4

6

8

10

12

14

16

18

20

07:00 07:28 07:57 08:26 08:55 09:24 09:52


Observed Max

Modelled Max

0

5

10

15

20

25

30

35

40

07:00 07:28 07:57 08:26 08:55 09:24 09:52

G - A66 Westbound Lane 1











Modelled - Average

Observed Mean

0

5

10

15

20

25

30

35

40

07:00 07:28 07:57 08:26 08:55 09:24 09:52












Modelled - Average

Observed Mean

0

1

2

3

4

5

07:00 07:28 07:57 08:26 08:55 09:24 09:52












Modelled - Average

Observed Mean

Appendix B2

Queue Length Validation – PM Peak Period

0.0

1.0

2.0

3.0

4.0

5.0

6.0

15:50:24 16:19:12 16:48:00 17:16:48 17:45:36 18:14:24 18:43:12 19:12:00


Modelled Max

Observed Max

0

1

2

3

4

5

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12


Observed Max

Modelled Max

0

2

4

6

8

10

12

14

16

18

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12

B - Cambridge Road Lane 1

Observed Max

Modelled Max

0

5

10

15

20

25

30

35

40

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12












Modelled - Average

Observed Mean

0

10

20

30

40

50

60

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12












Modelled - Average

Observed Mean

0

10

20

30

40

50

60

70

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12












Modelled - Average

Observed Mean

0

1

2

3

4

5

6

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12

D - South Bank Road West Lane 1 (Left Turn)

Observed

Modelled Mean

0

1

2

3

4

5

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12


Observed Max

Modelled Max

0

1

2

3

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12


Observed Max

Modelled Max

0

2

4

6

8

10

12

14

16

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12


Observed Max

Modelled Max

0

1

2

3

4

5

6

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12


Observed Max

Modelled Max

0

1

2

3

4

5

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12

F - South Bank Road East Lane 1 (Left Turn)

Observed max

Modelled Max

0

1

2

3

4

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12


Observed Max

Modelled Max

0

2

4

6

8

10

12

14

16

18

20

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12


Observed Max

Modelled Max

0

5

10

15

20

25

30

35

40

45

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12












Modelled - Average

Observed Mean

0

5

10

15

20

25

30

35

40

45

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12












Modelled - Average

Observed Mean

0

1

2

15:50 16:19 16:48 17:16 17:45 18:14 18:43 19:12












Modelled - Average

Observed Mean

Appendix C

Individual Arm Statistics

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

101 68 60 68 222 178 198 167 1719 1703 1721 1708 15 84 83 114 851 847 918 809 594 575 610 536 1547 1598 1631 1628

13 11 13 8 80 53 65 69 216 423 494 551 29 25 51 30 10 11 19 15 13 13 15 14 31 85 202 320

0 0 0 0 5 2 4 3 42 86 103 135 0 0 0 0 1 1 2 2 1 0 1 0 4 15 37 63

2 2 1 1 14 10 11 10 84 112 133 179 0 3 4 3 11 10 17 13 12 11 14 12 18 37 59 95

102 68 60 66 234 157 211 162 2262 1727 1794 1715 14 85 84 113 854 850 920 802 594 574 610 536 1545 1599 1630 1629

16 18 19 24 14 22 17 17 10 5 4 4 7 11 6 9 12 12 9 12 27 25 25 26 22 20 20 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 16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45

222 140 162 55 206 257 247 256 1990 1825 2511 1904 158 184 125 158 974 746 673 698 523 534 682 522 1324 1350 1149 1410

14 15 21 14 28 53 39 79 113 275 353 464 25 18 18 20 13 8 10 9 17 15 19 12 175 261 412 433

0 0 0 0 1 4 2 6 23 66 98 183 0 0 0 0 1 1 1 1 1 1 1 0 28 42 69 65

4 4 4 1 8 12 10 15 44 118 143 298 4 4 3 4 13 8 8 8 14 11 15 11 49 64 92 87

225 135 160 58 204 270 235 287 2306 2242 2447 1945 158 184 123 159 965 742 678 691 524 533 684 520 1326 1347 1130 1430

14 14 10 16 21 15 20 9 28 10 8 5 9 15 14 17 10 14 12 14 25 22 20 27 16 17 16 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 07:45 08:00 08:15 08:30 07:45 08:00 08:15 08:30 07:45 08:00 08:15 08:30 07:45 08:00 08:15 08:30

93 66 67 63 211 177 186 184 2193 1754 1863 1881 21 84 73 91 861 815 911 816 573 580 631 588 1610 1762 1770 1730

28 19 13 9 38 107 6 7 33 37 23 23 16 20 28 19 10 10 15 11 15 14 13 15 20 46 102 160

0 0 0 0 3 4 0 0 4 4 2 2 0 0 0 0 1 1 2 1 0 0 0 0 2 6 15 25

3 2 1 1 14 13 4 4 18 18 12 12 0 3 2 3 10 10 14 10 7 6 7 7 11 24 35 48

98 62 67 62 250 139 188 184 2240 1703 1870 1874 21 84 72 91 867 819 914 811 574 580 632 588 1611 1852 1886 1858

14 14 16 20 25 24 37 36 23 27 28 29 10 11 9 12 12 12 9 12 26 24 25 23 25 18 15 15

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

237 130 175 62 198 267 216 280 2243 2299 2326 2371 151 178 129 164 970 710 714 717 535 504 670 555 1462 1450 1282 1358

22 8 11 7 5 4 3 5 42 36 59 101 22 15 19 19 15 8 9 9 21 13 14 13 28 37 25 26

1 0 0 0 0 0 0 0 5 5 9 17 0 0 0 0 2 1 1 1 1 0 1 0 2 3 2 2

4 2 3 1 4 3 3 5 20 19 24 39 4 4 3 4 21 8 7 10 8 6 8 6 14 17 8 11

233 130 174 60 198 262 218 282 2245 2316 2391 2551 151 178 130 166 971 703 716 730 534 504 670 555 1465 1446 1259 1366

13 18 19 20 38 40 41 38 20 22 20 21 9 13 9 16 10 14 12 13 20 23 22 23 23 22 25 23

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

86 68 72 60 229 153 204 156 2258 1782 1873 1904 12 76 72 104 773 690 647 940 592 576 630 576 1538 1764 1712 1658

11 8 7 6 6 5 4 4 28 22 17 17 38 253 479 192 39 188 396 508 15 13 14 13 13 26 49 170

0 0 0 0 0 0 0 0 3 2 2 2 0 2 5 2 7 39 96 114 1 0 0 0 1 3 8 31

2 1 1 1 5 3 4 3 16 15 10 10 0 6 11 7 32 75 150 154 7 6 7 6 11 18 31 54

86 67 72 60 230 154 206 152 2311 1722 1879 1906 12 78 74 100 784 695 646 936 593 575 631 575 1540 1771 1719 1657

20 23 25 28 37 38 39 39 25 28 29 31 7 6 4 4 8 4 3 5 24 25 23 25 30 25 23 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 16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45 16:00 16:15 16:30 16:45

230 131 184 51 190 254 206 302 2272 2330 2406 2440 158 175 140 158 929 752 687 694 526 489 688 518 1502 1557 1362 1361

11 11 11 11 6 7 7 8 38 40 56 59 110 46 33 60 44 15 11 13 16 18 14 13 56 71 20 13

0 0 0 0 0 0 0 0 5 5 8 8 2 1 0 1 7 1 1 1 0 1 1 0 9 10 2 1

4 2 3 1 4 5 5 6 20 19 22 24 9 6 4 7 27 12 9 11 7 6 9 6 28 24 13 9

230 130 185 50 194 253 208 302 2249 2386 2417 2448 156 174 142 158 924 746 692 693 526 489 691 514 1497 1559 1350 1362

20 21 19 20 37 35 35 34 25 27 25 24 6 11 9 15 7 12 11 12 22 21 22 24 20 21 27 27

Cargo Fleet Lane DMA66 Eastbound DM AM South Bank Road West DM AM

Cargo Fleet Roundabout Aimsun Modelling - Individual Arm Statistics2025 F

utu

re Y

ear

Do M

inim

um

AM

Peri

od

AM Works Road DM AM Cambridge Road DM AM

Mean Queue Mean Queue Mean Queue Mean Queue Mean Queue

Max Queue Max Queue Max Queue Max Queue Max Queue

Flow Flow Flow Flow Flow

Delay Delay Delay Delay Delay

PM

Peri

od

PM

Input Flow Input Flow Input Flow Input Flow Input Flow

Speed Speed Speed Speed Speed

Flow Flow Flow


DM PM Cargo Fleet Lane DMDM PM A66 Eastbound DM PM South Bank Road West


Works Road DM PM Cambridge Road

Flow Flow

Mean Queue Mean Queue


Mean Queue Mean Queue Mean Queue


MAX QUEUE 17 in the AM Period

MIN SPEED 10 in the PM Period MIN SPEED 9 in the PM Period MIN SPEED

MAX QUEUE 298 in the PM Period MAX QUEUE 4 in the PM PeriodMAX QUEUE 4 in the PM Period MAX QUEUE 15 in the PM Period

AM Cargo Fleet Lane OPT1AM A66 Eastbound OPT1 AM South Bank Road West OPT1

9 in the AM Period

2025 F

utu

re Y

ear

Opti

on 1

AM

Peri

od

AM Works Road OPT1 AM Cambridge Road OPT1

4 in the AM Period MIN SPEED 6 in the AM Period MIN SPEED





PM

Peri

od

PM Works Road OPT1 PM Cambridge Road

Flow Flow




Flow Flow Flow


OPT1 PM

Speed Speed

Cargo Fleet Lane OPT1OPT1 PM A66 Eastbound OPT1 PM South Bank Road West


Speed Speed Speed



MAX QUEUE 21 in the PM Period



AM Cargo Fleet Lane Opt3BAM A66 Eastbound Opt3B AM South Bank Road West Opt3B

9 in the PM Period

2025 F

utu

re Y

ear

Opti

on 3

B

AM

Peri

od

AM Works Road Opt3B AM Cambridge Road Opt3B

20 in the PM Period MIN SPEED 9 in the PM Period MIN SPEED





PM

Peri

od

PM Works Road Opt3B PM Cambridge Road

Flow Flow




Flow Flow Flow


Opt3B PM

Speed Speed

Cargo Fleet Lane Opt3BOpt3B PM A66 Eastbound Opt3B PM South Bank Road West


Speed Speed Speed






3 in the PM Period24 in the PM Period MIN SPEED 4 in the PM Period MIN SPEED

AM South Bank Road East DM

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed

PM South Bank Road East DM

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed


MIN SPEED 20 in the PM Period

AM South Bank Road East OPT1

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed

PM South Bank Road East OPT1

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed



AM South Bank Road East Opt3B

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed

PM South Bank Road East Opt3B

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed



AM A66 Westbound DM

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed

PM A66 Westbound DM

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed

MAX QUEUE 95 in the AM Period


AM A66 Westbound OPT1

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed

PM A66 Westbound OPT1

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed



AM A66 Westbound Opt3B

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed

PM A66 Westbound Opt3B

Flow

Delay

Mean Queue

Max Queue

Input Flow

Speed



Fore Consulting Limited 2nd Floor, Queens House

Wellington Street Leeds

LS1 2DE

0113 2460204 [email protected]


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...Middlesbrough Borough Council Cargo Fleet Throughabout Feasibility Study– Aimsun Modelling Report 30 March 2017 Version 1.0 Issue ii 7.2