This document summarizes the modelling work done to assess transport planning for the Stirling City Centre development in Western Australia. Initial modelling relied on road-based models and did not use the region's multimodal model. An independent review found issues with the mode share and land use assumptions. Additional modelling was then done using a mesoscopic model to evaluate alternative transport network options and identify a preferred solution. Option E performed best, with improvements from splitting the freeway interchange and adding a bus station. The modelling highlighted the need for transport-oriented development to support growth.
Transportation Planning for Car Free Living: The Evolution of Zurich, Switzer...TheLastMile
This is the story of the development of an alternative approach to transportation planning and how it has transformed the city. We start the story in the 1960s when the government plans for moving trams from the surface to underground was rejected in a referendum. In 1973, a similar plan was rejected. As part of this fight the activists developed a 'People's Plan for Prioritizing Transit' which still serves as the conceptual underpinning of transportation planning in Zurich to this day.
The Feasibility of a 2+1 Solution for the Bruce Highway: Curra to the Tinana ...James Wilkinson
This Presentation is a brief overview for the feasibility study that was conducted for the implementation of a 2+1 road design along the Curra to Tinana Interchange section of the Bruce Highway.
The economic growth literature suggests that the volume of infrastructure stock as well as its quality positively and impacts economic growth by, among others, decreasing the cost of production and transportation of goods and services, improving the productivity of input factors, and creating indirect positive externalities.
This is the transportation planning module I developed for the Suncoast Section of the Florida APA's AICP prep course. I deliver it each March to help new professionals prepare for the exam.
Port Orange Mobility Plan Fpza Presentation 2009Michael_Disher
Describes the future mobility plan for the City of Port Orange in response to 2009 state legislation requiring the City to adopt mobility and sustainability strategies, taking advantage of the City\'s designation as a TCEA (Transportation Concurrency Exception Area).
Alice Bravo's Strategic Miami Area Rapid Transit (SMART) Plan Update presentation to the Miami Downtown Development Authority (DDA) Board on February 17, 2017.
Transportation Planning for Car Free Living: The Evolution of Zurich, Switzer...TheLastMile
This is the story of the development of an alternative approach to transportation planning and how it has transformed the city. We start the story in the 1960s when the government plans for moving trams from the surface to underground was rejected in a referendum. In 1973, a similar plan was rejected. As part of this fight the activists developed a 'People's Plan for Prioritizing Transit' which still serves as the conceptual underpinning of transportation planning in Zurich to this day.
The Feasibility of a 2+1 Solution for the Bruce Highway: Curra to the Tinana ...James Wilkinson
This Presentation is a brief overview for the feasibility study that was conducted for the implementation of a 2+1 road design along the Curra to Tinana Interchange section of the Bruce Highway.
The economic growth literature suggests that the volume of infrastructure stock as well as its quality positively and impacts economic growth by, among others, decreasing the cost of production and transportation of goods and services, improving the productivity of input factors, and creating indirect positive externalities.
This is the transportation planning module I developed for the Suncoast Section of the Florida APA's AICP prep course. I deliver it each March to help new professionals prepare for the exam.
Port Orange Mobility Plan Fpza Presentation 2009Michael_Disher
Describes the future mobility plan for the City of Port Orange in response to 2009 state legislation requiring the City to adopt mobility and sustainability strategies, taking advantage of the City\'s designation as a TCEA (Transportation Concurrency Exception Area).
Alice Bravo's Strategic Miami Area Rapid Transit (SMART) Plan Update presentation to the Miami Downtown Development Authority (DDA) Board on February 17, 2017.
Title: Maximizing Biking and Walking Access to Transit
Track: Connect
Format: 90 minute panel
Abstract: Hear from agencies including King County Metro, Sound Transit, and TriMet about ways they have prioritized better walk and bike connections to transit. These investments can maximize transit ridership, especially important in an era of constrained transit funding, growing multi-modal transport demand, and transitioning land use patterns.
Presenters:
Presenter: Carol Cooper King County Metro Transit
Co-Presenter: Carrie Nielson Fehr & Peers
Co-Presenter: Jeff Owen TriMet
Co-Presenter: Janine Sawyer Sound Transit
Inaugural Professorial lecture by Simon Shepherd, Professor of Choice Modelling & Policy Design. Institute for Transport Studies, University of Leeds, 9th September 2014.
For audio recording see: www.its.leeds.ac.uk/about/events/inaugural-lectures2014
www.its.leeds.ac.uk/people/s.shepherd
www.its.leeds.ac.uk/research/themes/dynamicmodelling
Professor Amal Kumarage, Endeavour Executive Fellow, presented his research on Transport Planning as part of the SMART Seminar Series on Tuesday, 25th November 2014.
Multimodal in rail development: popularity and reaping benefitsAtkins
Dr Ghassan Ziadat, Atkins’ director of planning and infrastructure, looks in depth at transport planning, multimodal transportation and transit oriented developments. Ghassan believes that clear government direction, through policy and legislation, remains essential to ensure the consistent and effective adoption of multimodal transportation and transit orientated developments (TODs) in the Middle East’s major cities.
This presentation was first delivered in March 2014 at Infrastructure Outlook 2014, Riyadh, Saudi Arabia.
Transport Policies for Van Couver, CanadaSaumya Gupta
The presentation covers the Transport Policies of Vancouver. All data is from secondary sources, which are duly mentioned in the last slide. This was done as a part of an assignment of Transport Policy and Legislation.
Highway and railway geometric design-Revised.pptxkiranmaqsood5
It the presentation about highway and railway geometric design. It describes the complete criteria for designing project. It about design streets and railways. how much carriageway is required for new road
Austin Transit Partnership (ATP) unveiled 5 new light rail alternatives for Project Connect on an open house March 21, 2023. These alternatives differ greatly from the original plan proposed to voters in 2020 when the project was overwhelmingly authorized through a property tax increase. The original plan promised an underground light rail system downtown and an airport connection, now both seem to be unlikely.
ATP must re-evaluate core principles of the project to stay on budget, deliver transit connectivity promised to the voters, and create the backbone for a 21st century transit system for the region.
Light rail is too expensive, too slow, lacks regional expansion potential, and will be instantly outdated when implemented.
eBRT is already authorized by the ballot language and the contract with the voters. No additional elections are required for this change. When paired with the future potential of AEV transit, this approach provides the best solution for Austin today and in the future.
eBRT provides a reliable system backstop if AEV technology does not advance as quickly as projected. eBRT by itself would provide better, faster, and cheaper to operate service than LRT.
An AEV system with a tunneled backbone will have major equity benefits across the City and regionally, replacing existing transit lines with superior service.
To maximize the project benefit, the system must provide regional connectivity in addition to connectivity with the City of Austin. The lower cost per mile to deploy eBRT and AEV enables a larger and more connected system to be built today and in the future.
This is an opportunity to cement Austin as the global center for transit innovation.
Read| The latest issue of The Challenger is here! We are thrilled to announce that our school paper has qualified for the NATIONAL SCHOOLS PRESS CONFERENCE (NSPC) 2024. Thank you for your unwavering support and trust. Dive into the stories that made us stand out!
Instructions for Submissions thorugh G- Classroom.pptxJheel Barad
This presentation provides a briefing on how to upload submissions and documents in Google Classroom. It was prepared as part of an orientation for new Sainik School in-service teacher trainees. As a training officer, my goal is to ensure that you are comfortable and proficient with this essential tool for managing assignments and fostering student engagement.
June 3, 2024 Anti-Semitism Letter Sent to MIT President Kornbluth and MIT Cor...Levi Shapiro
Letter from the Congress of the United States regarding Anti-Semitism sent June 3rd to MIT President Sally Kornbluth, MIT Corp Chair, Mark Gorenberg
Dear Dr. Kornbluth and Mr. Gorenberg,
The US House of Representatives is deeply concerned by ongoing and pervasive acts of antisemitic
harassment and intimidation at the Massachusetts Institute of Technology (MIT). Failing to act decisively to ensure a safe learning environment for all students would be a grave dereliction of your responsibilities as President of MIT and Chair of the MIT Corporation.
This Congress will not stand idly by and allow an environment hostile to Jewish students to persist. The House believes that your institution is in violation of Title VI of the Civil Rights Act, and the inability or
unwillingness to rectify this violation through action requires accountability.
Postsecondary education is a unique opportunity for students to learn and have their ideas and beliefs challenged. However, universities receiving hundreds of millions of federal funds annually have denied
students that opportunity and have been hijacked to become venues for the promotion of terrorism, antisemitic harassment and intimidation, unlawful encampments, and in some cases, assaults and riots.
The House of Representatives will not countenance the use of federal funds to indoctrinate students into hateful, antisemitic, anti-American supporters of terrorism. Investigations into campus antisemitism by the Committee on Education and the Workforce and the Committee on Ways and Means have been expanded into a Congress-wide probe across all relevant jurisdictions to address this national crisis. The undersigned Committees will conduct oversight into the use of federal funds at MIT and its learning environment under authorities granted to each Committee.
• The Committee on Education and the Workforce has been investigating your institution since December 7, 2023. The Committee has broad jurisdiction over postsecondary education, including its compliance with Title VI of the Civil Rights Act, campus safety concerns over disruptions to the learning environment, and the awarding of federal student aid under the Higher Education Act.
• The Committee on Oversight and Accountability is investigating the sources of funding and other support flowing to groups espousing pro-Hamas propaganda and engaged in antisemitic harassment and intimidation of students. The Committee on Oversight and Accountability is the principal oversight committee of the US House of Representatives and has broad authority to investigate “any matter” at “any time” under House Rule X.
• The Committee on Ways and Means has been investigating several universities since November 15, 2023, when the Committee held a hearing entitled From Ivory Towers to Dark Corners: Investigating the Nexus Between Antisemitism, Tax-Exempt Universities, and Terror Financing. The Committee followed the hearing with letters to those institutions on January 10, 202
Honest Reviews of Tim Han LMA Course Program.pptxtimhan337
Personal development courses are widely available today, with each one promising life-changing outcomes. Tim Han’s Life Mastery Achievers (LMA) Course has drawn a lot of interest. In addition to offering my frank assessment of Success Insider’s LMA Course, this piece examines the course’s effects via a variety of Tim Han LMA course reviews and Success Insider comments.
The Roman Empire A Historical Colossus.pdfkaushalkr1407
The Roman Empire, a vast and enduring power, stands as one of history's most remarkable civilizations, leaving an indelible imprint on the world. It emerged from the Roman Republic, transitioning into an imperial powerhouse under the leadership of Augustus Caesar in 27 BCE. This transformation marked the beginning of an era defined by unprecedented territorial expansion, architectural marvels, and profound cultural influence.
The empire's roots lie in the city of Rome, founded, according to legend, by Romulus in 753 BCE. Over centuries, Rome evolved from a small settlement to a formidable republic, characterized by a complex political system with elected officials and checks on power. However, internal strife, class conflicts, and military ambitions paved the way for the end of the Republic. Julius Caesar’s dictatorship and subsequent assassination in 44 BCE created a power vacuum, leading to a civil war. Octavian, later Augustus, emerged victorious, heralding the Roman Empire’s birth.
Under Augustus, the empire experienced the Pax Romana, a 200-year period of relative peace and stability. Augustus reformed the military, established efficient administrative systems, and initiated grand construction projects. The empire's borders expanded, encompassing territories from Britain to Egypt and from Spain to the Euphrates. Roman legions, renowned for their discipline and engineering prowess, secured and maintained these vast territories, building roads, fortifications, and cities that facilitated control and integration.
The Roman Empire’s society was hierarchical, with a rigid class system. At the top were the patricians, wealthy elites who held significant political power. Below them were the plebeians, free citizens with limited political influence, and the vast numbers of slaves who formed the backbone of the economy. The family unit was central, governed by the paterfamilias, the male head who held absolute authority.
Culturally, the Romans were eclectic, absorbing and adapting elements from the civilizations they encountered, particularly the Greeks. Roman art, literature, and philosophy reflected this synthesis, creating a rich cultural tapestry. Latin, the Roman language, became the lingua franca of the Western world, influencing numerous modern languages.
Roman architecture and engineering achievements were monumental. They perfected the arch, vault, and dome, constructing enduring structures like the Colosseum, Pantheon, and aqueducts. These engineering marvels not only showcased Roman ingenuity but also served practical purposes, from public entertainment to water supply.
Embracing GenAI - A Strategic ImperativePeter Windle
Artificial Intelligence (AI) technologies such as Generative AI, Image Generators and Large Language Models have had a dramatic impact on teaching, learning and assessment over the past 18 months. The most immediate threat AI posed was to Academic Integrity with Higher Education Institutes (HEIs) focusing their efforts on combating the use of GenAI in assessment. Guidelines were developed for staff and students, policies put in place too. Innovative educators have forged paths in the use of Generative AI for teaching, learning and assessments leading to pockets of transformation springing up across HEIs, often with little or no top-down guidance, support or direction.
This Gasta posits a strategic approach to integrating AI into HEIs to prepare staff, students and the curriculum for an evolving world and workplace. We will highlight the advantages of working with these technologies beyond the realm of teaching, learning and assessment by considering prompt engineering skills, industry impact, curriculum changes, and the need for staff upskilling. In contrast, not engaging strategically with Generative AI poses risks, including falling behind peers, missed opportunities and failing to ensure our graduates remain employable. The rapid evolution of AI technologies necessitates a proactive and strategic approach if we are to remain relevant.
The French Revolution, which began in 1789, was a period of radical social and political upheaval in France. It marked the decline of absolute monarchies, the rise of secular and democratic republics, and the eventual rise of Napoleon Bonaparte. This revolutionary period is crucial in understanding the transition from feudalism to modernity in Europe.
For more information, visit-www.vavaclasses.com
Unit 8 - Information and Communication Technology (Paper I).pdfThiyagu K
This slides describes the basic concepts of ICT, basics of Email, Emerging Technology and Digital Initiatives in Education. This presentations aligns with the UGC Paper I syllabus.
2. A range of modelling studies were undertaken to assess and inform the
transport planning process:
Largely relied on the Main Roads Road Operation Model (ROM), a road-
based regional travel demand model focussing on daily traffic
Multimodal travel demand model - Strategic Transport Evaluation Model
(STEM) maintained by DoP/DoT was not used
Spreadsheet modelling and SIDRA was also used to inform the road
strategy and transport impact assessment
The proposed development would add significant pressure on the road
network, and would require significant investment in transport
infrastructure.
PREVIOUS MODELLING 2
“Insufficient time was allocated for transport modelling and the modellers
were under pressure from the Alliance to deliver something quickly”
3. An independent review was undertaken which included, reviewing past
reports and a series of interviews. This found:
The adopted mode share assumptions were based on aspirational targets
A review needed to be undertaken of the land uses and employment
growth (by type) adopted by the strategic models.
STEM is needed to estimate the future mode shares and to identify the
transport improvements that would achieve the mode share targets.
An effective transport solution had to be multimodal to address the needs
of both local movements and regional through movements.
Modelling going forward:
MODELLING REVIEW
4. LAND USE STRATEGIC MODELLING REVIEW
As a result of the modelling review, WSP | Parsons Brinckerhoff were
then engaged to:
1. Establish and agree future land uses.
2. Review strategic model forecasting and land use assumptions.
3. Implement recommendations from components 1 and 2.
6. Develop mesoscopic model of
Stirling City Centre study area
Assess alternative transport
network improvement options
Identify preferred transport network
improvement options
Undertake microsimulation
modelling of preferred transport
improvement options together with
“do minimum” case
SCOPE OF STUDY 6
20. POSSIBLE TRANSPORT NETWORK IMPROVEMENTS 20
Powis Street –
north facing ramps
McDonald / Main
Street signalised
Main Street to
Cape Street
westbound, right
turn removed
McDonald Street
bridge
Stephenson
Avenue extension
Drake Street
signalised
Liege Street 4 way
intersection
Bus Queue Jumps
Freeway ramp
modifications
Hutton Street
extension
Hector/Hutton
signals replaced by
Collingwood/Hutton
Scarborough Beach
Road bus lanes
27. Option Time Period
Network Performance Metrics
Travel Time
(sec/km)
Average
Speed (km/h)
Travel Time
(vehicle .
hours)
Travel
Distance
(vehicle
kms)
Option E
AM -10.5 +1.4 -1100 -6320
PM -19.3 +2.9 -1911 -5462
Option G
AM -3.6 +0.4 -501 -4988
PM -17.5 +2.2 -1478 +1956
NETWORK WIDE PERFORMANCE
DIFFERENCE TO OPTION C
27
Vehicle Hour reduction (h) Vehicle kilometre reduction (km)
Option E 3 011 11.6% 11 782 1.3%
Option G 1 979 7.6% 3 032 0.3%
COMBINED PEAK HOUR REDUCTIONS
28. Average
travel time
(all routes)
2014 Option C Option E Option G
AM (mm:ss) 9:46 10:54 8:45 9:09
PM (mm:ss) 10:10 11:18 10:02 10:05
PUBLIC TRANSPORT ASSESSMENT 28
Lower cycle times reduce bus journey times
Removal of freeway ramps at Cedric Street provides the majority of
the benefit to the public transport network
Option E is the superior option for both peaks
% Improvement E G
AM Bus journey times 25% 19%
PM Bus journey times 13% 12%
29. To cater for the additional demand in 2031 there will need to be the
following considerations made:
Parking cap enforced
Less attractive parking
More attractive public transport
Additional signalised intersections into residential areas
Better use of the freeway and arterial network
Less development to be considered
CONCLUSIONS 29
30. Option E performs the best, especially for public transport
Large improvements can be made to the study area by splitting the
freeway interchange and bus station
McDonald Street Bridge provides good access to the study area and
slightly alleviates congestion at Hutton Street Bridge
Hutton Street extension relieves Scarborough Beach Road of congestion,
however the interchange itself experiences severe delays due to
additional demand using Hutton Street
The bus lanes along Scarborough Beach Road offer limited benefit
Possible alternatives involve queue jump lanes or turning lanes and a
median to improve safety and pedestrian facilities
CONCLUSIONS 30
31. LESSONS LEARNED
Significant challenges calibrating the base network.
Managing stakeholder perception of congestion and the best solutions.
The performance difference between the mesoscopic and the hybrid
model was significant at congested locations.
Editor's Notes
The development of the Aimsun model involved:
Building a calibrated and validated 2014 base mesoscopic model
A 3 step process in testing 8 mesoscopic scenarios for 2031
Comparing and discussing the results of each mesoscopic scenario
Converting the base 2014 model to a hybrid model with 3 microsimulation pockets
Developing 3 hybrid 2031 models consisting of a base model and 2 options
The study area is a 4km by 4km area with the centre being approximately 8km from the Perth CBD. It’s a very diverse area with a mix of both low density and high density residential around the fringes of the city centre. There is a large Westfield retail complex within the activity centre as well as various big box retailers such as Ikea which generate a significant amount of trips. There are commercial offices in the south within the Herdsman business park. In the east of the study area there is a large amount of light industrial businesses that attract a significant amount of heavy vehicles.
The key roads include the Mitchell Freeway. It’s the most important and busiest road in the city as it links with the Kwinana Freeway to provide the main passage over the Swan River as well as access from the northern suburbs to the CBD. Within the median of the Mitchell Freeway is the Joondalup train line and there are 2 stations inside the study area, Stirling Station and Glendalough Station.
The main east-west link within the study area is Scarborough Beach Road. It has a large amount of bus services and a high volume of vehicles. It suffers from severe congestion due to the amount of intersections, business driveways and turns taking place on it.
The TransPriority map for the study area was updated in consultation with the City of Stirling and agreed by the Stakeholder Working Group. The key aspects of the TransPriority map are:
- Private motor vehicle movements will be encouraged to go around the activity centre and not through it
- The activity centre, west of the Mitchell Freeway will be a pedestrian zone
- Stephenson Avenue will provide priority to cycling and walking
- Scarborough Beach Road (between Mitchell Freeway and Odin Road) will provide priority to cycling and public transport
- Ellen Stirling Boulevard will provide priority to public transport and pedestrians.
Scarborough Beach Road is a key distributor for residents and businesses within the study area and surrounding suburbs. Due to the orientation of the Mitchell Freeway and the limited amount of access points crossing the freeway, Scarborough Beach Road is also used as a route to the north of the study area.
Because none of the roads within the study area provide a full north-south route, vehicles are forced to drive on to Scarborough Beach Road to make turns. This contributes greatly to congestion.
In its present form Scarborough Beach Road carries large volumes of traffic. Although there are a numerous shops and food outlets along the route, it remains undesirable for pedestrians. This is largely due to the lack of a median in the road and long distances between traffic signals in some areas. Where there are traffic signals, the cycles are at 140 seconds.
The proposed cross section in the structure plan provides a median for pedestrians, however will involve significant land purchases and will extend the road to 42m.
Part of the reason that the study area has such a low public transport mode share is due to the type of industry that the area currently supports (i.e. retail and light industrial), the perceived ease by which it can be accessed by car and the abundance of parking. The scale on the graph is from dark green, excellent, to black which is below minimum service.
The City of Perth study also assessed a future scenario based on projects and services that are likely to be implemented by 2031. As shown public transport within the study area would be mostly very good. However, the south-western section of the study area is average and the eastern section of the Osborne Park industrial area still does not meet minimum services requirements. This highlights the need to consider improving services in these parts of the network.
A key issue within the study area is that the Stirling Bus Station is running at capacity and the freeway interchange is highly congested. There are 16 bus routes that use the station and a limited amount of layover. The reliability of buses is poor, as there is no bus priority provided on approach to the station. This in part explains the poor public transport accessibility rating in the previous slide as the connecting buses to the station can take a significant amount of time to reach the station despite their proximity.
Onto building the base model. We largely used SCATS at signalised intersections to calibrate the traffic flows within the network. However to determine the demand profile and heavy vehicle proportions we used the significant amount of tube counts to determine where and when certain vehicles were travelling.
The travel time data was collected from TomTom travel time data. This provided us with a distribution of how long trips were taking within the study area. It highlighted the unreliability of certain routes as well as a few congestion hot spots within the network. This was used to validate the model.
A challenge we faced was that we were unable to have access to the strategic model ourselves and just the outputs provided. There was significant discussion with the department of planning about exactly what assumptions were made not only within the study area but in adjacent areas that could generate significant traffic through the model.
Of significant difficulty was that the 2011 sub area network that the original matrix was based on only included 5 internal zones. To overcome the lack of detail of trips within the study area we disaggregated the matrix into 120 zones. Some of the original zones were combined of different land uses so we used first principles to allocate the existing strategic model trips into each new zone.
To replicate shorter trips within the model we seeded a small amount of trips from the 2031 denser sub-area matrix into the 2011 model. When we ran static adjustment within Aimsun, we gave the program a larger degree of flexibility to manipulate the matrix.
Challenges of static adjustment and calibration:
- logical routes not necessarily being used by both the model and drivers, so we had to spend significant time applying static costs to turns and links.
- The model has a large amount of route choice and many local streets that do carry significant flow. Had to iterate several times to ensure the local network was handling a realistic demand
- The usual situation with these data collection periods. Road works and network changes occurred during the collection. Including the implementation of new signals and road works on a key route.
- Had problems with the multiple connector to centroid method and essentially decided to remove that situation from the network.
Example of the multiple connector to centroids which we did use in future models when internal access roads were upgraded. However in the base network it would cause static adjustment to add or remove vehicles to the network, only to further throw out calibration.
Stakeholder perception of congestion was a difficulty. Telling someone that the median journey time along their route is 2.5 minutes seems to anger people when they frequently take over 5 minutes to make the trip. We aimed for the model to always have journey times slightly above the median for each route and would adjust demand accordingly. Because the network is quite variable with the amount of vehicles passing through, queues into the network could also vary from a few vehicles to 100s of meters on different days.
As I mentioned earlier we did a lot of manual adjustment to the network as well as seed small amounts of internal trips. To check that we did not change the trip length distribution we compared the profile of trips from the strategic model and our final trip matrix. This showed that we had a similar trip length within the network and hadn’t reached calibration simply by adding in copious amounts of small trips to reach the SCATS flows.
For the hybrid model we also did a visual validation check. We made several site visits to the area as well as had queue length surveys so we had a good idea of what the network should look like.
Talk about Do nothing, Option C (and it’s progression to the do minimum), Option E and Option G.
Talk about the problem with the Powis Street north facing ramps.
Talk about how the extended network provides better north-south connection and doesn’t force traffic onto Scarborough Beach Road
Talk about the density of the network changes and how it’ll provide better access. Talk about the 100 second cycle times and slower speed limits within the activity centre.
Talk about the circle route and how it’s an important bus for the network as it services universities, schools and train stations.
Reduction in journey times for circle route
- Additional off-road walking paths are implemented across the activity centre
- Improved walking connections are provided to Stirling Station.
25% reduction in bus journey times for Option E in the AM and 13% in the PM
Talk about the demand reduction.
Talk about how funding for PTA will need to supply a “Stirling CAT” or similar service
Talk about how the mesoscopic scenarios over estimated the capacity of unprotected right turns, of which there are many in this study area, including at freeway interchanges.