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Abstract
Despite the relative recent move towards inherent safe materials, the relentless drive of
transported, stored and used year on year. The safety and effectiveness of road transport
which 80% of goods are transported by this means. In this paper, we face the risk from
and developing a theoretical approach for emergency planning and optimization. In the
first step, we collected field data on a pilot highway and developed a database useful to
multivariate statistical analysis. To this end, we considered both inherent factors (such
as tunnels, bend radii, height gradient, slope etc), meteorological factors, and traffic
factors (traffic frequency of tank truck, dangerous good truck etc.) suitable to modify
the standard national accident frequency. By applying the results to a pilot area, making
the boundary of the acceptability level of risk set down by the well known F/N curves
theoretical approach, based on the graph theory, to plan optimal emergency actions. The
quickness and reliability. As a case study, we applied the developed approach to identify
optimal consistency and localisation in the pilot area of “prompt action vehicles”,
properly equipped, quick to move and ready for every eventuality. Applying this method
emergency equipment.
1. Introduction
Despite the relative recent move towards “inherent safe” materials, the relentless drive
manufactured, transported, stored and used year on year (Thomson, 1998). Of the
different way of transportation, rail has higher damage potential, as larger quantities are
transported by this means. However, considering the damage it may cause to life and
properties, transport by road is more hazardous, as roads often pass through populated
areas, especially in developing countries. The recent EEC Directive 96/82/EC implies
the evaluation of risk in highly industrialized areas by means of Quantitative Area Risk
Analysis techniques. It must be evidenced that certain dangerous substances are
transported along particular Italian road routes in quantities that would exceed the
threshold for safety notification or declaration, set down in Italy by Seveso II Directive,
if stored in a fixed installation. On the other side, it must be remembered that EEC
transport of hazardous materials by road. The safety and efficiency of road transport is
about 80% of goods is transported by this means, with a 30% increase with reference to
the 2010 forecast. In particular, Italian highways are very crowded with trucks,
considering that 17% of the whole good traffic by road of EU (15 Countries) is
transported on these highways. Moreover, the number of cars is still steadily increasing,
making a place on the road more and more a scarce commodity. Empirical evidence
serious accidents on motorways and highways keeps occurring, evidencing that the risk
connected to dangerous goods transport is comparable with the fixed plants one.
very different risk than a fixed facility: detailed information on shipments is not
available on a national, regional, or local level in contrast with fixed facility inventories
(Pine & Marx, 1997). As reported by different researchers, a specifically tailored QRA
methodology can represent an effective tool to assess the risk to people associated with
the transport of dangerous substance. The selection of the best route for transport has
been widely investigated (List, Mirchandani, Turnquist & Zografos, 1991) and was
for a specific hazardous substance, the cheapest flow distribution, honouring the arc
capacities, from the origin to the destination vertices (Leonelli, Bonvicini & Spadoni,
2000). Poor appreciation of factors related to road conditions such as road class,
likely to result in a risk assessment insensitive to route specifics and over- or under-
In this paper, a site-oriented risk analysis procedure is tested in a pilot area, starting
analysis of traffic and accidents observed in the area. In fact, it must be observed that to
ensure that a local emergency plan is complete, it must take into account the nature and
extent hazardous materials are transported by road in the area. The results are then
main focus in the management of emergencies has been on resources and logistics; in
other words, having what and who you need it to meet the crisis within an urgent time
frame (Kowalski, 1995). The importance of the ability of the emergency response
services to minimize the damage was recently highlighted by a pilot project carried out
in the Netherlands, where the evaluation method of external safety risk included three
new criteria, additional to individual risk and societal risk (Wiersma & Molag, 2004):
“self-rescue” i.e. the ability of the people in the vicinity of the accident to safe
themselves;
services to minimize the magnitudo and to prevent escalation of the accident. In case of
accident in hazmat transportation and subsequent release into the environment, it is very
involved, trained and skilful personnel and suitable “prompt action vehicles”, properly
this end, in the last phase of this paper, the optimization algorithm is developed for
solving the problem of optimal location of emergency vehicles in the pilot area.
2. Theoretical structure
Generally speaking, the concept of risk is the relation between frequency and the
number of people suffering from a specified level of harm in a given population from
the realization of specified hazards (Vrijling, Van Hengel & Houben, 1995).
The model required for our purposes is focused on a proper evaluation of the expected
frequency of accidents If the route is divided into road stretches, each characterized by
occurred on the road stretch r and evolving according to a scenario S, can be expressed
as:
Dr f r N r , S PS (1)
S
where:
a number of arcs. As shown in the following paragraph, the vertices represent origin-
destination points, tool-gates, storage areas on the transportation network and the arcs
are the roads connecting vertices. An arc between two vertices is characterized by a
different number of road stretches and the expected number of fatalities for the arc is:
D f r N r , S PS (1)
r S
being the in-road and the off-road number of fatalities calculated respectively as:
where:
[m2]
The frequency of an accident involving a scenario S, on the r-th road stretch, can be
expressed as:
f r , S f r ·PS (5)
f r r Lr nr (6)
6
r 0 ,r h j (7)
j 1
where:
performed, by comparing historical accident data related to the whole regional highways
and data directly collected on the field on each stretch, in order to highlight relevant
intrinsic road factors and meteorological, traffic conditions etc. (Fabiano, Currò, Palazzi
Table 1 shows the parameters suitable to influence accident rates and grouped into three
linear graph may be defined as a set N of objects named vertices V i (i = 1,…,n) and a
set A of arcs linking couples of vertices (Vi, Vj). In details, a graph is a couple G(N,A)
elements called arcs. Between two vertices, several oriented arcs may exist: the
maximum number of the same oriented arcs between two vertices is called P and the
graph is a P-graph. The set of vertices N can be run according to different ways: as tail,
intervention time problem, a label d(i) is assigned to every vertex V i, defining the path
between vertices and a pointer pred(i), which shows the predecessor of Vi in the
considered path. The sequence starts from a temporary value for d(i) which has to be
modified, by iteration, as to reach the right value. After a comparative survey on various
shortest path algorithms (Dreyfus, 1969) we considered the Dijkstra algorithm (Dijkstra,
3. if Vi A(h) and di not exact, d(i) = min[d(i), d(h) + ]; eventually pred(i)=h;
corresponds to a toll gate, a fire brigade station or to a storage area and the algorithm
allots the exact value for d(i) at the last iteration for every vertex.
3. Case-study
The methodology previously presented was applied to a pilot area, referring to the
routes starting from the Genoa port area (the most important in the Mediterranean basin)
towards four direction: the industrialized North Italian and Central Europe districts,
France and South of Italy. All of these highways are characterized by high truck traffic
(mainly ADR) and inherent factors (ascribed to road out-of-date: the year of
The value of traffic and accidents for the four highways in the area are shown in Table
least an order of magnitude than the accident frequency (6.0·10-8) calculated by other
researchers for certain type of load threatening accidents (James, 1986), thus
By considering the daily ADR traffic on the different highway sections, it results that
the higher values of dangerous goods fluxes correspond to the intersection between the
highways A10 (West riviera) and A12 (East riviera), in the stretch between the towns of
Bolzaneto and Busalla and in the starting stretch, from the central port of Genoa
(Genova Ovest toll-gate) to the connection between the highways A10 and A7.
The substances transported are shown in Figure 3: it is important to notice the high
the range 60-70% of the total accidents, defining a severe incident as one involving
death, serious injuries, a fire or explosion, or more than EUR 25000 worth of damage.
3.2 Modelling
In order to obtain a correct evaluation of the density of the population which might be
population density along the route and on the so-called motorist density, taking into
protected. Otherwise, all individuals within a threshold distance from road stretches run
The population density along a route segment can vary with time, such as from day to
night, and from month to month: the average density on the route can be calculated
starting from the collected statistical data relevant to average daily traffic, average speed
and geometrical data of carriageway and lanes, in each highway stretch considered.
Also on-road population can vary during the day: in order to evaluate correctly the
number of on-road population involved in the accident, the response and the variations
Two classes of motorist density are to be considered: the former refers to the
carriageway, where the accident occurs, the latter considers the opposite carriageway,
were the “ghoul effect” causes the slowing down of the traffic.
In order to evaluate the probability of death in the area involved, the consequence model
was applied making reference to event trees for every type of accident consequence:
pool fire, flash fire, jet fire, BLEVE, fire ball, UVCE, release of toxic substances.
Average individual risk, defined as “the frequency at which an individual may be
expected to sustain a given level of harm from the realization of a specific hazard”
(Dantzig & Kriens, 1960), has been determined averaging the estimating individual risk
levels for all the individuals in the selected area, as above-described. For individual risk,
we considered the upper acceptability criterion set down in the Netherlands in new
The same technique was secondly adopted for the evaluation of societal risk. Societal
risk analysis can lead, via the generation of expectation values (average number of lives
lost) to the consideration of the need for, and cost benefit, of risk reduction measures,
even if it involves many generalising assumptions and averaging (Purdy, 1993). In all
concepts, the most stringent of the personally and the socially acceptable level of risk
determines the acceptable level of risk. So both criteria have to be satisfied (Vrijling et
al., 1995). The same acceptability criterion for individual and societal risk was
on which risk assessment can be built. It must be evidenced that the societal acceptable
risk criterion is not standardized in the different EU Countries. So, in the absence of a
national statistical reference, we adopted again the F/N limit curves established in the
Netherlands, dividing as well the so-called Alarp region into two bands: the
cumulative frequency per year and N the number of fatalities (Høj & Kröger, 2002).
The results of the risk evaluation for the pilot area are summarized in Figure 5.
To reduce “intervention time”, the localization of “prompt action vehicles” must found
“minimum pathway”. The main constraint the theoretical approach is based upon is that
the emergency vehicle can not be placed in any site of the concerned provincial
territory, but only in the Fire Brigades Central Department or in one of the six
In the same way, it is possible to indicate the “hazardous areas”, where production,
transformation and hazardous substances storage take place, as vertices of the “final
graph”. To complete the construction of the “final graph”, it was necessary to take into
the graph inlet and outlet toll-gates, fire brigade districts and central department, as well
The arcs, which link vertices together, represents normal way and highway “units”,
In order to evaluate the considered graph, we allotted to each arc a corresponding scalar,
defined “cost of the arc”. This scalar value corresponds to a time: the Average Run Time
(in minutes) needed to reach from a vertex the subsequent one. Time was calculated
considering distances between vertices and assuming two average speeds: 80 km h-1 as
The results of transport risk analysis in the area show that the risk associated with the
(Figure 5), is at the limit of the acceptable level of risk set down according to the
criterion schematized in Table 3 and previously discussed. The results are similar to
those reported by Milazzo, Lisi, Maschio, Antonioni, Bonvicini & Spadoni (2002) who
presented risk analysis in an urban area, where flammable substances were prevalent in
road transportation. They concluded that overall societal risk was not acceptable on the
basis of the Dutch risk criteria and that the risk associated with the road transportation is
higher for N<20, while the risk associated with railway transportation become dominant
for N>20.
On these bases, strategies for the reduction of risks and emergency management in the
about 53% of ADR traffic is focused in the time interval 8 a.m. - 1 p.m.
hazardous materials transport. For example, an alternative route from Genoa to Milan is
represented by A26 highway, from Genoa Voltri towards Alessandria: this highway,
being more recent and characterized by lower intrinsic risk factors, it could gather also
the traffic from East and Genoa central port. However, the practical utilization of this
option is made difficult by the need of crossing a long urban stretch, characterized by
high risk level (as depicted in Figure 5). A solution for risk reduction is therefore the
construction of a slip road connecting Genoa central port and highway A26, even if the
Table 4 depicts a selection of the complete flow sheet reporting the vertices and the
costs of the arcs. In the first row are indicated all 36 vertices of the graph. In the
following rows, are reported the distances of each vertex from the other ones and
respective forerunner, corresponding to the “cost of the arc”. From Table 4, we can
notice that the route stretching from vertex 1 to vertex 4 and including vertices 2 and 3
has a total cost of 31 minutes. In the same way, vertex 36 is distant from vertex 1 130
minutes, according to the considered route. By applying the method to the whole
transportation network, it is possible to know all distances (in minutes) of each vertex 1,
In column B it is indicated maximum time needed to reach, from a vertex, all the other
ones. For example, vertex 1 is distant from all the other vertices 130 minutes as a
maximum. It means that, starting from vertex 1, it is possible to reach vertex 36 (the
further one from vertex 1) in a maximum time of 130 minutes. All other vertices can be
Moreover, starting from vertex 28, it is possible to reach all the other vertices in a
maximum time of 67 minutes. From the final graph, we can observe that vertex 28
corresponds to Nervi Highway toll-gate. It is obvious that if the “prompt action vehicle”
is located near vertex 28, it will be able to reach all the other vertices corresponding to
the minimum intervention time. Of course, the “prompt action vehicle” has to be placed
inside the Fire Brigades Central Station or in one of the six Provincial District.
Let’s now take into consideration the option of two “prompt action vehicles”: also in
this case they are to be placed inside the Fire Brigades Central Station or in one of the
six Provincial District. From the elaboration (Table 5 being a selection of this example),
• 10 - 13 • 10 – 15 • 10 – 21 • 10 - 26 • 10 - 31 • 10 – 32
• 13 - 15 • 13 - 21 • 13 - 26 • 13 - 31 • 13 - 32 • 15 – 21
• 15 – 26 • 15 – 31 • 15 – 32 • 21 - 26 • 21 - 31 • 21 – 32
• 26 – 32 • 6 – 31 • 31 - 32
If we place the two vehicles in vertices 15 and 31, vertex 1 can be reached, starting from
vertex 15, in 61 minutes and starting from vertex 31, in 88 minutes. In order to reduce
action time to reach vertex 1, it is convenient to start from vertex 15. The same logic
must be followed for every vertex of the final graph. In the end, placing the two prompt
action vehicles in vertices 15 and 31 it will be possible to reach all the vertices in a
maximum time of 61 minutes. From data of Table 5, if we place the two vehicles in
vertices 26 and 31 or 26 and 32, it derives that all vertices can be reached in a maximum
(Genova - Est and Rapallo highway toll-gates) or in vertices 26 and 32 (Genova - Est
58 minutes, which represents the minimum intervention time, under these conditions.
This same logic can be followed whether three or more “prompt action vehicles” are
available. It is noteworthy noting that, if we have at our disposal three “prompt action
maximum time of 41 minutes (from Table 5). The same result is obtained in case we
have at our disposal seven “prompt action vehicles” placed in the seven Fire Brigades
accident and mitigate its consequences include an emergency management plan, trained
5. Conclusions
The risk from transporting dangerous goods by road and the strategies proposed to
select road load/routes are faced in this paper, by developing a site-oriented framework
sensitive to route specifics and population exposed. The results of the risk evaluation
evidenced some critical situations of the road transportation network in those highway
stretches crossing urban areas and starting from Genoa port. Strategies for the reduction
of risks may include distribution and limitation of ADR road traffic, improvement of
Considering this last issue, an optimisation algorithm, based on the graph theory was
developed to select optimal consistency and localisation in the area of “prompt action
vehicles”, properly equipped, quick to move and ready for every eventuality. Applying
this method results in an unambiguous and consistent selection criterion that allows
reduction of intervention time (41 minute maximum), in connection with technical and
dependent hazards due to point and linear risk sources. J. Loss Prev. Process Ind. 9(2),
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Parameter
Straight road
INTRINSIC CHARACTERISTICS h1 Road bend (radius > 200m)
Road bend (radius < 200m)
Plane road
Slope road (gradient < 5%)
h2 Steep slope road (gradient > 5%)
Downhill road (gradient < 5%)
Steep downhill road (gradient > 5%)
Two lanes for each carriageway
Two lanes and emergency lane for
h3 each carriageway
Three lanes and emergency lane for
each carriageway
Well lighted straight tunnel
h4 Other tunnels
Bridge
TRAFFIC CHARACT. METEOR. COND.
Fine weather
Rain
Heavy rain
h5 Fog
Snow/ice
Accident per km
Daily traffic [n]
per 10 millions of vehicles
Highway
Length Heavy Light Heavy Light
Total Total
[km] vehicle vehicle vehicle vehicle
A26 83.7 34946 7172 27774 6.29 6.63 4.97
A12 48.7 52105 8139 43966 5.16 5.22 4.84
A10 45.5 55025 9190 45835 6.06 7.20 6.95
A7 50.0 33721 6353 27368 9.83 9.92 9.81
A7 – Stretch 1 1.9 30075 6123 23952 8.63 11.77 7.83
A7 – Stretch 2 3 31620 6235 25385 4.04 7.32 3.24
A7 – Stretch 3 2.9 27758 5134 22624 6.47 11.04 5.43
A7 – Stretch 4 14.3 15476 3250 12226 6.56 7.66 6.27
A7 – Stretch 5 5 12289 2768 9521 13.4 17.82 12.09
A7 – Stretch 6 5.8 12042 2746 9296 7.45 6.88 7.62
A7 – Stretch 7 6.6 11823 2512 9311 4.56 6.61 4.01
Table 3
Vertex 1 2 3 4 5 6 7 [...] 33 34 35 36 A B
distance from 1 0 13 22 31 40 44 44 105 114 115 130 130 130
forerunner 0 1 2 3 4 5 5 32 33 34 34 34
[...]
distance from 28 66 53 44 35 44 48 48 39 48 49 64 67 67
forerunner 2 3 4 8 4 5 5 32 33 34 34 34
[...]
V er tex 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 A
Table 5
d ist. fr o m 1 0 41 28 19 10 19 23 23 7 9 0 2 5 12 14 20 23 22 22 25 29 40 41 47 54 70 16 17 25 40 41 47 60 64 73 74 89
foreru n n er 2 3 4 8 4 5 5 1 0 8 0 10 10 12 13 12 15 15 15 18 15 20 21 21 23 24 12 26 26 28 29 29 31 32 33 34 34
d ist. fr o m 1 3 53 40 31 22 31 35 35 1 9 21 12 14 7 0 2 10 13 12 12 15 19 30 31 37 44 60 10 11 19 34 35 41 54 58 67 68 83
foreru n n er 2 3 4 8 4 5 5 1 0 8 12 10 13 0 13 13 15 15 15 18 15 20 21 21 23 24 13 26 26 28 29 29 31 32 33 34 34
d ist. fr o m 1 5 61 48 39 30 39 43 43 2 7 29 20 22 15 10 12 0 3 2 2 5 9 20 21 27 34 50 8 9 17 32 33 39 52 56 65 66 81
foreru n n er 2 3 4 8 4 5 5 1 0 8 12 10 15 15 13 0 15 15 15 18 15 20 21 21 23 24 15 26 26 28 29 29 31 32 33 34 34
d ist. fr o m 2 1 81 68 59 50 59 63 63 4 7 49 40 42 35 30 32 20 23 22 22 25 11 0 1 7 14 30 28 29 37 52 53 59 72 76 85 86 101
foreru n n er 2 3 4 8 4 5 5 1 0 8 12 10 15 15 13 20 15 15 15 18 21 0 21 21 23 24 15 26 26 28 29 29 31 32 33 34 34
d ist. fr o m 2 6 57 44 35 26 35 39 39 2 3 25 16 18 11 10 12 8 11 10 10 13 17 28 29 35 42 58 0 1 9 24 25 31 44 48 57 58 73
foreru n n er 2 3 4 8 4 5 5 1 0 8 12 10 26 26 13 26 15 15 15 18 15 20 21 21 23 24 0 26 26 28 29 29 31 32 33 34 34
d ist. fr o m 3 1 88 75 66 57 66 70 70 5 4 56 47 49 42 41 43 39 42 41 41 44 48 59 60 66 73 89 31 32 22 7 8 0 13 17 26 27 42
foreru n n er 2 3 4 8 4 5 5 1 0 8 12 10 26 26 13 26 15 15 15 18 15 20 21 21 23 24 28 26 29 31 29 0 31 32 33 34 34
d ist. fr o m 3 2 101 88 79 70 79 83 83 6 7 69 60 62 55 54 56 52 55 54 54 57 61 72 73 79 86 102 44 45 35 20 21 13 0 4 13 14 29
foreru n n er 2 3 4 8 4 5 5 1 0 8 12 10 26 26 13 26 15 15 15 18 15 20 21 21 23 24 28 26 29 31 29 32 0 32 33 34 34
m in 1 0 -1 3 41 2 8 19 10 1 9 2 3 2 3 7 9 0 2 5 0 2 10 13 12 12 15 19 30 31 37 44 6 0 10 11 19 3 4 3 5 4 1 5 4 5 8 6 7 6 8 8 3 83
m in 1 0 -1 5 41 2 8 19 10 1 9 2 3 2 3 7 9 0 2 5 10 12 0 3 2 2 5 9 20 21 27 34 5 0 8 9 17 3 2 3 3 3 9 5 2 5 6 6 5 6 6 8 1 81
m in 1 0 -2 1 41 2 8 19 10 1 9 2 3 2 3 7 9 0 2 5 12 14 20 23 22 22 25 11 0 1 7 14 3 0 16 17 25 4 0 4 1 4 7 6 0 6 4 7 3 7 4 8 9 89
m in 1 0 -2 6 41 2 8 19 10 1 9 2 3 2 3 7 9 0 2 5 10 12 8 11 10 10 13 17 28 29 35 42 5 8 0 1 9 2 4 2 5 3 1 4 4 4 8 5 7 5 8 7 3 73
m in 1 0 -3 1 41 2 8 19 10 1 9 2 3 2 3 7 9 0 2 5 12 14 20 23 22 22 25 29 40 41 47 54 7 0 16 17 22 7 8 0 1 3 1 7 2 6 2 7 4 2 70
m in 1 0 -3 2 41 2 8 19 10 1 9 2 3 2 3 7 9 0 2 5 12 14 20 23 22 22 25 29 40 41 47 54 7 0 16 17 25 2 0 2 1 1 3 0 4 1 3 1 4 2 9 70
m in 1 3 -1 5 53 4 0 31 22 3 1 3 5 3 5 1 9 2 1 1 2 1 4 7 0 2 0 3 2 2 5 9 20 21 27 34 5 0 8 9 17 3 2 3 3 3 9 5 2 5 6 6 5 6 6 8 1 81
m in 1 3 -2 1 53 4 0 31 22 3 1 3 5 3 5 1 9 2 1 1 2 1 4 7 0 2 10 13 12 12 15 11 0 1 7 14 3 0 10 11 19 3 4 3 5 4 1 5 4 5 8 6 7 6 8 8 3 83
m in 1 3 -2 6 53 4 0 31 22 3 1 3 5 3 5 1 9 2 1 1 2 1 4 7 0 2 8 11 10 10 13 17 28 29 35 42 5 8 0 1 9 2 4 2 5 3 1 4 4 4 8 5 7 5 8 7 3 73
m in 1 3 -3 1 53 4 0 31 22 3 1 3 5 3 5 1 9 2 1 1 2 1 4 7 0 2 10 13 12 12 15 19 30 31 37 44 6 0 10 11 19 7 8 0 1 3 1 7 2 6 2 7 4 2 60
m in 1 3 -3 2 53 4 0 31 22 3 1 3 5 3 5 1 9 2 1 1 2 1 4 7 0 2 10 13 12 12 15 19 30 31 37 44 6 0 10 11 19 20 21 13 0 4 1 3 1 4 2 9 60
Summary of the results (several “prompt action vehicle”).
m in 1 5 -2 1 61 4 8 39 30 3 9 4 3 4 3 2 7 2 9 2 0 2 2 15 10 12 0 3 2 2 5 9 0 1 7 14 3 0 8 9 17 32 33 39 52 56 6 5 6 6 8 1 81
m in 1 5 -2 6 57 4 4 35 26 3 5 3 9 3 9 2 3 2 5 1 6 1 8 11 10 12 0 3 2 2 5 9 20 21 27 34 5 0 0 1 9 24 25 31 44 48 5 7 5 8 7 3 73
m in 1 5 -3 1 61 4 8 39 30 3 9 4 3 4 3 2 7 2 9 2 0 2 2 15 10 12 0 3 2 2 5 9 20 21 27 34 5 0 8 9 17 7 8 0 13 17 2 6 2 7 4 2 61
m in 1 5 -3 2 61 4 8 39 30 3 9 4 3 4 3 2 7 2 9 2 0 2 2 15 10 12 0 3 2 2 5 9 20 21 27 34 5 0 8 9 17 20 21 13 0 4 1 3 1 4 2 9 61
m in 2 1 -2 6 57 4 4 35 26 3 5 3 9 3 9 2 3 2 5 1 6 1 8 11 10 12 8 11 10 10 13 11 0 1 7 14 3 0 0 1 9 24 25 31 44 48 5 7 5 8 7 3 73
m in 2 1 -3 1 81 6 8 59 50 5 9 6 3 6 3 4 7 4 9 4 0 4 2 35 30 32 20 23 22 22 25 11 0 1 7 14 3 0 28 29 22 7 8 0 13 17 2 6 2 7 4 2 81
m in 2 1 -3 2 81 6 8 59 50 5 9 6 3 6 3 4 7 4 9 4 0 4 2 35 30 32 20 23 22 22 25 11 0 1 7 14 3 0 28 29 35 20 21 13 0 4 1 3 1 4 2 9 81
m in 2 6 -3 1 57 4 4 35 26 3 5 3 9 3 9 2 3 2 5 1 6 1 8 11 10 12 8 11 10 10 13 17 28 29 35 42 5 8 0 1 9 7 8 0 13 17 2 6 2 7 4 2 58
m in 2 6 -3 2 57 4 4 35 26 3 5 3 9 3 9 2 3 2 5 1 6 1 8 11 10 12 8 11 10 10 13 17 28 29 35 42 5 8 0 1 9 20 21 13 0 4 1 3 1 4 2 9 58
m in 3 1 -3 2 88 7 5 66 57 6 6 7 0 7 0 5 4 5 6 4 7 4 9 42 41 43 39 42 41 41 44 48 59 60 66 73 8 9 31 32 22 7 8 0 0 4 1 3 1 4 2 9 89
m in 1 0 -2 1 - 3 2 41 2 8 19 10 1 9 2 3 2 3 7 9 0 2 5 12 14 20 23 22 22 25 11 0 1 7 14 3 0 16 17 25 20 21 13 0 4 1 3 1 4 2 9 41
m in 1 0 -1 3 - 1 5 -2 1 -
41 28 19 10 19 23 23 7 9 0 2 5 0 2 0 3 2 2 5 9 0 1 7 14 30 0 1 9 7 8 0 0 4 13 14 29 41
2 6 -3 1 - 3 2