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Middlesbrough Council

South West Middlesbrough Micro-simulation Model

Forecasting Report

Issue | 9 December 2016

This report takes into account the particular instructions and requirements of our client.

It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number 242837-00

Ove Arup & Partners Ltd Redheugh House Teesdale South, Thornaby Place Stockton on Tees TS17 6SG United Kingdom www.arup.com

Middlesbrough Council South West Middlesbrough Micro-simulation ModelForecasting Report

| Issue | 9 December 2016

F:\240000\242837\00 SW M-BORO MICRO-SIM\DOCS\27- REPORTS\FORECASTING REPORT\FORECASTING REPORT 20160318_REV1_ISSUE.DOCX

Contents

Page

1 Introduction 1

2 Current Base Year Model 2

3 Development of Do Minimum Model 4

3.1 Matrix Adjustment 4

3.2 Housing Development Traffic 6

3.3 Background Traffic Growth 9

3.4 Network Changes 10

4 Do Minimum Model Results 12

4.1 Introduction 12

4.2 Journey Times 12

4.3 Network Statistics 15

5 Development of Do Something Scenarios 17

5.1 Do Something 1 18







6 Do Something Results 24

6.1 Journey Times 24

6.2 Network Statistics 30

7 Summary 33

Tables Table 1: Housing developments within the modelled area

Table 2: Trip rates applied within South West Middlesbrough model Table 3: Forecast housing development flows

Table 4: Forecast NTM growth factor

Table 5: Background growth calculations

Table 6: Extent of journey time routes




Table 7: Journey time results (2014 Base - 2030 DM) Table 8: Network statistics results (2014 Base - 2030 DM) Table 9: Summary of Do Something schemes

Table 10: Journey time results of the Do Something scenarios compared to the 2030 Do Minimum Scenario (AM peak) Table 11: Journey time results of the Do Something scenarios compared to the 2030 Do Minimum Scenario (PM peak) Table 12: Network statistics results of the Do Something scenarios as compared to the 2030 Do Minimum Scenario (AM peak) Table 13: Network statistics results of the Do Something scenarios as compared to the 2030 Do Minimum Scenario (PM peak)

Figures Figure 1: Extent of the south west Middlesbrough Aimsun model Figure 2: Location of new link roads in respect to the modelled area (blue line - Stainton Way Western Extension, yellow line - Longlands to Ladgate Link) Figure 3: Location of housing developments within the modelled area (blue dot – development, star – location development accesses network) Figure 4: Location of journey time routes

Figure 5: (left) B1365 / Newham Way / Viewley Hill Avenue junction (current) Figure 6: (right) Proposed improvement to the B1365 / Newham Way / Viewley Hill Avenue junction

Figure 7: (left) B1365 / Stainton Way junction (current) Figure 8: (right) Proposed B1365 / Stainton Way junction

Figure 9: Stainton Way between the Parkway Centre and the Kings Academy roundabout (current) Figure 10: Proposed improvement to Stainton Way between the Parkway Centre and the Kings Academy roundabouts

Figure 11: Stainton Way and the A172 Dixons Bank (current) Figure 12: Proposed improvements to Stainton Way and the A172 Dixons Bank

Figure 13: (left) A174 Parkway / A172 Stokesley Road interchange (current) Figure 14: (right) Proposed improvement to the A174 Parkway / A172 Stokesley Road interchange

Figure 15: (left) Stainton Way / Low Lane / A174 on-slip roundabout (current) Figure 16: (right) Proposed improvement to the Stainton Way / Low Lane / A174 on-slip roundabout Figure 17: (left) Stainton Way and the A172 Dixons Bank / Stainton Way junction

Figure 18: (right) Proposed improvement to Stainton Way and the A172 Dixons Bank / Stainton Way junction




Appendices

Appendix A

Housing Development Distributions

Appendix B

Network Diagrams

Appendix C

Detailed Journey Time Data




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1 Introduction

Arup has been commissioned by Middlesbrough Council to produce a micro-simulation traffic model of south west Middlesbrough. The purpose of the model is to provide a tool which can be used to determine the traffic impact of proposed housing developments and to inform the requirement for any future highway interventions.

The Local Model Validation Report (LMVR), issued to Middlesbrough Council in August 2015, details the development, calibration and validation of the base model. This report, the Forecasting Report, details the development of the future year scenarios including forecasted housing developments and proposed highway improvements. The LMVR should be read in conjunction with this report.

Following the Introduction, this report is divided into the chapters listed below;

Chapter 2 provides outline details on the Base Model;

Chapter 3 provides details on the housing developments to be modelled, the approach to background traffic growth and the reassignment to new external link roads – comprising the Do Minimum scenario

Chapter 4 outlines the results from the Do Minimum model

Chapter 5 provides details on the highway infrastructure proposed to alleviate current congestion highlighted in the Do Minimum models and outlines the scenarios in which they were tested

Chapter 6 provides the results from the Do Something models.

Chapter 7 provides a concluding summary for the report




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2 Current Base Year Model

The initial model has been built to a base year of 2015 in the AIMSUN 8.0.7 (R30948) environment. The extent of the road network modelled in the South West Middlesbrough AIMSUN model is shown in Figure 1.

The model predominately focuses along the roads mentioned below;

A174 Parkway

A172, Stokesley Road and Dixons Bank,

A1043 Nunthorpe Bypass,

B1380 Ladgate Lane and A1044 Low Lane,

Stainton Way,

Guisborough Road.

Additionally, a few internal residential roads such as Newham Way, Hemlington Hall Road and Cass House Road have also been included to allow for route choice to occur.

All internal junctions on the aforementioned roads have been included in the model.

The model has been calibrated through the use of link flow GEH statistics and validated through the use of journey time information and visual confirmation from Middlesbrough Council staff. Further information on the base model can be found in the LMVR.




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Figure 1: Extent of the south west Middlesbrough Aimsun model

A1044

B1380 Stainton Way

Stainton Way

A172

Guisborough RdA1043

B1380




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3 Development of Do Minimum Model

To understand the cumulative impact of a number of housing developments in south west Middlesbrough and general background traffic growth on the local highway network, a Do Minimum model has been developed. The model’s matrix, built to represent the year 2030 to align with Middlesbrough Council’s housing database, comprises of the following elements:

Matrix adjustment to account for major network changes external to the modelled area, namely the Stainton Way Western Extension (SWWE) and the Longlands to Ladgate Lane Link (LLL);

Housing development traffic from developments detailed in the Housing Local Plan according to forecast build-out rates to 2030 provided by Middlesbrough Council, regardless of their respective planning status; and,

Background traffic growth to 2030, constrained to NTM growth forecasts including housing development traffic.

The process of developing each three elements of the Do Minimum model is detailed in the following sub-sections.

3.1 Matrix Adjustment

As well as considering the growth in traffic as a result of new housing developments and background traffic growth, consideration has been given to the reassignment of traffic to external zones as a result of major infrastructure changes. As instructed by Middlesbrough Council, two major infrastructure projects were considered to be large enough and close enough to the modelled area to require consideration. The two projects, the SWWE and the LLL are displayed in Figure 2, showing their approximate route and location in respect to the modelled area.




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Figure 2: Location of new link roads in respect to the modelled area (blue line - Stainton Way Western Extension, yellow line - Longlands to Ladgate Link)

As can be seen in Figure 2, whilst the LLL remains outside the modelled area, the southern portion of the SWWE connects onto a modelled link and as such this connection has been physically coded into the model with a new external zone. However, as neither link begins and ends within the modelled area, the micro-simulation model is unable to reassign traffic to either of these links. As such, the process used to manipulate the matrix to account for these changes is largely the same.

To understand the change in strategic traffic flows in the wider area as a result of introducing the new links, the Tees Valley Model (TVM) 2015 has been utilised. The TVM base model, initially used when developing the micro-simulation model’s prior matrix, was modified to include the two new link roads. The resulting difference in link flows on links to all external zones within the micro-simulation model were calculated using the outputs from the original and modified strategic models. These differences were then applied to the Middlesbrough model’s 2015 Base matrix origin and destination totals, with the matrix then furnessed. This furnessed matrix represents the effect that introducing the two links would have on traffic within the modelled area.

To produce the 2030 Do Minimum matrices, the TVM 2015 Base year model has been used to forecast traffic reassignment resulting from the new links, with housing development traffic and background growth subsequently added. Though it would have been more desirable to simulate the strategic network on a future year (i.e. 2030), at the time of the microsimulation model’s development, the TVM 2015 had not been developed sufficiently to provide such forecasts.




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3.2 Housing Development Traffic

3.2.1 Development Sites

To enable the 2030 Do Minimum matrices to accurately reflect forecasted build-out of housing sites within the South West Middlesbrough Model’s modelled area, Middlesbrough Council provided their housing build out forecasts for development sites within the Housing Local Plan for 2030. All sites listed within the housing build out forecast, and which are located within the modelled area, have been considered regardless of their current planning status.

Table 1 details the housing developments located within the modelled area and their forecasted level of build out in 2030, with Figure 3 displaying their location within the model.

Table 1: Housing developments within the modelled area

Housing Development Housing Build out in 2030

Total allocations and outstanding planning permissions at 1/04/14

Prissick 322 417

Brookfield 1,086 1,666

Ladgate Lane 375 375

Hemlington Grange 750 1,230

Stainton 275 320

Newham Hall Farm 500 1,000

Grey Towers 325 345

South of Guisborough Road 250 250

Low Gill 164 164

Total 4,047 5,767

Where available, access arrangements for each of the sites has been extracted from the respective Transport Assessments (TA) / Transport Statements (TS) and modelled as designed. Access arrangements for sites not currently at the planning stage have been approximated.




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Figure 3: Location of housing developments within the modelled area (blue dot – development, star – location development accesses network)




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3.2.2 Trip Generation and Distribution

To provide a consistent approach to modelling the development sites and to compensate for sites which do not have a TA or a TS associated with them, a single set of trip rates has been applied to all development sites to generate the forecast level of trips. These trip rates are displayed below in Table 2, with the trip generation explained further within the LMVR.

Table 2: Trip rates applied within South West Middlesbrough model

Land Use Type AM Peak PM Peak

In Out In Out

Residential 0.14 0.42 0.40 0.22

As with the prior matrix, where it was found that the stated trip rates produced a matrix too large to replicate base conditions, application of the trip rates to the housing build out forecast resulted in levels of growth which exceeded those in the NTM forecast (see Chapter 3.3 for details on the forecasted growth levels). As it was agreed that growth was to be constrained to the NTM forecast, the approach of halving the trip rates applied in the development of the prior matrix has also been applied to the housing development sites. The resulting trips from each development modelled in each of the respective forecast years is displayed in Table 3.

Table 3: Forecast housing development flows

Development Housing Development Flows (2030)

AM Peak PM Peak

In Out In Out

Prissick 22 67 64 35

Brookfield 74 228 217 118

Ladgate Lane 26 79 75 41

Hemlington Grange 51 157 150 82

Stainton 19 58 55 30

Newham Hall Farm 34 105 100 55

Grey Towers 22 68 65 35

South of Guisborough Road 17 52 50 27

Low Gill 11 34 33 18

Distribution of traffic from each of the development sites has been informed by the TAs / TSs for each of the respective sites. Where TA information was not available, distributions from nearby development sites or zones within the model have been utilised. These distributions can be seen in Appendix A.




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3.3 Background Traffic Growth

An NTM growth factor has been extracted from the TEMPro 6.2 system for the 15 year period from 2015 to 2030 to enable the background growth in traffic to be modelled. This additional background growth accounts for non-housing developments within the modelled area, any developments external to the modelled area and changing travel patterns resulting from economic changes.

Overall growth in the model has been constrained to the level of growth stated by the NTM factor, thus only a portion of the NTM factor (considered as background growth) has been applied to the modified base matrix in addition to the growth resulting from the directly modelled housing developments. The formula dictating how background growth has been calculated and applied is as follows:

(Base 2014 Matrix * Background Growth) + Housing Development Matrix = Base 2014 Matrix * NTM Growth Factor

To calculate the NTM factor for the forecasted year, the following parameters have been specified within TEMPro:

Geographical Area: Middlesbrough (main) (00EC1)

Transport Mode: Car Driver

Trip End Time Period and Type: Average Weekday, Origin/Destination

NTM Area Type: Urban Area

NTM Road Type: All Road Types

The specified parameters listed produced the growth factor detailed in Table 4.

Table 4: Forecast NTM growth factor

Forecast Year NTM Growth Factor

2030 1.1962

Through applying the NTM growth factor to the AM and PM 2015 Base matrix totals (adjusted to account for the SWWE and LLL), the proportional number of trips resulting from background growth in addition to the housing developments could be calculated. In addition, the background growth factor to be applied uniformly across the matrices could be calculated from the proportional number of trips. Table 5 details the background growth factors and the calculations undertaken to produce it.

Table 5: Background growth calculations

NTM Factor

2015 Matrix Total

2015 Matrix * NTM Factor

(A)

2015 Matrix + Development

Traffic (B)

Background Growth (A-B)

Background Growth Factor

AM 1.1962 11560 13828 12518 1310 1.113

PM 1.1962 13464 16106 14591 1514 1.112




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3.4 Network Changes

As a result of introducing the various housing developments and new external link roads, a number of changes were required to be made to the model’s network. The changes, listed by the reason for the change and the actual network change implemented, are as follows:

Prissick development:

Widening to two lanes on Ladgate Lane westbound

Introduction of a new signalised junction on Ladgate Lane to serve as a site access point (site to north of Ladgate Lane).

New zone accessed from signalised junction added to represent housing development

Brookfield development / SWWE:

Introduction of a roundabout to the A1044 between the Low Lane / Stainton Way / A174 on-slip roundabout and the A174 off-slip / A1044 priority junction.

Two new zones accessed from new roundabout added to represent the housing development and the SWWE

Ladgate Lane development:

Additional zone added to the priority junction access to the former police headquarters to represent housing development

Hemlington Grange development:

New priority junction added to Stainton Way east of Aviemore Road

New zone accessed from priority junction added to represent housing development

Stainton development:

New priority junction added to Strait Lane

New zone accessed from priority junction added to represent housing development

Newham Hall Farm development:

New zone added to Lingfield Way to represent housing development

Grey Towers development:

New roundabout added to the A172 Dixon’s Bank north of the A172 / A1043 / Stokesley Road roundabout

New zone accessed from roundabout added to represent housing development

South of Guisborough Road development:

New priority junction on Guisborough Road west of The Avenue




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New zone accessed from new priority junction added to represent housing development

Low Gill development:

New zone accessed from Gypsy Lane added to represent housing development

These changes can be seen in the network diagram displayed in Appendix B.




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4 Do Minimum Model Results

4.1 Introduction

The following section details the results of the 2030 Do Minimum modelling scenarios. Results take the form of journey times and general network statistics. The journey time routes provide a comparison for specific pre-determined routes, aligning with those used to validate the 2014 Base model. The network statistics provide global statistics on the entire model, with information such as average speed, flow, travel time and delay.

The following sections detail the journey time and network statistic results respectively.

4.2 Journey Times

4.2.1 Journey Time Results

There are a total of five journey time routes within the model, with journey times monitored in each direction on each route (10 journey time routes in total). However, as the A19 / A174 Parkway Interchange is outside the modelled area, the influence of the junction on the A174 Parkway westbound journey times cannot be fully assessed. As such, the A174 Parkway westbound journey times (route 3 WB) have been omitted from this report.

The location of the journey time routes are shown in Figure 4, with a full page version of the image available in Appendix B.

Figure 4: Location of journey time routes

Each of the journey time routes displayed in Figure 4 are detailed in Table 6.




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Table 6: Extent of journey time routes

Route No.

Road(s) Extent of Route

1 EB Stainton Way (Eastbound)

Low Lane to Shevington Grove

1 WB Stainton Way (Westbound)

Shevington Grove to Low Lane

2 EB Low Lane / Ladgate Lane (Eastbound)

Stainton Way to The Ladle (approx.)

2 WB Low Lane / Ladgate Lane (Westbound)

The Ladle (approx.) to Stainton Way

3 EB A174 Parkway (Eastbound)

A19 to Ormesby Bank (approx.)

4 NB A172 Dixons Bank / Marton Road (Northbound)

A172 / Stainton Road to Broughton Avenue

4 SB A172 Marton Road / Dixons Bank (Southbound)

Broughton Avenue to A172 / Stainton Road

5 NB B1365 / A1032 Acklam Road (Northbound)

Ridgeway to Malvern Drive

5 SB A1032 Acklam Road / B1365 (Southbound)

Malvern Drive to Ridgeway

Table 7 displays the overall average journey time on each of the journey time routes. The average is calculated from 10 replications, with the random seeds utilised in the 2014 model maintained. 2014 Base times reported align with those contained within the LMVR. A detailed breakdown of the journey times on each route can be found in Appendix C.

Table 7: Journey time results (2014 Base - 2030 DM)

Journey Time Routes

Scenarios (mm:ss)

2014 Base 2030 Do Minimum (Diff to 2014)

AM Peak PM Peak AM Peak PM Peak

1 EB 06:37 08:51 06:48 (+00:32) 10:53 (+02:02)

1 WB 06:27 06:23 07:39 (+01:12) 07:35 (+01:11)

2 EB 08:57 06:29 10:09 (+01:13) 08:46 (+02:17)

2 WB 06:31 05:42 12:14 (+05:43) 06:40 (+00:58)

3 EB 03:54 03:48 04:00 (+00:06) 04:50 (+01:02)

4 NB 11:49 07:44 28:33 (+16:44) 10:38 (+02:54)

4 SB 07:48 09:53 08:56 (+01:08) 14:17 (+04:24)

5 NB 02:40 02:43 03:54 (+01:14) 04:03 (+01:20)

5 SB 02:55 03:00 03:15 (+00:20) 03:18 (+00:17)




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4.2.2 Journey Time Analysis

The following section details the operation of the model in the 2030 Do Minimum scenario across the journey time routes.

4.2.2.1 Route 1 - Stainton Way

Journey times along the majority of Stainton Way remain relatively consistent in the AM peak, with journey times rising approximately 30 seconds eastbound and just over a minute westbound. The majority of the additional delay reported westbound relates to queuing on the approach to / onto the A172 Dixon’s Bank rather than the operation of Stainton Way itself. Some additional queuing is experienced eastbound and westbound on the approach to the B1365 roundabout, particularly eastbound through the Parkway Centre roundabout and the Kings Academy roundabout in addition to the B1365 roundabout itself, though the level is not significant enough to result in a notable impact on the average journey times.

In the PM peak, journey time increases of over two minutes are experienced eastbound, with a significant proportion of the queuing occurring on the approach to the junction with A172 Dixon’s Bank. Queuing continually increases throughout the modelled period, with queues extending back to the Newham Way roundabout by the end of the simulation. Westbound, a small amount of queuing occurs at the junction with Low Lane, as reflected in the journey time graphs in Appendix C.

4.2.2.2 Route 2 - Low Lane / Ladgate Lane

Increases in travel time in both peaks and both directions are resultant from extended queue lengths at locations currently congested, namely the Ladgate Lane / A172 Marton Road signalised junction. This is likely due to the close proximity of a housing development and additional traffic passing through the junction to access the LLL. Though the SWWE accesses the network from route 2, its introduction appears to have a negligible effect on the journey time route at the point of entry (i.e. the new roundabout).

A notable omission from the journey time route, initially excluded due to its location on the periphery of the model and relatively low flow, is the section of Low Lane south of the Stainton Way / A174 Parkway on-slip / Low Lane roundabout. However, observation of the 2030 Do Minimum models show significant levels of queuing occurring in the AM Peak on the Low Lane northbound approach to the roundabout. It is believed this queuing is caused by increased levels of circulating traffic on the roundabout. The queue is not as extensive in the PM Peak.

4.2.2.3 Route 3 - A174 Parkway

As detailed in Chapter 4.2.1, journey times on the A174 Parkway westbound have been omitted from the report due to the A19 / A174 Parkway junction interchange




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being outside the modelled area. There are no significant increases in journey time eastbound in the AM peak or westbound in the PM peak.

4.2.2.4 Route 4 - A172 Marton Road / Dixons Bank

The A172 Marton Road / Dixons Bank corridor within the model currently suffers from capacity issues, and the increase in traffic in the 2030 Do Minimum model causes additional congestion on the corridor. The increased congestion, resulting in heightened journey times, are experienced primarily northbound in the AM peak and southbound in the PM peak. The tidal nature of the congestion in the 2030 Do Minimum scenario aligns with the current tidal nature of the traffic flow.

In the AM Peak, the large increases in northbound travel time are seen on the approach to the Stainton Way signalised junction, with queues extending back further than the A1043 Nunthorpe Bypass roundabout. Though the Stainton Way signalised junction does limit flow, the effectiveness of the junction is compromised by queuing extending back from the signalised junction at Gunnergate Lane. Similarly in the PM peak, large increases in travel time are experienced on the approach to the A174 Parkway interchange. However, again the junction is compromised by delay at the Gunnergate Lane junction rather than independently suffering from capacity issues.

Increases in journey times southbound and northbound in the AM and PM peaks respectively are in line with that to be expected by adding traffic onto an already congested network.

4.2.2.5 Route 5 – B1365 / A1032 Acklam Road

Journey time increases on route 5 occur predominantly northbound, with over 1 minute increases in both the AM and PM peaks. These increases occur almost entirely on the approach to the Newham Way / Viewley Hill Avenue roundabout, suggesting 2030 Do Minimum flows at the roundabout are unstable. Northbound queues can at times approach back to the Stainton Way roundabout, though the roundabout does not appear to be operationally affected at any point.

Minor increases in journey times southbound occur at locations which currently experience delays, namely at the Ladgate Lane roundabout and Newham Way junction. However, these increases are not deemed to be significant.

4.3 Network Statistics

Table 8 displays a range of global network statistics for the 2014 Base and 2030 Do Minimum scenario.




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Table 8: Network statistics results (2014 Base - 2030 DM)

Parameter AM Peak PM Peak

2014 Base 2030 DM Diff. 2014 Base 2030 DM Diff

Mean Flow (veh/hr)

13,619 14,182 +563 15,133 17,144 +2,012

Mean Travel Time (sec/km)

83 122 +39 75 96 +22

Mean Delay Time (sec/km)

33 72 +39 24 46 +22

Mean Speed (km/hr)

54 44 -10 58 51 -7

Distance Travelled (kms)

60,270 62,566 +2,296 62,033 70,600 +8,567

Total Travel Time (hrs)

1,241 1,865 +624 1,186 1,725 539

Vehicles Waiting Outside

4 198 194 38 222 184

As can be seen in Table 8, there is a general worsening of performance across the network in the 2030 Do Minimum scenario. This is to be expected as the scenario introduces approximately 20% additional traffic into the model without introducing any mitigation to the road network. With regards to the performance of the AM peak respective of the PM peak, the PM peak generally shows a larger absolute increase in vehicle movements but a smaller negative impact in the performance indicators as compared to the AM Peak. This is to be expected as, although there are greater vehicle movements in the PM peak, these movements are better distributed across the network. This more even distribution results in a greater proportion of spare capacity on primary routes as compared to the AM peak.




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5 Development of Do Something Scenarios

Following the development of the 2030 Do Minimum model, discussions were held with Middlesbrough Council regarding the development of possible mitigation schemes within the modelled area. As well as using results gained from the 2030 Do Minimum scenario, knowledge of current network conditions, the Strategic Housing Sites - Forecasting Report and Middlesbrough’s current Infrastructure Delivery Plan were all used to develop the location and form of potential mitigation schemes. Seven potential schemes have been developed focused upon various areas of the following three corridors:

The B1365 between the A174 Parkway and Stainton Way

Stainton Way, between the Low Lane Roundabout and A172 Dixons Bank; and,

A172 Stokesley Road / Dixons Bank between the Ladgate Lane signalised junction and the A1043 Nunthorpe Bypass

The seven schemes, named Do Something 1 – 7, are summarised in Table 9 and detailed in the following subsections.

Table 9: Summary of Do Something schemes

Scenario Scheme(s)

Do Something 1 Converson of B1365 / Newham Way / Viewley Hill Avenue roundabout to a signalised crossroads (signal configuration 1).

Do Something 2 Conversion of B1365 / Newham Way / Viewley Hill Avenue roundabout to a signalised crossroads (signal configuration 2).

Conversion of B1365 / Stainton Way roundabout to a signalised crossroads.

Do Something 3 Conversion of B1365 / Newham Way / Viewley Hill Avenue roundabout to a signalised crossroads (signal configuration 1).

Widening of Stainton Way westbound between the B1365 and the Parkway Centre roundabout.

Westbound Stainton Way filter lanes through the Parkway Centre roundabout and the Kings Academy roundabout.

Do Something 4 Widening of Stainton Way eastbound from The Fairway to the A172 Dixons Bank.

Widening of the A172 Dixons Bank northbound from St Cuthberts Avenue to Stainton Way.

Do Something 5 Upgrade to the A174 Parkway / A172 Stokesley Road interchange to include additional signalisation and lanes.

Do Something 6 Signalisation of Stainton Way / Low Lane / A174 Parkway eastbound on-slip roundabout.

Do Something 7 Reconfiguration of the signal staging at the A172 Dixons Bank / Stainton Way signalised junction.

The schemes have been tested to a design year of 2030, aligning with the Do Minimum scenario. Due to the nature of the schemes, no alterations were required to the 2030 Do Minimum matrices. The only changes implemented in the Do




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Something models, respective to the Do Minimum model, are to the road network at the required locations. It should be noted that signalised junction designs and staging plans are indicative, designed to provide an approximation of how the junction would operate, and as such have not been fully optimised.

5.1 Do Something 1

Figure 5: (left) B1365 / Newham Way / Viewley Hill Avenue junction (current)

Figure 6: (right) Proposed improvement to the B1365 / Newham Way / Viewley Hill Avenue junction

DS1 focuses upon improving journey times and queue lengths on the B1365 northbound/southbound approaches to the B1365 / Newham Way / Viewley Hill Avenue roundabout by converting the junction to a signalised crossroads junction with left turn priority filters on all approaches. This allows more priority to be provided to the major north / south movements and provides more strategic traffic management control. The staging plan is designed to allow the northbound and southbound arms to operate in their own stages, with the eastbound and westbound arms operating together in a third stage.




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5.2 Do Something 2

Figure 7: (left) B1365 / Stainton Way junction (current)

Figure 8: (right) Proposed B1365 / Stainton Way junction

DS2 builds on the improvement in DS1 by additionally converting the B1365 / Stainton Way roundabout to a signalised crossroads junction with left turn priority filters on all approaches. This improvement is designed to provide a co-ordinated junction improvement with that proposed in DS1 (immediately to the north) and provides more strategic traffic management control to Middlesbrough Council in line with the increased strategic importance of Stainton Way. The staging plan of the DS1 roundabout has been adjusted to test the performance of a lead-lag arrangement of the northbound and southbound arms, rather than the arms operating in individual stages.

5.3 Do Something 3

Figure 9: Stainton Way between the Parkway Centre and the Kings Academy roundabout (current)




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Figure 10: Proposed improvement to Stainton Way between the Parkway Centre and the Kings Academy roundabouts

The DS3 scenario focuses upon journey time improvements along the Stainton Way westbound approach to the B1365 / Stainton Way roundabout. The scheme provides widening to two lanes from the Parkway Centre to the B1365, with westbound bypass lanes added to the Parkway Centre roundabout and the King’s Academy roundabout. Though designed primarily to assist the westbound movement on Stainton Way, by separating these movements from the respective junctions the eastbound movements should also see some operational benefit by reducing hesitancy at the junctions. The scenario also includes the roundabout improvement detailed in DS1.

5.4 Do Something 4

Figure 11: Stainton Way and the A172 Dixons Bank (current)




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Figure 12: Proposed improvements to Stainton Way and the A172 Dixons Bank

DS4 seeks to minimise journey times and queue lengths on the eastbound Stainton Way and northbound A172 Dixon’s Bank approach to the A172 Dixons Bank / Stainton Way signalised junction. The scheme looks to provide widening to two lanes up to the junction from The Fairway roundabout and St Cuthbert Avenue on the eastbound and northbound approaches respectively. As well as providing additional queuing storage space, the widening also allows for the various turning flows to be separated, allowing the junction to operate more smoothly.

5.5 Do Something 5

Figure 13: (left) A174 Parkway / A172 Stokesley Road interchange (current)

Figure 14: (right) Proposed improvement to the A174 Parkway / A172 Stokesley Road interchange

DS5 focuses upon the overall operation of the A174 Parkway / A172 Stokesley Road Interchange, with specific focus on the queuing experienced on the eastbound A174 Parkway off-slip. The improvement changes various aspects of the junction, including signalisation of the southern portion of the junction, widening the A174 eastbound off-slip right turn entry to two lanes, widening Stokesley Road southbound across the bridge portion of the junction to three lanes widening Stokesley Road southbound to two lanes from the bridge to the A174 westbound off-slip left turn junction entry. These improvements seek to allow




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traffic to flow more smoothly and at a higher rate from the eastbound off-slip onto Stokesley Road.

5.6 Do Something 6

Figure 15: (left) Stainton Way / Low Lane / A174 on-slip roundabout (current)

Figure 16: (right) Proposed improvement to the Stainton Way / Low Lane / A174 on-slip roundabout

DS6 seeks to improve the Stainton Way / Low Lane / A174 on-slip roundabout to minimise approach queuing forecast to be experienced along Low Lane and, to a lesser extent, Stainton Way. The proposed scheme seeks to signalise all entries / circulatory lanes to the roundabout, allowing priority on the junction to be redistributed to Low Lane, rebalancing queues at the junction.

5.7 Do Something 7

Figure 17: (left) Stainton Way and the A172 Dixons Bank / Stainton Way junction

Figure 18: (right) Proposed improvement to Stainton Way and the A172 Dixons Bank / Stainton Way junction

As with DS4, DS7 seeks to reduce journey times and queuing experienced on the Stainton Way eastbound approach and Dixons Bank northbound approach.




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However, in this scenario widening to two lanes has only been undertaken on the Stainton Way eastbound approach. In addition to the widening, a modification to the signal staging has been implemented to run all the Dixons Bank phases concurrently (with right-turners operating on a give way basis) rather than the current lead-lag arrangement (allowing each of the Dixons Bank phases priority in their respective stages). This notably increases green time to the northbound and southbound movements, though reduces priority given to right turners from Dixons Bank.




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6 Do Something Results

The results for the Do Something scenarios have been reported in the same manner as those for the 2030 Do Minimum. Overall average journey times and network statistics are detailed in the following subsections, with a detailed breakdown of each journey time route contained within Appendix C. For details relating to the coverage of each journey time route, please see Chapter 4.2.

6.1 Journey Times

Table 10 and Table 11 report overall average journey times across the AM peak and PM peak respectively, referring back to the 2030 Do Minimum journey times. A detailed breakdown of the journey time results can be found in Appendix C.




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Table 10: Journey time results of the Do Something scenarios compared to the 2030 Do Minimum Scenario (AM peak)

Journey Time Routes (AM)

2030 DM 2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5 2030 DS6 2030 DS7

Journey Time

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

1 EB 06:48 06:59 00:11 06:45 -00:03 07:07 00:19 06:42 -00:05 06:47 -00:01 06:56 00:08 07:51 01:04

1 WB 07:39 07:52 00:13 07:55 00:16 07:32 -00:07 07:38 -00:01 07:43 00:04 09:21 01:42 07:44 00:05

2 EB 10:09 09:51 -00:19 10:37 00:28 10:19 00:09 10:22 00:12 10:27 00:18 11:32 01:22 10:21 00:11

2 WB 12:14 12:00 -00:14 12:23 00:09 12:19 00:05 12:16 00:02 12:27 00:13 12:50 00:36 11:57 -00:17

3 EB 04:00 04:01 00:01 04:00 00:00 04:01 00:01 04:00 00:00 04:00 -00:00 04:00 -00:00 04:00 -00:00

4 NB 28:33 30:41 02:08 29:12 00:39 30:50 02:17 29:03 00:30 29:23 00:50 28:54 00:21 16:21 -12:12

4 SB 08:56 09:29 00:33 09:16 00:20 09:26 00:30 09:24 00:28 09:03 00:07 09:04 00:08 08:19 -00:37

5 NB 03:54 02:57 -00:56 03:32 -00:22 02:59 -00:55 03:49 -00:05 03:42 -00:12 04:19 00:25 03:29 -00:24

5 SB 03:15 04:20 01:05 03:53 00:38 04:22 01:07 03:19 00:04 03:19 00:04 03:19 00:04 03:21 00:06




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Table 11: Journey time results of the Do Something scenarios compared to the 2030 Do Minimum Scenario (PM peak)

Journey Time Routes (PM)

2030 DM 2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5 2030 DS6 2030 DS7

Journey Time

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

Journey Time

Diff to 2030 DM

1 EB 10:53 10:36 -00:16 10:55 00:02 10:47 -00:05 09:07 -01:45 11:05 00:12 10:41 -00:12 09:21 -01:32

1 WB 07:35 07:36 00:01 08:15 00:40 07:37 00:03 07:32 -00:03 07:34 -00:01 07:43 00:09 07:34 -00:01

2 EB 08:46 08:18 -00:28 07:59 -00:47 08:56 00:09 07:56 -00:50 07:49 -00:57 08:52 00:06 08:04 -00:42

2 WB 06:40 06:50 00:11 06:46 00:07 06:46 00:07 06:38 -00:01 06:39 -00:00 06:53 00:14 06:36 -00:03

3 EB 04:50 04:54 00:04 04:22 -00:28 04:19 -00:31 04:50 -00:00 03:55 -00:55 04:49 -00:01 04:49 -00:01

4 NB 10:38 10:45 00:07 10:46 00:08 10:53 00:15 11:03 00:25 08:49 -01:49 10:26 -00:12 10:31 -00:07

4 SB 14:17 14:33 00:16 14:23 00:06 14:49 00:32 14:42 00:25 16:25 02:08 14:04 -00:13 13:25 -00:52

5 NB 04:03 04:00 -00:03 03:24 -00:39 03:08 -00:55 03:51 -00:12 03:46 -00:17 04:16 00:13 03:48 -00:15

5 SB 03:18 03:51 00:33 03:48 00:30 03:50 00:32 03:28 00:10 03:12 -00:05 03:23 00:05 03:16 -00:01




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Commentary on the journey times has been subdivided according to the seven different Do Something scenarios.

6.1.1 Do Something 1

Introduction of the signalised junction at the B1365 / Viewley Hill Avenue / Newham Way roundabout results in a redistribution of queuing at the junction in the AM peak, with journey times reducing by approximately a minute northbound but increasing by slightly over a minute southbound. Though the journey time increase southbound is not desirable, observation of the model shows a greatly improved balance of queuing at the junction, particularly for the dominant northbound flow.

In the PM, improvements to northbound journey times are minimal, whilst journey times southbound are still negatively affected. Though queues do occasionally form northbound toward the current junction in the 2030 Do Minimum scenario, the queuing is not as significant as that which occurs in the AM peak.


In both the AM and PM peak, the negative impact on southbound journey times (route 5) at the B1365 / Viewley Hill Avenue / Newham Way junction resulting from introducing the signalised junction has been significantly reduced through altering the signal staging to the lead/lag arrangement, whilst maintaining the journey time improvement northbound.

The improvement in the operation of the B1365 / Viewley Hill Avenue / Newham Way junction is contrasted by the signalised junction introduced to the B1365 / Stainton Way, which appears to have a negative impact on journey times on all approaches (route 1 EB/WB, route 5 NB/SB). Though further optimisation of the junction would improve its operation, the current roundabout generally operates fairly well in the 2030 Do Minimum scenario. As such, it is unlikely that converting the junction to a signalised crossroads will result in localised improvements to journey times.


The signalised solution introduced to the B1365 / Viewley Hill Avenue / Newham Way junction replicates that introduced in Do Something 1. As can be expected, the effect of introducing the junction mirrors that recorded in Do Something 1 (route 5 NB/SB) across both peak periods.

Introducing the Stainton Way westbound filter lanes to the Parkway Centre and Kings Academy roundabouts and widening Stainton Way westbound from the Parkway Centre to the B1365 appears to have a minimal effect on journey times eastbound and westbound in both peaks (route 1). However, when the 2030 Do Minimum model is observed, the nature of the congestion in this area of the network is inconsistent, occurring at different times for different durations. Due to the number of replications used to calculate the average, this form of congestion is




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not truly captured in average journey time results. It is clear when the Do Something 3 model is observed that the enhanced infrastructure results in a much smoother flow of traffic along the route westbound. It is also expected that actual journey times eastbound would be improved also due to reduced hesitation caused by separating westbound vehicles from the roundabout (reduced circulating flow).


The widening to Stainton Way eastbound approaching Dixons Bank was designed to alleviate congestion on the route in the PM peak. Observation of the journey times for Stainton Way eastbound (route 1 EB) show the scheme successfully reduces the congestion, reducing journey times by 1 minute 45 seconds. Minimal queuing is experienced in the area of the intervention in the AM peak and as such the impact on the eastbound journey time in this peak is minimal.

Dixons Bank, the road to which the Stainton Way widening scheme delivers traffic to, shows overall journey time increases of approximately 30 seconds northbound and southbound in both peak periods (route 4 NB/SB). The increase in journey time northbound occurs despite the introduction of the widening scheme on Dixons Bank northbound. Through observation of the model, the widening scheme does appear to show some benefit initially to Dixons Bank northbound (approaching the Stainton Way junction) as the left and ahead movements are separated. As such, introducing the scheme on current network conditions would likely bring benefit to this section of the A172 Dixons Bank. However, when the ahead movement queue extends back past the widening scheme as forecast in the 2030 DM and 2030 DS4 scenarios, the benefits of the scheme are effectively nullified.

Though the widening should improve the capacity of the northbound arm of the junction, queuing back from the A172 Stokesley Road / Gunnergate Lane / Gypsy Lane signalised junction backs into the junction, reducing the throughput of the northbound exit of A172 Dixons Bank / Stainton Way junction. Unless the queuing back into the junction can be reduced, the effectiveness of any scheme which has a significant flow to this arm of the junction will be greatly reduced.


DS5 sought to reduce queuing experienced on the A174 Parkway eastbound off-slip in the PM peak whilst having minimal impact on northbound/southbound flows on the A172 Stokesley Road. PM peak journey times for the A174 Parkway eastbound (route 3 EB) show the improvement is successful in its primary aim as average travel times are reduced by 55 seconds. Observations of the model show this is being achieved as instances of queuing on the off-slip encroaching onto the mainline are being significantly reduced, allowing the mainline to flow unimpeded. Minimal benefits are shown in the AM peak as queuing on the off-slip is minimal and thus mainline traffic flows are unaffected.

To achieve the reductions in queuing on the off-slip, the amount of priority at the signals for the A172 Stokesley Road has been compromised. This has resulted in some notable deterioration in northbound travel times in the AM peak and




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southbound in the PM peak (route 4 NB/SB). Though it is likely that further optimisation of the signals at the junction could reduce the journey time increases (particularly in the AM peak), it should be noted that the operation of the junction southbound is compromised due to blocking back from the A172 Stokesley Road / Gunnergate Lane / Gypsy Lane junction. As it appears egress from the junction is controlling the capacity of the junction, it would be to the Council’s discretion to determine whether to prioritise the A174 Parkway eastbound off-slip or the A172 Stokesley Road.


The direct benefits of the signalisation scheme at the Stainton Way / Low Lane / A174 westbound on-slip roundabout cannot be directly observed in the journey time tables due to the section of Low Lane approaching the roundabout not being covered by a journey time route. However, observation of the model shows that the extensive queuing experienced in the AM peak on Low Lane is significantly reduced, with the period of time the queuing occurs also being reduced. As would be expected, journey times on other approaching routes have increased due to the introduction of the signalisation (route 1 and 2 WB). However, further optimisation of the junction would reduce these increases. Another notable journey time increase in the AM peak is to Low Lane eastbound (route 2 EB). It is believed that this is caused by the increased traffic occurring along the route as a results of traffic currently being held on Low Lane at the roundabout now being able to access this part of the network.


The improvement in DS7 primarily sought to reduce the extensive queuing on the A172 Dixons Bank northbound approach to the A172 / Stainton Way signalised junction in the AM peak, whilst having a negligible impact on other arms of the junction. The 12 minute reduction recorded for route 4 NB in the AM peak suggests the scheme successfully improves flow through the junction in the northbound direction. However, when the model is observed, significant queues are formed on Stainton Way eastbound and westbound and significant queues are still present on Dixons Bank northbound. This increased queuing is partially shown in the recorded journey times for Stainton Way EB and to a lesser extent Stainton Way WB (route 1 EB/WB). It should be noted though that queuing on Stainton Way WB exceeds the coverage of the journey time route, thus the true impact is not fully recorded.

As highlighted in DS4, queuing back into the junction from the A172 Stokesley Road / Gunnergate Lane / Gypsy Lane junction will greatly impede the ability of any scheme which has a significant flow onto Stainton Way northbound to deliver improvements. As such, though the Stainton Way arms of the junction receive the same amount of green time as was previously allocated, the increased green time allocated to Dixons Bank northbound results in that movement better co-ordinating with the Gunnergate junction. This reallocates queuing space that vehicles from Stainton Way were utilising to vehicles from Dixons Bank, resulting in excessive queues on Stainton Way eastbound and westbound.




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6.2 Network Statistics

Table 12 and Table 13 report the network statistics across all of the Do Something scenarios for AM peak and PM peak respectively, referring back to the 2030 Do Minimum statistics.

As each Do Something scenario only entails a change at one particular location within a relatively large model, it would be reasonable to assume that statistics for the entire network would only show minimal changes. Observation of Table 12 and Table 13 appears to confirm this, with minimal impact recorded across all statistical parameters. Though some scenarios appear to show a marginal deterioration, these effects must be considered with the nature of the schemes involved. For example, several scenarios contain the signalisation of a junction or the adjustment of signals to rebalance queuing. Though this reduces overall congestion on the network, delay on particular arms of the junction will increase as a result. Thus, although the network visually performs better with improved journey times on the priority routes, the additional delay can statistically counteract the improvements when the network is considered as a whole.




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Table 12: Network statistics results of the Do Something scenarios as compared to the 2030 Do Minimum Scenario (AM peak)

Parameter

2030 AM DS1 AM DS2 AM DS3 AM DS4 AM DS5 AM DS6 AM DS7 AM

Value Value Diff to 2030 DM

Value Diff to 2030 DM






Mean Flow (veh/hr)

14182 14342 159 14421 239 14377 194 14013 -169 14392 209 14363 181 14648 466

Mean Travel Time

(sec/km)

122 125 3 125 3 126 4 121 0 123 1 124 2 120 -2

Mean Delay Time

(sec/km) 72 75 3 75 3 75 4 71 0 72 1 73 2 70 -2

Mean Speed (km/hr)

44 43 -2 43 -2 43 -1 44 0 44 0 44 -1 45 0

Distance Travelled

(kms) 62566 63081 516 63300 734 63261 695 61760 -806 63489 923 63205 639 64420 1854

Total Travel

Time (hrs) 1865 1917 52 1926 61 1926 61 1821 -44 1894 29 1895 30 1891 26

Vehicles Outside Network

198 225 27 102 -96 163 -35 329 131 134 -65 96 -103 95 -103




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Table 13: Network statistics results of the Do Something scenarios as compared to the 2030 Do Minimum Scenario (PM peak)

Parameter

2030 PM DS1 PM DS2 PM DS3 PM DS4 PM DS5 PM DS6 PM DS7 PM

Value Value Diff to 2030 DM







Mean Flow (veh/hr)

17144 16368 -777 17155 11 17134 -10 16658 -487 17236 91 17132 -12 17177 32

Mean Travel Time

(sec/km)

96 96 -1 99 2 99 2 96 -1 96 -1 98 2 94 -2

Mean Delay Time

(sec/km) 46 45 -1 48 2 48 2 45 -1 45 -1 48 2 44 -2

Mean Speed (km/hr)

51 51 0 50 -1 50 -1 51 0 52 1 50 -1 52 1

Distance Travelled

(kms) 70600 67358 -3242 70504 -96 70476 -124 68526 -2074 71208 608 70547 -54 70737 137

Total Travel

Time (hrs) 1725 1635 -90 1752 27 1754 29 1657 -67 1676 -48 1751 26 1684 -41

Vehicles Outside Network

222 397 176 223 1 256 35 288 66 246 25 215 -7 215 -6




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7 Summary

This forecasting report has outlined the impacts to the highway network in south west Middlesbrough in 2030 as a result of the following aspects:

The introduction of the Stainton Way Western Extension and the Longlands to Ladgate Lane Link;

Forecast housing development in the modelled area up to the year 2030; and,

Background traffic growth.

The report detailed the methodology implemented for calculating background traffic growth, developing the trip generation and distribution for the forecasted housing developments and for re-assigning trips within the model to account for the introduction of the new link roads. The culmination of these elements resulted in the production of the 2030 Do Minimum model.

Observation of the 2030 Do Minimum model resulted in three areas being identified as requiring mitigation schemes to alleviate congestion. These areas were:

The B1365 between the A174 Parkway and Stainton Way

Stainton Way, between the Low Lane Roundabout and A172 Dixons Bank; and,

A172 Stokesley Road / Dixons Bank between the Ladgate Lane signalised junction and the A1043 Nunthorpe Bypass

A total of seven mitigation schemes were identified across the three areas, with the following results identified:

Conversion of the B1365 / Newham Way / Viewley Hill Avenue roundabout to a signalised crossroads junction leads to improved journey times northbound on the B1365 and significantly reduced queue lengths, at the expense of other arms on the junction;

Conversion of the B1365 / Stainton Way roundabout to a signalised junction leads to no real improvement in journey time or queue lengths, though could be useful for strategic traffic control;

Though not appearing to have much of an impact on journey times, westbound filter lanes on Stainton Way at the Parkway Centre and Kings Academy roundabouts and westbound widening from the Parkway Centre to the B1365 visibly smooths the flow of traffic westbound and removes the sporadic build-up of queuing that occurs;

Widening of Stainton Way eastbound to the A172 Dixons Bank / Stainton Way junction leads to a significant reduction to the eastbound journey time in the PM peak, vastly reducing the forecasted queue length;

Widening of the A172 Dixons Bank northbound approaching the A172 Dixons Bank / Stainton Way signalised junction appears to have minimal




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impact in the forecasted years, though introducing the scheme in the context of current network conditions would likely bring benefit to this section of the road. However, blocking back from the A172 Stokesley Road / Gunnergate Lane / Gypsy Lane junction appears to effect the operation of the junction, limiting the impact of the improvement scheme when queuing extends past the extent of the scheme;

Widening and signalisation of the A174 Parkway / A172 Stokesley Road interchange leads to significant journey time improvements eastbound on the A174 Parkway in the PM peak as queuing on the eastbound off-slip is significantly reduced. However, journey times and queue lengths on the A172 Stokesley Road are negatively impacted as a consequence. Blocking back from the A172 Stokesley Road / Gunnergate Lane / Gypsy Lane junction appears to effect the operation of the junction, potentially amplifying the increased queueing on the A172 Stokesley Road;

Signalisation of the Stainton Way / Low Lane / A174 westbound off-slip roundabout visibly reduces queuing on Low Lane eastbound approaching the roundabout in the AM peak. Queuing increases on the other arms of the junction as a result of the signalisation; and,

Adjustment of the signal staging at the A172 Stokesley Road / Stainton Way junction significantly improves journey times northbound on the A172 Stokesley Road in the AM peak, though queuing still appears to be extensive. Queuing on Stainton Way eastbound and westbound greatly increases, believed to be as a result of blocking back from the A172 Stokesley Road / Gunnergate Lane / Gypsy Lane junction. The negative effects are less acute in the PM peak.

Appendix A

Housing Development Distributions

Appendix A ‐ Housing Development Distribution

AM Peak ‐ Housing Development Matrix

South West Middlesbrough Micro‐simulation ModelForecasting Report

1 2 3 4 5 6 7 8 9 10 11 12 13 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 511 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 06 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 07 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 08 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 010 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 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AM Peak ‐ Housing Development Matrix


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PM Peak ‐ Housing Development Matrix


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0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Total 185 23 22 23 20 8 17 4 0 0 16 ‐1 16 ‐1 1 0 ‐4 0 ‐6 ‐1 0 0 0 1 ‐3 1 1 1 ‐2 0 0 2 0 1 1 1 0 0 2 2 0 2 0 0 0


PM Peak ‐ Housing Development Matrix


52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 100 350 Total0 0 ‐2 0 0 0 0 0 111 34 2 16 29 38 8 103 38 0 0 0 0 0 0 0 0 0 0 0 0 0 3760 0 ‐1 0 0 0 0 0 18 15 1 1 0 0 5 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 460 0 ‐26 0 0 0 0 0 10 15 46 4 5 7 2 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 670 0 ‐5 0 0 0 0 0 11 8 12 4 0 0 3 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 360 0 0 0 0 0 0 0 11 4 0 2 0 0 1 15 6 0 0 0 0 0 0 0 0 0 0 0 0 0 380 0 0 0 0 0 0 0 0 0 0 0 8 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 160 0 0 0 0 0 0 0 7 0 0 0 3 14 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 330 0 0 0 0 0 0 0 2 0 0 0 1 2 3 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 120 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 11 0 1 2 0 0 6 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 250 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 ‐1 0 0 0 0 0 15 0 0 2 0 0 3 5 2 0 0 0 0 0 0 0 0 0 0 0 0 0 250 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 30 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 30 0 0 0 0 0 0 0 0 0 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 30 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 ‐1 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 ‐2 0 0 0 0 ‐4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ‐12 ‐840 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 4 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 50 0 0 0 0 0 0 2 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 11 2 1220 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 410 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 350 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 180 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 270 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 350 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 550 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 820 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 14 0 0 2 3 4 2 10 3 0 0 0 0 0 0 0 0 0 0 0 0 0 370 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40 ‐1 ‐39 0 0 0 ‐4 3 219 75 64 33 50 65 100 150 55 0 0 0 0 0 0 0 0 0 0 0 33 ‐9 1127

Appendix B

Network Diagrams

Middlesbrough Council South West Middlesbrough Micro-Simulation Model

Forecasting Report

South West Middlesbrough Aimsun Network – 2030 Do Minimum Network

535: A1032 Acklam Road

2150: A172 Stokesley Road

19134


19138


382: B1380

Ladgate La

ne

1963


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South West Middlesbrough AIMSUN Model: Journey Time Routes

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Appendix C

Detailed Journey Time Data

Route 1 (EB): Stainton Way - AM Peak

2014 Base

Stainton Way - Timing PointsDistance

(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Low Lane / A174 Roundabout 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

Cass House Road 1.15 01:03 01:04 00:00 01:04 00:00 01:04 00:00 01:04 00:00 01:04 00:00 01:04 00:00 01:08 00:05 01:04 00:00

B1365 2.73 02:54 03:03 00:09 03:22 00:19 03:24 00:21 03:00 -00:03 03:07 00:04 03:10 00:07 03:02 -00:02

Newham Way 3.67 03:54 04:04 00:11 04:22 00:17 04:13 00:09 04:25 00:21 04:02 -00:03 04:09 00:05 04:12 00:07 04:04 00:00

The Fairway 4.82 04:58 05:10 00:12 05:26 00:16 05:18 00:08 05:30 00:20 05:06 -00:03 05:13 00:04 05:17 00:07 05:08 -00:01

A172 Marton Road 5.22 06:07 06:39 00:32 06:50 00:11 06:36 -00:03 06:58 00:19 06:34 -00:05 06:38 -00:01 06:47 00:08 07:43 01:04

Shevington Grove 5.34 06:16 06:48 00:32 06:59 00:11 06:45 -00:03 07:07 00:19 06:42 -00:05 06:47 -00:01 06:56 00:08 07:51 01:04

Total 5.34 06:16 06:48 00:32 06:59 00:11 06:45 -00:03 07:07 00:19 06:42 -00:05 06:47 -00:01 06:56 00:08 07:51 01:04

Route 1 (EB): Stainton Way - PM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Low Lane / A174 Roundabout 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

Cass House Road 1.15 01:03 01:05 00:01 01:05 00:00 01:05 00:00 01:05 00:00 01:05 00:00 01:05 00:00 01:05 00:00 01:05 00:00

B1365 2.73 02:56 02:45 -00:11 02:53 00:08 02:56 00:11 02:47 00:02 02:49 00:04 02:43 -00:02 02:47 00:03

Newham Way 3.67 04:05 04:00 -00:05 04:05 00:05 04:27 00:27 04:10 00:10 04:02 00:02 04:04 00:03 04:01 00:01 04:02 00:01

The Fairway 4.82 05:20 06:58 01:37 06:43 -00:14 07:10 00:12 06:56 -00:01 05:24 -01:34 07:04 00:06 06:47 -00:11 05:11 -01:47

A172 Marton Road 5.22 08:43 10:44 02:02 10:28 -00:16 10:46 00:02 10:39 -00:05 08:59 -01:45 10:56 00:12 10:33 -00:12 09:12 -01:32

Shevington Grove 5.34 08:51 10:53 02:02 10:36 -00:16 10:55 00:02 10:47 -00:05 09:07 -01:45 11:05 00:12 10:41 -00:12 09:21 -01:32

Total 5.34 08:51 10:53 02:02 10:36 -00:16 10:55 00:02 10:47 -00:05 09:07 -01:45 11:05 00:12 10:41 -00:12 09:21 -01:32

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

Low

Lan

e /

A1

74

Ro

un

dab

ou

t

Cas

s H

ou

se R

oad

B1

36

5

New

ham

Way

The

Fair

way A

17

2 M

arto

n R

oad

Shev

ingt

on

Gro

ve

00:00

01:00

02:00

03:00

04:00

05:00

06:00

07:00

08:00

09:00

10:00

11:00

12:00

0 1 2 3 4 5 6

Tim

e (m

m:s

s)

Distance (km)

2014 Base 2030 DM 2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5 2030 DS6 2030 DS7

Low

Lan

e /

A1

74

Ro

un

dab

ou

t

Cas

s H

ou

se R

oad

B1

36

5

New

ham

Way Th

e Fa

irw

ay

A1

72

Mar

ton

Ro

ad

Shev

ingt

on

Gro

ve

00:00

01:00

02:00

03:00

04:00

05:00

06:00

07:00

08:00

09:00

10:00

11:00

12:00

0 1 2 3 4 5 6

Tim

e (m

m:s

s)

Distance (km)


Route 1 (WB): Stainton Way - AM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Shevington Grove 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A172 Marton Road 0.14 01:06 01:56 00:50 01:58 00:02 01:52 -00:04 01:58 00:02 01:53 -00:03 01:57 00:01 01:53 -00:03 01:57 00:01

The Fairway 0.54 01:34 02:26 00:52 02:28 00:02 02:22 -00:04 02:28 00:02 02:23 -00:03 02:27 00:01 02:23 -00:03 02:25 -00:01

Newham Way 1.68 02:36 03:30 00:53 03:32 00:02 03:25 -00:04 03:32 00:02 03:27 -00:03 03:31 00:02 03:27 -00:03 03:29 -00:01

B1365 2.64 03:52 04:58 01:06 05:12 00:15 04:56 -00:02 04:51 -00:06 04:53 -00:04 05:00 00:02 04:49 -00:09 04:55 -00:02

Cass House Road 4.22 05:24 06:26 01:02 06:42 00:16 06:42 00:16 06:22 -00:04 06:21 -00:04 06:30 00:04 06:17 -00:09 06:24 -00:02

Low Lane / A174 Roundabout 5.36 06:27 07:39 01:12 07:52 00:13 07:55 00:16 07:32 -00:07 07:38 -00:01 07:43 00:04 09:21 01:42 07:44 00:05

Total 5.36 06:27 07:39 01:12 07:52 00:13 07:55 00:16 07:32 -00:07 07:38 -00:01 07:43 00:04 09:21 01:42 07:44 00:05

Route 1 (WB): Stainton Way - PM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Shevington Grove 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A172 Marton Road 0.14 01:16 02:16 01:00 02:16 -00:01 02:15 -00:01 02:15 -00:01 02:15 -00:01 02:15 -00:01 02:14 -00:02 02:16 00:00

The Fairway 0.54 01:43 02:45 01:02 02:44 -00:01 02:44 -00:01 02:44 -00:01 02:43 -00:02 02:44 -00:01 02:42 -00:03 02:44 -00:01

Newham Way 1.68 02:52 03:54 01:03 03:53 -00:01 03:53 -00:01 03:52 -00:02 03:52 -00:02 03:53 -00:02 03:52 -00:03 03:54 -00:00

B1365 2.64 03:58 05:02 01:04 05:02 -00:00 05:16 00:14 05:03 00:01 05:01 -00:02 05:00 -00:02 04:59 -00:03 05:02 -00:00

Cass House Road 4.22 05:23 06:31 01:09 06:32 00:01 07:11 00:40 06:34 00:02 06:29 -00:02 06:31 -00:01 06:28 -00:04 06:31 -00:00

Low Lane / A174 Roundabout 5.36 06:23 07:35 01:11 07:36 00:01 08:15 00:40 07:37 00:03 07:32 -00:03 07:34 -00:01 07:43 00:09 07:34 -00:01

Total 5.36 06:23 07:35 01:11 07:36 00:01 08:15 00:40 07:37 00:03 07:32 -00:03 07:34 -00:01 07:43 00:09 07:34 -00:01

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

Shev

ingt

on

Gro

ve

A1

72

Mar

ton

Ro

ad

The

Fair

way

New

ham

Way

B1

36

5

Cas

s H

ou

se R

oad

Low

Lan

e /

A1

74

Ro

un

dab

ou

t

00:00

01:00

02:00

03:00

04:00

05:00

06:00

07:00

08:00

09:00

10:00

0 1 2 3 4 5 6

Tim

e (m

m:s

s)

Distance (km)


Shev

ingt

on

Gro

ve

A1

72

Mar

ton

Ro

ad

The

Fair

way

New

ham

Way B

13

65

Cas

s H

ou

se R

oad

Low

Lan

e /

A1

74

Ro

un

dab

ou

t

00:00

01:00

02:00

03:00

04:00

05:00

06:00

07:00

08:00

09:00

10:00

0 1 2 3 4 5 6

Tim

e (m

m:s

s)

Distance (km)


Route 2 (EB): Low Lane / Ladgate Lane - AM Peak

2014 Base

Low Lane / Ladgate Lane - Timing PointsDistance

(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Stainton Way / A174 Roundabout 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A1032 Acklam Road 1.49 02:09 02:07 -00:01 02:10 00:03 02:12 00:05 02:13 00:05 02:07 -00:01 02:10 00:02 02:14 00:07 02:11 00:04

A172 Marton Road 3.77 08:22 08:45 00:23 08:22 -00:23 09:07 00:22 08:55 00:10 08:52 00:07 08:59 00:15 09:53 01:08 08:58 00:13

The Ladle (approx.) 4.30 08:57 10:09 01:13 09:51 -00:19 10:37 00:28 10:19 00:09 10:22 00:12 10:27 00:18 11:32 01:22 10:21 00:11

Total 4.30 08:57 10:09 01:13 09:51 -00:19 10:37 00:28 10:19 00:09 10:22 00:12 10:27 00:18 11:32 01:22 10:21 00:11

Route 2 (EB): Low Lane / Ladgate Lane - PM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Stainton Way / A174 Roundabout 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A1032 Acklam Road 1.49 01:56 02:02 00:06 02:06 00:04 02:04 00:02 02:04 00:02 02:04 00:02 02:03 00:01 02:03 00:01 02:02 -00:00

A172 Marton Road 3.77 05:53 07:07 01:14 06:45 -00:22 06:19 -00:48 07:18 00:11 06:15 -00:52 05:56 -01:11 07:19 00:12 06:24 -00:43

The Ladle (approx.) 4.30 06:29 08:46 02:17 08:18 -00:28 07:59 -00:47 08:56 00:09 07:56 -00:50 07:49 -00:57 08:52 00:06 08:04 -00:42

Total 4.30 06:29 08:46 02:17 08:18 -00:28 07:59 -00:47 08:56 00:09 07:56 -00:50 07:49 -00:57 08:52 00:06 08:04 -00:42

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

Stai

nto

n W

ay /

A1

74

Ro

un

dab

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t

A1

03

2 A

ckla

m R

oad

A1

72

Mar

ton

Ro

ad

The

Lad

le (

app

rox.

)

00:00

01:00

02:00

03:00

04:00

05:00

06:00

07:00

08:00

09:00

10:00

11:00

12:00

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Tim

e (m

m:s

s)

Distance (km)


Stai

nto

n W

ay /

A1

74

Ro

un

dab

ou

t

A1

03

2 A

ckla

m R

oad

A1

72

Mar

ton

Ro

ad

The

Lad

le (

app

rox.

)

00:00

01:00

02:00

03:00

04:00

05:00

06:00

07:00

08:00

09:00

10:00

11:00

12:00

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Tim

e (m

m:s

s)

Distance (km)


Route 2 (WB): Low Lane / Ladgate Lane - AM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

The Ladle (approx.) 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A172 Marton Road 0.54 01:58 07:35 05:38 07:14 -00:21 07:38 00:03 07:35 -00:00 07:35 -00:00 07:45 00:09 07:34 -00:01 07:14 -00:21

A1032 Acklam Road 2.77 04:45 10:25 05:41 10:07 -00:18 10:30 00:05 10:26 00:01 10:27 00:02 10:38 00:12 10:26 00:01 10:08 -00:18

Stainton Way / A174 Roundabout 4.29 06:31 12:14 05:43 12:00 -00:14 12:23 00:09 12:19 00:05 12:16 00:02 12:27 00:13 12:50 00:36 11:57 -00:17

Total 4.29 06:31 12:14 05:43 12:00 -00:14 12:23 00:09 12:19 00:05 12:16 00:02 12:27 00:13 12:50 00:36 11:57 -00:17

Route 2 (WB): Low Lane / Ladgate Lane - PM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

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DM

Journey

Time

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2030 DM

Journey

Time

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2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

The Ladle (approx.) 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A172 Marton Road 0.54 01:18 02:06 00:48 02:11 00:06 02:07 00:02 02:08 00:02 02:03 -00:02 02:04 -00:02 02:03 -00:03 02:01 -00:05

A1032 Acklam Road 2.77 03:56 04:48 00:53 04:54 00:06 04:51 00:02 04:50 00:01 04:47 -00:02 04:48 -00:01 04:46 -00:02 04:45 -00:04

Stainton Way / A174 Roundabout 4.29 05:42 06:40 00:58 06:50 00:11 06:46 00:07 06:46 00:07 06:38 -00:01 06:39 -00:00 06:53 00:14 06:36 -00:03

Total 4.29 05:42 06:40 00:58 06:50 00:11 06:46 00:07 06:46 00:07 06:38 -00:01 06:39 -00:00 06:53 00:14 06:36 -00:03

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

The

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Route 3 (EB): A174 - AM Peak

2014 Base

A174 - Timing PointsDistance

(km) Journey Time

Journey

Time

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Base

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Time

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DM

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Time

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A19 Roundabout 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A1044 Off-Slip 1.01 00:33 00:34 00:01 00:34 -00:00 00:34 00:00 00:34 00:00 00:34 00:00 00:34 -00:00 00:34 -00:00 00:34 00:00

A1032 Off-Slip 2.33 01:17 01:19 00:02 01:20 00:01 01:19 00:00 01:20 00:01 01:19 00:00 01:19 00:00 01:19 00:00 01:19 -00:00

A172 Off-Slip 4.41 02:27 02:32 00:05 02:33 00:01 02:32 00:00 02:33 00:01 02:32 00:00 02:32 -00:00 02:32 -00:00 02:32 -00:00

Ormesby Bank (approx.) 7.06 03:54 04:00 00:06 04:01 00:01 04:00 00:00 04:01 00:01 04:00 00:00 04:00 -00:00 04:00 -00:00 04:00 -00:00

Total 7.06 03:54 04:00 00:06 04:01 00:01 04:00 00:00 04:01 00:01 04:00 00:00 04:00 -00:00 04:00 -00:00 04:00 -00:00

Route 3 (EB): A174 - PM Peak

2014 Base

A174 - Timing PointsDistance

(km) Journey Time

Journey

Time

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Base

Journey

Time

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DM

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DM

A19 Roundabout 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A1044 Off-Slip 1.01 00:34 00:35 00:02 00:35 00:00 00:35 00:00 00:35 00:00 00:37 00:02 00:35 00:00 00:35 00:00 00:35 00:00

A1032 Off-Slip 2.33 01:17 01:21 00:04 01:24 00:03 01:23 00:02 01:25 00:04 01:27 00:06 01:21 -00:00 01:21 00:00 01:21 -00:00

A172 Off-Slip 4.41 02:25 03:24 01:00 03:28 00:04 02:57 -00:27 02:54 -00:31 03:24 00:00 02:30 -00:54 03:23 -00:01 03:23 -00:01

Ormesby Bank (approx.) 7.06 03:48 04:50 01:02 04:54 00:04 04:22 -00:28 04:19 -00:31 04:50 -00:00 03:55 -00:55 04:49 -00:01 04:49 -00:01

Total 7.06 03:48 04:50 01:02 04:54 00:04 04:22 -00:28 04:19 -00:31 04:50 -00:00 03:55 -00:55 04:49 -00:01 04:49 -00:01

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

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Route 4 (NB): Marton Road / Dixons Bank - AM Peak

2014 Base

Marton Road / Dixons Bank - Timing

Points

Distance

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Time

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A172 / Stainton Road Roundabout 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A172 / A1043 Roundabout 0.41 00:23 01:15 00:52 01:42 00:26 00:59 -00:16 01:31 00:16 01:17 00:01 01:04 -00:11 01:07 -00:08 00:31 -00:45

Guisborough Road 1.14 01:21 05:35 04:14 07:06 01:32 05:42 00:08 07:00 01:25 06:09 00:34 05:29 -00:06 05:45 00:10 02:14 -03:21

Stainton Way 1.97 03:58 19:30 15:32 21:18 01:48 19:49 00:19 21:26 01:56 19:40 00:10 19:39 00:09 19:17 -00:13 06:51 -12:39

Gunnergate Lane 2.57 06:12 23:59 17:47 25:58 01:59 24:24 00:25 26:06 02:07 24:12 00:13 24:25 00:26 23:53 -00:06 11:37 -12:22

A174 On Slip (EB) 3.06 07:33 25:17 17:45 27:17 02:00 25:43 00:26 27:24 02:07 25:29 00:12 25:54 00:37 25:11 -00:06 12:54 -12:24

Ladgate Lane 4.02 11:23 28:07 16:44 30:15 02:08 28:47 00:39 30:25 02:17 28:37 00:30 28:58 00:50 28:28 00:21 15:56 -12:12

Broughton Avenue 4.41 11:49 28:33 16:44 30:41 02:08 29:12 00:39 30:50 02:17 29:03 00:30 29:23 00:50 28:54 00:21 16:21 -12:12

Total 4.41 11:49 28:33 16:44 30:41 02:08 29:12 00:39 30:50 02:17 29:03 00:30 29:23 00:50 28:54 00:21 16:21 -12:12

Route 4 (NB): Marton Road / Dixons Bank - PM Peak

2014 Base


Points

Distance

(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

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DM

Journey

Time

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DM

Journey

Time

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2030 DM

Journey

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2030 DM

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Time

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DM

A172 / Stainton Road Roundabout 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

A172 / A1043 Roundabout 0.41 00:25 00:33 00:08 00:32 -00:00 00:32 -00:01 00:32 -00:00 00:31 -00:01 00:32 -00:00 00:31 -00:01 00:37 00:04

Guisborough Road 1.14 01:26 01:48 00:22 01:52 00:05 01:53 00:05 01:53 00:05 01:49 00:01 01:51 00:03 01:46 -00:02 02:06 00:18

Stainton Way 1.97 02:54 03:20 00:26 03:23 00:03 03:24 00:05 03:26 00:06 03:48 00:28 03:25 00:05 03:18 -00:01 03:16 -00:04

Gunnergate Lane 2.57 03:45 04:16 00:32 04:20 00:04 04:22 00:06 04:26 00:09 04:56 00:40 04:21 00:04 04:16 -00:01 04:14 -00:03

A174 On Slip (EB) 3.06 05:11 06:29 01:18 06:37 00:08 06:51 00:22 06:43 00:15 07:05 00:37 05:40 -00:49 06:33 00:05 06:23 -00:05

Ladgate Lane 4.02 07:18 10:13 02:55 10:19 00:07 10:21 00:08 10:27 00:15 10:38 00:25 08:24 -01:49 10:00 -00:12 10:05 -00:07

Broughton Avenue 4.41 07:44 10:38 02:54 10:45 00:07 10:46 00:08 10:53 00:15 11:03 00:25 08:49 -01:49 10:26 -00:12 10:31 -00:07

Total 4.41 07:44 10:38 02:54 10:45 00:07 10:46 00:08 10:53 00:15 11:03 00:25 08:49 -01:49 10:26 -00:12 10:31 -00:07

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

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Route 4 (SB): Marton Road / Dixons Bank - AM Peak

2014 Base


Points

Distance

(km) Journey Time

Journey

Time

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Base

Journey

Time

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DM

Journey

Time

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DM

Journey

Time

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DM

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Broughton Avenue 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

Ladgate Lane 0.44 01:15 01:15 -00:00 01:15 00:00 01:15 00:00 01:15 00:00 01:15 00:00 01:15 -00:00 01:15 -00:00 01:15 00:00

A174 On Slip (EB) 1.38 02:44 02:43 -00:02 02:43 00:00 02:42 -00:00 02:43 00:00 02:42 -00:00 02:41 -00:02 02:43 -00:00 02:43 00:00

Gunnergate Lane 1.90 03:48 04:02 00:13 04:05 00:03 04:03 00:01 04:04 00:02 04:02 -00:00 04:11 00:09 04:03 00:01 03:59 -00:03

Stainton Way 2.48 05:10 05:41 00:31 05:50 00:09 05:53 00:12 05:48 00:06 05:42 00:01 05:57 00:16 05:49 00:08 05:10 -00:31

Guisborough Road 3.32 06:43 07:25 00:42 07:35 00:10 07:31 00:06 07:33 00:08 07:26 00:01 07:35 00:10 07:29 00:04 07:13 -00:12

A172 / A1043 Roundabout 4.04 07:24 08:26 01:02 08:56 00:30 08:44 00:18 08:53 00:26 08:43 00:17 08:34 00:08 08:34 00:08 07:54 -00:32

A172 / Stainton Road Roundabout 4.49 07:48 08:56 01:08 09:29 00:33 09:16 00:20 09:26 00:30 09:24 00:28 09:03 00:07 09:04 00:08 08:19 -00:37

Total 4.49 07:48 08:56 01:08 09:29 00:33 09:16 00:20 09:26 00:30 09:24 00:28 09:03 00:07 09:04 00:08 08:19 -00:37

Route 4 (SB): Marton Road / Dixons Bank - PM Peak

2014 Base


Points

Distance

(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Broughton Avenue 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

Ladgate Lane 0.44 01:30 02:28 00:58 02:24 -00:03 02:27 -00:01 02:27 -00:01 02:38 00:11 02:56 00:28 02:25 -00:02 02:34 00:06

A174 On Slip (EB) 1.38 03:40 07:54 04:15 07:54 -00:00 07:58 00:04 08:13 00:19 07:36 -00:18 08:50 00:56 07:38 -00:16 07:36 -00:18

Gunnergate Lane 1.90 05:03 09:43 04:39 09:40 -00:03 09:39 -00:03 09:56 00:14 09:28 -00:14 11:33 01:51 09:25 -00:18 09:18 -00:24

Stainton Way 2.48 07:22 11:47 04:25 11:58 00:12 11:47 00:00 12:14 00:27 12:07 00:20 13:51 02:04 11:31 -00:15 10:22 -01:24

Guisborough Road 3.32 08:47 13:12 04:25 13:24 00:12 13:14 00:02 13:40 00:28 13:37 00:25 15:17 02:05 12:58 -00:14 12:20 -00:52

A172 / A1043 Roundabout 4.04 09:28 13:52 04:24 14:08 00:16 13:58 00:06 14:24 00:32 14:17 00:25 16:00 02:08 13:39 -00:13 13:00 -00:52

A172 / Stainton Road Roundabout 4.49 09:53 14:17 04:24 14:33 00:16 14:23 00:06 14:49 00:32 14:42 00:25 16:25 02:08 14:04 -00:13 13:25 -00:52

Total 4.49 09:53 14:17 04:24 14:33 00:16 14:23 00:06 14:49 00:32 14:42 00:25 16:25 02:08 14:04 -00:13 13:25 -00:52

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

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Route 5 (NB): B1365 - AM Peak

2014 Base

B1365 - Timing PointsDistance

(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

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DM

Journey

Time

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DM

Journey

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Journey

Time

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Journey

Time

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Journey

Time

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DM

Ridgeway 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

Stainton Way 0.31 00:20 00:25 00:05 00:25 00:00 00:13 -00:11 00:26 00:01 00:24 -00:01 00:22 -00:03 00:22 -00:02 00:21 -00:03

Newham Way 0.94 01:16 02:30 01:14 00:56 -01:35 00:56 -01:35 00:57 -01:33 02:26 -00:05 02:18 -00:12 02:55 00:25 02:04 -00:26

Ladgate Lane 1.76 02:03 03:17 01:14 02:21 -00:56 02:55 -00:22 02:23 -00:55 03:13 -00:05 03:05 -00:12 03:42 00:25 02:53 -00:25

Malvern Drive 2.30 02:40 03:54 01:14 02:57 -00:56 03:32 -00:22 02:59 -00:55 03:49 -00:05 03:42 -00:12 04:19 00:25 03:29 -00:24

Total 2.30 02:40 03:54 01:14 02:57 -00:56 03:32 -00:22 02:59 -00:55 03:49 -00:05 03:42 -00:12 04:19 00:25 03:29 -00:24

Route 5 (NB): B1365 - PM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Ridgeway 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

Stainton Way 0.31 00:20 00:20 00:00 00:21 00:00 00:15 -00:05 00:20 -00:00 00:21 00:01 00:20 00:00 00:20 00:00 00:20 00:00

Newham Way 0.94 01:22 02:41 01:19 01:37 -01:04 00:46 -01:55 00:50 -01:51 02:29 -00:12 02:24 -00:17 02:54 00:14 02:26 -00:15

Ladgate Lane 1.76 02:07 03:27 01:20 03:24 -00:03 02:48 -00:39 02:32 -00:55 03:15 -00:12 03:10 -00:17 03:41 00:13 03:12 -00:15

Malvern Drive 2.30 02:43 04:03 01:20 04:00 -00:03 03:24 -00:39 03:08 -00:55 03:51 -00:12 03:46 -00:17 04:16 00:13 03:48 -00:15

Total 2.30 02:43 04:03 01:20 04:00 -00:03 03:24 -00:39 03:08 -00:55 03:51 -00:12 03:46 -00:17 04:16 00:13 03:48 -00:15

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

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Distance (km)


Route 5 (SB): B1365 - AM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Malvern Drive 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

Ladgate Lane 0.55 01:13 01:24 00:11 01:22 -00:02 01:25 00:01 01:27 00:02 01:31 00:06 01:30 00:06 01:30 00:06 01:31 00:07

Newham Way 1.36 02:00 02:16 00:16 02:10 -00:06 02:07 -00:09 02:14 -00:02 02:21 00:05 02:21 00:05 02:21 00:05 02:23 00:07

Stainton Way 2.00 02:40 03:00 00:20 04:04 01:05 03:27 00:27 04:06 01:06 03:03 00:04 03:03 00:04 03:04 00:04 03:06 00:06

Ridgeway 2.31 02:55 03:15 00:20 04:20 01:05 03:53 00:38 04:22 01:07 03:19 00:04 03:19 00:04 03:19 00:04 03:21 00:06

Total 2.31 02:55 03:15 00:20 04:20 01:05 03:53 00:38 04:22 01:07 03:19 00:04 03:19 00:04 03:19 00:04 03:21 00:06

Route 5 (SB): B1365 - PM Peak

2014 Base


(km) Journey Time

Journey

Time

Diff to 2014

Base

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to 2030

DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to

2030 DM

Journey

Time

Diff to 2030

DM

Malvern Drive 0.00 0 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00 0 00:00

Ladgate Lane 0.55 00:52 01:19 00:27 01:13 -00:05 01:08 -00:11 01:05 -00:13 01:28 00:09 01:14 -00:04 01:23 00:04 01:19 00:00

Newham Way 1.36 01:41 02:15 00:34 02:11 -00:04 01:59 -00:16 02:05 -00:10 02:24 00:09 02:08 -00:06 02:20 00:05 02:13 -00:02

Stainton Way 2.00 02:45 03:02 00:18 03:35 00:33 03:23 00:21 03:35 00:32 03:13 00:10 02:57 -00:05 03:07 00:05 03:01 -00:01

Ridgeway 2.31 03:00 03:18 00:17 03:51 00:33 03:48 00:30 03:50 00:32 03:28 00:10 03:12 -00:05 03:23 00:05 03:16 -00:01

Total 2.31 03:00 03:18 00:17 03:51 00:33 03:48 00:30 03:50 00:32 03:28 00:10 03:12 -00:05 03:23 00:05 03:16 -00:01

2030 DM

18/03/2016

2030 DS1 2030 DS2 2030 DS3 2030 DS4 2030 DS5

2030 DS6 2030 DS7

2030 DS6 2030 DS7

2030 DS4 2030 DS52030 DS1 2030 DS2 2030 DS32030 DM

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Distance (km)


South West Middlesbrough Micro- simulation Model · South West Middlesbrough Micro-simulation Model...

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