Local Model Validation Report

Transcription

Transportation
Walsall Metropolitan Borough Council
SD2_Walsall BaFFB Darlaston SDA
September 2011
Prepared by:
...................................
Adrian Hewitt
Senior Consultant
Approved by:
Checked by:
........................................................................
Nick Secker
Associate Director
...............
Graham Powell
Regional Director
Rev No
1
2
Comments
Draft submitted to DfT, pre-September Submission
BaFFB Submission
Checked by
NS
NS
Approved
by
GP
GP
Date
12/08/11
09/09/11
Beaufort House, 94/96 Newhall Street, Birmingham, B3 1PB
Telephone: 0121 262 1900 Website: http://www.aecom.com
Job No: 60047104
Reference: Local Model Validation Report
Date Created: September 2011
This document has been prepared by AECOM Limited for the sole use of our client (the “Client”) and in accordance with
generally accepted consultancy principles, the budget for fees and the terms of reference agreed between AECOM Limited and
the Client. Any information provided by third parties and referred to herein has not been checked or verified by AECOM Limited,
unless otherwise expressly stated in the document. No third party may rely upon this document without the prior and express
written agreement of AECOM Limited.
f:\tp\project\transport planning - walsall transportation framework\60047104 dsda 2011\reports\lmvr\draft darlaston sda lmvr_v2_compressed.doc
Table of Contents
1
Introduction ....................................................................................................................................................................... 3
1.1
Introduction ............................................................................................................................................................ 3
1.2
Background to MSBC Modelling ............................................................................................................................ 3
1.3
Structure of this Report .......................................................................................................................................... 4
2
Overview and Model Characteristics ............................................................................................................................... 6
2.1
Introduction ............................................................................................................................................................ 6
2.2
Modelling Package ................................................................................................................................................ 7
2.3
Modelled Base Year and Time Periods ................................................................................................................. 7
2.4
Vehicle Types and Journey Purposes ................................................................................................................... 7
2.4.3
Passenger Car Units.............................................................................................................................................. 8
2.5
Assignment Methodology ...................................................................................................................................... 8
2.5.1
Assignment Technique .......................................................................................................................................... 8
2.5.2
Generalised Cost Routeing Parameters ................................................................................................................ 9
2.6
Study Area ........................................................................................................................................................... 12
2.7
New Data Collection ............................................................................................................................................ 14
2.8
Existing Data Collation......................................................................................................................................... 14
3
Base Year Network Development .................................................................................................................................. 17
3.1
Introduction .......................................................................................................................................................... 17
3.2
Local Model Area of Coverage ............................................................................................................................ 17
3.3
Network Development ......................................................................................................................................... 18
3.4
Zone Development .............................................................................................................................................. 23
4
Base Year Matrix Development ...................................................................................................................................... 31
4.1
Introduction .......................................................................................................................................................... 31
4.2
The West Midlands PRISM Model ....................................................................................................................... 31
5
Model Calibration ............................................................................................................................................................ 36
5.1
Introduction .......................................................................................................................................................... 36
5.2
Network Calibration ............................................................................................................................................. 36
5.3
Matrix Estimation ................................................................................................................................................. 36
5.4
Monitoring of the Matrix Estimation Process ........................................................................................................ 43
5.5
Model Calibration ................................................................................................................................................. 49
5.6
Summary ............................................................................................................................................................. 58
6
Model Validation.............................................................................................................................................................. 60
6.1
Introduction .......................................................................................................................................................... 60
6.2
Validation Count Data .......................................................................................................................................... 60
6.3
Network Validation ............................................................................................................................................... 62
6.4
Link Flow Validation Results ................................................................................................................................ 62
6.5
Journey Time Validation ...................................................................................................................................... 76
6.6
Summary ............................................................................................................................................................. 77
7
Summary and Conclusions ............................................................................................................................................ 83
7.1
Summary ............................................................................................................................................................. 83
7.2
Conclusions ......................................................................................................................................................... 84
Appendix A .................................................................................................................................................................................... 85
Origin/Destination Routeing Patterns ................................................................................................................................ 85
Appendix B .................................................................................................................................................................................... 92
Zone Loader Locations...................................................................................................................................................... 92
North West Zone Loader Locations ................................................................................................................................... 93
North East Zone Loader Locations.................................................................................................................................... 94
South West Zone Loader Locations .................................................................................................................................. 95
South East Zone Loader Locations ................................................................................................................................... 96
Appendix C .................................................................................................................................................................................... 97
Link and Turning Flow Calibration Results ........................................................................................................................ 97
Appendix D .................................................................................................................................................................................. 104
Link and Turning Flow Validation Results ....................................................................................................................... 104
Link and Turning Flow Validation Plots ........................................................................................................................... 108
Appendix E .................................................................................................................................................................................. 115
Journey Time Results...................................................................................................................................................... 115
Introduction
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Capabilities on project:
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1
Introduction
1.1
Introduction
AECOM was commissioned by Walsall Metropolitan Borough Council (WMBC) to develop a traffic model
capable of a detailed assessment of traffic conditions in the Darlaston area. This report outlines the
development and subsequent performance, at the base year, of three time period SATURN highway
assignment models, constructed to support the development of the Major Scheme Business Case (MSBC)
for the Darlaston Strategic Development Area (SDA) Access Project.
The Access Project proposes a number of improvements to the highway network to form part of the overall
regeneration strategy for the area; the aim of which is to improve accessibility, making the area more viable
for inward investment.
A Major Scheme Annex E was submitted, and provisionally approved, in 2003. However, since then, the
Masterplan for the area has changed substantially and the proposed highway improvements have also been
amended. The revised proposals for the area require a new traffic modelling exercise to be undertaken to
inform the re-submission of the business case, as well as the Compulsory Purchase Orders required to
deliver the scheme (and possible subsequent Public Inquiry). The traffic modelling will be used to inform the
evaluation of improvement options for the Darlaston highway network.
This Local Model Validation Report (LMVR) discusses the sources of data that were used for model
development, describes the model development process and the subsequent model performance in terms of
calibration and validation against observed data. The model has been developed in accordance with the
latest web based Transport Appraisal Guidance ‘WebTAG’ issued by the Department for Transport (DfT) and
the guidance contained within the ‘Design Manual for Roads and Bridges (DMRB) Volume 12a Section 4’.
1.2
Background to MSBC Modelling
A traffic model was originally developed for Darlaston in 2003, as part of the Darlaston SDA Access Strategy
Major Scheme Business Case (Annex E) submission, using VISSIM micro-simulation software. In 2005, the
AM and PM peak VISSIM models were re-validated to test additional proposals developed by WMBC on an
updated highway network. To conform to the latest WebTAG guidance for MSBC’s at that time, a 2005 base
year Inter-Peak model was constructed in 2006. This used 2005 data for consistency across the three time
periods.
In 2009, it was considered necessary to develop a more strategic traffic model, to consider the impacts over
a larger area. This larger, more strategic model, established the wider re-routeing impacts of the proposed
schemes. Due to its more strategic nature, the modelling platform used was revised, with the model
constructed in SATURN rather than in VISSIM. It was agreed with WMBC that the new SATURN models
would retain a 2005 base year as this would eliminate the need for an extensive and expensive new data
collection exercise. The new SATURN models were used in the scheme assessment which underpinned the
MSBC Submission of March 2010.
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In October 2010, the DfT issued the document ‘Investment in Local Major Transport Schemes’ which
announced a Pre-Qualification Pool of 34 schemes, including the Darlaston SDA project, which required
further assessment before they could join the Development Pool. In response to this, an Expression of
Interest (EoI) was submitted to the DfT in January 2011 to provide additional information and evidence in
support of the MSBC submitted in March 2010.
On 4 February 2011, the DfT issued the document ‘Investment in Local Major Transport Schemes: Update’.
This announced that the DSDA Access Scheme had been successfully promoted into the Scheme
Development Pool and that further work was required in advance of the submission of a Best and Final
Funding Bid (BaFFB) in September 2011.
Feedback from the DfT on the modelling and appraisal aspects of the March 2010 MSBC submission
highlighted some areas of concern which were:
•
The age of the data underpinning the assessment;
•
The area of model coverage;
•
The base model fit at a number of key junctions in some time periods;
•
The veracity of the trip patterns included in the demand matrix; and
•
The need to reforecast using the version of TEMPRO due to be released in April 2011 (subsequently
announced as TEMPRO v6.2) and to follow the latest guidance on the treatment of developments in
the future year forecasting.
To overcome the issues identified above, a proposed methodology was prepared to update the existing 2005
base year SATURN local models. In summary, this involved:
•
rebasing the models to a new base year of 2011;
•
re-forecasting using TEMPRO v6.2 and the latest available development assumptions; and
•
allowing for variable demand responses by use of the strategic West Midlands PRISM model.
Specific additional model update tasks included re-examining the local model area of coverage and carrying
out a new data collection exercise.
1.3
Structure of this Report
This report contains six further chapters which describe the development and subsequent performance of the
base year time period highway assignment models.
An overview of the methodology and key characteristics of the models is provided in Chapter 2. The
development of the highway model network and zoning system is described in Chapter 3. The development
of the local model travel demand trip matrices is presented in Chapter 4. Chapters 5 and 6 discuss the
model calibration and validation processes respectively, whilst Chapter 7 presents a summary and
conclusions.
4
Overview and Model
Characteristics
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2
Overview and Model
Characteristics
2.1
Introduction
This chapter provides an overview of the model development process and the general model structure,
together with key model characteristics. Figure 2.1 gives an overview of the model development process
from the data collection through to a final validated model.
Figure 2.1 Model Development Methodology
Update PRISM model to 2011
using TEMPRO 6.2 and latest completed
local development and transport scheme
data
PRISM Cordon
Network & Matrices for
local model area
Network Building
Matrix Building
1. Enhance network coverage in
local model
2. Add schemes completed between
2005 and 2011
3. Junction and link coding and
checking
4. Definition of local model zones
and zone loading points
1. Zone disaggregation to local
model zoning system
Local Model
Assignment
Matrix
Estimation
New Data Collection
and Existing Data
Collation
1. Link ATC and MCC
2. Turning counts at
junctions
3. Journey times
Model
Calibration
Model
Validation
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2.2
Modelling Package
The DSDA Access Project highway assignment model utilises version 10.9.24 of the SATURN suite of
transportation planning software.
2.3
Modelled Base Year and Time Periods
The modelled base year represents average weekday (Monday to Friday) traffic flows in April 2011. The
highway network was developed to represent the infrastructure in place at this time.
Three distinct one hour time periods are modelled:
•
AM Peak Hour (0800-0900);
•
An average Inter-peak (IP) Hour (Average hour between 1000 and 1600); and
•
PM Peak Hour (1700-1800).
2.4
Vehicle Types and Journey Purposes
2.4.1
Vehicle Types
The model represents three main vehicle types:
•
Cars;
•
Light goods vehicles (LGV); and
•
Heavy goods vehicles (HGV).
In addition to the three main vehicle types, timetabled bus services are assigned in the model as fixed flows
on the network.
2.4.2
Journey Purposes
The car vehicle type has further been subdivided into four journey purposes which are referred to as user
classes. In total, there are six user classes that are ultimately assigned in the model, including:
•
Car Commute;
•
Car Education;
•
Car Other;
•
Car Business;
•
LGV; and
•
HGV.
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Six user classes are modelled as each will exhibit different journey behaviour and characteristics and each
will therefore need to be assigned using different generalised costs to reflect the differing importance they
each attach to various elements of the journey such as time and distance. In addition, different growth factors
can be attributed to each user class when developing forecast year trip matrices.
2.4.3
Passenger Car Units
Passenger Car Units (PCU) are a unit of measure whereby large vehicles, i.e. HGVs, are converted to
equivalent passenger cars using a conversion factor. This also allows a mixture of traffic flows to be
modelled and analysed more accurately than if it was assumed all vehicles modelled were equal in terms of
the road space they use.
The DfT sets out various PCU factors to convert larger vehicles to passenger car units in WebTAG Unit 3.9.5
(Table B4) and Unit 3.12.2 (Table 10). The PCU factor for HGV’s in the DSDA model was obtained
assuming that the ratio between rigid and articulated heavy goods vehicles is 61:39; this ratio was taken from
the previous DSDA studies and was still considered appropriate for determining the weighted HGV PCU
factor for use in this study.
Table 2.1 shows the PCU factors to be used for the vehicle types modelled in the DSDA highway
assignment model.
Table 2.1 PCU Factors by Vehicle Type
Vehicle Type
WebTAG PCU Factor
Car
Lights Good Vehicle (LGV)
Rigid Goods Vehicle (HGV)
Arctic Goods Vehicle (HGV)
Public Service Vehicles (PSV)
1.0
1.0
1.9
2.9
2.5
Darlaston PCU
Factor
1.0
1.0
2.2
2.5
All traffic flows shown in the model calibration and validation chapters of this report are expressed in PCUs,
unless otherwise stated.
2.5
Assignment Methodology
2.5.1
Assignment Technique
The assignment model predicts the routes that drivers will choose and the way that traffic demand interacts
with the available road capacity. The assignment technique chosen for the DSDA model is Wardrop’s
Principle of Traffic (or User) Equilibrium. This method assumes that all drivers of the same journey purpose
perceive journey costs in the same way. The method adjusts traffic flows on the network so that, once
converged, no driver can reduce his or her (perceived) journey cost by changing route. It is an iterative
procedure, in which the travel speed on each network link is recalculated according to the level of traffic
assigned in each iteration.
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The PASSQ option within SATURN is also utilised in the assignment procedure. AM and PM period PASSQ
factors were derived from fifteen ATC counts obtained in 2011. A factor, representing the proportion of traffic
travelling in the hour immediately prior to the modelled peak hour compared to that travelling within the
modelled peak hour, was calculated and the average taken across all of the counts to generate the PASSQ
factors, which are given in Table 2.2.
Table 2.2 Peak Period PASSQ Factors
AM PASSQ Factor
0.867
2.5.2
PM PASSQ Factor
0.975
Generalised Cost Routeing Parameters
Generalised cost is a measure which takes into account the different components which contribute to the
decision about making a journey. In the case of highway trips, the principal components are journey time
and journey distance. These two elements can be combined using the Value of Time (VOT) and the Vehicle
Operating Costs (VOC) appropriate for each user class. The VOT and VOC values are given in DfT
WebTAG guidance, Unit 3.5.6, and the latest values from April 2011 have been used.
In SATURN all assignments assume that individual drivers seek to minimise their travel cost, with travel cost
being defined as their generalised cost as follows:
K = PPM * T + PPK * D + M
Where:
•
K is the cost in units of pence,
•
T is time in units of minutes,
•
D is distance in kilometres,
•
M is a monetary charge in pence (if applicable),
•
PPM is a user-defined parameter specifying ‘Pence Per Minute’ and
•
PPK is a user defined parameter specifying ‘Pence Per Kilometre’.
The VOT and VOC are used to calculate the generalised cost parameters PPM and PPK, which differ
depending on the drivers’ journey purpose and class of vehicle. The time of travel during the day also affects
the PPM parameter. The PPM and PPK values for each user class and time period are summarised in
Table 2.3. These values have been converted from the 2002 base year values to 2011 values using the
relevant information and methodology given in the current guidance.
It has been assumed that LGV trips are all work related trips; no non-work parameters have therefore been
used to calculate the generalised costs for this vehicle type.
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Table 2.3 PPM and PPK Values for 2011
User Class
AM Peak
Value of Time (PPM)
Value of Distance (PPK)
Inter Peak
Value of Time (PPM)
PM Peak
Value of Time (PPM)
Car
Commute
Car
Education
Car Other
Car
Business
LGV
HGV
10.16
6.47
12.99
6.47
12.99
6.47
44.93
13.44
17.22
14.04
14.97
37.67
10.08
6.47
13.51
6.47
13.51
6.47
43.92
13.44
17.22
14.04
14.97
37.25
9.93
6.47
13.88
6.47
13.88
6.47
43.27
13.44
17.22
14.04
14.97
37.69
The derivation of these figures is perhaps best demonstrated by some worked examples, which are shown
below. Table 2.4 considers the calculation of VoT for cars on business in the AM peak hour, Table 2.5
calculates the VoT for car commuting trips in the AM peak hour, Table 2.6 calculates fuel related VOC for
cars on business and Table 2.7 calculates non-fuel VOC for car business trips.
Table 2.4 Worked Example – 2011 Value of Time Car Business AM
WebTAG Unit 3.5.6 Table
Units
Table 1
Perceived Cost
1 Car Driver
21.86 £/hr
2 Car Passenger
15.66 £/hr
Table 4
3 Car Occupancy (2000)
1.23
Table 6
4 Year on Year % change
-0.48
1.218
6 Car Driver (2011)
1
7 Car Passenger (2011)
0.218
Calculation - VoT Vehicle (2011)
8 Car Driver (1)x(6)
21.86 £/hr
9 Car Passenger (2)x(7)
3.42 £/hr
10 Vehicle (8)+(9)
25.28 £/hr
11 Conversion to pence/min
42.13 p/min
Table 3
12 VoT Growth
1.066
Value of Time
44.93 p/min
13 PPM (2011)
2002 prices and 2011 values
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Table 2.5 Worked Example – 2011 Value of Time Car Commute AM
Units
Table 2
Perceived Cost
1 Car Driver
5.04 £/hr
2 Car Passenger
5.04 £/hr
Table 4
1.16
Table 6
4 Year on Year % change
-0.48
1.148
6 Car Driver (2011)
1
7 Car Passenger (2011)
0.148
Calculation - VoT Vehicle (2011)
8 Car Driver (1)x(6)
5.04 £/hr
9 Car Passenger (2)x(7)
0.75 £/hr
10 Vehicle (8)+(9)
5.79 £/hr
11 Conversion to pence/min
9.64 p/min
Table 3
12 VoT Growth
1.053
Value of Time
10.16 p/min
13 PPM (2011)
2002 prices and 2011 values
Table 2.6 Worked Example – 2011 Vehicle Operating Costs Fuel Car Business
Values
Table 10 - Average Car (2011)
1 A
0.8071
2 b
0.0531
3 c
-0.000271
4 d
0.00000317
5 Speed
28
Table 11 - Average Car (2011)
6 Resource Cost
33.1
7 Duty
45.9
8 VAT
n/a
9 Fuel Cost
79
Table 12 – Car
10 Car Split Petrol (2011)
58
11 Car Split Diesel (2011)
42
Table 13 – Average Car
12 Efficiency Improvement Factor (2011)
0.888838
Fuel Cost
2
3
13 Fuel Consumption (1) + (2)x(5) + (3)x(5) + (4)x(5) x (12) / (5)
0.0683
5.39
14 Fuel Cost (9) x (13)
(1) to (4) takes into account the change in the petrol / diesel split in 2011
Units
kph
p / litre
p / litre
p / litre
%
%
p / km
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Table 2.7 Worked Example – 2011 Vehicle Operating Costs Non – Fuel Car Business
Unit 3.5.6 April 2011, Table 15
Units
1 Parameter - a1
4.069 pence/km
2 Parameter - b1
111.391 pence/hr
3 Vehicle Speed - v
28 kph
8.05 p/km
4 Non-Fuel Cost (1) + ( (2) / (3) )
2.6
Study Area
The definition of the area to be covered and the level of detail required are important considerations in the
design of a traffic model. The Design Manual for Roads and Bridges (DMRB) states that in general, the
scheme study area should be as small as is consistent with the requirements of the economic appraisal, but
large enough to reflect all likely reassignment due to the scheme in the future.
As outlined in Chapter 1.2, one of the DfT concerns on the earlier modelling work related to the area of the
model coverage. For the current model update, model coverage was revisited using the strategic West
Midlands PRISM model and further detail is provided in Chapter 3.2. In summary, it was necessary to
extend the modelled area from that considered in the previous modelling work which underpinned the March
2010 MSBC submission and the enhanced area of coverage for the 2011 model is shown on Figure 2.2.
For completeness, Figure 2.2 also shows the previous (2005) SATURN model’s area of coverage together
with the area of coverage of the detailed VISSIM microsimulation model originally developed in 2003.
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Figure 2.2 DSDA 2011 Model Study Area
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2.7
New Data Collection
Traffic count and journey time data were required to ensure that the models created are representative of the
network conditions present within the modelled area in 2011. New traffic data were therefore collected in
April 2011 to assist with the development of the new traffic model. The data collected included:
•
Automatic Traffic Counts (ATCs) undertaken for a one week period at 15 locations;
•
Manual Classified Turning Counts (MCTCs) and queue length surveys, undertaken for a twelve hour
period on one day at nine junctions; and
•
Journey time surveys undertaken across the AM, Inter and PM peak periods for five routes across
the study area.
Given the time and financial constraints, the new data collection exercise was focused around the scheme
junctions. This will ensure that the new model is fully up to date and robust in the vicinity of the scheme. The
new data were collected in April 2011 by Nationwide Data Collection. The data were collected outside of the
Easter school holiday period and further details are provided in the ‘DSDA Access Project – BaFFB, Data
Collection Report, June 2011’.
2.8
Existing Data Collation
The new data collection exercise provided excellent data coverage within the core study area. However,
these data needed to be supplemented by other existing data to ensure a robust base model was developed
across the wider study area. Additional traffic count data were obtained from the West Midlands Count
Database, SPECTRUM, to cover the local roads in the study area, whilst trunk road count data were
obtained from the Highways Agency’s TRADS traffic count database.
SPECTRUM data from 2009, 2010 and 2011 were used in the model update process. Factors were
developed, based on information from continuously monitored traffic count sites within the study area, to
convert 2009 and 2010 data to the new model base year of 2011. All counts were factored to April 2011.
The calculated factors used are provided in Table 2.8 below.
Table 2.8 – Factors to Bring Count Data to a Common Base of April 2011
Time Period
AM Peak
IP Peak
PM Peak
2009 – 2011
Growth
0.997
0.997
0.976
2010 – 2011
Growth
1.016
0.946
0.988
In total 138 counts were abstracted from the SPECTRUM database for use in the development of the
updated traffic model. The counts used are shown in Table 2.9 by year and type.
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Table 2.9 SPECTRUM Counts by Year and Type
Count Type
ATC (59)
Passage Counts (45)
Turning Count (34)
Year
2009
2010
2009
2010
2011
2009
2010
No. Counts
36
23
22
22
1
21
13
TRADS is the Highways Agency’s traffic count database which provides traffic flow information collected
from England’s motorway and trunk road network. TRADS data from a neutral month in 2009 were
abstracted for the three M6 motorway links between junctions 8 and 9, 9 and 10 and 10 and 10a and
adjusted to April 2011 levels using the factors given in Table 2.8 above. Data from 2009 were used as there
were significant roadworks in 2010 and early 2011 which affected the counting sites.
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Base Year Network Development
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3
Base Year Network
Development
3.1
Introduction
This chapter focuses on the development of the base year network for the DSDA 2011 SATURN model.
However, the model zoning system is also discussed together with the review of the modelled area of
coverage.
3.2
Local Model Area of Coverage
There is currently no specific DfT guidance available regarding defining the area of coverage of local models
based on their impact within a parent strategic model. However, as outlined in WebTAG Unit 3.10.2,
paragraph 1.2.5, the Institution of Highways and Transportation’s (IHT) Guidelines on Developing Urban
Transport Strategies suggests that “all roads that carry significant volumes of traffic” should be included and,
more generally, that the network “should be of sufficient extent to include all realistic choices of route
available to drivers”.
An assessment was therefore undertaken based on the premise that all realistic and reasonable route
choices and roads where flow changes occur which carry significant volumes of traffic, should be included.
Since the original work was completed to examine model coverage, the strategic PRISM model has been
revalidated to a base year of 2006 (from 2001) and updated forecasts are available for 2016 and 2026.
However, these forecasts are based on TEMPRO version 5.4 growth predictions.
The first stage, therefore, was to update the PRISM model reference case 2016 matrices to reflect the latest
TEMPRO version 6.2 predictions. This was carried out for the AM, PM and Inter-peak hours. The matrices
were then assigned first, to a 2016 DM network and secondly, to a 2016 DS network which represented the
DM network with the DSDA scheme included. These tasks were undertaken by the PRISM team and loaded
networks supplied for further interrogation.
In order to take a pragmatic view of what is considered to be a significant impact with regards to a change in
flow between a ‘with project’ and ‘without project’ scenario, a number of flow difference criteria were
examined according to the overall level of flow modelled in the ‘with project’ situation. These criteria are as
follows:
•
Criteria 1 – For roads with <500 vehicles per hour flow, include links where the difference in flow
between the with and without project is +/-25 vehicles;
•
Criteria 2 – For roads with a flow >500 vehicles per hour, include links where the difference is >-5%
or <5%; and
•
Criteria 3 – For roads with a flow >500 vehicles per hour, include links where the difference is >-10%
or <10%.
The same criteria were applied to all time periods and the flow differences used the ‘with project’ scenario as
the basis for comparison.
The 2016 PRISM model assignments for the with (DS) and without (DM) DSDA scheme scenarios were
interrogated and flow difference plots produced to show the impact of the DSDA scheme. The scheme
impact threshold criteria defined above were applied and the results are shown diagrammatically on Figures
3.1 to 3.3 for the AM peak, Inter-peak and PM peak hours respectively.
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The diagrams are typical of those produced when using a strategic model to assess the impact of a local
scheme in that, whilst there are a significant group of links in the scheme area showing an impact, there are
also impacts shown much more widely across the strategic network. These wider impacts are often referred
to as ‘model noise’ and they may, or may not, be determined reasonable by the practitioner. This is clearly a
subjective area and a pragmatic approach is required to determine what is considered to be a reasonable
area of impact for the scheme.
Each of Figures 3.1 to 3.3 includes shaded areas. The small blue shaded area in the immediate vicinity of
the scheme represents the area covered by the detailed microsimulation model that was originally developed
to assist with scheme operational assessment in 2003. The orange area represents the coverage of the local
SATURN model used in the economic assessment that supported the 2010 MSBC submission and
subsequent EoI submission. The green shaded area represents the proposed local SATURN model area of
coverage for the 2011 model update which will be used to underpin the BaFFB submission in September
2011.
Examination of Figure 3.2 shows the impact of the scheme in the Inter-peak hour. This clearly shows that
the previous area of coverage is now insufficient and that there are impacts due to the scheme both around
the Walsall Ring Road in the north-east quadrant and within the Town Centre that were not previously being
considered. This is due to the opening of the Town Centre Transport Package scheme in 2009. This involved
upgrading the section of the Walsall Ring Road between the A461 in the east to the A454 in the west (i.e. the
section around the north of Walsall Town Centre). This provides better access to the Darlaston area
(amongst many others) and it is considered reasonable that the DSDA scheme impacts may well now
legitimately extend to the north-east quadrant of the Ring Road.
Figure 3.2 also shows some isolated links that are outside of the green shaded area, but these are
considered to be due to model noise and have been ignored.
Figures 3.1 and 3.3 show the scheme impact in the AM and PM peaks respectively. Model noise is now
more widespread, particularly in the PM peak, but the green shaded area is considered to pick up those
impacts which are genuinely attributable to the scheme.
In conclusion, the enhanced area of model coverage used as the basis for the development of the 2011 local
area SATURN model is shown in Figure 3.4 in terms of network links included.
3.3
Network Development
3.3.1
Model Network
The network within the core study area has already been coded and validated as part of the development of
the previous base year 2005 SATURN model. However, the wider area of coverage now required has
resulted in an annulus of additional network which needs to be coded surrounding this core area.
The additional model network was coded using the SATURN module PMAKE with bitmap images of the local
road network combined with OS aerial photography data imported from MapInfo to ensure accurate
coordinates were used.
All additional model network was coded in simulation using standard SATURN procedures. Junctions were
coded using Ordnance Survey (OS) base plans, aerial photographs and from information gathered from site
visits within the study area. Signal timings were obtained from Walsall MBC.
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The final step in the base year network development was to include schemes that had been competed since
the previous base year of 2005. Only one such scheme needed to be included. This was the Walsall Town
Centre Transport Package scheme, which involved re-aligning the existing northern section of the Walsall
Ring Road, between the A454 and the A461, and upgrading it to dual two lane carriageway standard.
A summary of the network attributes for the 2011 base year model network is given in Table 3.1.
Table 3.1 Network Attributes
Network Attribute
Number in Model
Links
7,168
Signalised junctions
74
Roundabouts
38
Priority Junctions
587
Zones – Internal
219
Zones – External
30
Zone Connectors
286
3.3.2 Speed Flow Curves
In an urban area, the main delays to a journey result from the interaction of traffic at junctions. SATURN is
structured to model these interactions, and it is usually assumed that traffic within the simulation network
travels at a uniform speed between the nodes of the model, with delay occurring at the junctions.
In rural areas the links are generally longer and much of the delay is experienced between junctions. This is
usually related to the physical capacity of the road and there is a decline in speed as traffic volume
increases. The effect of these link-based delays has been studied empirically and typical effects are set out
in the form of speed-flow curves as defined in DMRB Volume 13, the COBA Manual.
For the current study, the model coverage is mainly made up of urban roads. The effect of congestion on the
network is most likely to be influenced by:
• Junction-based calculations for local urban roads;
• Link-based speed-flow relationships on strategic routes together with delays at junctions in the urban
area; and
• Link-based speed-flow relationships for rural routes.
The speed-flow relationships used in the DSDA model, and their parameters, are taken from the COBA
Manual and are shown in Table 3.2. The link capacities are in passenger car units (PCUs) per hour and it
was assumed that HGVs constituted 15% of traffic on motorways and all-purpose roads in line with guidance
criteria.
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Table 3.2 Speed-Flow Curve Parameters
Road Description
Rural D4 Motorway
Rural D3 Motorway
Rural D2 Motorway
Rural D1 Motorway
Rural D4 All-Purpose Road
2 Lane Slip Road Motorway
Single Lane Slip-Road
Rural S10 Good standard (Aroad)
Rural S7.3 Typical standard (Aroad)
Rural S7.0 Typical standard (Broad)
Rural S6.5 Poor standard
Rural / Unclassified Country
Suburban D3 (slight development)
Suburban D2 (slight development)
Suburban D4 (typical development)
Suburban Single (slight development)
Suburban S3 - No Central Reservation
Suburban S2 - No Central Reservation
Suburban Single-Lane (typical dev.)
Urban Non-central 3-Lane 50% dev.
Urban Non-central 2-Lane 50% dev.
Urban Non-central - 50% development
Urban Central INT=2
Urban Central INT=4.5
Urban Central INT=9
Small Town 35% Development
Give-way One Way Obstruction
Free flow
Speed
(kph)
Speed at
capacity
(kph)
Capacity
(PCUs/hr)
Power
Function
105
102
102
102
101
101
97
92
92
87
78
74
68
50
75
71
64
64
64
64
64
60
60
61
57
57
52
44
42
35
32
24
64
56
46
20
79
79
76
76
73
73
68
55
55
42
41
38
40
21
34
35
35
32
31
31
24
23
23
22
22
21
20
20
20
10
10
10
25
30
30
10
8760
6570
4380
2190
7600
6030
4020
3460
1730
1730
1640
1640
1640
1200
5100
3400
6565
5100
3400
1700
1700
4924
3283
1700
3283
1700
1640
1560
1480
740
630
450
1770
1000
880
450
2.75
2.75
2.75
2.75
2.75
2.75
2.7
2.35
2.35
2.05
2.35
2.1
1.35
2.15
2.3
1.15
3.75
3.8
1.75
1.75
2.6
1.45
1.45
1.5
0.75
0.8
1.67
1.56
1.48
1.83
1.73
1.55
3.06
3.39
2.45
1.55
In general speed flow curves have been applied to long links to represent realistic link delay in addition to the
delay experienced at the junctions at each end. They have also been applied where friction from road side
activity is deemed to be an issue or to discourage unrealistic rat running through the model. Where a speed
flow curve has not been assigned a fixed speed is used based on road classification.
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Figure 3.5 below shows the location and type of speed flow curve used on the model links.
Figure 3.5 Speed-Flow Curve Locations
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3.3.3
Network Checks
A series of checks were made on the network when it was completed to ensure its validity. These checks
included:
•
•
•
Range Checks - The characteristics of all links were checked to ensure that they were appropriate
for that type of link. Characteristics checked included speed/flow relationships and the number of
lanes coded;
Link Length Checks - The lengths of all links within the network were checked against distances
measured on site visits and distances measured from Ordnance Survey (OS) maps; and
Routeing Checks - The routes for all vehicles between a selection of origin and destination pairs
were checked for reasonableness. All illogical routes were corrected. These re-routeing checks were
revisited during the model calibration and validation stages.
Routeing checks between a series of key origin and destinations zone pairs by time period are summarised
below and provided in plot format in Appendix A.
•
Route 1
Route 1 travels from the south west to the north east of the model from SATURN zone 5018 to zone 5007.
This is from the A4098 at Bilston to the A461 Lichfield Road in the north east. This route takes the most
direct routeing pattern and follows local roads to access the Black Country Route. It then takes the Walsall
Ring Road and accesses the A461 to the North East. This route is the same in all time periods.
•
Route 2
Route 2 travels from the south east to the north west of the model from SATURN zone 5011 to 5026. This is
from the A34 at Great Barr to Wednesfield. The route is sensible taking the Walsall Ring Road, M6 Junction
9 to 10 and the Black Country route and a series of local roads to Wednesfield. The route is broadly similar
across all time periods with some minor local variations.
•
Route 3
Route 3 travels from the centre of Walsall to the M6 Northbound. This is from SATURN zone 241 to 5000.
Again the route is inherently sensible taking the nearest access to the M6 at Junction 9 and following the M6
north. The routes are identical in all time periods.
•
Route 4
Route 4 travels northeast to west from the A461 Lichfield Road to the A41 approaching Wolverhampton. This
is from SATURN zone 5007 to zone 5023. This route is again sensible where the route takes the Walsall
Ring Road and then accesses the Black Country Route. There is a local variation in the Black Country area
where in the AM and Inter-Peak the route follows the A463 Black Country Route to the A41 whereas in the
PM the A454 and some local roads. This may suggest some congestion on the Black Country Route
westbound in the PM peak.
These plots demonstrate the models are sensibly routeing traffic making strategic movements through the
network.
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3.4
Zone Development
3.4.1
Internal Zone Structure
The zoning system for the 2011 DSDA highway assignment model is based on the census super output area
(lower layer) zoning system. However, some aggregation has taken place in order to reduce the overall
number of zones where this is possible and where this is commensurate with the level of network detail in
that area. In total, the model comprises 249 zones of which 219 are internal to the study area and 30 are
cordon crossing zones representing external areas. The zoning system within the modelled study area is
illustrated on Figure 3.6.
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Figure 3.6 The DSDA 2011 Model Internal Zoning System
3.4.2
External Zone Structure
The 30 external zones were created wherever a road was severed within the parent PRISM model when the
local model cordoning process was undertaken. As such, these external zones represent the demand from
hinterland areas that are likely to enter/leave the local model on these particular roads.
The external model zoning system is illustrated on Figure 3.7
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Figure 3.7 The DSDA 2011 Model External Zoning System
M6 North
M54
Wolverhampton
Birmingham
External Zone Locations
3.4.3
Dudley
M5 South
M6 South
Centroid Connectors
Connecting links are required between each zone and one or more points on the highway network. These
are known as centroid connectors and are the means of loading trip demand onto the modelled network. For
the internal area of the model, each zone is connected to the network via spigot links, where a spigot link
represents an actual road. The advantage of this is that the flows on the links within the simulation area can
be more accurately represented. In the wider rural areas of the network, zones are connected to the network
using centroid connectors across a simulation link.
Plots showing the locations of the zone connectors in the model are provided in Appendix B.
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Figure 3.1 Impact of the DSDA Scheme, AM Peak Hour
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Figure 3.2 Impact of the DSDA Scheme, Inter-Peak Hour
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Figure 3.3 Impact of the DSDA Scheme, PM Peak Hour
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Figure 3.4 2011 DSDA Local Model Area of Coverage
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Base Year Matrix Development
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4
Base Year Matrix Development
4.1
Introduction
This chapter describes the methodology used to develop the base year 2011 trip demand matrices for the
DSDA highway assignment model.
4.2
The West Midlands PRISM Model
The Policy Responsive Integrated Strategic Model (PRISM) has been developed for the seven West
Midlands Local Authorities, CENTRO and the Highways Agency using the VISUM software package. VISUM
is a strategic modelling package developed by PTG AG of Germany. The PRISM model comprises a
highway assignment model, with a detailed simulation network modelling the delays at junctions, and a
public transport network covering the entire West Midlands area. A four stage demand model sits above the
highway and public transport models and handles trip responses such as mode choice, macro time period
choice and trip redistribution based on the detailed trip costs passed to it by the highway and public transport
models.
The PRISM model has substantial coverage of the West Midlands conurbation with the surrounding shire
counties represented at a coarser level. The model is validated for a 2006 base year and has forecasts
available for 2016 and 2026. The forecasts are currently based on the DfT’s National Trip End Model
TEMPRO version 5.4 growth predictions.
TEMPRO version 6.2 was introduced in the WebTAG update of April 2011 and its use was subsequently
confirmed for scheme appraisal on 19 July 2011. The first stage of the matrix development process for the
local DSDA 2011 model was therefore to produce PRISM model reference case 2011 matrices to reflect the
latest TEMPRO version 6.2 projections. This work was carried out by the PRISM team for the AM peak,
Inter-peak and PM peak hours.
4.2.2 Production of PRISM Reference Case 2011 Networks and Matrices
The starting point for the 2011 PRISM Reference Case 2011 networks and matrices was the validated 2006
models.
The networks were updated to reflect schemes built between 2006 and 2011 and the list of schemes is
provided below in Table 4.1. All of the schemes listed below are outside of the local model study area with
the exception of the Walsall Town Centre Transport Package. Given the strategic nature of the PRISM
model, however, it is relevant to ensure the wider network is as representative of 2011 conditions as
possible. There was not a 2011 PRISM network readily available so it was agreed that the 2016 forecast
network would be used as a starting point with key schemes, such as the managed motorway programme
around parts of the West Midlands, removed from these forecast networks to leave a representative 2011
model network.
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Table 4.1 Schemes Included in the PRISM 2011 Networks
A38 Northfield Regeneration scheme
Coventry Bus Network (Primelines)
Hagley Road Bus Showcase
Outer Circle/Radial Routes Showcase
Cradley Heath Town Centre Strategy scheme
Red Routes Package 1
Wolverhampton Centre Access Interchange
Selly Oak New Road
Walsall Town Centre Transport Package
Coleshill Multi Modal Interchange
Owen Street Level Crossing Relief Road, Tipton
Brierley Hill Sustainable Access Network
M40 Junction 15 (Longbridge Roundabout)
Hard Shoulder Running M42 Junctions 3a-7
Hard Shoulder Running M6 Junction 4-5
Controlled Motorway M40 Junction 16 to J3A M42
BIA/NEC Public Transport project
A4123 Junction (Burnt Tree) Improvement, Dudley
A41 Expressway / A4031 Junction, West Bromwich
The 2011 trip matrices were developed using both TEMPRO v6.2 data and local development data already
being used in the PRISM model as assumed to be in place in 2011. The PRISM team were not able to
provide the specific details associated with explicit developments that were incorporated within PRISM as
these were based upon information provided by local authorities. However, the project team reviewed the
zonal growth between the 2006 PRISM base year and 2011 constrained (to TEMPRO v6.2) matrices at this
stage, to ensure growth was taking place in locations where known development had occurred.
4.2.3 PRISM 2011 Assignments
The reference case matrices were input to a full run of the PRISM model. This was to enable the full range of
variable demand responses to be allowed for across the West Midlands conurbation and to ensure that the
resulting highway trip demand matrices output from the process accurately represented conditions across
the conurbation in 2011. In other words, the reference case matrices can be considered as being adjusted in
order to ‘fit onto’ the available network capacity.
This approach was supported by DfT at a meeting held on 17 March 2011 to discuss scheme specific
modelling issues prior to undertaking the BaFFB work. The DfT view was that the need for variable demand
modelling in the local DSDA model was previously found to be marginal and that the strategic PRISM model
could cater for these responses and would reflect a reasonable situation across the modelled area in both
2011 and future year Do-Minimum situations.
The resulting 2011 PRISM highway model assignments were then cordoned to reflect the area shown in
Figure 3.4 and the resulting loaded highway assignment networks were supplied to AECOM for each of the
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AM peak, Inter-peak and PM peak hours. The highway trip matrices contained therein formed the basis for
the development of the DSDA 2011 local model trip matrices for each time period.
4.2.4 Development of the 2011 DSDA Local Model Trip Matrices
The cordoned PRISM model matrices were disaggregated to reflect the zoning system shown on Figure 3.6.
This disaggregation was undertaken based on the proportion of population within each super output area
zone (or group of zones) that comprised the DSDA local model zone. Data were not available within our
timeframes to allow disaggregation based on employment data for those zones where employment was the
significant land use. On completion, the local DSDA model contained 219 internal zones with 30 cordon
crossing zones to give a total of 249 zones.
The 30 external zones represented the cordon crossing points taken from the PRISM model. In seven of
these locations, observed count data were available. In these instances, where the demand was significantly
different from the observed flows as measured by the GEH and flow difference statistics, the prior matrices
were factored to match the counts to assist with the calibration process. Table 4.2 displays the factors
applied at these crossing points.
Table 4.2 DSDA 2011 Local Model Trip Matrix Totals by Time Period and User Class
Zone
5000
5007
5009
5017
5024
5025
5026
Direction
AM Factors
PM Factors
IP Factors
Car
LGV
HGV
Inbound
0.554
0.801
1.157
Car
0.539
LGV
0.842
HGV
1.254
Car
0.587
LGV
-
HGV
-
Outbound
0.669
0.629
0.812
0.631
0.690
0.806
0.666
0.613
0.738
Inbound
-
-
-
-
0.230
0.354
-
-
-
Outbound
-
0.211
0.330
-
0.143
0.381
-
-
-
Inbound
1.173
-
-
-
-
-
2.074
0.041
0.300
Outbound
1.446
-
1.372
-
-
-
1.119
-
-
-
-
0.959
0.664
1.105
Inbound
0.951
3.257
1.802
-
Outbound
0.801
2.284
1.303
0.699
1.265
1.624
0.918
0.590
1.835
Inbound
0.988
0.429
1.194
0.938
0.275
0.297
0.966
0.081
0.599
Outbound
0.720
0.434
0.319
0.603
0.323
0.345
0.675
0.062
0.166
Inbound
-
-
-
0.677
-
-
0.689
-
-
Outbound
0.436
-
2.054
0.517
-
-
0.625
-
-
Inbound
1.254
-
2.374
-
-
-
-
-
-
Outbound
-
-
-
1.372
-
13.490
-
-
-
The matrix trip totals for each of the six user classes, by time period, are shown in Table 4.3. These trip
matrices formed the prior trip matrices for input to the matrix estimation process which is described in the
next chapter.
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Table 4.3 DSDA 2011 Local Model Trip Matrix Totals by Time Period and User Class
User Class
.
AM
IP
Vehicle trips
PM
Vehicle trips
%
%
Vehicle trips
%
Car Commute
29198
55%
5148
13%
30768
58%
Car Education
4487
9%
1162
3%
1021
2%
Car Other
5871
11%
19714
49%
10666
20%
Car Business
5782
11%
6778
17%
4654
9%
LGV
3599
7%
3832
10%
3122
6%
HGV
3782
7%
2396
52,628
5%
52,719
3203
39,838
8%
Total
Model Calibration
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5
Model Calibration
5.1
Introduction
The model calibration procedure involved a number of tasks, each of which was designed to ensure that the model
adequately reproduced observed traffic conditions in 2011 across the study area. The tasks included:
•
Checking network coding and adjusting link and junction operating parameters to better represent the
observed existing situation;
•
Reviewing model speed/flow curves; and
•
Using matrix estimation to generate matrices which best ‘fit’ the prior trip matrices to observed traffic counts
within the study area.
Each of these tasks is described in more detail below.
5.2
Network Calibration
Matrix estimation assumes that any discrepancies between observed and modelled flows are entirely due to
shortfalls in the demand matrix and not due to shortfalls in the network coding which in turn affects the way that the
model determines route choice. It is essential, therefore, to develop a robust network before carrying out matrix
estimation and, accordingly, a high degree of network calibration was undertaken.
The initial stages of network calibration sought to improve the overall quality of the assignment by removing general
network coding errors which were causing excessive delay or inappropriate route choice. Where necessary, this
would also include adding in additional roads, for example some local residential roads, where these were needed
to represent local ‘rat-running’ traffic.
At this stage checks were also made of link lengths, link speed/flow curve allocation, junction coding to ensure
correct layout against site visits or aerial photography and junction parameters such as signal timings for traffic
signals and saturation flows etc. The allocation of centroid connectors (zone loaders) for internal zones was
examined to verify that trips were loading onto the network at locations that were both sensible and realistic.
Finally, model routeings were examined to ensure that traffic was being assigned along appropriate routes.
5.3
Matrix Estimation
5.3.1
Quality of Prior Matrices
To demonstrate the veracity of the starting matrices for the AM and PM peak hours, we have presented in Table 5.1
and 5.2 the calibration and validation results following assignment of the prior matrices to the calibrated networks.
This comparison has been undertaken against the final count dataset used in the calibration and validation of the
models. The Inter-peak model uses prior matrices as final matrices i.e. no matrix estimation is undertaken for the
inter-peak period.
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Table 5.1 Prior Matrix Link and Turning Flow Calibration Summary
Counts
Modelled
Flow
(PCU's)
Observed
Flow
(PCU's)
Flow Diff
(PCU's)
% GEH
% Flow
% DMRB
AM Peak
321
126,974
141,818
-14,844
52.4%
59.3%
62.3%
PM Peak
321
140,189
144,588
-4,400
59.3%
62.3%
68.0%
Time
Period
Table 5.2 Prior Matrix Link and Turning Flow Validation Summary
Counts
Modelled
Flow
(PCU's)
Observed
Flow
(PCU's)
Flow Diff
(PCU's)
% GEH
% Flow
% DMRB
AM Peak
84
25,295
27,179
-1,885
59.5%
76.2%
76.2%
PM Peak
84
27,021
29,590
-2,569
58.3%
72.6%
73.8%
Time
Period
The prior matrices for both peak periods have over 50% of counts meeting either GEH or Flow difference calibration
and validation criteria. For calibration 62% of flows against counts meet DMRB criteria in the AM peak and 68% in
the PM peak. Against the validation counts, the prior matrix achieves a high 76% in the AM peak and 74% in the PM
peak. This analysis demonstrates the veracity of the prior matrices for these time periods.
5.3.2
Prior and Post ME2 Regression Analysis
Regression analysis has been undertaken on the prior and post ME2 demand matrices as a demonstration of the
impact the matrix estimation process has had on trip demand.
Regression analysis measures the overall ‘goodness of fit’ of the data set. The slope of the best fit regression line
through the origin indicates the extent to which modelled values are over or under estimated. The correlation
2
coefficient (R ) gives a measure of goodness of model fit.
The results of the regression analysis are shown in Table 5.3 and the regression graphs are shown on Figures 5.1
to 5.2 for the AM peak and PM peak hours.
The results of the regression analysis confirm a close fit between the prior and post matrix estimation matrices for
the AM and PM peak models. A value of 1.0 for both regression statistics represents a perfect fit. In both time
periods the Y values are 0.99, the R2 values are also good at 0.97 in the AM peak and 0.98 in the PM peak.
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Table 5.3 Prior and Post ME2: Regression Analysis Statistics
Results Achieved (%)
AM Peak
PM Peak
Hour
Hour
Criteria
Slope of the Line, Y (between 0.90 - 1.10)
2
Correlation Coefficient R (should be > 0.95)
0.9951
0.9926
0.9732
0.9817
Figure 5.1 AM Peak Prior and Post ME2 Regression Plot
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Figure 5.2 PM Peak Prior and Post ME2 Regression Plot
5.3.3
The Matrix Estimation Process
Matrix Estimation by Maximum Entropy (ME2) is a procedure whereby a prior trip matrix, developed as described in
Chapter 4, is adjusted such that, when the final adjusted matrix is assigned to the network, the flows will more
closely replicate a given set of input traffic counts.
The matrix estimation process requires a ‘prior’ trip matrix, a network and a count data set. The assigned network
using the prior trip matrix produces a series of zone origin to destination movements for trips passing through each
count site, which allows the matrix estimation process to adjust the relevant trip totals to match the observed count,
thus producing the output estimated matrix. This estimated matrix is then used as the initial matrix in the next
assignment iteration, which uses the revised flows to refine the congestion estimate which in turn refines route
choice in order to produce the next iteration output matrix. This iterative process continues, with each successive
estimated matrix producing assignments that feed into the next iteration, until model convergence is reached.
Analysis of some of the early output assignments resulted in motorway trips (zones 5000, 5012 and 5013) being
frozen. All movements to or from these zones were fixed in the matrix estimation process. This is because the
matrix estimation process uses the pattern of trips in the prior matrix and adjusts trip volumes according to these trip
patterns to match the counts. Trips to and from the motorway tend to be higher volumes than other trip movements
at the count sites. Hence it is ‘easy’ for the matrix estimation process to make small adjustments to these
movements in order to match the count at an individual site. However, the cumulative effect of all such adjustments
at a number of sites around the network was to end up with motorway flows at levels both above its capacity and the
observed motorway flows.
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5.3.2
Calibration Count Data
A primary input to model calibration were the traffic flows used as target counts within the matrix estimation process.
A significant new data collection exercise was carried out in April 2011 and is documented in the DSDA Access
Area Project BaFFB ‘Data Collection Report, June 2011’. This was supplemented by a data collation exercise
where the West Midlands SPECTRUM database was interrogated together with the Highways Agency’s TRADS
traffic count database and this is also documented in the ‘Data Collection Report, June 2011’.
When applying matrix estimation techniques, care must be taken to ensure that the quality and consistency of the
input count data is high. Checks were undertaken to ensure that this was the case, especially where counts on
adjacent links were being used. This did result in some counts being removed from the dataset as the difference in
observed flows could not be reconciled in the transport model.
In summary some of the manual classified turning count data from the nine junctions that were surveyed in April
2011 were used in the matrix estimation process, together with 201 manual and automatic link and turning traffic
counts in the AM and PM peak hours and 177 link and turning counts in the Inter-Peak peak hour. The reason there
is a lower number of counts in the Inter-Peak is due to the fact some of the count data sets did not have Inter-Peak
data available. Some of these link counts were organised into four screenlines; these are a ‘chain’ of counts across
parallel roads, to ensure that calibration is achieved at a broader level across the model.
The count data were input to the matrix estimation process in a certain order because of the sensitivity of the
process to the location of the counts within the count data sets. The counts were input in order of importance, with
the most important counts at the bottom of the count set, as follows:
•
Manual link passage counts;
•
Automatic link passage counts;
•
Screenline link passage counts; and
•
Manual turning counts at scheme junctions.
The count locations used in the AM and PM peak hour matrix estimation process are shown on Figure 5.3, and the
Inter Peak calibration count locations are displayed on Figure 5.4.
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Figure 5.3 Location of Traffic Counts used in the AM and PM Matrix Estimation Process
AM & PM Peak Calibration Count Locations
41
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Transportation
Figure 5.4 Inter Peak Calibration Count Locations
Inter Peak Calibration Count Locations
42
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Some link counts were held back and not used in the matrix estimation process. These independent counts were
retained for model validation purposes and are discussed later, in the next chapter of this report.
5.4
Monitoring of the Matrix Estimation Process
5.4.1
Introduction
The changes between the prior matrices and the output estimated (final) matrices were monitored to ensure the
matrix estimation process was producing reasonable results and not significantly distorting the trip patterns
compared to those in the prior matrices. The monitoring process involved:
•
Checking the total number of trips in the pre and post matrix estimation matrices;
•
Comparing trip movements at a sector level pre and post matrix estimation; and
•
Comparing trip length frequency distributions pre and post matrix estimation.
The results of the monitoring process are discussed in subsequent sections of this chapter.
5.4.2 Pre and Post Matrix Estimation Trip Totals
The effect of the matrix estimation process on the matrix trip totals is shown in Table 5.4. The table shows that
there is no post matrix estimation information included for the IP. This is because the assignment of the prior IP
matrices satisfied the DMRB criteria for calibration and validation, with screenline counts, journey times and turning
and link counts all matching very closely.
Table 5.4 Matrix Trip Totals Pre and Post Matrix Estimation
AM
User Class
IP
PRIOR
%
Post
ME
Car Commute
27961
57%
29198
55%
Car Education
4113
8%
4487
9%
Car Other
5500
11%
5871
Car Business
5728
12%
LGV
2891
HGV
Total
PM
%
PRIOR
%
Post
ME
%
5148
13%
29280
59%
30768
58%
1162
3%
921
2%
1021
2%
11%
19714
49%
9894
20%
10666
20%
5782
11%
6778
17%
4374
9%
4654
9%
6%
3599
7%
3832
10%
3573
7%
3122
6%
2664
5%
3782
7%
3203
8%
2005
4%
2396
5%
48857
100%
100%
39838
100%
50047
100%
52720
%
PRIOR
52628
100%
The data in Table 5.3 show that the matrix estimation process has, overall, added 3,863 trips into the AM peak
matrix (8%) and 2,581 trips into the PM peak matrices (5%).
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5.4.3
Sector to Sector Analysis
A sector system was developed to assist with this analysis and it is shown on Figure 5.5.
Figure 5.5 Sector System Used to Monitor the Matrix Estimation Process
Tables 5.5 and 5.6 below show the changes in the matrix on a sector by sector basis following the matrix estimation
process. They only relate to the AM and PM peak as matrix estimation was not run on the IP hour matrices.
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Table 5.5 – AM Peak Hour Sector Analysis
To Sector
5
6
1,002
475
402
110
451
264
801
80
1,535
217
341
343
379
241
344
768
226
143
73
192
7
241
35
66
19
271
321
1,164
807
108
23
8
448
368
284
201
314
446
609
3,354
77
710
9
225
10
85
99
352
102
44
63
3,216
10
605
419
207
9
43
205
78
774
2,741
-
405
101
207
180
903
571
294
871
155
201
89
3,102
931
1,155
232
252
45
449
72
339
511
1,693
1,458
1,439
1,245
462
62
466
123
192
135
844
1,367
1,907
442
84
35
194
48
1
1,118
462
387
716
1,621
269
471
489
226
73
246
28
70
26
224
325
1,164
1,053
108
23
730
434
399
302
362
702
716
3,682
77
710
225
10
85
99
352
102
44
63
3,216
605
419
207
8
43
205
78
774
2,741
-
From Sector
4
91
508
1,260
1,505
315
128
25
145
48
1
1
2
3
4
5
6
7
8
9
10
From Sector
3
257
2,104
1,335
1,522
622
278
61
352
123
192
1
2
3
4
5
6
7
8
9
10
From Sector
2
98
3,463
1,176
768
214
79
28
589
72
339
1
2
3
4
5
6
7
8
9
10
52
-80
50
-70
-62
88
73
211
0
0
-9
-361
-245
388
18
173
17
-140
0
0
254
-411
123
-83
623
184
0
114
0
0
44
336
107
402
127
-44
10
49
0
0
116
60
-64
-85
86
-72
92
145
0
0
-2
12
52
-10
-69
3
-3
218
0
0
5
-7
4
7
-47
4
0
246
0
0
282
67
115
101
48
256
107
328
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
From Sector
1
353
181
157
250
965
483
221
661
155
201
1
2
3
4
5
6
7
8
9
10
15%
-44%
32%
-28%
-6%
18%
33%
32%
0%
0%
-9%
-10%
-21%
50%
8%
220%
59%
-24%
0%
0%
99%
-20%
9%
-5%
100%
66%
1%
32%
0%
0%
48%
66%
9%
27%
40%
-34%
39%
34%
0%
-22%
12%
15%
-14%
-11%
6%
-21%
24%
42%
0%
0%
-1%
11%
20%
-13%
-32%
1%
-1%
28%
0%
0%
2%
-21%
7%
38%
-17%
1%
0%
31%
0%
0%
63%
18%
40%
50%
15%
57%
18%
10%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
-4%
0%
0%
0%
0%
0%
0%
Prior
Matrix
Post
Matrix
Absolute
Diff.
% Diff.
472
122
316
69
148
346
238
986
143
192
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Table 5.6 – PM Peak Hour Sector Analysis
To Sector
5
6
697 334
270 311
574 328
340 137
1,582 380
174 301
241 457
663 749
253 160
134 213
7
135
31
50
5
533
190
1,152
462
19
38
8
553
389
575
341
851
810
1,002
2,941
96
802
9
311
47
213
106
423
484
93
121
2,911
10
458
466
587
11
55
169
18
711
2,867
-
99
2,460
1,657
851
296
282
24
246
19
593
331
888
1,278
1,310
738
250
39
313
54
171
311
1,023
1,946
1,519
861
160
148
149
113
13
1,109
204
313
275
1,458
236
242
561
253
134
454
330
428
118
687
334
489
755
160
213
240
41
110
6
410
191
1,152
680
19
38
810
455
697
181
738
688
749
3,809
96
802
311
47
213
106
423
484
93
121
2,911
458
466
587
11
55
169
18
711
2,867
-
413
-67
-261
-65
-124
62
2
-102
0
0
120
19
99
-19
307
33
32
7
0
0
105
10
60
2
-123
1
0
218
0
0
256
65
122
-160
-112
-122
-252
868
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
59% 36% 77%
-25% 6% 33%
-46% 30% 120%
-19% -14% 39%
-8% 81% -23%
36% 11% 1%
1%
7%
0%
-15% 1% 47%
0%
0%
0%
0%
0%
0%
46%
17%
21%
-47%
-13%
-15%
-25%
30%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
From Sector
4
259
829
1,694
1,187
822
139
90
206
113
13
1
2
3
4
5
6
7
8
9
10
From Sector
3
193
1,121
1,043
1,129
371
210
96
314
54
171
361
1
90
2
211
3
221
4
5 1,020
462
6
198
7
865
8
118
9
260
10
From Sector
2
155
2,646
1,920
929
392
269
36
333
19
593
1
2
3
4
5
6
7
8
9
10
141
-78
49
5
32
93
-6
188
0
0
-56
-186
-262
-78
-96
13
-12
-87
0
0
138
-233
235
181
368
40
-57
-1
0
0
52
195
252
332
39
21
58
-57
0
0
From Sector
Prior
Matrix
1
220
168
162
216
987
368
204
678
118
260
1
2
3
4
5
6
7
8
9
10
64%
-46%
30%
2%
3%
25%
-3%
28%
0%
0%
-36%
-7%
-14%
-8%
-24%
5%
-32%
-26%
0%
0%
71%
-21%
22%
16%
99%
19%
-59%
0%
0%
0%
20%
23%
15%
28%
5%
15%
64%
-28%
0%
0%
Post
Matrix
Absolute
Diff.
% Diff.
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The analysis shows that the sector movements to and from Sectors 9 and 10 have not changed following matrix
estimation. These two sectors represent the M5 South, the M6 motorway north and M6 south and, given that in
calibration the prior matrices were closely matching the counts, the decision was made to freeze these movements.
Past experience has shown that zones containing large amounts of trips tend to be used disproportionately in the
matrix estimation process to balance flows across the network, often distorting the process.
Overall the sector analysis shows that although there have been some difference between particular sectors the
overall structure of the matrix has not changed significantly. This is further demonstrated below in the trip length
frequency distribution analysis. There has been a requirement to expand the size of the network coverage, as
outlined in Section 3 above, which has meant we have needed to include a significant amount of additional network
and associated demand. There are some large absolute differences within the sector matrices but these represent
relatively minor changes in percentage terms, and conversely the larger changes in percentage terms represent
relatively small changes in absolute terms. We do not believe that the locations where ‘large’ changes are
experienced will affect the representation of benefits or disbenefits, but this is examined further in the SD4
Economic Assessment Report.
5.4.4
Trip Length Frequency Distributions
The change in trip length frequency distribution between the prior and post estimated matrices is shown on Figures
5.6 to 5.8 for the AM peak, Inter-peak and PM peak hours respectively.
For the Inter-peak hour, only the prior distribution is shown as no matrix estimation was carried out in this time
period. However, the prior (and hence also post) trip length distribution is shown for completeness.
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Figure 5.6 AM Peak Trip Length Distributions
Figure 5.7 Inter-Peak Trip Length Distributions
48
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Figure 5.8 PM Peak Trip Length Distributions
As the figures above demonstrate, the prior matrices in all three time periods have a similar trip frequency
distribution. There are two distinct peaks, one between 2-4km representing localised movements and a peak around
12km representing motorway through trips and external to external movements.
The trip frequency distribution post matrix estimation for the AM and PM peak follows a similar pattern to their prior
matrices, although there is a clear increase in the shorter distance trips, which is typical of matrix estimation.
Despite this, the post ME2 distributions have a close relationship to their prior matrices demonstrating that matrix
estimation has not substantially distorted original trip patterns.
5.4.5
Summary
The analysis of the changes in trip volumes, sector to sector trip movements and trip length frequency distributions
between the input and output matrices from the matrix estimation process has shown that the basic structure of the
prior matrix has been maintained throughout the matrix estimation process.
5.5
Model Calibration
5.5.1
Introduction
The model calibration was carried out in accordance with current WebTAG guidance and the recommendations
contained in the Design Manual for Roads and Bridges (DMRB), Volume 12, Section 2.
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5.5.2
Model Convergence
The importance of achieving high levels of model convergence is related to providing stable, consistent and robust
results. When the model outputs are being used to compare future year ‘Do-Something’ and ‘Do-Minimum’
scenarios and to estimate the economic benefits of a scheme, it is important to be able to distinguish real
differences due to the scheme from those associated with different degrees of convergence (often referred to as
model noise). Good convergence is therefore key to robust scheme economic appraisal.
The recommended convergence measure is percentage relative GAP as set out in WebTAG Unit 3.10.4. This is
also known as the ‘delta’ value. This is a measure of how far the current flow is from the equilibrium point and will be
zero in a perfectly converged model. As convergence improves, the difference in trips between successive iterations
decreases until the equilibrium point is reached.
The WebTAG guidance states that a percentage relative GAP of around 0.1% is the benchmark, but if that cannot
be reached then a convergence level of at least 0.2% is recommended. If convergence is over 0.2% then remedial
measures should be taken by increasing the assignment accuracy.
The convergence criterion set in the DSDA highway assignment model was 0.05% and the achieved output
convergence statistics are shown in Tables 5.7 to 5.9 for the AM, IP and PM peak hours respectively.
Table 5.7 AM Peak Convergence Statistics
LOOP
Ass.
Sim.
%FLOWS
%DELAYS
%GAP
26
0.0128/30
0.005/ 7
99.7
99.5
0.060
27
0.0163/30
0.003/ 7
99.7
99.5
0.033
28
0.0103/27
0.004/ 7
99.8
99.5
0.045
29
0.0141/30
0.003/ 7
99.8
99.5
0.036
30
0.0102/24
0.003/ 7
99.8
99.6
0.031
Table 5.8 Inter-Peak Convergence Statistics
LOOP
Ass.
Sim.
%FLOWS
%DELAYS
%GAP
13
0.0256/15
0.060/ 7
99.5
99.4
0.054
14
0.0277/ 7
0.060/ 7
99.5
99.5
0.036
15
0.0180/15
0.060/ 7
99.7
99.7
0.043
16
0.0193/15
0.060/ 7
99.7
99.6
0.033
17
0.0155/ 7
0.059/ 7
99.9
99.6
0.023
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Table 5.9 PM Peak Convergence Statistics
LOOP
Ass.
Sim.
%FLOWS
%DELAYS
%GAP
18
0.0442/21
0.005/ 7
99.5
99.3
0.083
19
0.0229/20
0.001/ 7
99.5
99.3
0.048
20
0.0259/21
0.004/ 7
99.7
99.3
0.049
21
0.0213/12
0.001/ 7
99.7
99.4
0.034
22
0.0199/21
0.003/ 7
99.8
99.5
0.039
The model convergence is excellent in all three time periods with %GAP values well below the recommended value
of 0.1%. In addition, the %Flows and %Delays information indicate that over the final five model iterations, over 99%
of flows and delays change by less than 5% between iterations indicating that the time period models can also be
considered very stable.
5.5.3
Calibration Criteria
Traffic model calibration criteria are given in DMRB and are reproduced in Table 5.10.
Table 5.10 DMRB Guidelines for Screenline and Link Flow Calibration and Validation
DMRB Criteria and Measures
Acceptability Guideline
Individual flows within 15% for flows 700-2700 vph
Individual flows within 100 vph for flows <700 vph
> 85% of cases
Individual flows within 100 vph for flows >2700 vph
Total screen-line flows to be within 5%
Individual flows - GEH < 5
Screenline totals - GEH < 4
All (or nearly all) screen-lines
> 85% of cases
All (or nearly all) screen-lines
A simple percentage difference between observed and modelled data sets can prove to be misleading given the
relative value of the difference. Thus, whilst percentage difference criteria are specified in DMRB, a further measure
is also given called the GEH statistic. This is a form of the chi-squared statistic, incorporating both relative and
absolute errors.
The GEH is a measure of comparability that takes account of, not only the difference between the observed and
modelled flows, but also the significance of this difference with respect to the size of the observed flow. For
instance, a difference of 50% compared to an observed flow of 10 is far less significant than a difference of 20%
compared with an observed flow of 1000.
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The GEH statistic is calculated as follows:
GEH =
( M − O) 2
0.5( M + O)
where; M is the modelled flow and O is the observed flow.
A GEH value of 5 or less indicates an acceptable fit.
Although many transport models use solely the GEH statistic as the key indicator, the threshold criteria for flow
differences in Table 5.7 are sometimes more stringent, hence it is possible to have a GEH value of less than five but
to not satisfy the flow threshold criteria or vice-versa. For example at very low flows, less than 50, a GEH less than
5 is difficult to obtain.
The tables presented in this chapter for calibration, and the subsequent chapter for validation, show the results
achieved with respect to DMRB for the flow difference, GEH statistic and for both criteria. The model is deemed fit
for purpose against DMRB if it meets the guidance for either the link flow or GEH statistic criteria. The guidance
does not explicitly say which to use, if one statistic is better than the other, or if the comparison has to satisfy both or
just one of the criteria and, if so, which. In previous discussions with DfT TASM or HA TAME on this issue, no-one
seems to hold a definitive view, other than these criteria are there for guidance and that just because a model does
not meet one or another does not necessarily meant it is ‘not fit for purpose’, just that the practitioner has put
forward a view as to why they think the model is fit for purpose in these instances.
5.5.4
Screenline Calibration
To check that traffic flows across the network were representative, screenlines were identified across the study
area. Screenlines traverse the network capturing trip movements across an area of the model in a given direction.
A total of four screenlines were used in model calibration and a summary of the results is presented in Tables 5.11
to 5.13 for the AM, IP and PM peak hours respectively. The calibration screenlines are illustrated on Figure 5.7.
Table 5.11 AM Peak Hour Screenline Calibration
Screenline
1
2
3
4
Direction
No. of
Counts
Observed
Flow
Modelled Flow
GEH
Flow
Difference
% Flow
Difference
Inbound
3
1,385
1,491
2.8
107
8%
Outbound
3
1,024
1,027
0.1
3
0%
Inbound
3
2,201
2,158
0.9
-44
2%
Outbound
3
2,453
2,650
3.9
196
8%
Inbound
6
3,052
3,219
3.0
167
6%
Outbound
6
3,900
3,885
0.2
-15
0%
Inbound
5
5,838
5.852
0.2
14
0%
Outbound
5
5,331
5,376
0.6
45
1%
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Table 5.12 Inter-Peak Hour Screenline Calibration
No. of
Observed
Screenline Direction
Modelled Flow
Counts
Flow
1
2
3
4
2
3
4
Flow
Difference
% Flow
Difference
Inbound
3
1,031
999
1.0
-31
3%
Outbound
3
1,096
1,066
0.9
-30
3%
Inbound
3
1,875
2,001
2.9
126
7%
Outbound
3
1,756
1,736
0.5
-20
1%
Inbound
6
2,774
2,948
3.3
174
6%
Outbound
6
2,735
2,572
3.2
-163
6%
Inbound
5
4,062
3,851
3.4
-211
5%
Outbound
5
4,094
4,186
1.4
92
2%
Modelled Flow
GEH
Flow
Difference
% Flow
Difference
1,181
2.2
74
7%
Table 5.13 PM Peak Hour Screenline Calibration
No. of
Observed
Screenline Direction
Counts
Flow
1
GEH
Inbound
3
1,107
Outbound
3
1,502
1,497
0.1
-5
0%
Inbound
3
2,468
2,658
3.8
190
8%
Outbound
3
2,211
2,361
3.2
151
7%
Inbound
6
4,203
4,178
0.4
-25
1%
Outbound
6
3,366
3,460
1.6
94
3%
Inbound
5
5,589
5,557
0.4
-32
1%
Outbound
5
5,790
5,774
0.2
-16
0%
Key:
Screenline 1 : Darlaston North
Screenline 2 : Darlaston East
Screenline 3 : Darlaston South
Screenline 4 : Darlaston West
Figure 5.9
Location of Model Screenlines
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The data in Tables 5.8 to 5.10 show that screenline calibration is achieved across all screenlines in both directions
in both time periods. Overall, screenline calibration is considered to be of an acceptable standard.
5.5.5
Link and Turning Flow Calibration
The link and turning flow calibration is summarised below in Tables 5.14. The full results are included in Appendix
C.
The calibration count locations are shown on Figure 5.3 for the AM and PM peak hours and on Figure 5.4 for the
Inter-peak hour.
Table 5.14 Link and Turning Flow Calibration Summary
Modelled
Flow
(PCU's)
Observed
Flow
(PCU's)
Flow Diff
(PCU's)
% GEH
% Flow
% DMRB
231
144,501
141,818
2,683
88.7%
90.9%
93.1%
Inter-Peak
209
107,429
112,978
-5,549
76.1%
84.2%
86.1%
PM Peak
231
147,797
144,588
3,209
87.8%
89.2%
90.5%
Time
Period
Counts
AM Peak
The column headed % GEH shows the number of modelled/count comparisons satisfying the GEH statistic
calibration criterion in each time period. The column headed % Flow shows the number of modelled/count
comparisons satisfying the DMRB Flow criteria calibration criterion in each time period. Finally, the column headed
% DMRB shows the number of modelled/count comparisons which satisfy either the GEH statistic or the % Flow
calibration criterion in each time period. The data in Table 5.14 show that the % DMRB values meet or exceed the
DMRB calibration criteria in all time periods and the model calibration is therefore considered acceptable.
5.5.6
Regression Analysis
Regression analysis measures the overall ‘goodness of fit’ of the data set. The slope of the best fit regression line
through the origin indicates the extent to which modelled values are over or under estimated. The correlation
2
coefficient (R ) gives a measure of goodness of model fit.
In the main area of scheme influence the acceptable value for the correlation coefficient is above 0.95 and the slope
of best fit line should fall between 0.90 and 1.10. A value of 1.0 for both statistics represents perfect fit.
The results of the regression analysis are shown in Table 5.15 and the regression graphs are shown on Figures
5.10 to 5.12 for the AM peak, Inter-peak and PM peak hours respectively. The M6 motorway flows have been
excluded from this analysis to avoid skewing the results.
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Table 5.15 Model Calibration: Regression Analysis Statistics
Results Achieved (%)
Criteria
Slope of the Line, Y (between 0.90 - 1.10)
2
Correlation Coefficient R (should be > 0.95)
AM Peak
Hour
IP Hour
PM Peak
Hour
0.9542
1.0044
0.9604
0.9732
0.9756
0.9604
The results of the regression analysis confirm a close fit between the observed and modelled flows when all
calibration comparison sites are considered in each time period.
Figure 5.10 AM Peak Hour Calibration Regression Analysis
AM Calibration
2,500
y = 0.9542x + 8.0635
R² = 0.9732
2,000
1,500
1,000
500
0
0
500
1,000
1,500
2,000
2,500
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Figure 5.11 Inter-Peak Hour Calibration Regression Analysis
IP Calibration
6,000
y = 1.0044x + 21.063
R² = 0.9756
5,000
4,000
3,000
2,000
1,000
0
0
1,000
2,000
3,000
4,000
5,000
6,000
Figure 5.12 PM Peak Hour Calibration Regression Analysis
PM Calibration
2,500
y = 0.9604x + 9.8233
R² = 0.9604
2,000
1,500
1,000
500
0
0
500
1,000
1,500
2,000
2,500
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5.6
Summary
The calibration results presented in Chapter 5.5 demonstrate the AM peak, Inter-peak and PM peak hour 2011
DSDA base year models have been calibrated to a standard which meets or exceeds the DMRB criteria.
Model Validation
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6
Model Validation
6.1
Introduction
Model validation is a process independent to that of calibration. Validation provides an independent demonstration
that the model truly reflects existing traffic conditions. This is particularly important in congested urban areas, where
relatively small discrepancies in a trip matrix can have a disproportionate impact on junction delays and hence on
the routes taken by traffic through the network.
The validation checks presented in this chapter include:
•
Link flow validation, where modelled flows are checked against observed count data that were not used in
the matrix estimation process but were held back specifically to provide an independent source of validation
count data; and
•
Journey time validation, where the modelled journey times along specific routes are compared to observed
journey times which have not previously been used in the model development process.
Satisfactory performance by the model in these two areas, against data independent of that used in the model
development process, gives confidence that the model is robust and operating in a sensible manner.
6.2
Validation Count Data
A set of link passage counts were set aside from the calibration process to be used as an independent check of
model performance so that any weaknesses in the model can be properly understood and suitable remedial action
identified. In total 84 link and turning counts were used in the validation process and the location of these counts is
shown on Figure 6.1.
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Figure 6.1 Location of the Observed Traffic Counts used in the Model Validation Process
All Time Period Validation Count Locations
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6.3
Network Validation
The purpose of network validation is to ensure that the model overall provides a robust representation of reality. For
example, it is consistent and reflects the relative attractiveness of various routes within the modelled area.
As discussed in previous chapters, network validation was an ongoing process which involved network checks as
part of the network assignment, matrix estimation, model calibration and model validation stages. The network was
therefore continually checked throughout the model development and validation process to ensure it reflected
realistic conditions and routeings.
6.4
Link Flow Validation Results
The DMRB criteria for link flow validation are the same as for link flow calibration and were presented earlier in
Table 5.5.
The validation of the model was undertaken on both links and turns. In total 9 turning counts were undertaken in
April 2011 to help re-validate the model. Of these 9 counts, 3 were used in model calibration with 6 included in
validation to independently demonstrate the quality of the model in the location of the scheme junctions. In total
there were 84 independent counts used in validation, using a mixture of link and turning count data. The model
validation results are summarised below in Table 6.1. Figures 6.2 to 6.4 show geographically which links meet
(green) or don’t meet (red) DMRB criteria. Notably the traffic flows validate around the scheme junctions.
The full results along with detailed GEH and flow plots are included in Appendix D.
Table 6.1 Link and Turning Flow Validation Summary
No. Of
Counts
Modelled
Flow
(PCU's)
Observed
Flow
(PCU's)
Diff
(PCU's)
% GEH
% Flow
% DMRB
AM Peak
84
28,570
27,179
1,391
71.4%
82.1%
86.9%
Inter-Peak
84
22,033
23,123
-1,090
76.2%
85.7%
86.9%
PM Peak
84
28,493
29,590
-1,096
72.6%
83.3%
85.7%
Time
Period
The column headed % GEH shows the number of modelled/count comparisons satisfying the GEH statistic
validation criterion in each time period. The column headed % Flow shows the number of modelled/count
comparisons satisfying the DMRB Flow criteria validation criterion in each time period. Finally, the column headed %
DMRB shows the number of modelled/count comparisons which satisfy either the GEH statistic or the % Flow
validation criterion in each time period. The data in Table 6.1 show that the % DMRB values exceed the DMRB
calibration criteria in all time periods and the model validation is therefore considered acceptable.
When considering the GEH statistic alone, model performance does not appear to be so good. This is because of
the number of turning counts included within the validation data set. DMRB notes that the validation criteria when
applied to turns are particularly onerous. Turning count volumes are typically lower than link count volumes, indeed
many turns may only be 100 pcu/hr or less and to achieve the GEH criterion at these flow levels is very difficult.
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However, the absolute flow differences in the turning count comparisons are likely to be small and these
discrepancies will not unduly affect model performance as is demonstrated by the % flow values shown.
To further demonstrate the validity of the model, a summary is provided in Table 6.2 of model fit at just the 9
junctions where turning count observations were taken in April 2011. In total there are 78 observed movements at
these junctions and DMRB flow criteria are satisfied in all time periods. The turning count calibration and validation
results are shown in Appendix C and D, alongside the other calibration and validation link count comparisons.
Table 6.2 – Turning Count Calibration and Validation Summary
Observed
Turning
count
movements
Meet
criteria
%
Meet
criteria
%
Meet
criteria
%
AM
78
63
81%
75
96%
75
96%
IP
78
56
72%
67
86%
67
86%
PM
78
63
81%
73
94%
74
95%
Time
period
GEH DMRB
Flow DMRB
DMRB
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Figure 6.2 AM Peak Validation Links Results
Key: Green links within DMRB criteria, Red outside
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Figure 6.3 Inter-Peak Validation Links Results
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Figure 6.4 PM Peak Validation Links Results
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6.4.1
Scheme Junction Model Fit
The model performance, in terms of a comparison of the modelled turning flows with observed turning counts, at the
four scheme junctions is presented in this section. The four scheme junctions are:
• Site 1. The junction of Bentley Road South with the local roads of The Green, Heath Road and Richards
Street;
• Site 2. The junction of Cemetery Road with the A4038 Darlaston Road;
• Site 3. The junction of the A461 Bescot Road South with the A4148 Wallows Lane (Walsall Ring Road to the
east) and A4148 Bescot Road North (Walsall Ring Road to the north); and
• Site 4. The junction of the A4148 Bescot Road North with the A4038 Darlaston Road.
Diagrams showing the junction layout at each site are presented below as follows:
•
•
•
•
Figure 6.5 shows the layout at Site 1;
Figure 6.6 shows the layout at Site 2;
Figure 6.7 shows the layout at Site 3; and
Figure 6.8 shows the layout at Site 4.
Figure 6.5: Junction Layout at Site 1
NORTH
A
Bentley Road
South
The Green
Heath Road
Richards St.
D
C
B
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NORTH
A
Bescot Road
B
C
68
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Tables showing the turning movement validation at each site are presented below.
Table 6.3 shows the validation at Site 1.
Table 6.3 Total Vehicle Base Year Turning Counts – Site 1 Bentley Road South/Heath Rd/Richards St./The Green
Movement
Obs.
AM
Peak
Mod.
Meets
DMRB
InterPeak
Obs.
Mod.
Meets
DMRB
PM
Peak
Obs.
Mod.
Meets
DMRB
Bentley
Rd South
to Heath
Rd
Bentley
Rd South
to
Richards
St.
Bentley
Rd South
to The
Green
Heath Rd
to
Bentley
Rd South
Heath Rd
to
Richards
St.
Heath Rd
to The
Green
Richards
St. to
Bentley
Rd South
Richards
St. to
Heath Rd
Richards
St. to The
Green
The
Green to
Bentley
Rd South
The
Green to
Heath Rd
The
Green to
Richards
St.
253
295
57
105
153
154
178
93
5
0
228
129
125
154
15
1
24
0
185
172
377
478
21
0
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
226
195
Y
60
93
Y
131
134
Y
211
169
Y
7
1
Y
231
308
Y
54
144
Y
12
0
Y
32
0
Y
126
175
Y
250
252
Y
16
0
Y
253
264
Y
57
104
Y
153
143
Y
178
91
Y
5
0
Y
228
134
Y
125
235
N
15
0
Y
24
0
Y
185
232
Y
377
403
Y
21
0
Y
Table 6.4 Total Vehicle Base Year Turning Counts –Cemetery Road/Darlaston Road
Movement
Obs.
AM
Peak
Mod.
GEH
InterPeak
Obs.
Mod.
GEH
PM
Peak
Obs.
Mod.
GEH
Cemetery
Rd to
Darlaston
Rd (E)
Cemetery
Rd to
Darlaston
Rd (W)
Darlaston
Rd (E) To
Cemetery
Rd
Darlaston
Rd (E) to
Darlaston
Rd (W)
Darlaston
Rd (W)
To
Cemetery
Rd
Darlaston
Rd (W) to
Darlaston
Rd (E)
158
185
Y
85
74
Y
125
113
Y
69
31
Y
90
88
Y
59
59
Y
92
80
Y
95
58
Y
171
203
Y
565
539
Y
504
634
N
648
665
Y
92
137
Y
132
121
Y
167
138
Y
859
933
Y
541
518
Y
717
777
Y
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Table 6.5 2005 Total Vehicle Base Year Turning Counts – Bescot Road/ Wallows Lane
Movement
Obs.
AM
Peak
Mod.
Bescot
Rd North
to
Bescot
Rd South
Bescot
Rd North
to
Wallows
Lane
Bescot
Rd South
to Bescot
Rd North
Bescot
Rd South
to
Wallows
Lane
Wallows
Lane to
Bescot
Rd North
533
577
Y
501
497
Y
698
827
Y
287
313
Y
252
179
Y
318
304
Y
660
709
Y
414
433
Y
355
391
Y
610
590
Y
514
530
Y
656
727
Y
193
206
Y
252
221
Y
312
330
Y
GEH
InterPeak
Obs.
Mod.
GEH
PM
Peak
Obs.
Mod.
GEH
Wallows
Lane to
Bescot
Rd South
780
744
Y
604
648
Y
751
764
Y
Table 6.6 2005 Total Vehicle Base Year Turning Counts – Site 4 Old Pleck Rd / Darlaston Rd / Bescot Rd / Wednesbury
Rd
Movement
Obs.
AM
Peak
Mod.
GEH
InterPeak
Obs.
Mod.
GEH
PM
Peak
Obs.
Mod.
GEH
Old Pleck
Rd to
Wednesbury
Old
Pleck to
Bescot
Rd
Old Pleck
to
Darlaston
Rd
Wednesbury
Rd to Old
Pleck Rd
Wednesbury
Rd to
Bescot
Wednesbury
Rd to
Darlaston
Rd
Bescot
Rd to
Old
Pleck Rd
Bescot Rd
to
Wednesbury
Rd
Bescot
Rd to
Darlaston
Rd
Darlaston
Rd to Old
Pleck
Darlaston
Rd to
Wednesbury
Rd
Darlaston
Rd to
Bescot
Rd
47
42
Y
58
19
Y
45
40
Y
384
455
Y
394
266
N
529
619
Y
104
123
Y
130
180
Y
151
180
Y
45
37
Y
50
19
Y
42
39
Y
169
182
Y
189
196
Y
238
258
Y
367
392
Y
293
322
Y
431
442
Y
545
561
Y
327
229
Y
325
342
Y
198
234
Y
146
181
Y
104
126
Y
121
96
Y
169
194
Y
210
216
Y
33
83
Y
57
78
Y
48
52
Y
499
510
Y
294
283
Y
430
470
Y
217
252
Y
170
168
Y
241
243
Y
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Table 6.3 shows that the modelled turning movements have a close fit to observed counts with all 12 turning
movements meeting DMRB criteria in the AM peak and Inter-peak, and 11 meeting the criteria in the PM peak.
Table 6.4 shows that the turning movement fit at Site 2 is also very creditable. All movements in the AM and PM
peak meet criteria, and only one is out in the Inter-peak period.
Table 6.5 shows an excellent goodness of fit at site 3 with all 6 movements in the three peaks meeting criteria.
Table 6.6 shows that the turning movement validation at Site 4 is excellent. Only one count falls outside DMRB
criteria in the Inter-peak, whilst all movements are within accepted ranges in the two peak periods.
6.4.2
Modelled Traffic Flows
Modelled traffic flows in the corridor around the scheme are provided below in Figures 6.9 to 6.11 for the three time
periods.
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Figure 6.9 AM Peak Traffic Flows
4855
4525
M6
1345
A454
B4464
M6 J10
1084
NB
545
SB
386
136
220
5874
5748
A4148
Pleck Road
292
1498
299
403
677
Bentley Road South
233
A454
1578
Willenhall Road
303
218
620
Bentley Mill Way
420
559
772
1135
A4038
655
1135
222
284
1087
636
Heath Road
A462
636
587
930
905
944
A4148
829
1314
935
559
1336
M6 J9
A4038
6129
KEY:
1350 Base
Flows are pcu/hr
1537
1354
A461
5620
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Figure 6.10 Inter Peak Traffic Flows
4430
4908
M6
984
A454
B4464
M6 J10
957
NB
256
SB
326
164
160
5830
5953
A4148
Pleck Road
199
754
181
Bentley Road South
210
325
181
A454
1310
Willenhall Road
265
164
466
Bentley Mill Way
493
426
447
609
A4038
433
609
478
447
657
709
709
Heath Road
A462
740
670
691
805
A4148
449
978
857
496
1160
M6 J9
A4038
5849
KEY:
1350 Base
Flows are pcu/hr
1268
1320
A461
5784
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Figure 6.11 PM Peak Traffic Flows
5342
4261
M6
1046
A454
B4464
M6 J10
1472
NB
364
SB
499
471
230
6268
A4148
Pleck Road
5325
439
1652
264
252
433
Bentley Road South
A454
354
2140
Willenhall Road
237
199
840
Bentley Mill Way
561
516
667
907
A4038
639
907
215
280
933
885
885
A462
Heath Road
741
736
1146
1110
A4148
661
1132
1128
676
1607
M6 J9
A4038
5979
KEY:
1350 Base
Flows are pcu/hr
1442
1304
A461
5793
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6.5
Journey Time Validation
6.5.1
Journey Time Validation Criteria
An additional measure of the overall performance and robustness of the model is to consider particular routes
through the network and compare observed travel times with those that are output by the model. Journey time
validation ensures that the delays which are simulated at junctions along the route and the link delays arising from
speed/flow curves defined on links across the network are being reflected accurately.
The journey time validation criteria are set out in DMRB and are reproduced below in Table 6.7.
Table 6.7 Journey Time Validation Criteria
DMRB Criteria and Measures
Acceptability Guideline
Modelled journey times Compared with Observed Times:
Times within 15% (or 1 minute if higher)
6.5.2
> 85% of cases
Journey Time Routes
Five journey time routes were surveyed in both directions in the AM peak, Inter-peak and PM peak periods in April
2011. Further information is provided in the ‘Data Collection Report, June 2011’.
The five journey time routes are shown on Figure 6.12 and are described below:
•
Route 1: A4038 Darlaston Road between Wednesbury Road/Bescot Crescent junction and the junction of
Pinfold Street/Walsall Road/Lawrence Way;
•
Route 2: Heath Road between Bentley Road South/Heath Road/Richards Street/The Green junction and the
junction of Heath Road/Walsall Road;
•
Route 3: Bentley Mill Way between Bentley Mill Way immediately south of the Black Country Route and the
junction of Cemetery Road/ Darlaston Road/Walsall Road;
•
Route 4: Bentley Road between Bentley Road North immediately south of the Black Country Route and the
junction of Bentley Road South/Heath Road/ Richards Street/The Green; and
•
Route 5: A4148 Pleck Road between the intersection with the A454 Wolverhampton Road and the junction
of Bescot Road and M6 junction 9.
6.5.3
Journey Time Validation Results
The journey time validation results are summarised in Table 6.8.
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Table 6.8 Journey Time Validation Summary
DMRB Criteria
Modelled Journey Times within 15% (or 1
minute if higher) of the Observed Times
(DMRB Target > 85% of routes)
Result Achieved (%)
AM Peak
Hour
Inter Peak
Hour
PM Peak
Hour
90%
90%
90%
PASS
PASS
PASS
The data presented in Table 6.8 show that the journey time validation is creditable with the DMRB criteria exceeded
in all time periods.
A more detailed breakdown of the journey time validation, by route, direction and time period is presented in Tables
6.9 to 6.11 for the AM Peak, Inter-peak and PM peak periods respectively.
Journey time graphs are provided in Appendix E. These graphs show (for each route by direction) the modelled
time and the mean observed time.
6.6
Summary
The DSDA model validates well in all modelled time periods both in terms of link flows, turning flows and journey
times. The model will provide a robust base from which to develop future year models to assess the highway options
for the Darlaston study area.
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Figure 6.12 Journey Time Routes
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Table 6.9 AM Peak Journey Time Results
Darlaston Strategic Development Area
SATURN Model
SATURN AM Peak Journey Time Validation
Darlaston_DSDA_2011_BY_V51_AM_Final.UFS
Observed
Difference Percentage
Route
Model (s)
(s)
Difference
(s)
1EB
597
703
105.1
17.6
1WB
567
582
15.1
2.7
2EB
468
492
23.7
5.1
2WB
437
481
43.6
10.0
3NB
463
490
26.8
5.8
3SB
512
552
40.2
7.9
4NB
457
473
16.2
3.5
4SB
451
441
-10.5
-2.3
5NB
652
617
-34.3
-5.3
5SB
547
502
-45.2
-8.3
Total Pass
Total Fail
Overall
9
1
90%
Total Observed Journey Time (s)
Total Model Journey Time (s)
Difference (s)
Results Date:
FAIL
PASS
PASS
PASS
PASS
PASS
PASS
PASS
PASS
PASS
Route
17.6
2.7
5.1
10.0
5.8
7.9
3.5
-2.3
-5.3
-8.3
Model faster
5151
5332
181
22 August 2011
Percentage Difference (Observed vs. Model)
Criteria
Model slower
1EB
1WB
2EB
2WB
3NB
3SB
4NB
4SB
5NB
5SB
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Table 6.10 Inter-Peak Journey Time Results
SATURN Model
SATURN IP Peak Journey Time Validation
Darlaston_DSDA_2011_BY_V50_IP_Final.UFS
Observed
Route
Model (s)
(s)
(s)
Difference
1EB
603
541
-62.0
-10.3
1WB
543
554
10.5
1.9
2EB
426
434
8.1
1.9
2WB
430
442
11.0
2.6
3NB
416
419
3.6
0.9
3SB
474
478
4.4
0.9
4NB
419
414
-4.6
-1.1
4SB
425
406
-19.7
-4.6
5NB
524
476
-47.6
-9.1
5SB
544
459
-84.7
-15.6
Total Pass
Total Fail
Overall
9
1
90%
Difference (s)
Results Date:
PASS
PASS
PASS
PASS
PASS
PASS
PASS
PASS
PASS
FAIL
Route
-10.3
1.9
1.9
2.6
0.9
0.9
-1.1
-4.6
-9.1
-15.6
Model faster
4804
4623
-181
11 August 2011
Criteria
Model slower
1EB
1WB
2EB
2WB
3NB
3SB
4NB
4SB
5NB
5SB
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Table 6.11 PM Peak Journey Time Results
SATURN Model
SATURN PM Peak Journey Time Validation
Darlaston_DSDA_2011_BY_V54_PM_Final.UFS
Observed
Route
Model (s)
(s)
(s)
Difference
1EB
591
582
-8.4
-1.4
1WB
627
614
-12.7
-2.0
2EB
439
500
61.7
14.1
2WB
575
541
-33.7
-5.9
3NB
497
584
86.6
17.4
3SB
542
591
49.9
0.1
4NB
494
475
-19.1
-3.9
4SB
454
433
-21.3
-4.7
5NB
754
827
72.7
9.6
5SB
602
514
-88.3
-14.7
Total Pass
Total Fail
Overall
9
1
90%
Difference (s)
Results Date:
PASS
PASS
PASS
PASS
FAIL
PASS
PASS
PASS
PASS
PASS
11 August 2011
Criteria
Route
-1.4
-2.0
14.1
-5.9
0.1
-3.9
-4.7
9.6
-14.7
Model faster
5573
5661
87
ADD IN DIAGRAM OF JOURNEY TIME ROUTES
Model slower
1EB
1WB
2EB
2WB
17.4 3NB
3SB
4NB
4SB
5NB
5SB
Summary and Conclusions
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Transportation
7
Summary and Conclusions
7.1
Summary
AECOM were commissioned by Walsall Metropolitan Borough Council to develop a traffic model capable of a
detailed assessment of the traffic conditions in the Darlaston area. This report has outlined the development and
subsequent performance, at a 2011 base year, of three time period highway assignment models, constructed to
support the development of the Best and Final Funding Bid (BaFFB) for the Darlaston Strategic Development Area
Access Project.
The Access Project proposes a number of improvements to the highway network to form part of the overall
regeneration strategy for the area, the aim of which is to improve accessibility, making the area more viable for
inward investment.
The Access Project was successfully promoted into the DfT Scheme Development Pool in February 2011, following
the submission of a Major Scheme Business Case in March 2010, but there were some areas of concern which
needed to be addressed prior to BaFFB. These concerns were:
•
The age of the data underpinning the assessment;
•
The area of model coverage;
•
The base model fit at a number of key junctions in some time periods
•
The veracity of the trip patterns included in the demand matrices; and
•
The need to reforecast with the April 2011 version of TEMPRO (v6.2) and to follow the latest WebTAG
guidance on the treatment of developments in the future year forecasting.
To overcome the concerns identified above, a methodology was prepared to update the existing 2005 base year
SATURN local models. In summary, this involved:
•
A new data collection and collation exercise, covering manual and automatic link passage counts, junction
classified turning counts and journey time surveys;
•
Reviewing and subsequently extending the local model area of coverage compared to that in the 2005
model;
•
Rebasing the models to a new base year of 2011, using a cordon from the strategic West Midlands PRISM
model. The PRISM model itself has recently been rebased to a base year of 2006 and new forecasts were
produced for 2011 for use in this study using the latest TEMPRO v6.2 forecasts. A full run of the PRISM
variable demand model was utilised in order that the highway matrices for use in the local model reflected
network conditions in the study area; and
•
Calibrating (by means of matrix estimation) and then validating the local models to reflect observed
conditions in 2011.
The matrix estimation process was monitored to ensure the output matrices were not significantly distorting the trip
patterns compared to those in the input matrices. The monitoring checked input and output matrix trip totals, trip
movements at a sector to sector level and trip length frequency distributions.
AECOM
84
Transportation
7.2
Conclusions
The models exhibit a high level of convergence in terms of both the proximity indicator (the % relative GAP criterion,
delta) and the stability indicator (percentage of flows changing by less than 5% between each assignment iteration).
Model screenline calibration is good in all three time periods and meets or exceeds the calibration criteria set out in
DMRB.
Model link flow calibration also meets or exceeds the criteria given in DMRB in all three time periods.
Model link and turning flow validation against a set of independent counts, not used in the model development
process, is creditable. DMRB validation criteria are exceeded in all three modelled time periods.
Model journey time validation is also good with all journey time routes meeting DMRB validation criteria in each of
the three modelled time periods.
In conclusion, the model is considered to form a robust base from which to develop future year models to assess the
highway options for the DSDA Access Project.
AECOM
Transportation
Appendix A
Origin/Destination Routeing Patterns
85
AECOM
Transportation
Route 1 AM Peak
Route 1 Inter-Peak
86
AECOM
Transportation
Route 1 PM Peak
Route 2 AM Peak
87
AECOM
Transportation
Route 2 Inter- Peak
Route 2 PM Peak
88
AECOM
Transportation
Route 3 AM Peak
Route 3 Inter- Peak
89
AECOM
Transportation
Route 3 PM Peak
Route 4 AM Peak
90
AECOM
Transportation
Route 4 Inter- Peak
Route 4 PM Peak
91
AECOM
Transportation
Appendix B
Zone Loader Locations
92
AECOM
Transportation
North West Zone Loader Locations
93
AECOM
Transportation
North East Zone Loader Locations
94
AECOM
Transportation
South West Zone Loader Locations
95
AECOM
Transportation
South East Zone Loader Locations
96
AECOM
Transportation
Appendix C
Link and Turning Flow Calibration Results
97
APPENDIX C AM PEAK LINK & TURN FLOW CALIBRATION
TYPE
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
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CALI
CALI
CALI
CALI
CALI
CALI
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CALI
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CALI
CALI
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CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
Version
CLASS
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
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Standard
Standard
Standard
Standard
Standard
Standard
A Node
B Node
Concatenate
Location
Direction
99
98
99-98
DUDLEY STREET East of Potters Lane
EB
98
99
98-99
WB
98
295
98-295
HOLYHEAD ROAD South of Meeting Street
NB
295
98
295-98
SB
971
664
971-664
HALL GREEN ROAD East of Moorlands Road
EB
664
971
664-971
WB
269
156
269-156
WALSALL ROAD West of Clarkes Lane
EB
156
269
156-269
WB
209
331
209-331
WALSALL ROAD West of All Saints Road
EB
331
209
331-209
WB
90
423
90-423
MIDLAND ROAD East of Willenhall Street
EB
423
90
423-90
WB
168
191
168-191
WOLVERHAMPTON ROAD WEST West of Armwood
EBClose
285
144
285-144
BILSTON LANE East of Hartill Street
EB
144
285
144-285
WB
550
161
550-161
SOMERFORD PLACE East of School Street
EB
161
550
161-550
WB
372
75
372-75
OLD PARK ROAD North of Birmingham Street
NB
75
372
75-372
SB
382
126
382-126
WOLVERHAMPTON STREET North of Park Road NB
126
382
126-382
WOLVERHAMPTON STREET North of Park Road SB
46
41
46-41
BESCOT CRESCENT South of Milton Street
NB
41
46
41-46
SB
2
869
2-869
WOLVERHAMPTON STREET East of Blue Lane West
EB
869
2
869-2
WB
867
635
867-635
HATHERTON STREET North of Albert Street
NB
635
867
635-867
SB
103
102
103-102
BLACK COUNTRY NEW ROAD East of Dangerfield Lane
EB
102
289
102-289
WB
318
95
318-95
DARLASTON ROAD North of Short Street
NB
95
318
95-318
SB
205
65
205-65
PARK LANE North of Hawthorn Road
NB
65
205
65-205
SB
117
977
117-977
CRANKHALL LANE East of Woden Road East
EB
977
117
977-117
WB
470
46
470-46
BESCOT CRESCENT South of Wallows Lane
NB
46
470
46-470
SB
144
152
144-152
Bilston Lane, south of Gipsy Lane
NB
152
144
152-144
SB
577
307
577-307
Willenhall Rd, just south of Black Country Route
NB
307
577
307-577
SB
213
593
213-593
Bentley Mill Way, south of river
NB
593
213
593-213
SB
180
12
180-12
Wolverhampton Road, west of Primley Ave
EB
12
180
12-180
WB
78
278
78-278
Old Park Road, south of Hawthorn Road
NB
278
78
278-78
SB
129
130
129-130
A463 Black Country Route: between A463/A4444 & A463/A454
NB
junctions
130
246
130-246
A463 Black Country Route: between A463/A4444 & A463/A454
SB
junctions
138
133
138-133
A454 The Keyway: between A463/A454 & A463/Bliston
EBRd junctions
133
138
133-138
A454 The Keyway: between A463/A454 & A463/Bliston
WB
Rd junctions
297
124
297-124
OXFORD STREET WEST OF GREAT BRIDGE ROAD
WB DTP
124
297
124-297
OXFORD STREET WEST OF GREAT BRIDGE ROAD
EB DTP
33
408
33-408
WEDNESBURY ROAD EAST OF CALEDON STREET
WB
408
33
408-33
EB
204
184
204-184
M6 BETWEEN 10A AND 10 TP
SB
184
204
184-204
NB
94
228
94-228
MOXLEY ROAD EAST OF SANDWELL AVENUE TP
WB
EB
228
94
228-94
943
731
943-731
MOSELEY ROAD NEAR POOL DTP
WB
731
943
731-943
EB
335
38
335-38
CORPORATION STREET WEST AT RAILWAY BRIDGE
WB
38
335
38-335
EB
118
546
118-546
CRANKHALL LANE NEAR FREEMAN ROAD TP SB
546
118
546-118
CRANKHALL LANE NEAR FREEMAN ROAD TP NB
EDINBURGH AVENUEWEST OF KENT ROAD TPWB
479
481
479-481
481
479
481-479
EDINBURGH AVENUEWEST OF KENT ROAD TPEB
213
212
213-212
KENDRICKS ROAD WEST OF RAILWAY BRIDGE WB
TP
212
213
212-213
KENDRICKS ROAD WEST OF RAILWAY BRIDGE EB
TP
1004
638
1004-638
FROM MELLISH RD
WB
638
1004
638-1004
FROM MELLISH RD
EB
156
155
156-155
Crescent Road
SB
155
156
155-156
Crescent Road
NB
964
155
964-155
Wolverhampton
WB
155
964
155-964
Wolverhampton
EB
307
155
307-155
The Crescent
NB
155
307
155-307
The Crescent
SB
154
155
154-155
Shepwell Green
EB
155
154
155-154
Shepwell Green
WB
50
47
50-47
FROM WALSTEAD RD
WB
47
50
47-50
FROM WALSTEAD RD
EB
782
47
782-47
FROM WEST BROM RD S
NB
47
782
47-782
FROM WEST BROM RD S
SB
783
47
783-47
FROM WALSTEAD RD WS
EB
47
783
47-783
FROM WALSTEAD RD WS
WB
9
42
9-42
FROM BRIDGEMAN ST E
WB
42
9
42-9
FROM BRIDGEMAN ST E
EB
454
42
454-42
FROM QUEEN STREET
NB
42
454
42-454
FROM QUEEN STREET
SB
80
81
80-81
FROM WALSALL RD
WB
81
80
81-80
FROM WALSALL RD
EB
380
81
380-81
FROM PINFOLD ST
EB
81
380
81-380
FROM PINFOLD ST
WB
635
633
635-633
FROM LITTLETON ST E
WB
633
635
633-635
FROM LITTLETON ST E
EB
1001
1004
1001-1004
FROM LEIGH RD
SB
1004
1001
1004-1001
FROM LEIGH RD
NB
1003
639
1003-639
FROM LICHFIELD RD N
SB
639
1003
639-1003
FROM LICHFIELD RD N
NB
174
173
174-173
FROM CHURCHILL RD E
SB
173
174
173-174
FROM CHURCHILL RD E
NB
357
173
357-173
FROM QUEEN ELIZABETH
WB
173
357
173-357
EB
966
173
966-173
FROM CHURCHILL RD W
NB
173
966
173-966
FROM CHURCHILL RD W
SB
623
628
623-628
FROM STAFFORD ST N
SB
628
623
628-623
FROM STAFFORD ST N
NB
1009
628
1009-628
FROM PROFFITT ST
WB
628
1009
628-1009
FROM PROFFITT ST
EB
1013
628
1013-628
FROM STAFFORD ST S
NB
628
1013
628-1013
FROM STAFFORD ST S
SB
221
164
221-164
Marshland Way
SB
164
165
164-165
Marshland Way
NB
355
164
355-164
Bentley Road North
WB
164
355
164-355
Bentley Road North
EB
363
164
363-164
UnNamed Road
NB
164
363
164-363
UnNamed Road
SB
580
164
580-164
Bentley Road South
EB
164
580
164-580
Bentley Road South
WB
571
91
571-91
Bentley Road South (North)
SWB
91
571
91-571
NEB
421
85
421-85
Heath Road
WB
85
421
85-421
Heath Road
EB
210
85
210-85
Richard Street
NB
85
210
85-210
Richard Street
SB
86
85
86-85
The Green
NEB
85
86
85-86
The Green
SWB
213
92
213-92
Cemetry Road
SB
92
213
92-213
Cemetry Road
NB
448
92
448-92
Darlaston Road
WB
92
448
92-448
Darlaston Road
EB
211
92
211-92
Walsall Road West
NEB
92
211
92-211
Walsall Road West
SWB
351
72
351-72
Walsall Road South
WB
72
351
72-351
Walsall Road South
EB
388
72
388-72
Park Road
NB
72
388
72-388
Park Road
SB
576
73
576-73
Steelmans Rd
EB
73
576
73-576
Steelmans Rd
WB
400
34
400-34
Wednesbury Road
WB
34
400
34-400
Wednesbury Road
EB
398
34
398-34
Bescot Road
NB
34
398
34-398
Bescot Road
SB
520
34
520-34
Darlaston Road
EB
34
520
34-520
Darlaston Road
WB
46
393
46-393
Wallows Lane East
WB
393
46
393-46
Wallows Lane East
EB
394
393
394-393
Dickinson Drive
NB
393
394
393-394
Dickinson Drive
SB
396
44
396-44
Bescot Road North
SB
44
396
44-396
Bescot Road North
NB
391
44
391-44
Bescot Road South
NB
44
391
44-391
Bescot Road South
SB
648
650
648-650
SUTTON ROAD West of Greaves Avenue
EB
650
648
650-648
WB
914
616
914-616
CAVENDISH ROAD East of Edison Road
EB
616
914
616-914
WB
951
933
951-933
MONMER LANE North of Thorne Road
NB
933
951
933-951
SB
683
682
683-682
FIBBERSLEY South of Waddens Brook Lane
NB
682
683
682-683
SB
Modelled Flow
1,485
1,238
232
279
386
347
384
316
834
565
499
189
705
375
433
540
390
173
147
319
303
287
309
264
118
116
304
1,538
928
396
412
378
312
582
675
378
377
514
837
186
322
232
218
1,328
1,066
164
188
1,848
2,030
1,620
1,522
842
1,006
641
725
4,525
4,855
463
472
532
298
250
270
501
530
28
92
2
16
614
372
751
531
595
531
215
356
639
782
467
46
800
537
199
428
186
317
112
145
511
821
692
562
1,285
1,094
48
64
1,159
656
318
261
259
375
339
280
762
471
361
298
495
849
386
545
398
131
32
137
294
298
272
238
222
772
154
105
650
279
216
217
619
1,118
1,069
570
724
458
619
709
35
22
611
781
883
889
845
608
935
944
72
28
890
915
1,299
1,321
975
1,371
124
142
245
607
327
800
Observed Flow
1,481
1,330
227
569
379
328
270
272
669
458
453
239
579
356
419
518
323
170
146
375
345
333
340
252
78
133
319
1,716
983
377
390
276
282
592
600
588
456
516
747
151
265
167
231
1,202
945
138
153
1,809
1,988
1,539
1,453
832
927
668
749
4,764
5,057
489
418
497
340
262
243
478
452
28
47
54
23
590
331
940
607
654
579
235
364
605
883
516
210
828
489
255
506
187
310
203
252
476
753
616
518
1,266
1,007
60
83
1,095
539
376
266
180
394
319
215
678
438
382
298
453
777
245
323
440
156
19
128
167
274
243
142
342
719
96
106
580
376
226
184
657
1,016
951
634
590
461
627
542
17
6
581
744
864
771
749
664
928
930
80
30
820
853
1,270
1,313
901
1,348
106
62
236
567
323
773
GEH
0
3
0
14
0
1
6
3
6
5
2
3
5
1
1
1
4
0
0
3
2
3
2
1
4
2
1
4
2
1
1
6
2
0
3
10
4
0
3
3
3
5
1
4
4
2
3
1
1
2
2
0
3
1
1
4
3
1
3
2
2
1
2
1
3
0
5
10
2
1
2
7
3
2
2
1
0
1
4
2
14
1
2
4
4
0
0
7
8
2
2
3
2
1
3
2
2
2
5
3
0
5
1
1
4
3
2
1
0
2
3
8
11
2
2
3
1
8
1
2
7
7
2
5
0
3
5
1
2
2
3
4
3
5
0
0
7
4
4
1
1
1
4
3
2
0
0
1
0
2
2
1
0
2
1
2
8
1
2
0
1
Statistics
88.74%
90.91%
Flow Diff Flow Range GEH DMRB Flow DMRB
3
222
1
1
-92
199
1
1
5
100
1
1
-291
100
0
0
7
100
1
1
19
100
1
1
114
100
0
0
44
100
1
1
165
100
0
0
107
100
1
0
45
100
1
1
-50
100
1
1
126
100
1
0
19
100
1
1
14
100
1
1
23
100
1
1
67
100
1
1
3
100
1
1
1
100
1
1
-56
100
1
1
-42
100
1
1
-45
100
1
1
-31
100
1
1
12
100
1
1
40
100
1
1
-17
100
1
1
-15
100
1
1
-179
257
1
1
-55
147
1
1
19
100
1
1
22
100
1
1
102
100
0
0
31
100
1
1
-10
100
1
1
76
100
1
1
-210
100
0
0
-79
100
1
1
-2
100
1
1
90
112
1
1
35
100
1
1
57
100
1
1
65
100
1
1
-13
100
1
1
126
180
1
1
122
142
1
1
26
100
1
1
35
100
1
1
39
271
1
1
42
298
1
1
81
231
1
1
70
218
1
1
9
125
1
1
79
139
1
1
-27
100
1
1
-24
112
1
1
-239
400
1
1
-202
400
1
1
-26
100
1
1
54
100
1
1
35
100
1
1
-42
100
1
1
-12
100
1
1
27
100
1
1
23
100
1
1
77
100
1
1
-0
100
1
1
45
100
0
1
-53
100
0
1
-7
100
1
1
24
100
1
1
40
100
1
1
-189
141
0
0
-77
100
1
1
-59
100
1
1
-48
100
1
1
-20
100
1
1
-8
100
1
1
35
100
1
1
-102
132
1
1
-49
100
1
1
-164
100
0
0
-28
124
1
1
48
100
1
1
-56
100
1
1
-78
100
1
1
-1
100
1
1
8
100
1
1
-90
100
0
1
-107
100
0
0
34
100
1
1
68
113
1
1
77
100
1
1
45
100
1
1
19
190
1
1
87
151
1
1
-12
100
1
1
-19
100
1
1
63
164
1
1
117
100
1
0
-58
100
1
1
-5
100
1
1
79
100
0
1
-19
100
1
1
21
100
1
1
65
100
1
1
84
100
1
1
32
100
1
1
-21
100
1
1
0
100
1
1
42
100
1
1
72
117
1
1
142
100
0
0
222
100
0
0
-42
100
1
1
-26
100
1
1
13
100
1
1
8
100
1
1
127
100
0
0
24
100
1
1
29
100
1
1
96
100
0
1
-120
100
0
0
53
108
1
1
59
100
0
1
-1
100
1
1
71
100
1
1
-97
100
0
1
-10
100
1
1
33
100
1
1
-39
100
1
1
102
152
1
1
119
143
1
1
-64
100
1
1
135
100
0
0
-3
100
1
1
-8
100
1
1
167
100
0
0
18
100
1
1
16
100
1
1
30
100
1
1
37
112
1
1
19
130
1
1
119
116
1
0
96
112
1
1
-56
100
1
1
6
139
1
1
13
140
1
1
-8
100
1
1
-2
100
1
1
70
123
1
1
62
128
1
1
29
190
1
1
8
197
1
1
74
135
1
1
23
202
1
1
18
100
1
1
80
100
0
1
10
100
1
1
40
100
1
1
4
100
1
1
26
116
1
1
93.07%
DMRB
2
2
2
0
2
2
0
2
0
1
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
0
2
2
2
0
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
1
2
2
2
0
2
2
2
2
2
2
2
2
0
2
2
2
2
2
2
1
0
2
2
2
2
2
2
2
2
2
1
2
2
1
2
2
2
2
2
2
2
2
2
0
0
2
2
2
2
0
2
2
1
0
2
1
2
2
1
2
2
2
2
2
2
0
2
2
0
2
2
2
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
1
2
2
2
2
Counts:
231
V/C Based on:
Log
Duplicates Modelled Observed Difference
Count ID
1
1
44%
44%
0%
L4036
1
1
36%
39%
-3%
L4036
1
1
0%
0%
0%
L4037
0
1
0%
1%
0%
L4037
1
1
0%
0%
0%
L4136
1
1
0%
0%
0%
L4136
0
1
0%
0%
0%
L4192
1
1
0%
0%
0%
L4192
0
1
1%
1%
0%
L6057
1
1
1%
0%
0%
L6057
1
1
32%
29%
3%
L6062
1
1
12%
15%
-3%
L6062
1
1
48%
39%
9%
L6081
1
1
24%
23%
1%
L6083
1
1
28%
27%
1%
L6083
1
1
32%
30%
1%
L6085
1
1
0%
0%
0%
L6085
1
1
12%
11%
0%
L6144
1
1
10%
10%
0%
L6144
1
1
22%
25%
-4%
L7056
1
1
20%
23%
-3%
L7056
1
1
39%
45%
-6%
WL10
1
1
42%
46%
-4%
WL10
1
1
36%
34%
2%
WL15
1
1
16%
11%
5%
WL15
1
1
0%
0%
0%
WL18
1
1
0%
0%
0%
WL18
1
1
2%
2%
0%
L4026
1
1
27%
29%
-2%
L4026
1
1
25%
24%
1%
L4027
1
1
26%
25%
1%
L4027
0
1
26%
19%
7%
L4040
1
1
21%
19%
2%
L4040
1
1
1%
1%
0%
L4130
1
1
1%
1%
0%
L4130
0
1
0%
1%
0%
L6108
1
1
0%
0%
0%
L6108
1
1
33%
33%
0%
13
1
1
54%
48%
6%
13
1
1
13%
10%
2%
14
1
1
44%
36%
8%
14
1
1
31%
23%
9%
6
1
1
48%
51%
-3%
6
1
1
39%
35%
4%
15
1
1
31%
28%
4%
15
1
1
11%
9%
2%
10
1
1
13%
10%
2%
10
1
1
54%
53%
1%
11
1
1
60%
58%
1%
11
1
1
48%
45%
2%
12
1
1
45%
43%
2%
12
1
1
1%
1%
0%
PCR3433
1
1
1%
1%
0%
PCR3433
1
1
41%
43%
-2%
PCN2050
1
1
46%
48%
-2%
PCN2050
1
1
69%
73%
-4%
PCR554
1
1
74%
77%
-3%
PCR554
1
1
30%
31%
-2%
PCR1550
1
1
30%
27%
3%
PCR1550
1
1
1%
0%
0%
PCR2234
1
1
0%
0%
0%
PCR2234
1
1
34%
35%
-2%
P6R7519A
1
1
36%
33%
4%
P6R7519A
1
1
1%
0%
0%
PCR8444
1
1
1%
0%
0%
PCR8444
1
1
0%
0%
0%
PCR8514
1
1
0%
0%
0%
PCR8514
1
1
0%
12%
-12%
PCR16072
1
1
4%
5%
-2%
PCR16072
1
1
1%
1%
0%
N2056
1
1
0%
0%
0%
N2056
0
1
44%
55%
-11%
N2069
1
1
31%
36%
-5%
N2069
1
1
38%
42%
-4%
N2069
1
1
34%
37%
-3%
N2069
1
1
15%
16%
-1%
N2069
1
1
24%
25%
-1%
N2069
1
1
41%
39%
2%
N2069
1
1
50%
57%
-7%
N2069
1
1
28%
31%
-3%
N2074
0
1
0%
0%
0%
N2074
1
1
47%
49%
-2%
N2074
1
1
1%
0%
0%
N2074
1
1
0%
0%
0%
N2074
1
1
0%
1%
0%
N2074
1
1
25%
25%
0%
R6876
1
1
43%
42%
1%
R6876
1
1
15%
27%
-12%
R6876
0
1
20%
34%
-15%
R6876
1
1
1%
0%
0%
N2063
1
1
1%
1%
0%
N2063
1
1
44%
39%
5%
N2063
1
1
36%
33%
3%
N2063
1
1
76%
74%
1%
N2135
1
1
32%
30%
3%
N2135
1
1
0%
0%
0%
R1257
1
1
0%
0%
0%
R1257
1
1
1%
1%
0%
R1981
1
1
1%
1%
0%
R1981
1
1
20%
24%
-4%
R7484
1
1
17%
17%
0%
R7484
1
1
17%
12%
5%
R7484
1
1
25%
27%
-1%
R7484
1
1
22%
20%
1%
R7484
1
1
18%
14%
4%
R7484
1
1
1%
1%
0%
N2012
1
1
0%
0%
0%
N2012
1
1
0%
0%
0%
N2012
1
1
0%
0%
0%
N2012
1
1
0%
0%
0%
N2012
1
1
1%
1%
0%
N2012
0
1
0%
0%
0%
Site 7
0
1
1%
0%
0%
Site 7
1
1
27%
30%
-3%
Site 7
1
1
9%
11%
-2%
Site 7
1
1
0%
0%
0%
Site 7
1
1
0%
0%
0%
Site 7
0
1
20%
11%
9%
Site 7
1
1
20%
19%
2%
Site 7
1
1
37%
33%
4%
Site 6
1
1
32%
19%
13%
Site 6
0
1
15%
23%
-8%
Site 5
1
1
52%
49%
4%
Site 5
1
1
25%
15%
9%
Site 5
1
1
17%
17%
0%
Site 5
1
1
44%
39%
5%
Site 5
1
1
19%
25%
-7%
Site 5
1
1
48%
50%
-2%
Site 3
1
1
29%
25%
4%
Site 3
1
1
38%
40%
-2%
Site 3
1
1
68%
62%
6%
Site 3
1
1
65%
58%
7%
Site 3
1
1
35%
39%
-4%
Site 3
0
1
49%
40%
9%
Site 4
1
1
31%
31%
0%
Site 4
1
1
40%
40%
-1%
Site 4
0
1
45%
35%
11%
Site 4
1
1
0%
0%
0%
Site 4
1
1
0%
0%
0%
Site 4
1
1
39%
37%
2%
Site 2
1
1
50%
48%
2%
Site 2
1
1
1%
1%
0%
Site 2
1
1
57%
49%
8%
Site 2
1
1
54%
48%
6%
Site 2
1
1
39%
43%
-4%
Site 2
1
1
27%
27%
0%
Site 9
1
1
28%
27%
0%
Site 9
1
1
0%
0%
0%
Site 9
1
1
0%
0%
0%
Site 9
1
1
1%
1%
0%
Site 1
1
1
59%
55%
4%
Site 1
1
1
38%
37%
1%
Site 1
1
1
39%
39%
0%
Site 1
1
1
1%
1%
0%
L6093
1
1
1%
1%
0%
L6093
1
1
0%
0%
0%
L6134
1
1
8%
4%
5%
L6134
1
1
0%
0%
0%
L6148
1
1
1%
1%
0%
L6148
1
1
0%
0%
0%
L6086
1
1
1%
1%
0%
L6086
Year
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,010
2,010
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
Car
1,171
1,051
180
450
309
268
248
251
598
410
405
214
533
328
386
477
297
139
119
306
281
272
278
206
63
109
260
1,357
777
337
349
255
259
483
489
480
372
458
664
130
227
145
206
925
738
133
147
1,352
1,518
1,193
1,107
605
729
570
627
2,450
2,884
380
341
441
288
239
213
395
348
23
44
42
12
524
276
774
477
570
466
156
269
513
788
447
178
719
430
214
426
156
258
151
201
398
644
529
450
988
756
48
64
936
396
282
221
146
309
268
166
598
386
321
239
401
705
149
204
362
115
9
98
84
187
181
85
227
545
65
82
438
267
162
138
536
809
739
490
458
317
452
378
5
2
484
618
664
547
597
497
763
692
74
21
594
629
892
991
830
1,241
86
50
192
463
298
712
LGV
156
140
24
60
42
36
4
4
29
20
19
10
9
6
7
8
5
19
16
42
38
37
38
28
9
15
35
181
104
16
17
4
4
66
66
65
51
38
38
17
28
19
18
59
76
6
4
171
152
134
113
146
119
67
79
697
783
72
57
49
47
8
10
67
71
5
3
10
8
25
13
37
23
10
8
21
37
25
38
61
24
35
21
29
58
21
35
21
27
19
31
25
22
132
101
7
9
45
19
39
30
20
42
37
23
10
7
44
33
7
12
38
40
54
34
3
11
16
37
36
23
41
95
14
19
65
44
26
15
71
104
94
72
86
60
65
85
2
2
49
68
82
82
70
49
91
164
4
9
111
104
217
159
14
21
12
7
26
63
5
12
HGV
154
138
24
59
28
24
17
17
42
29
29
15
37
23
27
33
20
12
11
27
25
24
25
18
6
10
23
178
102
24
25
18
18
43
44
43
33
19
45
4
10
4
6
218
131
0
2
286
318
212
233
81
79
31
43
1,617
1,390
37
20
7
5
15
20
17
34
0
0
2
2
41
41
129
108
74
105
57
57
67
57
7
7
74
38
12
22
10
17
31
24
59
78
61
46
146
151
5
10
115
124
55
14
14
43
14
26
69
45
17
26
45
60
58
79
24
7
7
19
67
50
26
34
74
79
17
5
77
65
38
31
50
103
118
72
46
84
110
79
10
2
48
58
118
142
82
118
74
74
2
0
115
120
161
163
57
85
8
5
17
41
20
49
TYPE
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CLASS
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
TYPE
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
A Node
396
396
391
391
393
393
435
435
435
400
400
400
398
398
398
520
520
520
592
592
592
46
46
46
394
394
394
44
44
44
A Node
847
647
1069
841
827
825
788
989
698
681
686
691
718
680
717
680
990
654
655
654
786
654
649
650
994
650
642
1005
1007
1005
645
1005
201
189
203
202
315
61
62
61
B Node
647
847
841
1069
825
827
989
788
681
698
691
686
680
718
680
717
654
990
654
655
654
786
650
649
650
994
1005
642
1005
1007
1005
645
189
201
202
203
61
315
61
62
Concatenate
847-647
647-847
1069-841
841-1069
827-825
825-827
788-989
989-788
698-681
681-698
686-691
691-686
718-680
680-718
717-680
680-717
990-654
654-990
655-654
654-655
786-654
654-786
649-650
650-649
994-650
650-994
642-1005
1005-642
1007-1005
1005-1007
645-1005
1005-645
201-189
189-201
203-202
202-203
315-61
61-315
62-61
61-62
Location
Direction
THE CRESCENT East of Boscobel Road
EB
WB
BIRMINGHAM ROAD North of Broadway North
NB
SB
BROADWAY NORTH North of Lincoln Road
NB
SB
BIRMINGHAM ROAD South of Queens Road
NB
SB
NEACHELLS LANE SOUTH OF PHOENIX ROAD DTP
NB
SB
LUCKNOW ROAD SOUTH OF MARTIN DRIVE TPSB
LUCKNOW ROAD SOUTH OF MARTIN DRIVE TPNB
Total traffic from arm 2 (2047) WILLENHALL RD into0junction
Total traffic to arm 2 (2047) WILLENHALL RD out of junction
0
Total traffic from arm 3 (2277) MOSELEY ROAD into0junction
Total traffic to arm 3 (2277) MOSELEY ROAD out of junction
0
Total traffic from arm 1 (1000) LAKE AVENUE into junction
0
Total traffic to arm 1 (1000) LAKE AVENUE out of junction
0
Total traffic from arm 2 (2005) BIRMINGHAM RD into0junction
Total traffic to arm 2 (2005) BIRMINGHAM RD out of 0junction
Total traffic from arm 3 (1000) RAVENDALE GDNS into
0 junction
Total traffic to arm 3 (1000) RAVENDALE GDNS out 0of junction
Total traffic from arm 1 (3082) SUTTON ROAD E into0junction
Total traffic to arm 1 (3082) SUTTON ROAD E out of 0junction
Total traffic from arm 2 (1000) GREAVES AVENUE into
0 junction
Total traffic to arm 2 (1000) GREAVES AVENUE out 0of junction
Total traffic from arm 2 (1000) BUTTS ROAD E into junction
0
Total traffic to arm 2 (1000) BUTTS ROAD E out of junction
0
Total traffic from arm 3 (1000) BUTTS STREET into junction
0
Total traffic to arm 3 (1000) BUTTS STREET out of junction
0
Total traffic from arm 4 (1000) BUTTS ROAD W into 0
junction
Total traffic to arm 4 (1000) BUTTS ROAD W out of junction
0
J9-10
0
J10-9
0
J8-9
0
J9-8
0
WODEN ROAD EAST
WB
WODEN ROAD EAST
EB
WOOD GREEN ROAD
NB
WOOD GREEN ROAD
SB
B Node
44
44
44
44
44
44
34
34
34
34
34
34
34
34
34
34
34
34
393
393
393
393
393
393
393
393
393
393
393
393
C Node
391
393
396
393
396
391
400
398
520
435
398
520
435
400
520
435
400
398
46
394
44
592
394
44
592
46
44
592
46
394
Concatenate
396-44-391
396-44-393
391-44-396
391-44-393
393-44-396
393-44-391
435-34-400
435-34-398
435-34-520
400-34-435
400-34-398
400-34-520
398-34-435
398-34-400
398-34-520
520-34-435
520-34-400
520-34-398
592-393-46
592-393-394
592-393-44
46-393-592
46-393-394
46-393-44
394-393-592
394-393-46
394-393-44
44-393-592
44-393-46
44-393-394
Bescot Road North
Bescot Road North
Bescot Road South
Bescot Road South
Wallows Lane
Wallows Lane
Old Pleck Road
Old Pleck Road
Old Pleck Road
Wednesbury Road
Wednesbury Road
Wednesbury Road
Bescot Road
Bescot Road
Bescot Road
Darlaston Road
Darlaston Road
Darlaston Road
Morrison's Store
Morrison's Store
Morrison's Store
Wallows Lane East
Wallows Lane East
Wallows Lane East
Dickinson Drive
Dickinson Drive
Dickinson Drive
Wallows Lane West
Wallows Lane West
Wallows Lane West
From Link
To Link
Bescot Road South
Wallows Lane
Bescot Road North
Wallows Lane
Bescot Road North
Bescot Road South
Wednesbury Road
Bescot Road
Darlaston Road
Old Pleck Road
Bescot Road
Darlaston Road
Old Pleck Road
Wednesbury Road
Darlaston Road
Old Pleck Road
Wednesbury Road
Bescot Road
Wallows Lane East
Dickinson Drive
Wallows Lane West
Morrison's Store
Dickinson Drive
Wallows Lane West
Morrison's Store
Wallows Lane East
Wallows Lane West
Morrison's Store
Wallows Lane East
Dickinson Drive
Modelled Flow
115
222
505
475
990
842
687
1,062
739
863
670
229
1,343
1,276
774
474
264
91
880
1,020
43
39
1,342
1,040
248
154
164
64
34
205
150
79
5,874
5,748
5,620
6,129
525
309
828
1,126
Observed Flow
136
120
608
477
1,038
842
645
959
698
851
677
236
1,281
1,174
689
539
256
87
789
888
39
15
1,299
981
245
160
166
188
33
238
151
94
6,199
5,362
5,770
6,221
456
302
821
1,057
GEH
2
8
4
0
2
0
2
3
2
0
0
0
2
3
3
3
1
1
3
4
1
5
1
2
0
0
0
11
0
2
0
2
4
5
2
1
3
0
0
2
-22
100
1
1
103
100
0
0
-103
100
1
0
-2
100
1
1
-48
156
1
1
0
126
1
1
41
100
1
1
103
144
1
1
41
100
1
1
12
128
1
1
-7
100
1
1
-6
100
1
1
62
192
1
1
103
176
1
1
85
100
1
1
-65
100
1
1
8
100
1
1
5
100
1
1
91
118
1
1
132
133
1
1
4
100
1
1
24
100
1
1
43
195
1
1
59
147
1
1
4
100
1
1
-6
100
1
1
-1
100
1
1
-124
100
0
0
1
100
1
1
-33
100
1
1
-2
100
1
1
-14
100
1
1
-325
400
1
1
385
400
0
1
-150
400
1
1
-92
400
1
1
69
100
1
1
7
100
1
1
8
123
1
1
70
159
1
1
DMRB
2
0
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
0
2
2
2
2
2
1
2
2
2
2
2
2
Log
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
Count ID
1
0%
0%
0%
WL04
1
0%
0%
0%
WL04
1
1%
1%
0%
WL06
1
30%
31%
0%
WL06
1
63%
67%
-3%
L6016
1
54%
54%
0%
L6016
1
1%
1%
0%
L6001
1
1%
1%
0%
L6001
1
1%
1%
0%
PCR3612
1
1%
1%
0%
PCR3612
1
1%
1%
0%
PCR8275
1
0%
0%
0%
PCR8275
1
1%
1%
0%
N2230
1
1%
1%
0%
N2230
1
1%
1%
0%
N2230
1
0%
1%
0%
N2230
1
0%
0%
0%
R6396
1
0%
0%
0%
R6396
1
56%
51%
6%
R6396
1
65%
57%
8%
R6396
1
0%
0%
0%
R6396
1
0%
0%
0%
R6396
1
1%
1%
0%
R7392
1
1%
1%
0%
R7392
1
0%
0%
0%
R7392
1
0%
0%
0%
R7392
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
89%
94%
-5%
546
1
87%
82%
6%
547
1
86%
88%
-2%
245
1
6%
6%
0%
246
1
1%
0%
0%
N1628
1
0%
0%
0%
N1628
1
49%
48%
0%
N1628
1
66%
62%
4%
N1628
Modelled Flow
577
313
709
590
206
744
42
455
123
37
182
392
561
234
96
83
510
252
55
0
68
60
13
861
0
52
20
51
838
15
Observed Flow
533
287
660
610
193
780
47
384
104
45
169
367
545
198
121
33
499
217
98
7
86
75
13
840
6
55
19
91
777
10
GEH
2
1
2
1
1
1
1
3
2
1
1
1
1
2
2
7
0
2
5
4
2
2
0
1
3
1
0
5
2
1
45
100
1
1
25
100
1
1
49
100
1
1
-19
100
1
1
13
100
1
1
-37
117
1
1
-6
100
1
1
71
100
1
1
20
100
1
1
-8
100
1
1
13
100
1
1
25
100
1
1
17
100
1
1
37
100
1
1
-25
100
1
1
50
100
0
1
11
100
1
1
35
100
1
1
-43
100
1
1
-7
100
1
1
-18
100
1
1
-15
100
1
1
0
100
1
1
21
126
1
1
-6
100
1
1
-4
100
1
1
1
100
1
1
-41
100
1
1
61
117
1
1
5
100
1
1
DMRB
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
Log
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Duplicates Modelled
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
144,501
141,818
Average GEH
576
2
2,683
Observed
Difference
Count ID
Site 1
Site 1
Site 1
Site 1
Site 1
Site 1
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Year
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,004
2,004
2,004
2,004
Year
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
Car
111
98
496
390
928
753
577
857
484
615
580
200
1,073
930
650
519
252
86
741
809
39
14
1,225
886
241
153
165
171
31
238
146
90
3,357
2,904
3,125
3,369
405
268
653
859
LGV
15
13
67
53
45
36
28
41
95
131
90
33
54
42
14
12
1
1
15
7
0
1
15
14
1
5
1
7
1
0
5
1
933
807
868
936
20
21
23
36
HGV
10
9
44
35
65
53
41
60
120
105
7
2
154
202
24
7
2
0
34
72
0
0
60
81
2
2
0
10
0
0
0
2
1,908
1,651
1,776
1,915
32
14
144
162
Car LGV HGV
371
73
89
223
38
26
470
87 103
422 130
58
159
17
17
620
86
74
41
4
2
269
41
74
86
8
10
37
3
5
129
14
26
318
32
17
419
49
77
152
24
22
93
9
19
23
3
7
425
40
34
149
27
41
84
14
0
4
3
0
69
15
2
64
11
0
12
1
0
687
79
74
6
0
0
51
2
2
17
2
0
83
6
2
557 148
72
5
5
0
APPENDIX C INTER PEAK LINK & TURN FLOW CALIBRATION
TYPE
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
Version
CLASS
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
A Node
B Node Concatenate Location
Direction
99
98
99-98
EB
98
99
98-99
WB
98
295 98-295
NB
295
98
295-98
SB
971
664 971-664
EB
664
971 664-971
WB
269
156 269-156
EB
156
269 156-269
WB
209
331 209-331
EB
331
209 331-209
WB
90
423 90-423
EB
423
90
423-90
WB
168
191 168-191
WOLVERHAMPTON ROAD WEST West of Armwood Close
EB
285
144 285-144
EB
144
285 144-285
WB
550
161 550-161
EB
161
550 161-550
WB
372
75
372-75
NB
75
372 75-372
SB
46
41
46-41
NB
41
46
41-46
SB
2
869 2-869
EB
869
2
869-2
WB
103
102 103-102
EB
102
289 102-289
WB
318
95
318-95
NB
95
318 95-318
SB
205
65
205-65
NB
65
205 65-205
SB
117
977 117-977
EB
977
117 977-117
WB
470
46
470-46
NB
46
470 46-470
SB
144
152 144-152
NB
152
144 152-144
SB
577
307 577-307
NB
307
577 307-577
SB
213
593 213-593
NB
593
213 593-213
SB
180
12
180-12
EB
12
180 12-180
WB
78
278 78-278
NB
278
78
278-78
SB
A463 Black Country Route: between A463/A4444 & A463/A454 junctions
NB
129
130 129-130
130
246 130-246
SB
138
133 138-133
A454 The Keyway: between A463/A454 & A463/Bliston Rd junctions EB
133
138 133-138
A454 The Keyway: between A463/A454 & A463/Bliston Rd junctions WB
297
124 297-124
OXFORD STREET WEST OF GREAT BRIDGE ROAD DTP
WB
124
297 124-297
OXFORD STREET WEST OF GREAT BRIDGE ROAD DTP
EB
33
408 33-408
WB
408
33
408-33
EB
204
184 204-184
SB
184
204 184-204
NB
94
228 94-228
WB
228
94
228-94
EB
943
731 943-731
WB
731
943 731-943
EB
335
38
335-38
WB
38
335 38-335
EB
118
546 118-546
CRANKHALL LANE NEAR FREEMAN ROAD TP
SB
546
118 546-118
NB
479
481 479-481
EDINBURGH AVENUEWEST OF KENT ROAD TP
WB
481
479 481-479
EB
213
212 213-212
KENDRICKS ROAD WEST OF RAILWAY BRIDGE TP
WB
212
213 212-213
EB
1004
638 1004-638
FROM MELLISH RD
WB
638
1004 638-1004
FROM MELLISH RD
EB
307
155 307-155
The Crescent
NB
155
307 155-307
The Crescent
SB
9
42
9-42
FROM BRIDGEMAN ST E
WB
42
9
42-9
FROM BRIDGEMAN ST E
EB
454
42
454-42
FROM QUEEN STREET
NB
42
454 42-454
FROM QUEEN STREET
SB
80
81
80-81
FROM WALSALL RD
WB
81
80
81-80
FROM WALSALL RD
EB
380
81
380-81
FROM PINFOLD ST
EB
81
380 81-380
FROM PINFOLD ST
WB
635
633 635-633
FROM LITTLETON ST E
WB
633
635 633-635
FROM LITTLETON ST E
EB
1001
1004 1001-1004
FROM LEIGH RD
SB
1004
1001 1004-1001
FROM LEIGH RD
NB
1003
639 1003-639
FROM LICHFIELD RD N
SB
639
1003 639-1003
FROM LICHFIELD RD N
NB
174
173 174-173
FROM CHURCHILL RD E
SB
173
174 173-174
FROM CHURCHILL RD E
NB
357
173 357-173
WB
173
357 173-357
EB
966
173 966-173
FROM CHURCHILL RD W
NB
173
966 173-966
FROM CHURCHILL RD W
SB
221
164 221-164
Marshland Way
SB
164
165 164-165
Marshland Way
NB
355
164 355-164
Bentley Road North
WB
164
355 164-355
Bentley Road North
EB
363
164 363-164
UnNamed Road
NB
164
363 164-363
UnNamed Road
SB
580
164 580-164
Bentley Road South
EB
164
580 164-580
Bentley Road South
WB
571
91
571-91
SWB
91
571 91-571
NEB
421
85
421-85
Heath Road
WB
85
421 85-421
Heath Road
EB
210
85
210-85
Richard Street
NB
85
210 85-210
Richard Street
SB
86
85
86-85
The Green
NEB
85
86
85-86
The Green
SWB
213
92
213-92
Cemetry Road
SB
92
213 92-213
Cemetry Road
NB
448
92
448-92
Darlaston Road
WB
92
448 92-448
Darlaston Road
EB
211
92
211-92
Walsall Road West
NEB
92
211 92-211
Walsall Road West
SWB
351
72
351-72
Walsall Road South
WB
72
351 72-351
Walsall Road South
EB
388
72
388-72
Park Road
NB
72
388 72-388
Park Road
SB
576
73
576-73
Steelmans Rd
EB
73
576 73-576
Steelmans Rd
WB
400
34
400-34
Wednesbury Road
WB
34
400 34-400
Wednesbury Road
EB
398
34
398-34
Bescot Road
NB
34
398 34-398
Bescot Road
SB
520
34
520-34
Darlaston Road
EB
34
520 34-520
Darlaston Road
WB
46
393 46-393
Wallows Lane East
WB
393
46
393-46
Wallows Lane East
EB
394
393 394-393
Dickinson Drive
NB
393
394 393-394
Dickinson Drive
SB
396
44
396-44
Bescot Road North
SB
44
396 44-396
Bescot Road North
NB
391
44
391-44
Bescot Road South
NB
44
391 44-391
Bescot Road South
SB
648
650 648-650
EB
650
648 650-648
WB
914
616 914-616
EB
616
914 616-914
WB
951
933 951-933
NB
933
951 933-951
SB
683
682 683-682
NB
682
683 682-683
SB
Modelled Flow
1,141
1,137
167
140
212
203
344
298
445
506
269
324
413
351
302
680
356
177
128
123
213
260
205
796
1,035
340
144
345
314
315
445
196
188
496
531
304
202
181
164
966
939
133
108
1,367
1,262
1,058
1,318
437
854
446
442
4,908
4,430
269
280
255
300
167
218
271
406
39
32
1
2
319
222
309
208
283
341
12
49
515
326
283
365
976
1,033
12
19
581
548
183
202
230
146
137
201
326
256
205
159
77
109
176
260
245
193
478
447
145
94
428
442
163
179
692
592
639
722
403
430
640
576
45
50
536
483
603
630
528
696
857
805
17
12
676
655
963
1,145
686
683
292
267
445
358
452
297
Observed Flow
1,144
1,043
196
286
304
254
378
270
496
486
420
356
501
340
407
597
427
151
131
231
248
352
293
818
904
367
321
350
328
420
462
394
389
506
506
213
206
203
172
942
968
102
98
1,408
1,301
1,171
1,149
795
705
538
502
5,020
4,659
333
325
354
308
197
230
391
391
34
37
59
32
280
345
348
283
343
340
183
240
522
597
479
562
1,070
989
30
39
657
620
279
255
212
221
178
193
248
210
192
202
54
44
198
241
209
182
448
487
98
83
392
394
175
228
599
626
673
594
451
446
613
470
34
7
532
498
642
753
520
591
845
809
35
36
752
1,003
928
1,104
786
671
111
96
363
371
358
350
GEH
0
3
2
10
6
3
2
2
2
1
8
2
4
1
6
3
4
2
0
8
2
5
6
1
4
1
12
0
1
5
1
12
12
0
1
6
0
2
1
1
1
3
1
1
1
3
5
14
5
4
3
2
3
4
3
6
0
2
1
7
1
1
1
11
7
2
7
2
5
3
0
17
16
0
13
10
9
3
1
4
4
3
3
6
4
1
6
3
1
5
3
1
3
3
7
2
1
2
1
1
2
4
1
2
2
1
3
4
1
1
5
2
1
1
5
2
8
0
1
2
5
0
4
0
0
4
5
3
12
1
1
4
0
13
13
4
1
5
3
Flow Diff
-3
94
-29
-146
-92
-51
-34
28
-51
20
-151
-32
-88
11
-104
83
-71
27
-3
-107
-35
-91
-89
-22
131
-27
-176
-6
-14
-105
-17
-198
-201
-10
24
92
-4
-21
-8
25
-28
31
10
-41
-39
-113
169
-358
149
-92
-59
-112
-229
-65
-46
-99
-8
-30
-12
-119
16
5
-5
-57
-29
39
-123
-39
-75
-60
2
-170
-191
-7
-271
-196
-197
-94
43
-18
-20
-76
-71
-96
-53
18
-75
-41
8
78
46
13
-43
23
65
-22
19
36
11
30
-40
46
10
36
48
-12
-48
93
-34
-34
128
-48
-16
27
106
11
43
4
-15
-39
-123
8
104
12
-5
-18
-24
-76
-348
35
41
-100
12
181
171
81
-13
94
-53
Statistics
Flow Range
172
156
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
123
136
100
100
100
100
100
100
100
100
100
100
100
100
100
100
141
145
100
100
211
195
176
172
119
106
100
100
400
400
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
160
148
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
113
100
100
127
121
100
100
113
150
139
166
118
100
100
100
100
100
100
100
76.08%
GEH DMRB
1
1
1
0
0
1
1
1
1
1
0
1
1
1
0
1
1
1
1
0
1
0
0
1
1
1
0
1
1
0
1
0
0
1
1
0
1
1
1
1
1
1
1
1
1
1
1
0
0
1
1
1
1
1
1
0
1
1
1
0
1
1
1
0
0
1
0
1
1
1
1
0
0
1
0
0
0
1
1
1
1
1
1
0
1
1
0
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
0
0
1
1
1
1
84.21%
Flow DMRB
1
1
1
0
1
1
1
1
1
1
0
1
1
1
0
1
1
1
1
0
1
1
1
1
1
1
0
1
1
0
1
0
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
0
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
0
1
1
1
1
0
0
1
0
0
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
0
1
1
1
1
1
0
1
0
1
1
1
1
1
0
1
1
1
1
0
0
1
1
1
1
86.12%
Counts:
209
DMRB Log
Duplicates
2
1
1
2
1
1
2
1
1
0
0
1
1
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
0
0
1
2
1
1
2
1
1
2
1
1
0
0
1
2
1
1
2
1
1
2
1
1
2
1
1
0
0
1
2
1
1
1
1
1
1
1
1
2
1
1
2
1
1
2
1
1
0
0
1
2
1
1
2
1
1
0
0
1
2
1
1
0
0
1
0
0
1
2
1
1
2
1
1
1
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
0
0
1
0
0
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
1
1
1
2
1
1
2
1
1
2
1
1
0
0
1
2
1
1
2
1
1
2
1
1
1
1
1
1
1
1
2
1
1
0
0
1
2
1
1
2
1
1
2
1
1
2
1
1
0
0
1
0
0
1
2
1
1
0
0
1
0
0
1
0
0
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
1
1
1
2
1
1
2
1
1
1
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
1
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
0
0
1
2
1
1
2
1
1
2
1
1
1
1
1
2
1
1
1
1
1
2
1
1
2
1
1
2
1
1
1
1
1
2
1
1
1
1
1
2
1
1
2
1
1
2
1
1
2
1
1
2
1
1
0
0
1
2
1
1
2
1
1
2
1
1
2
1
1
0
0
1
0
0
1
2
1
1
2
1
1
2
1
1
2
1
1
V/C Based on:
Modelled
Observed
34%
34%
33%
31%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
1%
0%
17%
27%
21%
23%
28%
34%
23%
22%
19%
26%
40%
35%
0%
0%
12%
10%
9%
9%
17%
31%
29%
34%
35%
48%
28%
40%
1%
1%
30%
27%
22%
24%
9%
21%
23%
24%
21%
22%
0%
0%
0%
0%
0%
0%
0%
0%
32%
32%
34%
32%
21%
14%
27%
28%
25%
27%
36%
38%
28%
28%
28%
28%
9%
7%
7%
7%
40%
41%
37%
38%
31%
34%
39%
34%
0%
1%
1%
1%
29%
35%
28%
32%
75%
76%
67%
71%
17%
21%
18%
21%
0%
0%
0%
0%
23%
27%
29%
31%
0%
0%
0%
0%
0%
0%
0%
0%
0%
13%
1%
7%
0%
0%
0%
0%
21%
24%
14%
19%
38%
46%
46%
46%
2%
25%
7%
32%
1%
1%
0%
1%
18%
31%
23%
36%
57%
63%
30%
29%
0%
0%
0%
0%
1%
1%
1%
1%
12%
18%
13%
16%
16%
14%
10%
15%
9%
11%
13%
12%
0%
0%
0%
0%
14%
13%
11%
14%
0%
0%
0%
0%
12%
13%
18%
16%
33%
28%
26%
25%
32%
30%
30%
33%
23%
16%
15%
13%
29%
26%
30%
27%
36%
39%
24%
31%
42%
37%
36%
38%
39%
41%
44%
36%
27%
30%
29%
30%
41%
39%
37%
30%
0%
0%
0%
0%
34%
34%
31%
32%
1%
1%
40%
48%
34%
33%
45%
38%
25%
25%
24%
24%
0%
0%
0%
0%
1%
1%
42%
64%
28%
27%
34%
32%
1%
1%
1%
1%
0%
0%
16%
6%
0%
0%
0%
0%
0%
0%
0%
0%
Difference
0%
3%
0%
0%
0%
0%
0%
0%
0%
0%
-10%
-2%
-6%
1%
-7%
5%
0%
2%
0%
-14%
-5%
-12%
-12%
0%
4%
-2%
-11%
0%
-1%
0%
0%
0%
0%
-1%
2%
6%
-1%
-3%
-2%
1%
-1%
2%
1%
-1%
-1%
-3%
5%
0%
0%
-6%
-4%
-2%
-3%
-4%
-3%
0%
0%
-4%
-2%
0%
0%
0%
0%
-13%
-7%
0%
0%
-3%
-5%
-8%
0%
-23%
-26%
0%
0%
-13%
-13%
-6%
1%
0%
0%
0%
0%
-6%
-3%
1%
-5%
-3%
1%
0%
0%
1%
-3%
0%
0%
-1%
1%
5%
1%
2%
-3%
7%
2%
2%
3%
-3%
-7%
6%
-2%
-2%
8%
-3%
-1%
2%
7%
0%
0%
0%
-1%
0%
-8%
1%
7%
0%
0%
0%
0%
0%
-22%
1%
1%
0%
0%
0%
10%
0%
0%
0%
0%
Count ID
L4036
L4036
L4037
L4037
L4136
L4136
L4192
L4192
L6057
L6057
L6062
L6062
L6081
L6083
L6083
L6085
L6085
L6144
L6144
WL10
WL10
WL15
WL15
L4026
L4026
L4027
L4027
L4040
L4040
L4130
L4130
L6108
L6108
13
13
14
14
6
6
15
15
10
10
11
11
12
12
PCR3433
PCR3433
PCN2050
PCN2050
PCR554
PCR554
PCR1550
PCR1550
PCR2234
PCR2234
P6R7519A
P6R7519A
PCR8444
PCR8444
PCR8514
PCR8514
PCR16072
PCR16072
N2056
N2056
N2069
N2069
R6876
R6876
R6876
R6876
N2063
N2063
N2063
N2063
N2135
N2135
R1257
R1257
R1981
R1981
R7484
R7484
R7484
R7484
R7484
R7484
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 6
Site 6
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 3
Site 3
Site 3
Site 3
Site 3
Site 3
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 9
Site 9
Site 9
Site 9
Site 1
Site 1
Site 1
Site 1
L6093
L6093
L6134
L6134
L6148
L6148
L6086
L6086
Year
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2010
2010
2010
2010
2010
2010
2010
2010
2010
2010
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2009
2009
2009
2009
2010
2010
2010
2010
2009
2009
2010
2010
2009
2009
2009
2009
2010
2010
2010
2010
2009
2009
2009
2009
2009
2009
2010
2010
2010
2010
2009
2009
2010
2010
2010
2010
2009
2009
2009
2009
2009
2009
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2009
2009
2009
2009
2009
2009
2009
2009
Car
861
785
148
215
247
206
327
233
419
410
355
301
432
293
351
516
368
122
106
187
201
285
238
616
680
310
271
303
283
340
374
319
315
435
438
181
173
180
146
688
725
94
89
934
851
816
785
568
503
471
398
2,329
2,429
256
258
277
244
190
216
325
322
29
33
43
22
214
273
250
197
267
280
136
171
377
484
385
425
747
664
24
30
480
451
222
195
163
176
143
157
125
104
135
142
31
27
113
132
134
122
288
314
65
61
269
252
121
166
449
467
493
430
334
333
423
309
22
3
418
395
441
518
394
447
660
649
30
31
523
720
628
763
679
579
90
78
294
301
309
302
LGV
145
132
25
36
38
31
11
8
30
29
25
21
15
10
12
18
13
19
16
29
31
44
36
104
114
22
19
11
10
52
57
49
48
44
38
21
24
17
17
95
104
8
7
198
177
159
149
143
129
39
72
727
728
55
49
64
56
5
9
46
54
4
4
9
5
15
19
39
30
41
43
21
26
27
34
27
30
126
112
4
5
34
32
34
30
25
27
22
24
31
29
33
33
6
7
23
29
31
32
58
61
11
12
46
49
19
23
72
77
82
72
70
54
72
65
3
2
58
56
79
88
55
64
108
90
4
4
102
163
136
167
24
20
14
12
45
46
11
11
HGV
138
126
24
35
20
17
40
29
47
46
40
34
53
36
43
64
45
10
9
15
16
23
19
99
109
35
31
37
35
28
30
26
26
27
30
11
9
5
9
159
139
0
2
276
272
196
216
85
73
29
31
1,964
1,501
22
18
13
8
2
6
20
14
0
0
7
5
50
53
59
56
35
17
26
42
119
79
67
108
197
213
2
5
143
137
22
30
24
18
13
12
92
78
24
26
17
11
62
80
44
28
102
112
23
10
78
92
35
38
78
82
99
92
47
59
118
96
10
3
56
47
122
147
72
80
78
71
1
1
127
120
164
175
84
71
7
6
24
24
38
37
TYPE
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CLASS
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
A Node
847
647
1069
841
827
825
788
989
698
681
686
691
718
680
717
680
990
654
655
654
786
654
649
650
994
650
642
1005
1007
1005
645
1005
201
189
203
202
315
61
62
61
B Node
647
847
841
1069
825
827
989
788
681
698
691
686
680
718
680
717
654
990
654
655
654
786
650
649
650
994
1005
642
1005
1007
1005
645
189
201
202
203
61
315
61
62
Concatenate
847-647
647-847
1069-841
841-1069
827-825
825-827
788-989
989-788
698-681
681-698
686-691
691-686
718-680
680-718
717-680
680-717
990-654
654-990
655-654
654-655
786-654
654-786
649-650
650-649
994-650
650-994
642-1005
1005-642
1007-1005
1005-1007
645-1005
1005-645
201-189
189-201
203-202
202-203
315-61
61-315
62-61
61-62
Location
LUCKNOW ROAD SOUTH OF MARTIN DRIVE TP
Total traffic from arm 2 (2047) WILLENHALL RD into junction
Total traffic from arm 3 (2277) MOSELEY ROAD into junction
Total traffic from arm 2 (2005) BIRMINGHAM RD into junction
Total traffic to arm 2 (2005) BIRMINGHAM RD out of junction
Total traffic from arm 3 (1000) RAVENDALE GDNS into junction
Total traffic to arm 3 (1000) RAVENDALE GDNS out of junction
Total traffic from arm 1 (3082) SUTTON ROAD E into junction
Total traffic to arm 1 (3082) SUTTON ROAD E out of junction
Total traffic from arm 2 (1000) GREAVES AVENUE into junction
Total traffic to arm 2 (1000) GREAVES AVENUE out of junction
Total traffic from arm 4 (1000) BUTTS ROAD W into junction
J9-10
J10-9
J8-9
J9-8
WODEN ROAD EAST
WODEN ROAD EAST
WOOD GREEN ROAD
WOOD GREEN ROAD
EB
WB
NB
SB
NB
SB
NB
SB
NB
SB
SB
NB
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
WB
EB
NB
SB
Direction
TYPE
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
A Node
396
396
391
391
393
393
435
435
435
400
400
400
398
398
398
520
520
520
592
592
592
46
46
46
394
394
394
44
44
44
B Node
44
44
44
44
44
44
34
34
34
34
34
34
34
34
34
34
34
34
393
393
393
393
393
393
393
393
393
393
393
393
C Node
391
393
396
393
396
391
400
398
520
435
398
520
435
400
520
435
400
398
46
394
44
592
394
44
592
46
44
592
46
394
Concatenate
396-44-391
396-44-393
391-44-396
391-44-393
393-44-396
393-44-391
435-34-400
435-34-398
435-34-520
400-34-435
400-34-398
400-34-520
398-34-435
398-34-400
398-34-520
520-34-435
520-34-400
520-34-398
592-393-46
592-393-394
592-393-44
46-393-592
46-393-394
46-393-44
394-393-592
394-393-46
394-393-44
44-393-592
44-393-46
44-393-394
From Link
Bescot Road North
Bescot Road North
Bescot Road South
Bescot Road South
Wallows Lane
Wallows Lane
Old Pleck Road
Old Pleck Road
Old Pleck Road
Wednesbury Road
Wednesbury Road
Wednesbury Road
Bescot Road
Bescot Road
Bescot Road
Darlaston Road
Darlaston Road
Darlaston Road
Morrison's Store
Morrison's Store
Morrison's Store
Wallows Lane East
Wallows Lane East
Wallows Lane East
Dickinson Drive
Dickinson Drive
Dickinson Drive
Wallows Lane West
Wallows Lane West
Wallows Lane West
To Link
Bescot Road South
Wallows Lane
Bescot Road North
Wallows Lane
Bescot Road North
Bescot Road South
Wednesbury Road
Bescot Road
Darlaston Road
Old Pleck Road
Bescot Road
Darlaston Road
Old Pleck Road
Wednesbury Road
Darlaston Road
Old Pleck Road
Wednesbury Road
Bescot Road
Wallows Lane East
Dickinson Drive
Wallows Lane West
Morrison's Store
Dickinson Drive
Wallows Lane West
Morrison's Store
Wallows Lane East
Wallows Lane West
Morrison's Store
Wallows Lane East
Dickinson Drive
Modelled Flow
105
107
288
375
589
447
576
621
562
510
289
362
981
1,099
477
328
81
72
652
707
54
50
677
675
56
62
119
74
30
46
108
136
5,830
5,953
5,784
5,849
397
277
698
934
Modelled Flow
497
179
433
530
221
648
19
266
180
19
196
322
229
181
194
78
283
168
105
0
12
5
5
846
0
5
12
7
695
7
107,429
Observed Flow
80
72
392
432
600
567
535
533
586
666
359
352
980
1,027
468
416
59
92
693
630
13
17
776
802
122
112
57
117
23
31
102
45
6,117
5,842
6,116
6,202
323
272
728
898
GEH
3
4
6
3
0
5
2
4
1
6
4
1
0
2
0
5
3
2
2
3
7
6
4
5
7
5
7
4
1
3
1
10
4
1
4
5
4
0
1
1
Flow Diff
24
34
-104
-57
-11
-120
41
88
-24
-155
-70
10
1
72
9
-88
22
-20
-41
77
41
34
-99
-127
-66
-51
62
-42
6
16
6
91
-287
111
-331
-353
74
5
-30
35
Observed Flow
501
252
414
514
252
604
58
394
130
50
189
293
327
146
169
57
294
170
184
6
163
154
17
674
6
16
12
125
609
12
GEH
0
5
1
1
2
2
6
7
4
5
0
2
6
3
2
3
1
0
7
4
16
17
4
6
4
3
0
15
3
2
Flow Diff
-4
-73
19
16
-30
45
-38
-128
50
-32
6
29
-98
34
25
21
-11
-2
-79
-6
-151
-149
-12
172
-6
-11
-1
-118
86
-6
112,978
Average GEH
770
4
-5,549
Flow Range
100
100
100
100
100
100
100
100
100
100
100
100
147
154
100
100
100
100
100
100
100
100
116
120
100
100
100
100
100
100
100
100
400
400
400
400
100
100
109
135
Flow Range
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
GEH DMRB
1
1
0
1
1
0
1
1
1
0
1
1
1
1
1
1
1
1
1
1
0
0
1
1
0
0
0
1
1
1
1
0
1
1
1
1
1
1
1
1
Flow DMRB
1
1
0
1
1
0
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
DMRB
2
2
0
2
2
0
2
2
2
0
2
2
2
2
2
2
2
2
2
2
1
1
2
1
1
1
1
2
2
2
2
1
2
2
2
2
2
2
2
2
GEH DMRB
1
1
1
1
1
1
0
0
1
0
1
1
0
1
1
1
1
1
0
1
0
0
1
0
1
1
1
0
1
1
Flow DMRB
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
0
0
1
0
1
1
1
0
1
1
DMRB
2
2
2
2
2
2
1
0
2
1
2
2
1
2
2
2
2
2
1
2
0
0
2
0
2
2
2
0
2
2
Log
1
1
0
1
1
0
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Log
Duplicates
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Modelled
Duplicates
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
0
0
1
0
1
1
1
0
1
1
Modelled
0%
0%
0%
24%
38%
29%
1%
1%
1%
1%
0%
0%
1%
1%
0%
0%
0%
0%
42%
45%
0%
0%
1%
1%
0%
0%
0%
0%
0%
0%
0%
0%
89%
91%
88%
6%
0%
0%
41%
55%
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Observed
0%
0%
0%
28%
38%
36%
1%
1%
1%
1%
0%
0%
1%
1%
0%
0%
0%
0%
44%
40%
0%
0%
1%
1%
0%
0%
0%
0%
0%
0%
0%
0%
93%
89%
93%
6%
0%
0%
43%
53%
Observed
Difference
0%
0%
0%
-4%
-1%
-8%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
-3%
5%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
-4%
2%
-5%
0%
0%
0%
-2%
2%
Difference
Count ID
WL04
WL04
WL06
WL06
L6016
L6016
L6001
L6001
PCR3612
PCR3612
PCR8275
PCR8275
N2230
N2230
N2230
N2230
R6396
R6396
R6396
R6396
R6396
R6396
R7392
R7392
R7392
R7392
R16102
R16102
R16102
R16102
R16102
R16102
546
547
245
246
N1628
N1628
N1628
N1628
Year
2009
2009
2009
2009
2010
2010
2010
2010
2009
2009
2009
2009
2010
2010
2010
2010
2009
2009
2009
2009
2009
2009
2009
2009
2009
2009
2010
2010
2010
2010
2010
2010
2009
2009
2009
2009
2004
2004
2004
2004
Count ID
Site 1
Site 1
Site 1
Site 1
Site 1
Site 1
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Year
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
Car
65
59
318
350
507
479
452
450
393
432
301
320
770
792
423
382
55
89
598
550
12
16
691
693
120
110
54
107
22
30
94
43
3,009
2,874
3,009
3,051
284
241
547
674
LGV
10
9
49
54
36
34
32
32
108
120
54
29
42
42
16
12
1
1
14
13
0
0
16
14
2
1
2
8
1
1
6
2
920
879
920
933
11
16
24
40
HGV
5
5
26
29
57
54
51
51
85
114
4
3
168
193
29
23
3
2
82
67
0
0
69
95
0
2
1
2
0
0
2
0
2,187
2,089
2,187
2,218
28
15
157
185
Car LGV HGV
310
76 114
213
26
13
244
70 100
384
66
64
203
28
20
453
91
60
43
7
7
259
50
85
93
17
20
38
6
7
141
23
26
239
29
24
214
45
68
112
17
18
115
18
36
37
7
13
240
32
22
118
16
36
173
10
1
5
1
0
142
16
4
146
8
0
15
2
0
499
98
78
6
0
0
13
2
1
11
2
0
113
8
3
463
78
69
11
1
0
APPENDIX C PM PEAK LINK & TURN FLOW CALIBRATION
TYPE
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
Version
CLASS
A Node
B Node Concatenate
Location
Direction
Standard
99
98
99-98
EB
Standard
98
99
98-99
WB
Standard
98
295
98-295
NB
Standard
295
98
295-98
SB
Standard
971
664
971-664
EB
Standard
664
971
664-971
WB
Standard
269
156
269-156
EB
Standard
156
269
156-269
WB
Standard
209
331
209-331
EB
Standard
331
209
331-209
WB
Standard
90
423
90-423
EB
Standard
423
90
423-90
WB
Standard
168
191
168-191
WOLVERHAMPTON ROAD WEST West of Armwood Close EB
Standard
285
144
285-144
EB
Standard
144
285
144-285
WB
Standard
550
161
550-161
EB
Standard
161
550
161-550
WB
Standard
372
75
372-75
NB
Standard
75
372
75-372
SB
Standard
382
126
382-126
WOLVERHAMPTON STREET North of Park Road
NB
Standard
126
382
126-382
WOLVERHAMPTON STREET North of Park Road
SB
Standard
46
41
46-41
NB
Standard
41
46
41-46
SB
Standard
2
869
2-869
EB
Standard
869
2
869-2
WB
Standard
867
635
867-635
NB
Standard
635
867
635-867
SB
Standard
103
102
103-102
EB
Standard
102
289
102-289
WB
Standard
318
95
318-95
NB
Standard
95
318
95-318
SB
Standard
205
65
205-65
NB
Standard
65
205
65-205
SB
Standard
117
977
117-977
EB
Standard
977
117
977-117
WB
Standard
470
46
470-46
NB
Standard
46
470
46-470
SB
Standard
144
152
144-152
NB
Standard
152
144
152-144
SB
Standard
577
307
577-307
NB
Standard
307
577
307-577
SB
Standard
213
593
213-593
NB
Standard
593
213
593-213
SB
Standard
180
12
180-12
EB
Standard
12
180
12-180
WB
Standard
78
278
78-278
NB
Standard
278
78
278-78
SB
Standard
129
130
129-130
NB
Standard
130
246
130-246
SB
Standard
138
133
138-133
A454 The Keyway: between A463/A454 & A463/Bliston Rd junctions
EB
A454 The Keyway: between A463/A454 & A463/Bliston Rd junctions
WB
Standard
133
138
133-138
Standard
297
124
297-124
OXFORD STREET WEST OF GREAT BRIDGE ROAD DTP WB
Standard
124
297
124-297
OXFORD STREET WEST OF GREAT BRIDGE ROAD DTP EB
Standard
33
408
33-408
WB
Standard
408
33
408-33
EB
Standard
204
184
204-184
SB
Standard
184
204
184-204
NB
Standard
94
228
94-228
WB
Standard
228
94
228-94
EB
Standard
943
731
943-731
WB
Standard
731
943
731-943
EB
WB
Standard
335
38
335-38
Standard
38
335
38-335
EB
Standard
118
546
118-546
SB
Standard
546
118
546-118
NB
Standard
479
481
479-481
WB
Standard
481
479
481-479
EB
Standard
213
212
213-212
WB
Standard
212
213
212-213
EB
Standard
1004
638
1004-638
FROM MELLISH RD
WB
Standard
638
1004
638-1004
FROM MELLISH RD
EB
Standard
156
155
156-155
Crescent Road
SB
Standard
155
156
155-156
Crescent Road
NB
Standard
964
155
964-155
Wolverhampton
WB
Standard
155
964
155-964
Wolverhampton
EB
Standard
307
155
307-155
The Crescent
NB
Standard
155
307
155-307
The Crescent
SB
Standard
154
155
154-155
Shepwell Green
EB
Standard
155
154
155-154
Shepwell Green
WB
Standard
50
47
50-47
FROM WALSTEAD RD
WB
Standard
47
50
47-50
FROM WALSTEAD RD
EB
Standard
782
47
782-47
FROM WEST BROM RD S
NB
Standard
47
782
47-782
FROM WEST BROM RD S
SB
Standard
783
47
783-47
FROM WALSTEAD RD WS
EB
Standard
47
783
47-783
FROM WALSTEAD RD WS
WB
Standard
9
42
9-42
FROM BRIDGEMAN ST E
WB
Standard
42
9
42-9
FROM BRIDGEMAN ST E
EB
Standard
454
42
454-42
FROM QUEEN STREET
NB
Standard
42
454
42-454
FROM QUEEN STREET
SB
Standard
80
81
80-81
FROM WALSALL RD
WB
Standard
81
80
81-80
FROM WALSALL RD
EB
Standard
380
81
380-81
FROM PINFOLD ST
EB
Standard
81
380
81-380
FROM PINFOLD ST
WB
Standard
635
633
635-633
FROM LITTLETON ST E
WB
Standard
633
635
633-635
FROM LITTLETON ST E
EB
Standard
1001
1004
1001-1004
FROM LEIGH RD
SB
Standard
1004
1001
1004-1001
FROM LEIGH RD
NB
Standard
1003
639
1003-639
FROM LICHFIELD RD N
SB
Standard
639
1003
639-1003
FROM LICHFIELD RD N
NB
Standard
174
173
174-173
FROM CHURCHILL RD E
SB
Standard
173
174
173-174
FROM CHURCHILL RD E
NB
Standard
357
173
357-173
WB
Standard
173
357
173-357
EB
Standard
966
173
966-173
FROM CHURCHILL RD W
NB
Standard
173
966
173-966
FROM CHURCHILL RD W
SB
Standard
623
628
623-628
FROM STAFFORD ST N
SB
Standard
628
623
628-623
FROM STAFFORD ST N
NB
Standard
1009
628
1009-628
FROM PROFFITT ST
WB
Standard
628
1009
628-1009
FROM PROFFITT ST
EB
Standard
1013
628
1013-628
FROM STAFFORD ST S
NB
Standard
628
1013
628-1013
FROM STAFFORD ST S
SB
Standard
221
164
221-164
Marshland Way
SB
Standard
164
165
164-165
Marshland Way
NB
Standard
355
164
355-164
Bentley Road North
WB
Standard
164
355
164-355
Bentley Road North
EB
Standard
363
164
363-164
UnNamed Road
NB
Standard
164
363
164-363
UnNamed Road
SB
Standard
580
164
580-164
Bentley Road South
EB
Standard
164
580
164-580
Bentley Road South
WB
Standard
571
91
571-91
SWB
Standard
91
571
91-571
NEB
Standard
421
85
421-85
Heath Road
WB
Standard
85
421
85-421
Heath Road
EB
Standard
210
85
210-85
Richard Street
NB
Standard
85
210
85-210
Richard Street
SB
Standard
86
85
86-85
The Green
NEB
Standard
85
86
85-86
The Green
SWB
Standard
213
92
213-92
Cemetry Road
SB
Standard
92
213
92-213
Cemetry Road
NB
Standard
448
92
448-92
Darlaston Road
WB
Standard
92
448
92-448
Darlaston Road
EB
Standard
211
92
211-92
Walsall Road West
NEB
Standard
92
211
92-211
Walsall Road West
SWB
Standard
351
72
351-72
Walsall Road South
WB
Standard
72
351
72-351
Walsall Road South
EB
Standard
388
72
388-72
Park Road
NB
Standard
72
388
72-388
Park Road
SB
Standard
576
73
576-73
Steelmans Rd
EB
Standard
73
576
73-576
Steelmans Rd
WB
Standard
400
34
400-34
Wednesbury Road
WB
Standard
34
400
34-400
Wednesbury Road
EB
Standard
398
34
398-34
Bescot Road
NB
Standard
34
398
34-398
Bescot Road
SB
Standard
520
34
520-34
Darlaston Road
EB
Standard
34
520
34-520
Darlaston Road
WB
Standard
46
393
46-393
Wallows Lane East
WB
Standard
393
46
393-46
Wallows Lane East
EB
Standard
394
393
394-393
Dickinson Drive
NB
Standard
393
394
393-394
Dickinson Drive
SB
Standard
396
44
396-44
Bescot Road North
SB
Standard
44
396
44-396
Bescot Road North
NB
Standard
391
44
391-44
Bescot Road South
NB
Standard
44
391
44-391
Bescot Road South
SB
Standard
648
650
648-650
EB
Standard
650
648
650-648
WB
Standard
914
616
914-616
EB
Standard
616
914
616-914
WB
Standard
951
933
951-933
NB
Standard
933
951
933-951
SB
Standard
683
682
683-682
NB
Standard
682
683
682-683
SB
Modelled Flow
1,437
1,117
347
314
484
344
363
321
649
676
566
294
582
692
468
719
463
245
151
453
405
234
370
255
335
258
110
1,082
1,629
493
369
546
361
579
684
363
523
774
661
370
276
354
199
1,029
1,455
175
117
1,784
1,927
1,501
1,464
765
798
775
587
4,261
5,342
287
497
504
388
196
307
427
554
55
75
27
13
326
602
674
815
507
668
491
288
808
707
355
116
636
464
400
398
274
203
104
180
646
699
611
676
1,257
1,272
28
45
785
835
361
289
494
282
166
449
619
760
345
572
1,004
636
499
364
247
466
98
41
259
232
260
202
215
667
235
104
634
275
172
341
868
890
915
724
566
580
576
803
48
16
738
636
684
1,119
764
838
1,128
1,110
60
61
1,131
721
1,117
1,592
1,403
1,044
128
176
595
395
690
387
Observed Flow
1,345
973
288
315
486
333
349
219
562
571
525
423
629
422
434
722
456
171
160
406
372
245
385
262
280
276
109
1,020
1,540
395
408
498
359
583
674
567
555
794
621
316
230
357
201
913
1,422
176
101
2,293
1,899
1,478
1,589
927
804
740
528
4,317
5,352
328
375
457
351
203
301
419
572
55
54
67
40
312
607
711
841
574
722
493
270
773
718
427
356
625
425
439
465
371
221
237
210
652
735
527
911
1,162
1,304
30
45
694
786
375
291
336
309
188
298
567
703
317
584
976
573
391
318
265
456
91
27
268
215
262
196
411
646
165
83
583
477
185
338
818
843
884
707
548
553
638
672
46
5
711
580
640
1,009
719
793
1,078
1,022
61
79
1,017
666
1,011
1,449
1,367
824
123
135
653
373
701
379
GEH
2
4
3
0
0
1
1
6
4
4
2
7
2
11
2
0
0
5
1
2
2
1
1
0
3
1
0
2
2
5
2
2
0
0
0
9
1
1
2
3
3
0
0
4
1
0
2
11
1
1
3
6
0
1
2
1
0
2
6
2
2
0
0
0
1
0
3
6
5
1
0
1
1
3
2
0
1
1
0
4
16
0
2
2
3
5
1
10
2
0
1
4
8
3
1
0
0
3
2
1
0
8
2
2
8
2
2
2
0
1
3
5
3
1
0
1
2
1
1
0
0
11
1
5
2
2
10
1
0
2
2
1
1
1
1
3
5
0
3
1
2
2
3
2
2
2
3
0
2
4
2
3
4
1
7
1
3
2
1
0
0
Statistics
87.88%
89.18%
92
202
1
1
144
146
1
1
59
100
1
1
-1
100
1
1
-2
100
1
1
11
100
1
1
14
100
1
1
102
100
0
0
87
100
1
1
105
100
1
0
41
100
1
1
-130
100
0
0
-47
100
1
1
270
100
0
0
34
100
1
1
-2
108
1
1
7
100
1
1
74
100
0
1
-8
100
1
1
47
100
1
1
33
100
1
1
-10
100
1
1
-15
100
1
1
-7
100
1
1
54
100
1
1
-19
100
1
1
2
100
1
1
61
153
1
1
89
231
1
1
98
100
1
1
-39
100
1
1
48
100
1
1
2
100
1
1
-5
100
1
1
9
100
1
1
-204
100
0
0
-32
100
1
1
-20
119
1
1
40
100
1
1
54
100
1
1
46
100
1
1
-3
100
1
1
-2
100
1
1
116
137
1
1
33
213
1
1
-1
100
1
1
16
100
1
1
-509
344
0
0
28
285
1
1
23
222
1
1
-125
238
1
1
-163
139
0
0
-6
121
1
1
35
111
1
1
58
100
1
1
-55
400
1
1
-11
400
1
1
-41
100
1
1
123
100
0
0
47
100
1
1
37
100
1
1
-7
100
1
1
6
100
1
1
8
100
1
1
-18
100
1
1
-0
100
1
1
21
100
1
1
-40
100
0
1
-26
100
0
1
14
100
1
1
-5
100
1
1
-37
107
1
1
-26
126
1
1
-67
100
1
1
-54
108
1
1
-2
100
1
1
18
100
1
1
35
116
1
1
-11
108
1
1
-71
100
1
1
-240
100
0
0
11
100
1
1
38
100
1
1
-40
100
1
1
-67
100
1
1
-97
100
0
1
-17
100
1
1
-133
100
0
0
-30
100
1
1
-6
100
1
1
-36
110
1
1
84
100
1
1
-236
137
0
0
95
174
1
1
-33
196
1
1
-2
100
1
1
-0
100
1
1
91
100
1
1
49
118
1
1
-14
100
1
1
-2
100
1
1
158
100
0
0
-27
100
1
1
-22
100
1
1
150
100
0
0
52
100
1
1
58
105
1
1
28
100
1
1
-12
100
1
1
28
146
1
1
63
100
1
1
109
100
0
0
46
100
1
1
-18
100
1
1
10
100
1
1
7
100
1
1
14
100
1
1
-9
100
1
1
17
100
1
1
-2
100
1
1
6
100
1
1
-195
100
0
0
21
100
1
1
70
100
1
1
20
100
1
1
51
100
1
1
-202
100
0
0
-13
100
1
1
4
100
1
1
49
123
1
1
47
126
1
1
31
133
1
1
17
106
1
1
18
100
1
1
28
100
1
1
-62
100
1
1
132
100
1
0
2
100
1
1
10
100
1
1
27
107
1
1
57
100
1
1
44
100
1
1
110
151
1
1
45
108
1
1
45
119
1
1
50
162
1
1
88
153
1
1
-1
100
1
1
-19
100
1
1
115
152
1
1
54
100
1
1
107
152
1
1
143
217
1
1
36
205
1
1
220
124
0
0
6
100
1
1
41
100
1
1
-59
100
1
1
21
100
1
1
-11
105
1
1
7
100
1
1
90.48%
DMRB
2
2
2
2
2
2
2
0
2
1
2
0
2
0
2
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
0
2
2
2
2
2
2
2
2
2
2
2
0
2
2
2
0
2
2
2
2
2
2
0
2
2
2
2
2
2
2
2
1
1
2
2
2
2
2
2
2
2
2
2
2
0
2
2
2
2
1
2
0
2
2
2
2
0
2
2
2
2
2
2
2
2
0
2
2
0
2
2
2
2
2
2
0
2
2
2
2
2
2
2
2
2
0
2
2
2
2
0
2
2
2
2
2
2
2
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
0
2
2
2
2
2
2
Counts:
231
V/C Based on:
Log
Count ID
1
1
42%
40%
3%
L4036
1
1
33%
29%
4%
L4036
1
1
0%
0%
0%
L4037
1
1
0%
0%
0%
L4037
1
1
0%
0%
0%
L4136
1
1
0%
0%
0%
L4136
1
1
0%
0%
0%
L4192
0
1
0%
0%
0%
L4192
1
1
1%
1%
0%
L6057
1
1
1%
1%
0%
L6057
1
1
36%
34%
3%
L6062
0
1
19%
27%
-8%
L6062
1
1
39%
43%
-3%
L6081
0
1
44%
27%
17%
L6083
1
1
30%
28%
2%
L6083
1
1
42%
42%
0%
L6085
1
1
0%
0%
0%
L6085
1
1
17%
12%
5%
L6144
1
1
10%
11%
-1%
L6144
1
1
31%
27%
3%
L7056
1
1
27%
25%
2%
L7056
1
1
32%
33%
-1%
WL10
1
1
50%
52%
-2%
WL10
1
1
34%
35%
-1%
WL15
1
1
45%
38%
7%
WL15
1
1
0%
0%
0%
WL18
1
1
0%
0%
0%
WL18
1
1
1%
1%
0%
L4026
1
1
48%
45%
3%
L4026
1
1
32%
25%
6%
L4027
1
1
24%
26%
-3%
L4027
1
1
37%
34%
3%
L4040
1
1
24%
24%
0%
L4040
1
1
1%
1%
0%
L4130
1
1
1%
1%
0%
L4130
0
1
0%
1%
0%
L6108
1
1
1%
1%
0%
L6108
1
1
50%
51%
-1%
13
1
1
42%
40%
3%
13
1
1
25%
21%
4%
14
1
1
37%
31%
6%
14
1
1
48%
48%
0%
6
1
1
44%
45%
-1%
6
1
1
30%
27%
3%
15
1
1
43%
42%
1%
15
1
1
12%
12%
0%
10
1
1
8%
7%
1%
10
0
1
52%
67%
-15%
11
1
1
57%
56%
1%
11
1
1
44%
43%
1%
12
1
1
43%
47%
-4%
12
0
1
1%
1%
0%
PCR3433
1
1
1%
1%
0%
PCR3433
1
1
50%
47%
2%
PCN2050
1
1
38%
34%
4%
PCN2050
1
1
65%
66%
-1%
PCR554
1
1
81%
81%
0%
PCR554
1
1
18%
21%
-3%
PCR1550
0
1
32%
24%
8%
PCR1550
1
1
1%
0%
0%
PCR2234
1
1
0%
0%
0%
PCR2234
1
1
27%
27%
-1%
P6R7519A
1
1
42%
41%
1%
P6R7519A
1
1
0%
0%
0%
PCR8444
1
1
1%
1%
0%
PCR8444
1
1
0%
0%
0%
PCR8514
1
1
0%
0%
0%
PCR8514
1
1
6%
15%
-9%
PCR16072
1
1
3%
9%
-6%
PCR16072
1
1
0%
0%
0%
N2056
1
1
1%
1%
0%
N2056
1
1
40%
42%
-2%
N2069
1
1
48%
49%
-2%
N2069
1
1
32%
37%
-4%
N2069
1
1
43%
46%
-3%
N2069
1
1
33%
33%
0%
N2069
1
1
19%
18%
1%
N2069
1
1
52%
50%
2%
N2069
1
1
45%
46%
-1%
N2069
1
1
22%
26%
-4%
N2074
0
1
0%
0%
0%
N2074
1
1
37%
37%
1%
N2074
1
1
0%
0%
0%
N2074
1
1
0%
0%
0%
N2074
1
1
0%
0%
0%
N2074
1
1
37%
50%
-13%
R6876
1
1
27%
30%
-2%
R6876
0
1
14%
32%
-18%
R6876
1
1
24%
28%
-4%
R6876
1
1
1%
1%
0%
N2063
1
1
1%
1%
0%
N2063
1
1
39%
34%
5%
N2063
0
1
43%
58%
-15%
N2063
1
1
74%
68%
6%
N2135
1
1
37%
38%
-1%
N2135
1
1
0%
0%
0%
R1257
1
1
0%
0%
0%
R1257
1
1
1%
1%
0%
R1981
1
1
1%
1%
0%
R1981
1
1
23%
24%
-1%
R7484
1
1
19%
19%
0%
R7484
0
1
33%
23%
11%
R7484
1
1
19%
21%
-2%
R7484
1
1
11%
12%
-1%
R7484
0
1
29%
19%
10%
R7484
1
1
1%
1%
0%
N2012
1
1
1%
1%
0%
N2012
1
1
0%
0%
0%
N2012
1
1
1%
1%
0%
N2012
1
1
1%
1%
0%
N2012
1
1
1%
1%
0%
N2012
0
1
0%
0%
0%
Site 7
1
1
0%
0%
0%
Site 7
1
1
17%
18%
-1%
Site 7
1
1
32%
31%
1%
Site 7
1
1
0%
0%
0%
Site 7
1
1
0%
0%
0%
Site 7
1
1
18%
18%
-1%
Site 7
1
1
16%
15%
1%
Site 7
1
1
35%
35%
0%
Site 6
1
1
27%
27%
1%
Site 6
0
1
15%
28%
-13%
Site 5
1
1
45%
44%
1%
Site 5
1
1
37%
26%
11%
Site 5
1
1
16%
13%
3%
Site 5
1
1
43%
39%
3%
Site 5
0
1
19%
32%
-14%
Site 5
1
1
38%
41%
-3%
Site 3
1
1
46%
46%
0%
Site 3
1
1
53%
50%
3%
Site 3
1
1
54%
51%
3%
Site 3
1
1
56%
54%
2%
Site 3
1
1
44%
43%
1%
Site 3
1
1
38%
37%
1%
Site 4
1
1
39%
37%
2%
Site 4
1
1
37%
41%
-4%
Site 4
1
1
52%
43%
8%
Site 4
1
1
0%
0%
0%
Site 4
1
1
0%
0%
0%
Site 4
1
1
47%
46%
2%
Site 2
1
1
41%
37%
4%
Site 2
1
1
1%
1%
0%
Site 2
1
1
72%
65%
7%
Site 2
1
1
49%
46%
3%
Site 2
1
1
54%
51%
3%
Site 2
1
1
33%
32%
1%
Site 9
1
1
33%
30%
3%
Site 9
1
1
0%
0%
0%
Site 9
1
1
0%
0%
0%
Site 9
1
1
1%
1%
0%
Site 1
1
1
46%
43%
3%
Site 1
1
1
33%
30%
3%
Site 1
1
1
47%
43%
4%
Site 1
1
1
1%
1%
0%
L6093
0
1
1%
1%
0%
L6093
1
1
0%
0%
0%
L6134
1
1
10%
8%
2%
L6134
1
1
1%
1%
0%
L6148
1
1
0%
0%
0%
L6148
1
1
1%
1%
0%
L6086
1
1
0%
0%
0%
L6086
Year
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,010
2,010
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
Car
1,179
853
252
277
443
303
336
211
526
534
491
396
605
407
418
695
439
156
145
370
339
223
351
238
255
252
99
895
1,350
370
382
480
345
531
614
516
505
759
572
289
216
343
193
762
1,218
169
97
1,971
1,609
1,322
1,313
805
699
681
485
2,597
3,628
289
333
423
324
192
291
378
513
53
46
60
27
292
576
625
748
521
670
440
232
716
664
315
323
583
398
398
361
326
199
216
178
568
696
497
808
1,032
1,040
28
42
601
719
341
263
306
288
173
269
520
682
285
531
947
523
326
269
232
405
81
12
217
170
197
165
332
546
137
69
504
337
165
299
724
736
772
626
488
493
521
569
40
3
636
526
536
876
638
689
940
947
60
70
878
570
877
1,230
1,316
793
112
123
595
340
675
365
LGV
95
69
20
22
32
22
4
2
15
15
14
11
6
4
4
7
5
11
11
27
25
16
26
17
19
18
7
72
109
10
11
5
4
39
45
38
37
22
16
19
11
15
6
44
46
6
3
115
96
65
77
108
87
55
34
577
589
37
40
29
27
2
5
34
59
2
8
7
13
8
16
18
21
5
7
32
17
20
19
23
24
16
11
29
26
24
15
16
13
16
20
14
23
83
84
2
3
17
20
25
19
22
21
13
20
5
7
21
39
10
5
31
20
26
39
3
3
20
19
24
24
38
52
18
12
50
106
15
29
68
78
81
57
48
43
62
57
1
0
56
44
56
63
55
70
97
65
1
7
81
58
88
130
14
8
8
9
44
25
7
4
HGV
71
51
15
17
11
7
10
6
21
22
20
16
17
12
12
20
13
4
4
9
8
5
9
6
6
6
2
54
81
15
16
14
10
13
15
13
12
12
34
9
2
0
2
106
158
2
1
207
193
91
199
14
19
5
9
1,142
1,135
2
2
5
0
9
5
7
0
0
0
0
0
12
14
68
73
47
44
21
21
37
35
89
9
26
16
12
77
21
7
5
19
69
19
17
81
47
180
0
0
76
47
9
9
7
0
2
9
42
14
12
14
19
44
34
29
7
12
7
12
31
26
41
7
41
48
10
2
29
34
5
10
26
29
31
24
12
17
55
46
5
2
19
10
48
70
26
34
41
10
0
2
58
38
46
89
37
23
3
3
15
8
19
10
TYPE
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CALI
CLASS
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
A Node
847
647
1069
841
827
825
788
989
698
681
686
691
718
680
717
680
990
654
655
654
786
654
649
650
994
650
642
1005
1007
1005
645
1005
201
189
203
202
315
61
62
61
B Node
647
847
841
1069
825
827
989
788
681
698
691
686
680
718
680
717
654
990
654
655
654
786
650
649
650
994
1005
642
1005
1007
1005
645
189
201
202
203
61
315
61
62
TYPE
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
A Node
396
396
391
391
393
393
435
435
435
400
400
400
398
398
398
520
520
520
592
592
592
46
46
46
394
394
394
44
44
44
B Node
C Node
44
391
44
393
44
396
44
393
44
396
44
391
34
400
34
398
34
520
34
435
34
398
34
520
34
435
34
400
34
520
34
435
34
400
34
398
393
46
393
394
393
44
393
592
393
394
393
44
393
592
393
46
393
44
393
592
393
46
393
394
Concatenate
847-647
647-847
1069-841
841-1069
827-825
825-827
788-989
989-788
698-681
681-698
686-691
691-686
718-680
680-718
717-680
680-717
990-654
654-990
655-654
654-655
786-654
654-786
649-650
650-649
994-650
650-994
642-1005
1005-642
1007-1005
1005-1007
645-1005
1005-645
201-189
189-201
203-202
202-203
315-61
61-315
62-61
61-62
Location
Direction
EB
WB
NB
SB
NB
SB
NB
SB
NB
SB
SB
NB
Total traffic from arm 2 (2047) WILLENHALL RD into junction
0
0
Total traffic from arm 3 (2277) MOSELEY ROAD into junction
0
0
0
0
Total traffic from arm 2 (2005) BIRMINGHAM RD into junction 0
0
Total traffic from arm 3 (1000) RAVENDALE GDNS into junction 0
Total traffic to arm 3 (1000) RAVENDALE GDNS out of junction 0
Total traffic from arm 1 (3082) SUTTON ROAD E into junction 0
Total traffic to arm 1 (3082) SUTTON ROAD E out of junction
0
Total traffic from arm 2 (1000) GREAVES AVENUE into junction 0
Total traffic to arm 2 (1000) GREAVES AVENUE out of junction 0
0
0
0
0
Total traffic from arm 4 (1000) BUTTS ROAD W into junction
0
0
J9-10
0
J10-9
0
J8-9
0
J9-8
0
WODEN ROAD EAST
WB
WODEN ROAD EAST
EB
WOOD GREEN ROAD
NB
WOOD GREEN ROAD
SB
Concatenate
396-44-391
396-44-393
391-44-396
391-44-393
393-44-396
393-44-391
435-34-400
435-34-398
435-34-520
400-34-435
400-34-398
400-34-520
398-34-435
398-34-400
398-34-520
520-34-435
520-34-400
520-34-398
592-393-46
592-393-394
592-393-44
46-393-592
46-393-394
46-393-44
394-393-592
394-393-46
394-393-44
44-393-592
44-393-46
44-393-394
Bescot Road North
Bescot Road North
Bescot Road South
Bescot Road South
Wallows Lane
Wallows Lane
Old Pleck Road
Old Pleck Road
Old Pleck Road
Wednesbury Road
Wednesbury Road
Wednesbury Road
Bescot Road
Bescot Road
Bescot Road
Darlaston Road
Darlaston Road
Darlaston Road
Morrison's Store
Morrison's Store
Morrison's Store
Wallows Lane East
Wallows Lane East
Wallows Lane East
Dickinson Drive
Dickinson Drive
Dickinson Drive
Wallows Lane West
Wallows Lane West
Wallows Lane West
From Link
To Link
Bescot Road South
Wallows Lane
Bescot Road North
Wallows Lane
Bescot Road North
Bescot Road South
Wednesbury Road
Bescot Road
Darlaston Road
Old Pleck Road
Bescot Road
Darlaston Road
Old Pleck Road
Wednesbury Road
Darlaston Road
Old Pleck Road
Wednesbury Road
Bescot Road
Wallows Lane East
Dickinson Drive
Wallows Lane West
Morrison's Store
Dickinson Drive
Wallows Lane West
Morrison's Store
Wallows Lane East
Wallows Lane West
Morrison's Store
Wallows Lane East
Dickinson Drive
Modelled Flow
137
95
420
552
709
840
893
691
745
735
328
317
1,173
1,337
702
545
79
140
866
910
28
38
1,140
1,356
92
235
86
232
55
56
226
80
6,268
5,325
5,793
5,979
551
503
784
1,028
Observed Flow
148
102
427
565
859
819
865
670
775
725
325
311
1,110
1,240
642
615
77
139
816
875
9
18
1,107
1,227
90
234
81
237
55
54
201
50
5,870
5,600
4,766
6,193
595
478
999
999
GEH
1
1
0
1
5
1
1
1
1
0
0
0
2
3
2
3
0
0
2
1
5
4
1
4
0
0
1
0
0
0
2
4
5
4
14
3
2
1
7
1
-11
100
1
1
-7
100
1
1
-7
100
1
1
-12
100
1
1
-150
129
0
0
21
123
1
1
28
130
1
1
21
100
1
1
-29
116
1
1
11
109
1
1
3
100
1
1
6
100
1
1
62
167
1
1
97
186
1
1
60
100
1
1
-70
100
1
1
2
100
1
1
1
100
1
1
49
122
1
1
35
131
1
1
20
100
1
1
21
100
1
1
33
166
1
1
130
184
1
1
2
100
1
1
1
100
1
1
5
100
1
1
-5
100
1
1
-1
100
1
1
1
100
1
1
24
100
1
1
29
100
1
1
398
400
0
1
-275
400
1
1
1,027
400
0
0
-215
400
1
1
-44
100
1
1
25
100
1
1
-216
150
0
0
29
150
1
1
DMRB
2
2
2
2
0
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
2
0
2
2
2
0
2
Log
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
0
1
Count ID
1
0%
0%
0%
WL04
1
0%
0%
0%
WL04
1
0%
0%
0%
WL06
1
35%
36%
-1%
WL06
1
45%
55%
-10%
L6016
1
54%
52%
1%
L6016
1
1%
1%
0%
L6001
1
1%
1%
0%
L6001
1
1%
1%
0%
PCR3612
1
1%
1%
0%
PCR3612
1
0%
0%
0%
PCR8275
1
0%
0%
0%
PCR8275
1
1%
1%
0%
N2230
1
1%
1%
0%
N2230
1
1%
1%
0%
N2230
1
1%
1%
0%
N2230
1
0%
0%
0%
R6396
1
0%
0%
0%
R6396
1
56%
52%
3%
R6396
1
58%
56%
2%
R6396
1
0%
0%
0%
R6396
1
0%
0%
0%
R6396
1
1%
1%
0%
R7392
1
1%
1%
0%
R7392
1
0%
0%
0%
R7392
1
0%
0%
0%
R7392
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
0%
0%
0%
R16102
1
95%
89%
6%
546
1
81%
85%
-4%
547
1
88%
73%
16%
245
1
6%
6%
0%
246
1
1%
1%
0%
N1628
1
1%
0%
0%
N1628
1
46%
59%
-13%
N1628
1
60%
59%
2%
N1628
Modelled Flow
827
304
391
727
330
764
40
619
180
39
258
442
342
126
216
52
470
243
194
0
41
65
31
1,033
0
39
21
137
883
30
Observed Flow
698
318
355
656
312
751
45
529
151
42
238
431
325
104
210
48
430
241
211
15
173
178
34
865
11
30
20
147
781
30
GEH
5
1
2
3
1
0
1
4
2
0
1
1
1
2
0
1
2
0
1
5
13
10
1
5
5
2
0
1
4
0
129
100
1
0
-15
100
1
1
36
100
1
1
71
100
1
1
18
100
1
1
14
113
1
1
-4
100
1
1
89
100
1
1
29
100
1
1
-3
100
1
1
20
100
1
1
11
100
1
1
17
100
1
1
22
100
1
1
5
100
1
1
4
100
1
1
39
100
1
1
1
100
1
1
-17
100
1
1
-15
100
0
1
-133
100
0
0
-113
100
0
0
-4
100
1
1
167
130
0
0
-11
100
1
1
9
100
1
1
1
100
1
1
-10
100
1
1
102
117
1
1
0
100
1
1
DMRB
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
0
0
2
0
2
2
2
2
2
2
Log
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
0
1
0
1
1
1
1
1
1
Duplicates Modelled
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
147,797
144,588
Average GEH
534
2
3,209
Observed
Difference
Count ID
Site 1
Site 1
Site 1
Site 1
Site 1
Site 1
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 2
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Site 9
Year
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,010
2,010
2,009
2,009
2,009
2,009
2,004
2,004
2,004
2,004
Year
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
Car
134
92
389
514
804
766
809
627
656
637
289
287
1,007
1,160
624
605
76
139
774
846
9
18
1,089
1,179
88
233
81
232
55
54
199
50
3,752
3,579
3,046
3,958
576
464
927
874
LGV
10
7
29
38
23
21
23
18
67
55
36
8
13
11
11
5
1
0
10
13
0
0
4
13
2
1
0
5
0
0
3
0
716
683
581
756
13
7
12
26
HGV
3
2
10
13
33
31
33
25
52
33
0
16
90
69
7
5
0
0
33
16
0
0
14
35
0
0
0
0
0
0
0
0
1,402
1,338
1,138
1,479
5
8
60
99
Car
LGV HGV
579
64
55
299
17
2
288
33
34
589
55
12
282
25
5
651
66
34
38
2
5
461
30
38
132
12
7
39
3
0
210
16
12
387
37
7
271
28
26
95
7
2
170
21
19
40
3
5
393
35
2
205
17
19
204
7
0
15
0
0
163
8
2
167
11
0
28
4
2
745
82
38
11
0
0
29
1
0
20
0
0
135
7
5
714
57
10
27
3
0
AECOM
Transportation
Appendix D
Link and Turning Flow Validation Results
104
APPENDIX D AM PEAK LINK & TURN FLOW VALIDATION
Version
TYPE
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
TYPE
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
CLASS
A Node
B Node
Concatenate
Standard
178
179 178-179
Standard
179
178 179-178
Standard
180
175 180-175
Standard
175
180 175-180
Standard
245
78 245-78
Standard
78
245 78-245
Standard
266
219 266-219
Standard
219
266 219-266
Standard
667
124 667-124
Standard
124
667 124-667
Standard
1060
642 1060-642
Standard
642
1060 642-1060
Standard
361
569 361-569
Standard
569
361 569-361
Standard
34
435 34-435
Standard
435
34 435-34
Standard
44
393 44-393
Standard
393
44 393-44
Standard
1038
206 1038-206
Standard
206
1038 206-1038
Standard
32
33 32-33
Standard
33
32 33-32
Standard
796
48 796-48
Standard
48
796 48-796
Standard
156
487 156-487
Standard
487
156 487-156
Standard
168
190 168-190
Standard
190
168 190-168
Standard
366
190 366-190
Standard
190
366 190-366
Standard
775
660 775-660
Standard
660
775 660-775
Standard
788
660 788-660
Standard
660
788 660-788
Standard
115
320 115-320
Standard
320
115 320-115
A Node
213
213
448
448
211
211
211
211
211
84
84
84
72
72
72
576
576
576
91
91
91
421
421
421
210
210
210
86
86
86
571
571
85
85
572
572
221
221
221
355
355
355
363
363
363
580
580
580
B Node
92
92
92
92
92
92
73
73
73
73
73
73
73
73
73
73
73
73
85
85
85
85
85
85
85
85
85
85
85
85
91
91
91
91
571
91
164
164
164
164
164
164
164
164
164
164
164
164
C Node
448
211
213
211
213
448
84
72
576
211
576
72
576
211
84
211
84
72
421
210
86
91
210
86
91
421
86
91
421
210
85
572
571
572
568
85
355
363
580
363
580
165
355
580
165
355
363
165
Concatenate
213-92-448
213-92-211
448-92-213
448-92-211
211-92-213
211-92-448
211-73-84
211-73-72
211-73-576
84-73-211
84-73-576
84-73-72
72-73-576
72-73-211
72-73-84
576-73-211
576-73-84
576-73-72
91-85-421
91-85-210
91-85-86
421-85-91
421-85-210
421-85-86
210-85-91
210-85-421
210-85-86
86-85-91
86-85-421
86-85-210
571-91-85
571-91-572
85-91-571
85-91-572
572-571-568
572-91-85
221-164-355
221-164-363
221-164-580
355-164-363
355-164-580
355-164-165
363-164-355
363-164-580
363-164-165
580-164-355
580-164-363
580-164-165
Location
Direction
BLOXWICH LANE North of Bentley Lane
NB
SB
BLOXWICH LANE North of Wolverhampton Road
NB
SB
WHITLEY STREET North of Park Street
NB
SB
STRINGES LANE West of Barcroft
EB
WB
OXFORD STREET East of Loxdale Street
EB
WB
CAR26014 LICHFIELD STREET North Of Butts Street
NB
CAR26014 LICHFIELD STREET North Of Butts Street
SB
Bentley Road South, south of roundabout, just past the bridge
NB
SB
Old Pleck Road, north of Wednesbury Road
NB
SB
Wallows Lane, west of Morrison's Store
EB
WB
Wood Green Road, south of Hobbs Road
NB
SB
WEDNESBURY ROAD NORTH OF BESCOT CRESCENT SB
TP
WEDNESBURY ROAD NORTH OF BESCOT CRESCENT NB
TP
WESTON STREET SOUTH OF TAME STREET
SB
NB
FROM CLARKES LA S
NB
FROM CLARKES LA S
SB
Bentley Way North
SB
Bentley Way North
NB
Bentley Way South
NB
Bentley Way South
SB
Total traffic from arm 3 (1000) WALSTEAD ROAD into junction
0
Total traffic to arm 3 (1000) WALSTEAD ROAD out of junction
0
0
Total traffic to arm 4 (2006) BIRMINGHAM RD out of junction0
BRUNSWICK PARK ROAD South of Rooth Street
NB
SB
Modelled Flow
494
755
792
974
377
423
192
323
890
701
1,299
1,433
294
298
677
620
903
950
788
953
491
583
191
472
655
868
184
806
292
220
255
462
1,102
733
15
54
Observed Flow
435
858
709
973
490
506
225
293
888
825
869
1,320
163
259
573
545
890
925
922
893
463
611
373
408
516
741
249
397
197
329
279
462
904
610
63
88
GEH
3
4
3
0
5
4
2
2
0
4
13
3
9
2
4
3
0
1
5
2
1
1
11
3
6
4
4
17
6
7
1
0
6
5
8
4
Flow Diff
58
-103
83
1
-113
-84
-34
30
2
-124
429
113
131
39
103
75
13
24
-134
60
28
-28
-182
63
139
127
-66
409
94
-109
-24
0
198
123
-49
-34
Statistics
Flow Range
100
129
106
146
100
100
100
100
133
124
130
198
100
100
100
100
134
139
138
134
100
100
100
100
100
111
100
100
100
100
100
100
136
100
100
100
71.4%
GEH DMRB
1
1
1
1
0
1
1
1
1
1
0
1
0
1
1
1
1
1
1
1
1
1
0
1
0
1
1
0
0
0
1
1
0
1
0
1
82.1%
Flow DMRB
1
1
1
1
0
1
1
1
1
0
0
1
0
1
0
1
1
1
1
1
1
1
0
1
0
0
1
0
1
0
1
1
0
0
1
1
86.9%
DMRB
2
2
2
2
0
2
2
2
2
1
0
2
0
2
1
2
2
2
2
2
2
2
0
2
0
1
2
0
1
0
2
2
0
1
1
2
Counts
Log
1
1
1
1
0
1
1
1
1
1
0
1
0
1
1
1
1
1
1
1
1
1
0
1
0
1
1
0
1
0
1
1
0
1
1
1
84
Duplicates
From Link
Cemetry Road
Cemetry Road
Darlaston Road
Darlaston Road
Walsall Road West
Walsall Road West
Walsall Road North
Walsall Road North
Walsall Road North
Heath Road
Heath Road
Heath Road
Walsall Road South
Walsall Road South
Walsall Road South
Steelmans Rd
Steelmans Rd
Steelmans Rd
Bentley Road South
Bentley Road South
Bentley Road South
Heath Road
Heath Road
Heath Road
Richard Street
Richard Street
Richard Street
The Green
The Green
The Green
Bentley Road South (South)
Willenhall Road
Willenhall Road
Marshland Way
Marshland Way
Marshland Way
Bentley Road North
Bentley Road North
Bentley Road North
UnNamed Road
UnNamed Road
UnNamed Road
Bentley Road South
Bentley Road South
Bentley Road South
Modelled Flow
185
31
80
539
137
933
0
357
7
0
3
249
12
542
244
18
1
16
295
105
154
93
0
129
154
1
0
172
478
0
264
9
238
177
31
291
127
69
191
64
100
235
1
8
24
3
5
287
Observed Flow
158
69
92
565
92
859
90
456
15
22
16
363
27
614
269
2
4
10
267
73
156
135
10
197
62
11
22
116
441
23
226
17
126
165
15
266
76
77
91
36
177
227
0
3
16
80
6
80
GEH
2
5
1
1
4
2
13
5
2
7
4
7
3
3
2
5
2
2
2
3
0
4
4
5
9
4
7
5
2
7
2
2
8
1
3
1
5
1
8
4
7
1
1
2
2
12
1
15
Flow Diff
28
-38
-12
-26
45
74
-90
-100
-8
-22
-13
-114
-15
-72
-24
16
-3
6
28
32
-2
-42
-10
-68
92
-11
-22
56
38
-23
38
-9
112
12
16
24
51
-8
99
27
-77
8
1
5
8
-77
-1
206
Flow Range
100
100
100
100
100
129
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
GEH DMRB
1
0
1
1
1
1
0
1
1
0
1
0
1
1
1
1
1
1
1
1
1
1
1
0
0
1
0
1
1
0
1
1
0
1
1
1
0
1
0
1
0
1
1
1
1
0
1
0
Flow DMRB
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
DMRB
2
1
2
2
2
2
1
2
2
1
2
0
2
2
2
2
2
2
2
2
2
2
2
1
1
2
1
2
2
1
2
2
0
2
2
2
1
2
1
2
1
2
2
2
2
1
2
0
Log
Duplicates
To Link
Darlaston Road
Walsall Road West
Cemetry Road
Walsall Road West
Cemetry Road
Darlaston Road
Heath Road
Walsall Road South
Steelmans Rd
Walsall Road North
Steelmans Rd
Walsall Road South
Steelmans Rd
Walsall Road North
Heath Road
Walsall Road North
Heath Road
Walsall Road South
Heath Road
Richard Street
The Green
Bentley Road South
Richard Street
The Green
Bentley Road South
Heath Road
The Green
Bentley Road South
Heath Road
Richard Street
To Bentley Road South (South)
Willenhall Road
To Bentley Road South (North)
Willenhall Road
To Bentley Road North
To UnNamed Road
To Bentley Road South
To UnNamed Road
Marshland Way North
Marshland Way North
To UnNamed Road
Marshland Way North
28,570
27,179
Average GEH
354
4
1,391
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
V/C Based on:
Modelled
Observed
Difference
32%
28%
4%
1%
1%
0%
48%
43%
5%
59%
59%
0%
25%
33%
-8%
29%
34%
-6%
0%
0%
0%
0%
0%
0%
1%
1%
0%
1%
1%
0%
38%
26%
13%
84%
78%
7%
40%
22%
18%
40%
35%
5%
43%
37%
7%
40%
35%
5%
27%
26%
0%
28%
27%
1%
46%
54%
-8%
61%
57%
4%
66%
63%
4%
79%
83%
-4%
26%
50%
-25%
64%
55%
9%
42%
33%
9%
56%
48%
8%
12%
17%
-4%
1%
0%
0%
0%
0%
0%
30%
44%
-15%
0%
0%
0%
0%
0%
0%
1%
1%
0%
1%
1%
0%
0%
0%
0%
0%
0%
0%
Modelled
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Observed
Difference
Count ID
L6137
L6137
L6138
L6138
L4096
L4096
L6128
L6128
L7001
L7001
R26014
R26014
8
8
4
4
2
2
9
9
PCR2612
PCR2612
PCR5847
PCR5847
R2615
R2615
Site 8
Site 8
Site 8
Site 8
N2005
N2005
N2005
N2005
L4134
L4134
Year
2009
2009
2009
2009
2010
2010
2010
2010
2010
2010
2010
2010
2011
2011
2011
2011
2011
2011
2011
2011
2009
2009
2011
2011
2011
2011
2011
2011
2011
2011
2009
2009
2009
2009
2011
2011
Count ID
Site 3
Site 3
Site 3
Site 3
Site 3
Site 3
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 6
Site 6
Site 6
Site 6
Site 6
Site 6
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Year
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
Car
355
701
579
795
451
466
184
239
794
738
777
1,180
103
211
494
455
755
802
747
767
384
538
334
366
403
604
200
267
144
246
266
448
838
518
52
72
LGV
48
95
79
108
8
8
25
32
38
35
37
57
24
20
38
51
66
49
103
56
53
50
27
28
19
29
30
48
27
42
10
7
14
16
7
10
Car
LGV
130
18
32
8
78
7
458
64
60
8
679
86
69
7
349
57
10
0
4
6
16
0
246
62
13
2
478
69
177
39
1
1
1
1
3
0
194
42
61
12
106
24
72
20
6
4
149
17
46
9
7
2
12
3
79
11
344
51
15
3
170
32
11
4
80
15
114
25
5
8
180
43
49
25
58
2
42
11
34
0
143
22
185
32
0
0
2
1
7
2
66
9
6
0
12
6
HGV
32
62
52
71
31
32
16
21
56
52
55
83
35
28
41
39
69
74
72
70
26
24
12
14
94
108
19
82
26
41
2
7
53
77
5
6
HGV
10
29
7
43
24
94
14
50
5
12
0
55
12
67
53
0
2
7
31
0
26
43
0
31
7
2
7
26
46
5
24
2
31
26
2
43
2
17
38
2
12
10
0
0
7
5
0
62
APPENDIX D INTER PEAK LINK & TURN FLOW VALIDATION
Version
TYPE
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
TYPE
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
CLASS
A Node
B Node
Concatenate
Standard
178
179
178-179
Standard
179
178
179-178
Standard
180
175
180-175
Standard
175
180
175-180
Standard
245
78
245-78
Standard
78
245
78-245
Standard
266
219
266-219
Standard
219
266
219-266
Standard
667
124
667-124
Standard
124
667
124-667
Standard
1060
642
1060-642
Standard
642
1060
642-1060
Standard
361
569
361-569
Standard
569
361
569-361
Standard
34
435
34-435
Standard
435
34
435-34
Standard
44
393
44-393
Standard
393
44
393-44
Standard
1038
206
1038-206
Standard
206
1038
206-1038
Standard
32
33
32-33
Standard
33
32
33-32
Standard
796
48
796-48
Standard
48
796
48-796
Standard
156
487
156-487
Standard
487
156
487-156
Standard
168
190
168-190
Standard
190
168
190-168
Standard
366
190
366-190
Standard
190
366
190-366
Standard
775
660
775-660
Standard
660
775
660-775
Standard
788
660
788-660
Standard
660
788
660-788
Standard
115
320
115-320
Standard
320
115
320-115
A Node
213
213
448
448
211
211
211
211
211
84
84
84
72
72
72
576
576
576
91
91
91
421
421
421
210
210
210
86
86
86
571
571
85
85
572
572
221
221
221
355
355
355
363
363
363
580
580
580
B Node
92
92
92
92
92
92
73
73
73
73
73
73
73
73
73
73
73
73
85
85
85
85
85
85
85
85
85
85
85
85
91
91
91
91
571
91
164
164
164
164
164
164
164
164
164
164
164
164
C Node
448
211
213
211
213
448
84
72
576
211
576
72
576
211
84
211
84
72
421
210
86
91
210
86
91
421
86
91
421
210
85
572
571
572
568
85
355
363
580
363
580
165
355
580
165
355
363
165
Concatenate
213-92-448
213-92-211
448-92-213
448-92-211
211-92-213
211-92-448
211-73-84
211-73-72
211-73-576
84-73-211
84-73-576
84-73-72
72-73-576
72-73-211
72-73-84
576-73-211
576-73-84
576-73-72
91-85-421
91-85-210
91-85-86
421-85-91
421-85-210
421-85-86
210-85-91
210-85-421
210-85-86
86-85-91
86-85-421
86-85-210
571-91-85
571-91-572
85-91-571
85-91-572
572-571-568
572-91-85
221-164-355
221-164-363
221-164-580
355-164-363
355-164-580
355-164-165
363-164-355
363-164-580
363-164-165
580-164-355
580-164-363
580-164-165
Location
Direction
NB
SB
NB
SB
NB
SB
EB
WB
EB
WB
CAR26014 LICHFIELD STREET North Of Butts StreetNB
CAR26014 LICHFIELD STREET North Of Butts StreetSB
Bentley Road South, south of roundabout, just past theNB
bridge
Bentley Road South, south of roundabout, just past theSB
bridge
NB
SB
EB
WB
NB
SB
WEDNESBURY ROAD NORTH OF BESCOT CRESCENT
SB TP
NB TP
SB
NB
FROM CLARKES LA S
NB
FROM CLARKES LA S
SB
Bentley Way North
SB
Bentley Way North
NB
Bentley Way South
NB
Bentley Way South
SB
Total traffic from arm 3 (1000) WALSTEAD ROAD into 0junction
0
0
0
NB
SB
Modelled Flow
558
567
770
668
386
397
47
87
863
476
863
849
176
260
325
466
709
870
618
790
392
384
194
233
634
485
52
538
199
160
155
298
645
602
16
69
Observed Flow
585
587
707
608
427
383
219
190
680
796
757
718
184
215
401
558
762
800
766
777
617
478
358
264
664
566
148
559
319
314
216
173
584
592
54
58
GEH
1
1
2
2
2
1
15
9
7
13
4
5
1
3
4
4
2
2
6
0
10
5
10
2
1
4
10
1
7
10
4
8
2
0
6
1
Flow Diff
-27
-20
63
60
-41
14
-172
-103
183
-320
107
131
-8
45
-76
-93
-54
70
-148
13
-225
-95
-163
-31
-30
-81
-96
-21
-121
-155
-61
125
61
11
-37
10
Statistics
Flow Range
100
100
106
100
100
100
100
100
100
119
113
108
100
100
100
100
114
120
115
116
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
76.2%
GEH DMRB
1
1
1
1
1
1
0
0
0
0
1
1
1
1
1
1
1
1
0
1
0
1
0
1
1
1
0
1
0
0
1
0
1
1
0
1
85.7%
Flow DMRB
1
1
1
1
1
1
0
0
0
0
1
0
1
1
1
1
1
1
0
1
0
1
0
1
1
1
1
1
0
0
1
0
1
1
1
1
86.9%
DMRB
2
2
2
2
2
2
0
0
0
0
2
1
2
2
2
2
2
2
0
2
0
2
0
2
2
2
1
2
0
0
2
0
2
2
1
2
Counts
Log
1
1
1
1
1
1
0
0
0
0
1
1
1
1
1
1
1
1
0
1
0
1
0
1
1
1
1
1
0
0
1
0
1
1
1
1
84
Duplicates
From Link
Cemetry Road
Cemetry Road
Darlaston Road
Darlaston Road
Walsall Road West
Walsall Road West
Walsall Road North
Walsall Road North
Walsall Road North
Heath Road
Heath Road
Heath Road
Walsall Road South
Walsall Road South
Walsall Road South
Steelmans Rd
Steelmans Rd
Steelmans Rd
Bentley Road South
Bentley Road South
Bentley Road South
Heath Road
Heath Road
Heath Road
Richard Street
Richard Street
Richard Street
The Green
The Green
The Green
Willenhall Road
Willenhall Road
Marshland Way
Marshland Way
Marshland Way
Bentley Road North
Bentley Road North
Bentley Road North
UnNamed Road
UnNamed Road
UnNamed Road
Bentley Road South
Bentley Road South
Bentley Road South
Modelled Flow
74
88
58
634
121
518
0
461
21
0
7
247
21
364
383
18
5
22
195
93
134
169
1
308
144
0
0
175
252
0
237
8
193
296
18
185
107
73
146
20
100
85
9
14
54
43
16
117
Observed Flow
85
90
95
504
132
541
47
447
13
26
14
316
24
445
318
12
10
12
226
60
131
211
7
231
54
12
32
126
250
16
182
27
155
239
27
238
91
27
127
11
103
77
11
9
34
93
6
96
GEH
1
0
4
5
1
1
10
1
2
7
2
4
1
4
3
2
2
2
2
4
0
3
3
5
9
5
8
4
0
6
4
4
3
3
2
4
2
6
2
2
0
1
1
2
3
6
3
2
Flow Diff
-10
-2
-38
130
-11
-23
-47
14
9
-26
-6
-69
-3
-81
65
6
-6
10
-31
33
2
-42
-6
78
90
-12
-32
50
2
-16
54
-18
38
57
-10
-53
15
46
19
9
-3
8
-2
5
20
-50
10
21
Flow Range
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
GEH DMRB
1
1
1
0
1
1
0
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
0
1
1
0
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
0
1
1
Flow DMRB
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
DMRB
2
2
2
0
2
2
1
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
2
1
2
2
1
2
2
2
2
2
2
2
1
2
2
2
2
2
2
2
1
2
2
Log
Duplicates
316
4
-1,090
To Link
Darlaston Road
Walsall Road West
Cemetry Road
Walsall Road West
Cemetry Road
Darlaston Road
Heath Road
Walsall Road South
Steelmans Rd
Walsall Road North
Steelmans Rd
Walsall Road South
Steelmans Rd
Walsall Road North
Heath Road
Walsall Road North
Heath Road
Walsall Road South
Heath Road
Richard Street
The Green
Bentley Road South
Richard Street
The Green
Bentley Road South
Heath Road
The Green
Bentley Road South
Heath Road
Richard Street
Willenhall Road
Willenhall Road
To UnNamed Road
To UnNamed Road
Marshland Way North
Marshland Way North
To UnNamed Road
Marshland Way North
22,033
23,123
Average GEH
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
V/C Based on:
Modelled
Observed Difference Count ID
36%
37%
-2%
L6137
1%
1%
0%
L6137
47%
43%
4%
L6138
41%
37%
4%
L6138
26%
29%
-3%
L4096
27%
26%
1%
L4096
0%
0%
0%
L6128
0%
0%
0%
L6128
1%
1%
0%
L7001
0%
1%
0%
L7001
25%
22%
3%
R26014
50%
42%
8%
R26014
24%
25%
-1%
8
35%
29%
6%
8
21%
26%
-5%
4
30%
36%
-6%
4
21%
22%
-2%
2
26%
24%
2%
2
36%
45%
-9%
9
51%
50%
1%
9
53%
83%
-30%
PCR2612
52%
65%
-13%
PCR2612
26%
48%
-22%
PCR5847
31%
36%
-4%
PCR5847
41%
43%
-2%
R2615
31%
36%
-5%
R2615
4%
10%
-6%
Site 8
1%
1%
0%
Site 8
0%
0%
0%
Site 8
22%
42%
-21%
Site 8
0%
0%
0%
N2005
0%
0%
0%
N2005
1%
1%
0%
N2005
1%
1%
0%
N2005
0%
0%
0%
L4134
0%
0%
0%
L4134
Modelled
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Observed
Difference Count ID
Site 3
Site 3
Site 3
Site 3
Site 3
Site 3
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 6
Site 6
Site 6
Site 6
Site 6
Site 6
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Year
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,009
2,009
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,009
2,009
2,009
2,009
2,011
2,011
Year
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
Car
474
476
573
493
369
331
178
154
574
672
639
606
131
148
325
460
644
670
596
603
532
413
320
228
503
412
116
391
253
241
204
161
492
488
44
47
LGV
73
73
88
75
13
12
27
24
41
47
45
43
29
31
45
58
59
60
89
95
71
44
33
31
35
29
17
82
37
34
7
6
13
17
7
7
Car
LGV
64
10
57
9
77
9
373
63
90
14
403
68
28
8
335
53
5
1
12
3
6
1
203
47
6
2
343
63
194
40
7
1
8
0
7
1
141
32
44
10
89
19
133
27
6
1
149
29
43
8
8
1
14
2
92
17
165
28
12
1
116
27
18
5
107
25
159
30
15
7
157
30
59
15
15
4
50
13
8
1
76
16
50
16
9
1
5
1
18
4
73
12
3
2
35
9
HGV
39
39
47
40
45
41
14
13
65
76
72
69
24
36
31
40
59
70
81
79
14
22
4
5
126
125
15
87
29
38
5
6
78
87
4
4
HGV
11
24
10
68
28
70
11
60
8
10
8
66
16
38
84
4
2
4
53
7
24
50
0
52
4
2
17
18
56
4
40
4
23
50
6
51
18
8
65
2
12
11
1
3
13
8
1
52
APPENDIX D PM PEAK LINK & TURN FLOW VALIDATION
Version
TYPE
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
VALI
TYPE
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
CLASS
A Node
B Node
Concatenate
Standard
178
179 178-179
Standard
179
178 179-178
Standard
180
175 180-175
Standard
175
180 175-180
Standard
245
78 245-78
Standard
78
245 78-245
Standard
266
219 266-219
Standard
219
266 219-266
Standard
667
124 667-124
Standard
124
667 124-667
Standard
1060
642 1060-642
Standard
642
1060 642-1060
Standard
361
569 361-569
Standard
569
361 569-361
Standard
34
435 34-435
Standard
435
34 435-34
Standard
44
393 44-393
Standard
393
44 393-44
Standard
1038
206 1038-206
Standard
206
1038 206-1038
Standard
32
33 32-33
Standard
33
32 33-32
Standard
796
48 796-48
Standard
48
796 48-796
Standard
156
487 156-487
Standard
487
156 487-156
Standard
168
190 168-190
Standard
190
168 190-168
Standard
366
190 366-190
Standard
190
366 190-366
Standard
775
660 775-660
Standard
660
775 660-775
Standard
788
660 788-660
Standard
660
788 660-788
Standard
115
320 115-320
Standard
320
115 320-115
A Node
213
213
448
448
211
211
211
211
211
84
84
84
72
72
72
576
576
576
91
91
91
421
421
421
210
210
210
86
86
86
571
571
85
85
572
572
221
221
221
355
355
355
363
363
363
580
580
580
B Node
92
92
92
92
92
92
73
73
73
73
73
73
73
73
73
73
73
73
85
85
85
85
85
85
85
85
85
85
85
85
91
91
91
91
571
91
164
164
164
164
164
164
164
164
164
164
164
164
C Node
448
211
213
211
213
448
84
72
576
211
576
72
576
211
84
211
84
72
421
210
86
91
210
86
91
421
86
91
421
210
85
572
571
572
568
85
355
363
580
363
580
165
355
580
165
355
363
165
Concatenate
213-92-448
213-92-211
448-92-213
448-92-211
211-92-213
211-92-448
211-73-84
211-73-72
211-73-576
84-73-211
84-73-576
84-73-72
72-73-576
72-73-211
72-73-84
576-73-211
576-73-84
576-73-72
91-85-421
91-85-210
91-85-86
421-85-91
421-85-210
421-85-86
210-85-91
210-85-421
210-85-86
86-85-91
86-85-421
86-85-210
571-91-85
571-91-572
85-91-571
85-91-572
572-571-568
572-91-85
221-164-355
221-164-363
221-164-580
355-164-363
355-164-580
355-164-165
363-164-355
363-164-580
363-164-165
580-164-355
580-164-363
580-164-165
Location
NB
SB
NB
SB
NB
SB
EB
WB
EB
WB
CAR26014 LICHFIELD STREET North Of Butts Street NB
CAR26014 LICHFIELD STREET North Of Butts Street SB
NB
SB
NB
SB
EB
WB
NB
SB
SB TP
NB TP
SB
NB
FROM CLARKES LA S
NB
FROM CLARKES LA S
SB
Bentley Way North
SB
Bentley Way North
NB
Bentley Way South
NB
Bentley Way South
SB
Total traffic from arm 3 (1000) WALSTEAD ROAD into junction
0
0
0
0
NB
SB
From Link
Cemetry Road
Cemetry Road
Darlaston Road
Darlaston Road
Walsall Road West
Walsall Road West
Walsall Road North
Walsall Road North
Walsall Road North
Heath Road
Heath Road
Heath Road
Walsall Road South
Walsall Road South
Walsall Road South
Steelmans Rd
Steelmans Rd
Steelmans Rd
Bentley Road South
Bentley Road South
Bentley Road South
Heath Road
Heath Road
Heath Road
Richard Street
Richard Street
Richard Street
The Green
The Green
The Green
Willenhall Road
Willenhall Road
Marshland Way
Marshland Way
Marshland Way
Bentley Road North
Bentley Road North
Bentley Road North
UnNamed Road
UnNamed Road
UnNamed Road
Bentley Road South
Bentley Road South
Bentley Road South
Direction
To Link
Darlaston Road
Walsall Road West
Cemetry Road
Walsall Road West
Cemetry Road
Darlaston Road
Heath Road
Walsall Road South
Steelmans Rd
Walsall Road North
Steelmans Rd
Walsall Road South
Steelmans Rd
Walsall Road North
Heath Road
Walsall Road North
Heath Road
Walsall Road South
Heath Road
Richard Street
The Green
Bentley Road South
Richard Street
The Green
Bentley Road South
Heath Road
The Green
Bentley Road South
Heath Road
Richard Street
Willenhall Road
Willenhall Road
To UnNamed Road
To UnNamed Road
Marshland Way North
Marshland Way North
To UnNamed Road
Marshland Way North
Modelled Flow
547
480
1,179
713
231
382
217
112
767
642
1,451
937
259
232
433
840
1,031
1,095
747
855
687
390
222
309
1,030
741
168
925
439
230
620
231
720
941
110
61
Observed Flow
727
509
865
547
717
362
326
209
829
984
1,322
1,019
267
222
353
713
971
958
925
880
1,025
475
406
278
1,085
635
190
893
499
289
405
405
681
981
67
81
GEH
7
1
10
7
22
1
7
8
2
12
3
3
0
1
4
5
2
4
6
1
12
4
10
2
2
4
2
1
3
4
9
10
1
1
5
2
Flow Diff
-180
-29
315
166
-486
20
-109
-98
-61
-342
129
-81
-8
10
80
127
60
136
-178
-25
-337
-84
-184
31
-55
106
-22
32
-60
-59
215
-174
40
-40
43
-21
Statistics
Flow Range
109
100
130
100
108
100
100
100
124
148
198
153
100
100
100
107
146
144
139
132
154
100
100
100
163
100
100
134
100
100
100
100
100
147
100
100
72.6%
GEH DMRB
0
1
0
0
0
1
0
0
1
0
1
1
1
1
1
1
1
1
0
1
0
1
0
1
1
1
1
1
1
1
0
0
1
1
1
1
83.3%
Flow DMRB
0
1
0
0
0
1
0
1
1
0
1
1
1
1
1
0
1
1
0
1
0
1
0
1
1
0
1
1
1
1
0
0
1
1
1
1
85.7%
DMRB
0
2
0
0
0
2
0
1
2
0
2
2
2
2
2
1
2
2
0
2
0
2
0
2
2
1
2
2
2
2
0
0
2
2
2
2
Counts
Log
0
1
0
0
0
1
0
1
1
0
1
1
1
1
1
1
1
1
0
1
0
1
0
1
1
1
1
1
1
1
0
0
1
1
1
1
84
Duplicates
Modelled Flow
113
59
203
665
138
777
0
471
3
0
4
488
9
568
171
17
2
29
264
104
143
91
0
134
235
0
0
232
403
0
244
16
202
355
9
267
352
22
125
14
83
150
21
25
52
93
5
162
Observed Flow
125
59
171
648
167
717
49
551
4
29
7
461
22
570
244
14
16
15
253
57
153
178
5
228
125
15
24
185
377
21
222
40
196
287
0
237
279
11
100
6
102
156
22
13
56
155
8
105
GEH
1
0
2
1
2
2
10
4
1
8
1
1
3
0
5
1
5
3
1
5
1
7
3
7
8
6
7
3
1
6
1
5
0
4
4
2
4
3
2
2
2
0
0
3
1
6
1
5
Flow Diff
-13
-0
32
17
-28
60
-49
-80
-1
-29
-3
27
-13
-2
-73
3
-15
14
11
46
-10
-87
-5
-94
110
-15
-24
47
25
-21
22
-24
6
68
9
29
73
11
25
7
-20
-6
-1
12
-4
-62
-4
56
Flow Range
100
100
100
100
100
108
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
100
GEH DMRB
1
1
1
1
1
1
0
1
1
0
1
1
1
1
0
1
1
1
1
0
1
0
1
0
0
0
0
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
Flow DMRB
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
DMRB
2
2
2
2
2
2
1
2
2
1
2
2
2
2
1
2
2
2
2
1
2
1
2
1
0
1
1
2
2
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
2
2
Log
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Duplicates
28,493
29,590
Average GEH
329
4
-1,096
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
V/C Based on:
Modelled
Observed Difference
Count ID
35%
47%
-12%
L6137
0%
1%
0%
L6137
72%
53%
19%
L6138
43%
33%
10%
L6138
16%
48%
-33%
L4096
26%
24%
1%
L4096
0%
0%
0%
L6128
0%
0%
0%
L6128
1%
1%
0%
L7001
1%
1%
0%
L7001
43%
39%
4%
R26014
55%
60%
-5%
R26014
35%
36%
-1%
8
31%
30%
1%
8
28%
23%
5%
4
54%
46%
8%
4
30%
29%
2%
2
32%
28%
4%
2
44%
54%
-10%
9
55%
56%
-2%
9
46%
69%
-23%
PCR2612
26%
32%
-6%
PCR2612
30%
55%
-25%
PCR5847
42%
38%
4%
PCR5847
66%
70%
-4%
R2615
48%
41%
7%
R2615
11%
13%
-1%
Site 8
1%
1%
0%
Site 8
0%
0%
0%
Site 8
31%
39%
-8%
Site 8
1%
0%
0%
N2005
0%
0%
0%
N2005
1%
1%
0%
N2005
1%
1%
0%
N2005
0%
0%
0%
L4134
0%
0%
0%
L4134
Modelled
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Observed
Difference
Count ID
Site 3
Site 3
Site 3
Site 3
Site 3
Site 3
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 4
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 5
Site 6
Site 6
Site 6
Site 6
Site 6
Site 6
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Site 7
Year
2,009
2,009
2,009
2,009
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,010
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,009
2,009
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,011
2,009
2,009
2,009
2,009
2,011
2,011
Year
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
2011
Car
662
464
788
499
690
349
297
191
775
921
1,237
953
233
199
326
655
889
872
836
777
981
432
388
253
974
569
173
733
442
261
403
400
656
924
61
74
LGV
49
34
58
37
7
4
22
14
22
26
35
27
16
13
19
26
27
28
44
49
44
33
18
23
27
16
12
90
45
18
2
3
4
13
4
5
Car
LGV
110
13
55
2
153
13
571
55
146
16
626
65
37
5
491
48
2
2
16
6
6
1
389
36
12
0
504
54
184
22
13
1
14
0
13
0
202
25
48
7
126
15
141
18
3
2
188
18
103
15
11
2
23
1
153
22
333
25
18
3
171
20
26
4
165
24
232
26
0
0
191
27
248
24
8
1
70
6
3
1
89
11
140
14
22
0
11
2
48
1
135
15
1
0
81
5
HGV
16
11
19
12
20
10
7
5
32
37
50
39
18
10
9
32
54
58
46
54
0
9
0
2
84
50
5
70
12
10
0
2
21
44
1
2
HGV
2
2
5
22
5
26
7
12
0
7
0
36
10
12
38
0
2
2
26
2
12
19
0
22
7
2
0
10
19
0
31
10
7
29
0
19
7
2
24
2
2
2
0
0
7
5
7
19
AECOM
Transportation
Link and Turning Flow Validation Plots
108
AECOM
109
Transportation
AM Peak Validation GEH Results
Key: Green links within GEH, Red outside
AECOM
110
Transportation
AM Peak Validation Flow Difference Results
Key: Green links within flow difference, Red outside
AECOM
111
Transportation
Inter Peak Validation GEH Results
AECOM
112
Transportation
Inter Peak Validation Flow Difference Results
AECOM
113
Transportation
PM Peak Validation GEH Results
AECOM
114
Transportation
PM Peak Validation Flow Difference Results
AECOM
Transportation
Appendix E
Journey Time Results
115
AECOM
116
Transportation
Darlaston Strategic Development Area SATURN Model
SATURN AM Peak Journey Time Validation - Route 1EB
Results Date:
22 August 2011
700
600
500
s)c 400
e
s(
e
im
T 300
200
Modelled
100
Observed
0
8
2
-2
7
2
2
4
-9
8
2
2
3
-9
4
9
0
8
-3
3
9
1
-8
0
8
3
0
-8
1
8
9
6
-9
0
8
9
-7
9
6
9
5
-7
9
7
9
0
-2
5
7
1
3
-3
9
0
2
7
2
-3
1
3
3
4
-7
7
2
3
1
5
-3
4
7
2
-7
1
5
3
3
-7
2
7
1
1
-2
3
7
2
-9
1
1
2
8
4
-4
2
9
8
6
-3
8
4
4
3
3
-4
8
6
3
0
1
-4
3
3
4
3
1
-4
0
1
4
9
-3
3
1
4
4
0
-4
9
3
0
2
-5
4
0
4
4
-3
0
2
5
0
0
-4
4
3
8
0
-4
0
0
4
3
-3
8
0
4
SATURN AM Peak Journey Time Validation - Route 1WB
Results Date:
22 August 2011
600
500
400
)s
c
e
s(
e 300
im
T
200
Modelled
Observed
100
0
6
5
0
1
8
2
2
3
6
5
0
1
3
3
2
3
8
0
4
3
3
0
0
4
8
0
4
4
3
0
0
4
0
2
5
4
3
4
0
4
0
2
5
9
3
4
0
4
3
1
4
9
3
0
1
4
3
1
4
3
3
4
0
1
4
8
6
3
3
3
4
8
4
4
8
6
3
2
9
8
4
4
1
1
2
2
9
3
7
1
1
2
2
7
3
7
1
5
3
2
7
4
7
1
5
3
7
2
3
4
7
1
3
3
7
2
3
9
0
2
1
3
3
5
7
9
0
2
9
7
5
7
9
6
9
9
7
0
8
9
6
9
1
8
0
8
0
8
3
1
8
3
9
0
8
3
AECOM
117
Transportation
SATURN AM Peak Journey Time Validation - Route 2EB
Results Date:
22 August 2011
600
500
400
)s
c
e
s(
e 300
m
Ti
200
Modelled
Observed
100
0
SATURN AM Peak Journey Time Validation - Route 2WB
Results Date:
22 August 2011
600
500
400
)s
c
e
s(
e 300
im
T
200
100
Modelled
Observed
0
AECOM
118
Transportation
600
500
400
)s
c
e
s(
e 300
im
T
200
Modelled
100
Observed
0
3
9
-3
6
4
4
-4
3
9
3
6
9
-3
4
4
0
-4
6
9
3
8
9
-3
0
4
4
-3
8
9
3
4
0
-4
0
2
5
0
2
-5
4
3
9
-3
4
0
4
3
1
-4
9
3
0
1
-4
3
1
4
3
3
-4
0
1
4
8
6
-3
3
3
4
8
4
-4
8
6
3
2
-9
8
4
4
3
9
-5
3
1
2
3
1
-2
2
9
5
6
-5
3
9
5
6
6
-5
5
6
5
5
9
-5
6
6
5
7
9
-5
5
9
5
9
4
-4
7
9
5
6
6
-3
9
4
4
0
9
-1
6
6
3
SATURN AM Peak Journey Time Validation - Route 3SB
Results Date:
22 August 2011
600
500
400
)s
c
e
s(
e 300
im
T
200
100
Modelled
Observed
0
9
9
1
8
8
1
0
0
2
9
9
1
0
9
1
0
0
2
6
6
3
0
9
1
9
4
4
6
6
3
7
9
5
9
4
4
5
9
5
7
9
5
6
6
5
5
9
5
5
6
5
6
6
5
3
9
5
5
6
5
3
1
2
3
9
5
2
9
3
1
2
8
4
4
2
9
8
6
3
8
4
4
3
3
4
8
6
3
0
1
4
3
3
4
3
1
4
0
1
4
9
3
3
1
4
4
0
4
9
3
0
2
5
4
0
4
4
3
0
2
5
8
9
3
4
3
0
4
8
9
3
6
9
3
0
4
4
4
6
9
3
3
9
3
4
4
6
4
3
9
3
8
6
-1
0
9
1
AECOM
119
Transportation
SATURN AM Peak Journey Time Validation - Route 4NB
Results Date:
22 August 2011
500
450
400
350
)s 300
c
e
s(
e 250
m
Ti
200
150
100
Modelled
50
Observed
0
Results Date:
22 August 2011
500
450
400
350
300
s)c
e
s(
e 250
m
iT
200
150
100
Modelled
50
Observed
0
7
6
-1
8
6
1
5
5
-3
7
6
1
4
6
-1
5
5
3
0
8
-5
4
6
1
0
7
-5
0
8
5
9
6
-5
0
7
5
1
6
-3
9
6
5
7
6
-5
1
6
3
8
6
-5
7
6
5
1
7
-5
8
6
5
1
-9
1
7
5
5
-8
1
9
6
-8
5
8
7
4
-3
6
8
7
-8
7
4
3
8
-8
7
8
2
-8
8
8
9
3
-4
2
8
1
-8
9
3
4
0
-8
1
8
7
7
-3
0
8
AECOM
120
Transportation
SATURN AM Peak Journey Time Validation - Route 5NB
Results Date:
22 August 2011
700
600
500
)s 400
c
e
s(
e
im
T 300
200
Modelled
100
Observed
0
5
4
2
5
1
9
3
5
4
4
4
1
9
3
6
9
3
4
4
0
4
6
9
3
8
9
3
0
4
4
3
8
9
3
5
3
4
4
3
6
0
4
5
3
4
9
9
5
6
0
4
6
2
9
9
5
7
2
6
2
5
4
4
7
2
3
1
5
4
4
6
5
4
3
1
8
6
5
4
1
9
5
8
5
1
9
5
7
5
9
2
4
1
1
1
1
7
2
1
9
2
4
0
8
1
2
1
1
8
1
0
8
1
Results Date:
22 August 2011
600
500
400
s)c
e
s(
e 300
m
iT
200
Modelled
Observed
100
0
0
8
-1
1
8
1
2
-1
0
8
1
9
2
-4
2
1
1
-1
9
2
4
-7
1
1
-5
7
1
9
-5
5
-8
1
9
5
6
5
-4
8
3
-1
6
5
4
5
4
-4
3
1
7
-2
5
4
4
6
-2
7
2
9
9
-5
6
2
6
0
-4
9
9
5
5
3
-4
6
0
4
4
-3
5
3
4
8
9
-3
4
3
0
-4
8
9
3
6
9
-3
0
4
4
-4
6
9
3
1
9
-3
4
4
5
-4
1
9
3
2
-5
5
4
AECOM
121
Transportation
Inter Peak Individual Journey Times
SATURN IP Peak Journey Time Validation - Route 1EB
Results Date:
19 August 2011
600
500
400
)s
c
e
s(
e 300
im
T
200
100
Modelled
Observed
0
8
2
2
7
2
2
4
9
8
2
2
3
9
4
9
0
8
3
3
9
1
8
0
8
3
0
8
1
8
9
6
9
0
8
9
7
9
6
9
5
7
9
7
9
0
2
5
7
1
3
3
9
0
2
7
2
3
1
3
3
4
7
7
2
3
1
5
3
4
7
2
7
1
5
3
3
7
2
7
1
1
2
3
7
2
9
1
1
2
8
4
4
2
9
8
6
3
8
4
4
3
3
4
8
6
3
0
1
4
3
3
4
3
1
4
0
1
4
9
3
3
1
4
4
0
4
9
3
0
2
5
4
0
4
4
3
0
2
5
0
0
4
4
3
8
0
4
0
0
4
3
3
8
0
4
SATURN IP Peak Journey Time Validation - Route 1WB
Results Date:
19 August 2011
600
500
400
)s
c
e
s(
e 300
m
iT
Modelled
Observed
200
100
0
6
5
0
1
8
2
2
3
6
5
0
1
3
3
2
3
8
0
4
3
3
0
0
4
8
0
4
4
3
0
0
4
0
2
5
4
3
4
0
4
0
2
5
9
3
4
0
4
3
1
4
9
3
0
1
4
3
1
4
3
3
4
0
1
4
8
6
3
3
3
4
8
4
4
8
6
3
2
9
8
4
4
1
1
2
2
9
3
7
1
1
2
2
7
3
7
1
5
3
2
7
4
7
1
5
3
7
2
3
4
7
1
3
3
7
2
3
9
0
2
1
3
3
5
7
9
0
2
9
7
5
7
9
6
9
9
7
0
8
9
6
9
1
8
0
8
0
8
3
1
8
3
9
0
8
3
AECOM
122
Transportation
SATURN IP Peak Journey Time Validation - Route 2EB
Results Date:
19 August 2011
500
450
400
350
)s 300
c
e
s(
e 250
m
Ti
200
150
100
Modelled
50
Observed
0
SATURN IP Peak Journey Time Validation - Route 2WB
Results Date:
19 August 2011
500
450
400
350
)s 300
c
e
s(
e 250
im
T
200
150
100
Modelled
50
Observed
0
AECOM
123
Transportation
450
400
350
300
)s
c 250
e
s(
e
m
iT 200
150
Modelled
100
Observed
50
0
SATURN IP Peak Journey Time Validation - Route 3SB
Results Date:
19 August 2011
600
500
400
)s
c
e
s(
e 300
m
Ti
200
100
Modelled
Observed
0
AECOM
124
Transportation
SATURN IP Peak Journey Time Validation - Route 4NB
Results Date:
19 August 2011
450
400
350
300
)s
c 250
e
s(
e
m
200
Ti
150
100
Modelled
50
Observed
0
Results Date:
19 August 2011
450
400
350
300
)s
c 250
e
s(
e
200
im
T
150
100
Modelled
50
Observed
0
AECOM
125
Transportation
SATURN IP Peak Journey Time Validation - Route 5NB
Results Date:
19 August 2011
600
500
400
)s
c
e
s(
e 300
m
Ti
Modelled
Observed
200
100
0
Results Date:
19 August 2011
600
500
400
s)c
e
s(
e 300
im
T
Modelled
Observed
200
100
0
AECOM
126
Transportation
PM Peak Individual Journey Times
SATURN PM Peak Journey Time Validation - Route 1EB
Results Date:
24 August 2011
600
500
400
)s
c
e
s(
e 300
m
iT
Modelled
Observed
200
100
0
8
2
2
7
2
2
4
9
8
2
2
3
9
4
9
0
8
3
3
9
1
8
0
8
3
0
8
1
8
9
6
9
0
8
9
7
9
6
9
5
7
9
7
9
0
2
5
7
1
3
3
9
0
2
7
2
3
1
3
3
4
7
7
2
3
1
5
3
4
7
2
7
1
5
3
3
7
2
7
1
1
2
3
7
2
9
1
1
2
8
4
4
2
9
8
6
3
8
4
4
3
3
4
8
6
3
0
1
4
3
3
4
3
1
4
0
1
4
9
3
3
1
4
4
0
4
9
3
0
2
5
4
0
4
4
3
0
2
5
0
0
4
4
3
8
0
4
0
0
4
3
3
8
0
4
SATURN PM Peak Journey Time Validation - Route 1WB
Results Date:
24 August 2011
600
500
400
)s
c
e
s(
e 300
im
T
Modelled
Observed
200
100
0
6
5
0
1
8
2
2
-3
6
5
0
1
3
-3
2
3
8
0
-4
3
3
0
0
-4
8
0
4
4
-3
0
0
4
0
2
-5
4
3
4
0
-4
0
2
5
9
-3
4
0
4
3
1
-4
9
3
0
1
-4
3
1
4
3
3
-4
0
1
4
8
6
-3
3
3
4
8
4
-4
8
6
3
2
-9
8
4
4
1
1
-2
2
9
3
-7
1
1
2
2
-7
3
7
1
5
-3
2
7
4
-7
1
5
3
7
2
-3
4
7
1
3
-3
7
2
3
9
0
-2
1
3
3
5
-7
9
0
2
9
-7
5
7
9
6
-9
9
7
0
-8
9
6
9
1
-8
0
8
0
8
-3
1
8
3
-9
0
8
3
AECOM
127
Transportation
SATURN PM Peak Journey Time Validation - Route 2EB
Results Date:
24 August 2011
600
500
400
)s
c
e
s(
e 300
m
Ti
200
Modelled
Observed
100
0
SATURN PM Peak Journey Time Validation - Route 2WB
Results Date:
24 August 2011
700
600
500
)s
c 400
e
s(
e
im
T 300
Modelled
Observed
200
100
0
AECOM
128
Transportation
700
600
500
)s 400
c
e
s(
e
im
T 300
Modelled
Observed
200
100
0
SATURN PM Peak Journey Time Validation - Route 3SB
Results Date:
24 August 2011
700
600
500
)s
c 400
e
s(
e
m
iT 300
Modelled
Observed
200
100
0
AECOM
129
Transportation
SATURN PM Peak Journey Time Validation - Route 4NB
Results Date:
24 August 2011
600
500
400
)s
c
e
s(
e 300
m
Ti
Modelled
Observed
200
100
0
Results Date:
24 August 2011
500
450
400
350
)s 300
c
e
s(
e 250
m
iT
200
150
100
50
0
Modelled
Observed
AECOM
130
Transportation
SATURN PM Peak Journey Time Validation - Route 5NB
Results Date:
24 August 2011
900
800
700
600
)s
c 500
e
s(
e
m
400
Ti
Modelled
Observed
300
200
100
0
Results Date:
24 August 2011
700
600
500
)s
c 400
e
s(
e
im
T 300
Modelled
Observed
200
100
0

Local Model Validation Report

Transcription

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