text:
Tag: Wes Welker
Patriots Report Card: Week 17
Rob Gronkowski led all Patriot receivers with two touchdown catches Sunday against the Bills, and his 108 yards helped set an NFL single-season record for receiving yards by a tight end. (AP Photo/Elise Amendola)
All's well that ends well. The New England Patriots overcame an early 21-point deficit Sunday, blowing out the Bills in the second half and cruising to home-field advantage for the playoffs. Final score: Patriots 49, Bills 21. A fitting revenge after the Bills came back from being down 21 to beat the Patriots in September.
Who finished the regular season on the high honor roll, and who's spending Wild Card weekend with an outside tutor? Here's the final report card before the playoffs.
Quarterbacks: A
Despite a rough start, Tom Brady still finished the game with 338 passing yards and three touchdowns. He refused to be cowed by the Bills' lead, instead slowly chipping away until the Bills crumbled beneath his far-superior abilities. With a healthier Wes Welker and a year of development from his tight ends, Brady's yardage skyrocketed this season to the tune of 5,235 yards – not the most in the NFL this season, but the most for Brady by over 400 yards. A combination of shoulder strength, pocket protection and down-field plays will determine Brady's playoff success.
Running Backs: A-
Stevan Ridley did the grunt-work Sunday, picking up 81 yards on 15 carries. In the red zone, however, Bill Belichick chose the sure-handed BenJarvus Green-Ellis to bust it in. Green-Ellis delivered two rushing touchdowns, including the Patriots' first. He also executed a flawless screen play, chewing up 53 yards on the second play of the second half. That drive ended in a field goal that cut the Bills' lead to one point.
Continue reading Patriots Report Card: Week 17
Posted on January 3, 2012 Categories Football, PatriotsTags Aaron Hernandez, BenJarvus Green-Ellis, Brian Hoyer, brian waters, Buffalo Bills, c.j. spiller, Jerod Mayo, kevin brock, Kyle Love, Mark Anderson, New England Patriots, nfl week 17, Patrick Chung, report card, Rob Gronkowski, Ryan Fitzpatrick, scott chandler, Stephen Gostkowski, sterling moore, Stevan Ridley, Tom Brady, Wes WelkerLeave a comment on Patriots Report Card: Week 17
He wasn't perfect, but Tom Brady's gritty second-half performance – including two rushing touchdowns – carried the day against the Dolphins. (Photo by Jim Rogash/Getty Images)
The Miami Dolphins narrowly avoided disaster Saturday against the New England Patriots. Somehow a group of talented, motivated football players broke into their locker room, knocked everyone out, stole their uniforms and took the field for kickoff. The "Dolphins" went into halftime up 17-0.
Luckily, the true – and truly terrible – Dolphins regained consciousness and took back their uniforms for the second half. The Patriots scored 27 points in a row and held on to win, 27-24.
The Patriots clinched a first-round bye, and the Dolphins continued their mission of destroying the legacy of a once-great franchise.
Which Patriots graduated with honors, and which will have to take summer school classes? Here's this week's report card.
Quarterback: A-
Tom Brady couldn't do much in the first half, what with all the Dolphins constantly in his face. Whatever happened at halftime, the protection improved in the second half, and Brady came alive. Brady's second-half line: 20-27 for 217 yards and a touchdown, finishing 27-46 for 306 overall. Brady continues to play with guts, QB-sneaking not once but twice for rushing touchdowns in the second half.
Posted on December 26, 2011 Categories Football, PatriotsTags Aaron Hernandez, brandon marshall, brian hartline, charles clay, Dane Fletcher, Deion Branch, Devin McCourty, James Ihedigbo, Jerod Mayo, Julian Edelman, Logan Mankins, Matt Light, matt moore, Miami Dolphins, New England Patriots, nfl week 16, reggie bush, report card, rob gronkowksi, Rob Ninkovich, Stephen Gostkowski, Stevan Ridley, Tom Brady, Vince Wilfork, Wes Welker1 Comment on Patriots Report Card: Week 16
Patriots Clinch First-Round Bye, Overcome 17-Point Deficit Against Dolphins
Tom Brady's second rushing touchdown proved the game-winner Sunday afternoon against the Dolphins at Gillette. (AP Photo/Stephan Savoia)
The New England Patriots took every punch the Miami Dolphins threw at them in the first half of Sunday afternoon's game at Gillette.
In the second half, the Patriots came out swinging, and the Dolphins went down for the count.
The Patriots scored 27 points in the second half, overcoming a 17-point deficit to beat the Dolphins, 27-24, and clinch a first-round playoff bye.
Brady Comes Alive in Second Half
The Patriots entered halftime down 17-0, dispirited and disheveled. Missing Matt Light and losing Logan Mankins early in the game, the Patriots' offensive line had crumbled under the Dolphins' pass-rushing onslaught, leading to three sacks. Tom Brady could never sit comfortably in the pocket, completely derailing the passing game.
The Patriots went three-and-out four times in the first half, and Stephen Gostkowski badly missed a 51-yard field goal attempt in the waning seconds before halftime.
Whatever Bill Belichick said to his team, they exited the locker room with renewed energy and resolve. Brady began the second half with an 11-play drive – highlighted by a 15-yarder to Chad Ochocinco – that ended with a 45-yard field goal and put the Patriots on the board.
Continue reading Patriots Clinch First-Round Bye, Overcome 17-Point Deficit Against Dolphins
Posted on December 24, 2011 Categories Football, PatriotsTags Aaron Hernandez, brandon marshall, brian hartline, Chad Ochocinco, Dane Fletcher, davone bess, Deion Branch, Devin McCourty, Logan Mankins, Matt Light, matt moore, Miami Dolphins, New England Patriots, nfl week 16, Stephen Gostkowski, Stevan Ridley, Tom Brady, Vince Wilfork, Wes WelkerLeave a comment on Patriots Clinch First-Round Bye, Overcome 17-Point Deficit Against Dolphins
Aaron Hernandez led the Patriots with nine catches for 129 yards and a touchdown, plus 16 yards rushing, in Sunday's blowout victory over the Broncos. (AP Photo/Jack Dempsey)
Whatever the source of the Denver Broncos' new-found momentum, it ended in the second quarter of Sunday's game against the New England Patriots. Neither Tim Tebow's speed nor his supplications could turn back Tom Brady's ruthless but balanced offensive attack. The Patriots beat the Broncos, 41-23, clinching the AFC East and moving ahead of both Pittsburgh and Houston for the AFC's top seed.
Tebow majored in Family, Youth and Community Services, but are the Patriots the true bachelors of divinty? Vox Goisman, vox dei.
Quarterback: A
Brady didn't play Sunday's game like a quarterback who'd only won once at Sports Authority Field at Mile High, completing over two-thirds of his passes for 320 yards, two touchdowns and no picks. Given decent protection by his line, Brady had little trouble sitting in the pocket and waiting for his receivers to get open. He averaged nearly 9.4 yards per reception, throwing 15 first-down passes. He even rushed for a touchdown!
The Patriots rushed for 141 yards Sunday – their highest total in nearly a month. Stevan Ridley continued transitioning his game to the NFL, leading the team with 11 carries for 65 yards. Danny Woodhead and BenJarvus Green-Ellis backed Ridley up with a touchdown apiece that showed off their complimentary running styles: Woodhead scampered 10 yards into the end zone in the third, Green-Ellis bulldozed past the left guard for 1 yard in the fourth.
Wide Receivers/Tight Ends: A
Aaron Hernandez was clearly sick of Rob Gronkowski getting all the praise this season. His response? Nine catches for 129 yards and a touchdown reception that started the Patriots' 20-point swing in the second quarter. He also rushed for 16 yards on an end-around during the drive leading up to his touchdown.
Gronkowski and Wes Welker probably didn't mind the lighter workload – they've combined for over half the Patriots' receptions and receiving yards this season – but they still kicked in eight catches for 94 yards. Chad Ochocinco even got in on the act, slipping his defender and making a 33-yard touchdown bomb from Brady look easy early in the first.
Posted on December 20, 2011 Categories Football, PatriotsTags Aaron Hernandez, Andre Carter, BenJarvus Green-Ellis, Chad Ochocinco, Dane Fletcher, Danny Woodhead, demaryius thomas, denver broncos, Devin McCourty, gerard warren, Kyle Love, lance ball, Logan Mankins, Mark Anderson, New England Patriots, report card, Rob Gronkowski, Rob Ninkovich, ryan wendell, Stephen Gostkowski, Stevan Ridley, tim tebow, Tom Brady, week 15, Wes Welker, willis mcgaheeLeave a comment on Patriots Report Card: Week 15
Rob Gronkowski's record-setting two touchdowns and career-best 160 yards Sunday earns him an "A+" in this week's report card. (Photo by Patrick McDermott/Getty Images)
To beat the New England Patriots, a team must play perfectly for 60 minutes. Even when Tom Brady is so out of sorts he gets into a screaming match with his offensive coordinator, the Patriots still score so much that anything short of error-free football won't cut it.
The Washington Redskins made two mistakes Sunday: one within the opening three minutes, another in the final 30 seconds. That was all it took for the defensively incompetent, offensively inconsistent Patriots to secure a 34-27 victory in Washington.
Can the Patriots defend their thesis any better than they defended against the Redskins? Here's this week's report card.
Brady can scream at Bill O'Brien all he wants, but throwing a softball to a well-covered and very inexperienced Tiquan Underwood was a stupid decision. The Patriots only needed a field goal for a two-possession lead with six minutes left in the game. Instead, Josh Wilson intercepted Brady, and the Patriots' linebackers had to save the game. The interception highlighted just how out of sync Brady was with his receivers.
Brady completed less than 60 percent of his passes Sunday, and his receivers' ability to get yards after catches accounted for many of his 357 passing yards. But Brady still threw three touchdowns; a third-quarter 24-yarder showed Brady's impressive mobility, with him ducking and dodging tacklers before hitting Wes Welker in the end zone. Brady went 8-for-10 in the third quarter.
Posted on December 13, 2011 Categories Football, PatriotsTags Aaron Hernandez, Andre Carter, brandon banks, brandon deaderick, Dane Fletcher, Danny Woodhead, Devin McCourty, evan royster, James Ihedigbo, Jerod Mayo, josh wilson, Matt Light, New England Patriots, nfl week 14, report card, rex grossman, Rob Gronkowski, Rob Ninkovich, roy helu, ryan kerrigan, santana moss, sav rocca, Stephen Gostkowski, tiquan underwood, Tom Brady, tracy white, Vince Wilfork, washington redskins, Wes Welker, Zoltan Mesko2 Comments on Patriots Report Card: Week 14
With two more touchdown catches Sunday, Rob Gronkowski needs just one more this season to break the NFL record for most by a tight end. (AP Photo/Charles Krupa)
The Indianapolis Colts gave the New England Patriots a late-game scare Sunday afternoon, but ultimately all the Colts could do was lose with dignity. The Patriots beat the Colts, 31-24, continuing the Colts' winless season and for now moving the Patriots into first place in the AFC.
Who's using this game for college credit, and who needs to repeat Calculus 101? Here are this week's grades.
Tom Brady has shown more mobility in the last few games than he ever has before. Given his line's vulnerabilities, he's pretty much had to. But whatever the reason, Brady's agility has become his best pass-protection, helping him elude tackle after tackle while he waits for his receivers to inevitably get open.
Brady completed over 75 percent of his passes Sunday, hitting seven different receivers for 289 yards. One one drive alone he went 7-for-7 for 77 yards. That drive ended in a touchdown pass, the first of two for Brady. Brady passed Johnny Unitas and is now tied with Warren Moon for sixth-most career regular-season touchdown passes.
Running Backs: B+
Stevan Ridley led the team with eight rushes for 33 numbers – paltry numbers that reflect just how ineffective the Patriots' running game was Sunday. Ridley's agility and flash isn't so useful when he's just trying to run up the middle, and his performance suffered because he tried to dance when he should have just barreled. BenJarvus Green-Ellis knows how to barrel, taking advantage Donald Thomas's bulk at fullback to force his way into the end zone for the 1-yard touchdown run in the second.
Posted on December 6, 2011 Categories Football, PatriotsTags BenJarvus Green-Ellis, dan orlovsky, Deion Branch, Devin McCourty, donald thomas, indianapolis colts, jacob tamme, Jerod Mayo, kavell conner, Kyle Arrington, Matt Light, Matthew Slater, nate jones, New England Patriots, NFL, philip wheeler, pierre garcon, Rob Gronkowski, Rob Ninkovich, Stephen Gostkowski, sterling moore, Stevan Ridley, Tom Brady, Vince Wilfork, week 13, Wes Welker, Zoltan MeskoLeave a comment on Patriots Report Card: Week 13
Tom Brady gave a brilliant performance Sunday against the Eagles, completing 70 percent of his passes for 361 yards and three touchdowns. (Photo by Patrick McDermott/Getty Images)
It took the New England Patriots a drive to get in rhythm, but once they did, Sunday's game went according to plan. Tom Brady dissected the Philadelphia Eagles' secondary, the defense allowed just three points across 50 minutes of football, and the Patriots handed the "dream team" Eagles a 38-20 nightmare of a defeat. The boobirds started singing early at Lincoln Financial Field, and they didn't quit until the stadium emptied out.
Whose play was masterfully artful, and whose was just b.s.? Here's your weekly report card.
Tom Brady turned in a brilliant performance Sunday, completing over 70 percent of his passes for 361 yards, three touchdowns and no interceptions. With little pressure to worry about, Brady had plenty of time to find the open receiver and throw a perfect strike. Only one pass even had a chance at being intercepted, and it wasn't. Otherwise, immaculate decision-making from the emotional leader of this team. He even rushed for 28 yards!
Brian Hoyer took over midway through the fourth, successfully handing the ball off on three straight plays when the Patriots just wanted to bleed the clock and punt.
BenJarvus Green-Ellis did most of his damage on the Patriots' first scoring drive, churning up 28 hard-fought yards on eight carries. He ended the drive with a 4-yard burst into the end zone that cut the Eagles' lead to 10-7 and chewed up almost seven minutes. Green-Ellis added a second, 1-yard touchdown on the Patriots' next drive.
The running game's focus shifted towards clock management as the Patriots' lead grew and grew, but the threat of the run still helped sell two play-action passes. The first, with Danny Woodhead on the field, left Wes Welker wide open for a 41-yard touchdown catch in the second quarter. The second led to a 14-yard pass to Rob Gronkowski early in the fourth. That drive ended with a 24-yard touchdown pass to Gronkowski.
Posted on November 29, 2011 Categories Football, PatriotsTags Aaron Hernandez, antwaun molden, BenJarvus Green-Ellis, brent celek, Brian Hoyer, brian waters, clay harbor, Danny Woodhead, Deion Branch, Julian Edelman, Kyle Arrington, Kyle Love, lesean mccoy, Mark Anderson, nate allen, New England Patriots, nfl week 12, philadelphia eagles, phillip adams, report card, Rob Gronkowski, Rob Ninkovich, Stephen Gostkowski, Tom Brady, vince young, Wes WelkerLeave a comment on Patriots Report Card: Week 12
Andre Carter's franchise-record 4.5 sacks were enough to earn the entire defensive line an A in Sunday's road victory over the New York Jets. (AP Photo/Julio Cortez)
After weeks of offensive malaise and defensive incompetency, the New England Patriots returned to form Sunday, beating the New York Jets, 37-16. Tom Brady and his receivers picked the defense apart while a team of replacements and nobodies held the Jets' offense completely in check. The Patriots regained sole possession of the AFC East with a victory so complete that even Bill Belichick showed some emotion.
So who made the high-honor roll, and who had to settle for regular honors? Here are my grades.
It took Brady a half to get going, leading to 10 first-half incomplete passes that were just off: too high for Danny Woodhead near the end zone, too far for Deion Branch on a crossing route, etc. But Brady exacted his revenge in the second half, going 14-for-17, including his final 13 passes in a row. Stats like three touchdowns, no picks, 329 yards and a 118.4 QB rating are just too gaudy not to give Brady an A.
Brady's best drive came at the beginning of the fourth quarter, a 84-yarder that chewed up nearly seven minutes of the game and ended with an 8-yard strike to Branch for the touchdown. On that drive, Brady went 7-7 for 65 yards. He hit five different receivers. For at least one game, Tom Terrific was back.
Posted on November 15, 2011 Categories Football, PatriotsTags Andre Carter, antwaun molden, Chad Ochocinco, Dan Connolly, Danny Woodhead, Darrelle Revis, Deion Branch, dustin keller, Jerod Mayo, Kyle Wilson, ladainian tomlinson, Logan Mankins, mark sanchez, New England Patriots, New York Jets, NFL, nick folk, niko koutivides, Plaxico Burress, Rob Gronkowski, Rob Ninkovich, Stephen Gostkowski, Tom Brady, Week 10, Wes WelkerLeave a comment on Patriots Report Card: Week 10
Patriots Report Card: Week 9
The look says it all: Tom Brady played better than anyone else on his team, but too many mistakes and missed opportunities cost the Patriots Sunday against the Giants. (Photo by Jim Rogash/Getty Images)
The New England Patriots' 24-20 loss to the New York Giants Sunday featured several firsts. The Patriots lost at home for the first time in 21 games. The Patriots lost two games in a row for the first time since 2006. And the offense failed to score in the first half, also for the first time since 2006.
While Tom Brady did his best to overcome all of that, the defense – which admittedly played very well for the first half – faltered in the fourth quarter, allowing two late-game comeback drives.
Who's going to Harvard, and who's falling back on a safety school? Only my grades can say.
Quarterback: B+
Another game, another two-touchdown day for Brady. But it took him far too long to figure out how to beat the Giants' defense, and he made too many mistakes while doing it. Both interceptions were Brady's fault: he failed to account for linebacker Michael Boley to start the second quarter, who easily read Brady's pass, tipping it to Mathias Kiwanuka. Deon Grant's interception later happened because Brady threw a bad pass to Rob Gronkowski deep and over the middle. The first pick killed a scoring opportunity, and the second led to the Giants' first score.
Brady redeemed himself to some extent with two magnificent fourth-quarter drives, capping 80- and 64-yard drives with touchdown strikes to Aaron Hernandez and Gronkowski, but the defense couldn't hold either lead. A month ago, this offense could put up 30 points or more without even trying. Now, 20 points is a chore. As the commander of this offense, Brady must shoulder the blame.
Continue reading Patriots Report Card: Week 9
Posted on November 8, 2011 Categories Football, PatriotsTags Aaron Hernandez, BenJarvus Green-Ellis, Brandon Jacobs, Brandon Spikes, Chad Ochocinco, Dan Connolly, Deion Branch, deon grant, Eli Manning, jake ballard, Julian Edelman, Kyle Arrington, Logan Mankins, mario mannigham, mathias kiwanuka, michael boley, Nate Solder, New England Patriots, New York Giants, NFL, phillip adams, Rob Gronkowski, Rob Ninkovich, Sergio Brown, Stephen Gostkowski, Tom Brady, tracy white, week 9, Wes WelkerLeave a comment on Patriots Report Card: Week 9
Andre Carter's two sacks highlighted a strong performance from the New England Patriot defensive line against the Dallas Cowboys in Week 6. (AP Photo/Elise Amendola)
For the first 25 minutes the New England Patriots had the ball against the Dallas Cowboys in Week 6, they played sloppy, uncreative football. But down three points with 2:31 left in the game, Tom Brady led a precision air-strike that culminated in Brady's 8-yard bullet to Aaron Hernandez in the end zone, completing yet another comeback in the saga of Tom Terrific. Coupled with a Buffalo Bills loss to the New York Giants, the Patriots enter their bye-week in first place in the AFC East.
Who qualified for the AP class and who's taking Remedial English? Here's one analyst's opinion.
Brady played B/B- football for most of the game, struggling to solve the Cowboys' complicated defense before their bloodthirsty pass-rushers could reach him. On his final drive, however, Brady's play became immaculate. Brady went 8-for-9 on that drive, averaging nearly 10 yards per completion. The Cowboys never knew who Brady would throw to next: he targeted his tight ends three times, Wes Welker four times, and Danny Woodhead twice. He also converted a third-and-1 from the Dallas 29 with a QB sneak, capping a 17-yard rushing day to go with his 289-yard and two-touchdown passing day.
Brady's only truly boneheaded play came in the fourth quarter, when he threw to Hernandez in double-coverage and linebacker Sean Lee easily picked him off. That interception – Brady's second – killed a drive that had already entered field-goal territory, but better protection might have prevented the snap-judgment throw.
Posted on October 19, 2011 Categories Football, PatriotsTags Aaron Hernandez, Andre Carter, BenJarvus Green-Ellis, Dallas Cowboys, Danny Woodhead, Deion Branch, Demarcus Ware, Devin McCourty, Dez Bryant, gary guton, Jason Witten, Kyle Arrington, kyle kosier, mat mcbriar, Matthew Slater, Nate Solder, New England Patriots, NFL, Patrick Chung, Rob Gronkowski, sean lee, Stephen Gostkowski, Stevan Ridley, Tom Brady, Tony Romo, Vince Wilfork, Week 6, Wes Welker, Zoltan MeskoLeave a comment on Patriots Report Card: Week 6


text:
'Closed Casket' infographic posters now available to order and download
Infographic posters are now available for Sophie Hannah's brilliant new Hercule Poirot book Closed Casket, another thrilling murder mystery that can only be solved by the eponymous Belgian detective and his 'little grey cells'. The double-sided poster features fun facts about Poirot and a full list of his books.
'AniMalcolm' posters now available to order and download
Posters are now available for David Baddiel's new children's book Animalcolm, a laugh-out-loud adventure for every child who ever wondered what it might be like to be a bit of an animal…
POS: 'Nujeen' Posters and Banners
Posters and Banners are now available for Nujeen, an inspiring tale of a young disabled girl and her escape from the hell of war. Nujeen tells the story of what it's really like to be a refugee, to have grown up through war and left a beloved homeland to become dependent on others.
Book trailers for the Fortnum & Mason Cook Book
A series of beautifully produced video trailers for the forthcoming Fortnum and Mason Cook Book by Tom Parker Bowles are now available to download. A contemporary, accessible recipe book that combines superb recipes and expert advice on ingredients, the Fortnum & Mason's Cook Book will shine a light on the history of the best British cuisine, with delicious, contemporary Modern British dishes.
Shareable Digital Assets for 'Life in Balance'
Shareable images for social media are now available for Donna Hay's Life in Balance, a brilliant, fresher approach to eating from Australia's most trusted home cook. In a gorgeous new user-friendly square paperback format, featuring tactile paper stock and stunning photography, Donna packs in a wealth of ideas and information that you can trust, and flavours and tastes that will inspire you.
Filter by Resource type
Posters + Ads

redpajama_set_name: RedPajamaCommonCrawl


Kansas Emergency Waiver - International Registration Plan, Inc.
In response to flooding in Doniphan County, Kansas, Executive Order 19-05 waives registration and fuel tax permits for motor carriers operating in relief and restoration efforts.
Read the memo and executive order for more information.
If you have any questions or concerns, contact the Kansas Commercial Motor Vehicle Division at (785) 296-3621 option 2, option 2.


Stains Vector Pack, 2 is a sibling of the original Stains Vector Pack. We give you an assortment of wet and dirty coffee stains in vector form. The variety of staining makes it versatile for posters, t-shirts, and abstract images.


text:
---
title: no-unreachable - Rules
layout: doc
edit_link: https://github.com/eslint/eslint/edit/master/docs/rules/no-unreachable.md
rule_type: problem
---
<!-- Note: No pull requests accepted for this file. See README.md in the root directory for details. -->

# disallow unreachable code after `return`, `throw`, `continue`, and `break` statements (no-unreachable)

(recommended) The `"extends": "eslint:recommended"` property in a configuration file enables this rule.

Because the `return`, `throw`, `break`, and `continue` statements unconditionally exit a block of code, any statements after them cannot be executed. Unreachable statements are usually a mistake.

```js
function fn() {
    x = 1;
    return x;
    x = 3; // this will never execute
}
```

Another kind of mistake is defining instance fields in a subclass whose constructor doesn't call `super()`. Instance fields of a subclass are only added to the instance after `super()`. If there are no `super()` calls, their definitions are never applied and therefore are unreachable code.

```js
class C extends B {
    #x; // this will never be added to instances

    constructor() {
        return {};
    }
}
```

## Rule Details

This rule disallows unreachable code after `return`, `throw`, `continue`, and `break` statements. This rule also flags definitions of instance fields in subclasses whose constructors don't have `super()` calls.

Examples of **incorrect** code for this rule:

```js
/*eslint no-unreachable: "error"*/

function foo() {
    return true;
    console.log("done");
}

function bar() {
    throw new Error("Oops!");
    console.log("done");
}

while(value) {
    break;
    console.log("done");
}

throw new Error("Oops!");
console.log("done");

function baz() {
    if (Math.random() < 0.5) {
        return;
    } else {
        throw new Error();
    }
    console.log("done");
}

for (;;) {}
console.log("done");
```

Examples of **correct** code for this rule, because of JavaScript function and variable hoisting:

```js
/*eslint no-unreachable: "error"*/

function foo() {
    return bar();
    function bar() {
        return 1;
    }
}

function bar() {
    return x;
    var x;
}

switch (foo) {
    case 1:
        break;
        var x;
}
```

Examples of additional **incorrect** code for this rule:

```js
/*eslint no-unreachable: "error"*/

class C extends B {
    #x; // unreachable
    #y = 1; // unreachable
    a; // unreachable
    b = 1; // unreachable

    constructor() {
        return {};
    }
}
```

Examples of additional **correct** code for this rule:

```js
/*eslint no-unreachable: "error"*/

class D extends B {
    #x;
    #y = 1;
    a;
    b = 1;

    constructor() {
        super();
    }
}

class E extends B {
    #x;
    #y = 1;
    a;
    b = 1;

    // implicit constructor always calls `super()`
}

class F extends B {
    static #x;
    static #y = 1;
    static a;
    static b = 1;

    constructor() {
        return {};
    }
}
```

## Version

This rule was introduced in ESLint 0.0.6.

## Resources

* [Rule source](https://github.com/eslint/eslint/tree/master/lib/rules/no-unreachable.js)
* [Documentation source](https://github.com/eslint/eslint/tree/master/docs/rules/no-unreachable.md)

redpajama_set_name: RedPajamaGithub


text:
Q: Optimize speed between application and dbhost How to optimize the speed between a JAVA application (written in Netbeans) and my MYSQL Database (hosted at an external DB provider)?
Let's say I have the following code;
private void fillPlayersList()
{
    try
    {
        PlayerListModel.clear();
        Connection userConn = SimpleDataSource.getConnection();
        Statement userStat = userConn.createStatement();
        String userquery = "SELECT * FROM player";
        ResultSet userResult = userStat.executeQuery(userquery);
        if(userResult.next())
        {
            PlayerList.setEnabled(true);
            userResult.previous();
            while (userResult.next()) {
                int id = userResult.getInt("player_id");
                String username = userResult.getString("username");
                String ip = userResult.getString("ip");
                PlayerListModel.addElement(new PlayerItem(id, username, ip));
            }
        }
        userConn.close();
        PlayerList.setModel(PlayerListModel);
    }
    catch(SQLException e)
    {
        System.out.println(e);
    }

}

It takes aaaggeeesss before this has been completed! How can I optimize a code like this?
Thanks!

A: you can start by fetching only the fields you need
SELECT player_id, username, ip FROM player

And probably add an where condition would also be good, do you really need all the players?
if you do disable also the cursor, and keep doing what you were doing...
    Statement userStat = userConn.createStatement();
    userStat.setFetchSize(0);
    String userquery = "SELECT player_id, username, ip  FROM player";
    ResultSet userResult = userStat.executeQuery(userquery);

redpajama_set_name: RedPajamaStackExchange


The Beacon Hill Station is located 49 m below the ground surface in complex glacial soils with multiple groundwater horizons.
The project comprises deep mined station tunnels and two 1.5 km long Running Tunnels excavated using a tunnel boring machine.
The mined station was excavated through compressible glacial soils with multiple groundwater horizons station excavated using conventional mining techniques.
The access shafts and station headhouses were constructed using slurry walls and cut-and-cover techniques.


text:
({
    setFieldMetadataAttributes : function(component, event) {
        var fieldMetadata = component.get('v.fieldMetadata');
        var record = component.get('v.record');

        // Display type
        component.set('v.displayType', fieldMetadata.DisplayType);

        // Parent record name (used for REFERENCE fields)
        var relationshipName       = fieldMetadata.RelationshipName;
        var relationshipReferences = fieldMetadata.RelationshipReferences;
        var relationshipNameField  = relationshipReferences && relationshipReferences.length > 0 ? relationshipReferences[0].nameField : null;

        if(record && record.hasOwnProperty(relationshipName)) {
            var parentRecord = record[relationshipName];

            if(parentRecord.hasOwnProperty(relationshipNameField)) {
                var parentRecordName = parentRecord[relationshipNameField];
                component.set('v.parentRecordName', parentRecordName);
            }
        }
    },
    handleFieldValueChanged : function(component, event) {
        var record = component.get('v.record');
        var fieldApiName = component.get('v.fieldApiName');

        if(record === null) return;

        if(record.hasOwnProperty(fieldApiName)) {
            component.set('v.fieldValue', record[fieldApiName]);
        }
    },
    getPicklistLabels : function(component, event) {
        var fieldMetadata = component.get('v.fieldMetadata');
        var fieldApiName  = component.get('v.fieldApiName');
        var record        = component.get('v.record');

        if(fieldMetadata === null) return;
        if(fieldMetadata.DisplayType !== 'MULTIPICKLIST' && fieldMetadata.DisplayType !== 'PICKLIST') return;
        if(!record.hasOwnProperty(fieldApiName)) return;

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the PBLSpace
Consulting / advisory process
Leadership retreats
ESSARP Retreat for Student Leaders
VISIONING RETREATS
TECHNOLOGY ANALYSIS AND CONSULTING
SCHOOL OF THE FUTURE SHOWCASE
MISSION – VISION
CLIENTS & ALLIANCES
The School of the Future: no need to wait for systemic change.
February 2, 2018 by grshaid
When it comes to the future of education we can make ours the words of novelist Vaddey Ratner when she has one of her characters describe her feelings at age 9, saying that "she was aware of so much and understood so little". And that is more or less the feeling for most educators trying to embrace this ineffably promising and yet tantalizing future of schools.
On the one hand, we are aware of so much. We know that school systems need to change drastically to suit a completely redefined learning paradigm based on infinite abundance, being the first generation of educators to have access to all accumulated human content. And yet, the unfathomably frenetic rate of change, the intrinsic instability of the future that we are preparing our students for, and a maelstrom of forces that are sometimes conflicting, coupled with our ageless mindset of trying to plan linearly and meticulously, all conspire to the tremendous challenge awaiting us. Those forward thinking educators attempting to transcend the clichés generated by experts and gurus find it, hard, despite their best intentions, to start taking decisive steps towards building the school of the future.
When faced with so much, it's easy to get lost amidst the whirlwind of seemingly contradictory stimuli, and, especially, to try to apply the tried and tested tenets of educational research to a scenario that does not lend itself well to the existing axioms of social research: the half-life of education interventions far exceeds the timing for action, and there is no discernible way to measure quality and effectiveness in education.
How to go about building the school of the future, then? For starters, we need to relinquish and unlearn our timeless reflexes about proven strategies. There is no time and no way to wait until a certain strategy or intervention yields measurable results. Given the basic principles of education for the future, efforts to reshape school practice must be focused on those processes that will undoubtedly yield positive outcomes for students. Regardless of formal measurements or, lo and behold, research based strategies, there are certain one-way, irreversible building blocks for the school of the future and working towards developing and then consolidating those areas is, paradoxically, the safest bet at an era where incrementalism is riskier than bold action.
Without incurring in the formulation of yet another counterintuitive taxonomy, since the future that is, by definition, uncertain, defies our very human need for classification, the following are some of the building blocks of the school of the future, every one of which are predicated on characteristics of the new knowledge paradigm, that, irrespective of future technology developments and other changes, will still hold valid.
Lifelong learning is the objective of school. Far transcending content and even skills, undisputedly, the main objective of any school system anywhere in the world is to graduate students that are able and, even more importantly, motivated to learn their entire lives.
A student centered school. In a world as full of opportunity as tantalizing in its dynamism, students need to take ownership of their learning process and make decisions and choices regarding their own learning. Spoon feeding our students may result in learning more content, but it is actually doing them a disservice in preparing them for a world where they will have to find their own role in the knowledge society.
Technology as a positive disruption. Technology, the greatest catalyst to take advantage of infinite learning opportunities, should be a disruptive force that results in more engaging and fun learning, and not an inadequate medium to perpetuate a model that is obsolete. Digitization is probably the greatest enemy of progress in education, in that it only serves to appease well-meaning educators by making them believe they are using technology when what they are actually doing is merely converting the traditional model to the digital medium.
Higher order skills. Regardless of names and taxonomies, the new and evolved learning paradigm where all human knowledge is potentially just a few keystrokes away challenges us to develop some completely new skills, like dealing with an overwhelming amount of data, as well as reassessing the relative importance of some of the traditional skills, like creativity and critical thinking. When all is said and done, being able to think and develop new ideas becomes paramount, and school does very little in its current incarnation to foster the acquisition of these and other higher order thinking skills.
New literacies. Even as we decry the death of the physical book and lament the unstoppable advance of multimedia in all its forms, schools must propitiate the learning of new literacies, with a special focus on multimedia creation and comprehension.
Design and product creation. Project-based learning, solving real-life problems, developing products and many other pedagogical manifestations need to embody both the learning process as well as the ability to create and think critically.
A global mindset. The world is irreversibly globalized, and schools should cater for the development of a strong personal and community identity in order to become full-fledged citizens of the global world and take advantage of the unlimited opportunities offered by the flat playground, as open to possibilities as it can be unsettling in its complexity.
Collaboration. Schools are yet to adopt collaboration as the default mode of learning, still fixated in individual work and assessment for the sake of accountability. In a world where the moment they step out of their last formal learning experience our students will be working in teams their entire life, schools need to make collaboration the norm and not the exception.
Online interactions. Albeit regretting the unprecedented difficulty in comprehending some unique personal and social interactions that are becoming increasingly intense and complex, schools must embrace the online world as an area where students need to apply both their learning skills and their values, as an extension or, better said, simply as a part of their everyday lives.
As it can be seen, again, taxonomies notwithstanding, every one of the above principles are not only irrefutable in their importance but also immutable in their substantial effect on the school of the future. There are also mostly counterintuitive to much of what is done in schools, and, as such, they are unlikely to get worked on from top-down processes of systemic change. Developing the school of the future is more of an organic process, where strategic and targeted initiatives can initiate a long-term process that will, eventually, become self-sustainable in a renewed school culture.
Click here to learn more about The Learnerspace School of the Future program and how this change process can be initiated right away.
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Our popular annual performance is a celebration of dance, representing the rich diversity of dance activity across the region and beyond.
Choreographers Danielle Tyrer and Siobhan Marshall share some new work.
Your chance to meet Aljaž, Giovanni and Gorka.


It's nice to know that silliness is appreciated right alongside hard work, here at the Lab. Miz Callie and G show off for the camera.
A good time was had by all during a recent re-organization of supplies. As we sorted the decorator fabric swatches that are used in the production of Skaerrenvolk, ideas for new people flowed.


Appeal Court Judges have ruled that denying legal Aid to immigrants fighting deportation is unlawful.
According to Wikipedia; Legal Aid is the provision of assistance to people otherwise unable to afford legal representation and access to the court system.
Legal Aid is regarded as central in providing access to justice by ensuring equality before the law, the right to counsel and the right to a fair trial.
"It would go against the principles of British justice to stop people claiming funds to make their case to stay, said Court of Appeal Judges.
According to Metro, the government had tried to reverse a High Court ruling that denying aid in six cases was 'too restrictive'.
Three of the cases concerened EU nationals facing deportation after being convicted of crimes. The fourth involved an alldged trafficking victim from Nigeria.


Rate based on 2 people you can add up to 6 extra guests.
Idyllic beachfront hideaway with stunning panoramic water views, north facing sun decks, private beach and safe anchorage. Tucked away in a secluded bay this incredible two storey beach house is made for entertaining!
A Refundable Cash Security Bond or Credit Card Details in lieu of a Security Bond may be requested by the Property Owner or Manager prior to checkin.
Property has an excellent outlook and is North facing right on the water. The host was very communicative and helpful. Highly recommended.
Wow! What a place this is, it will take your breath away. The views into the Bay are simply spectacular and you couldn't hope for anywhere more private or quiet. We particularly enjoyed using the all-weather BBQ facility and the kayaks. We came with two toddlers and they had a great time. The kitchen has everything you could possibly want (including candles for cakes!) and there were lots of lovely personal touches throughout the property.
The property is amazing. We stayed there for 4 nights and we will definitely be going back. The house is clean, the furniture is comfy but most importantly it is easy to go for a walk in the beach. The views are also really nice. We enjoyed staying here.
Enjoyed 10 fantastic nights here with 3 kids under 3 yrs. Great location and facilities and make sure you try fish and chips at the crusty crab in Russell and the local oysters, all amazing. We hope to come back some day.
Hi Scott, thank you for your kind comments regarding Wharekaha. We are glad you enjoyed your stay and would welcome you back anytime. Best Regards, Darran .
Truly amazing! This extraordinary property is perched on top of the world, with divine views and a perfect sense of privacy - there are neighbours, but you can't see them and they can't see you. The house itself is very luxurious and well proportioned with ideal living spaces for all weather (!); there are plenty of rainy day activities for kids (X-box, DVDs etc) and the beach is fantastic for when the sun is shining. Needless to say, we really enjoyed our stay! The owners have thought of everything - unlike many run-of-the-mill holiday rentals, there is nothing this house doesn't have - the kitchen alone is brilliant. Excellent value for money, and highly recommended for a private, relaxing, luxurious getaway.


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Air Chief Marshal Sir Thomas Lawrie "Jock" Kennedy,  (19 May 1928 – 18 November 2013) was a senior Royal Air Force officer. He served as Deputy Commander of RAF Strike Command from 1979 to 1981, and Air Member for Personnel from 1983 to 1986. Following his retirement from the military, he served as Lord Lieutenant of Rutland.

Early life
Kennedy was born on 19 May 1928 in Hawick, Roxburghshire, Scotland. He was educated at Hawick High School. He was a member of the Boy Scouts.

Military career
In April 1946, Kennedy joined the Royal Air Force as an airman as part of his National Service. He served for six months before being selected for officer training. Having attended Royal Air Force College Cranwell, he was commissioned on 8 April 1949 as a pilot officer. He was awarded the Philip Sassoon Memorial Trophy for best all-round cadet at Cranwell. He was promoted to flying officer on 9 April 1950 with seniority from 8 April 1949, and to flight lieutenant on 8 October 1951. In the 1953 Coronation Honours, Kennedy was awarded the Air Force Cross (AFC).

Kennedy was appointed Deputy Commandant of the RAF Staff College, Bracknell in 1971, Director of Air Support Operations in 1973 and Air Officer Commanding Northern Maritime Air Region at RAF Pitreavie Castle in 1977. He went on to be Deputy Commander-in-Chief, RAF Strike Command in 1979 and was appointed to the combined posts of Commander-in-Chief Royal Air Force Germany and Commander Second Tactical Air Force in 1981. His last appointment was as Air Member for Personnel in 1983 before retiring in 1986.

Later life
In retirement, Kennedy became a Director of Dowty Group. He served as controller of the RAF Benevolent Fund from 1988 to 1993 during which time more than £20 million was raised.

He served as Deputy Lieutenant of Leicestershire and later became Lord Lieutenant of Rutland.

He died on 18 November 2013.

Personal life
In 1959, Kennedy married Margaret Ann Parker. Together they had three children: one son and two daughters.

References

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1928 births
2013 deaths
British military personnel of the Suez Crisis
Deputy Lieutenants of Leicestershire
Knights Grand Cross of the Order of the Bath
Lord-Lieutenants of Rutland
People educated at Hawick High School
People from Hawick
Recipients of the Air Force Cross (United Kingdom)
Royal Air Force air marshals
Royal Air Force personnel of the Korean War

redpajama_set_name: RedPajamaWikipedia


What exactly is aerial dance?
We are delighted at the prospect of having "Madam Silk" lined up in the programme of Droichead Arts Centre this month. Madam Silk is the new aerial dance performance by Fidget Feet. For a preview of the show and the making off, have a look below.
Aerial dance, it sounds impossible, it looks amazing. What exactly is it? I was talking to Sheenagh Gillen, the general manager and Chantal McCormick, the artistic director of Fidget Feet, to get an insight in who they are and what they do.
What does Fidget Feet do?
Fidget Feet is Ireland's foremost Aerial Dance Theatre Company, originally from Donegal. The company creates spectacular indoor and outdoor work and has become renowned internationally as a company that stretches the boundaries between several arts forms, combining aerial skills with contemporary circus and creating theatre fused with aerial dance, music and video art. In short, making contemporary circus and aerial dance accessible is what we're aiming for.
Fidget Feet create spectacular contemporary circus suspended from cranes, trees, buildings and boats. Fidget Feet also specialise in aerial dance, making site-specific work for theatres and festivals. Our mission is to invoke the imagination, provoke the senses and evoke the emotions of our audience.
What exactly can we expect from contemporary circus?
There is new contemporay circus movement happening in Europe, which is mainly taking place in France, Belgium, UK and other countries. Using twenty years of circus traditions this new movement is bringing circus techniques out of the big top and into the theatres – no animals included, only the human body and a new circus artistic way of creating dance movement in the air. Fidget Feet and Drapés Aérien have co-produced a new aerial spectacle from this new contemporary movement. "Madam Silk" is a haunting and visual stunning piece of aerial dance, which combines a unique mixture of many art forms including dance, circus, video art alongside original music. This makes it something for everyone, from young to the not so young! Fidget Feet is influenced by Canada's amazing aerial company Cirque du Soleil.
Could you explain what aerial dance is?
Contemporary circus is also known as aerial dance, so mixing circus traditions with dance, dancing in the air! Aerial dance is unique and fills the whole stage with aerial acrobatics.
What is Madam Silk about; is there a story or concept behind the performance?
Madam Silk is inspired by French writers such as Anaïs Nin and Gustave Flaubert from the romanticism period. The show evoles within a journey of time with each of the three performers representing some extraordinary woman from history. The piece rises and spirals through the past, the present and the future, not unlike one of Charles Dickens famous stories "Scrooge".
The show opens in an empty house where the memories of Madam Silk lay forgotton under sheets of fabric. The winds of time blow through the window and awaken her and each scene represents a different century and has been influenced by different writers.
How do you create a performance like Madam Silk, from start to finish?
Chantal McCormick, the artistic director of Fidget Feet, met Fred Deb' in America years ago when she was teaching at an aerial dance festival. After this she invited Fred to teach a 4 day aerial course in Newcastle in the UK and attend Fidget Feet's "Remember her". There and then Fred and Chantal decided to work together.
In November 2008 we started researching at Firkin Crane in Cork working on dances with fabric. Then in February and April 2008 we spent 3 weeks working on a 40 minute version, adding aerial hoop trousers and cocoons rigged from a spreader bar. That's when we also started to include music in the performance. We improvised on the equipment and workshop ideas, then set choreography and worked with music. The fabric routine was added on and we then introduced a choreographic style to the moves.
In October and November 2008 we received a Blank Canvas residency in Frikin Crane and a Bursary Award to research adding film to aerial dance. A couple of new scenes were then created. We also worked on the creation of a new aerial piece of equipment called the hoop dress and the designing of all the costumes.
"Madam Silk" was finalized in 2010. We have spent plenty of time on each section adding new choreography and just keep improving the piece, even when we are on tour. The process never really ends.
How long did it take to make Madam Silk?
We started in November 2008 and finished the piece April 2010. We did approximately 3 months of rehearsals in Ireland over 2 years.
What should participants expect from a workshop in aerial dance?
We will be teaching aerial for beginners using fabric rigged like hammocks or cocoons. They will also be rigged vertically so you can climb up and suspend from the fabric. This is a very physical but fun class for anyone who has ever wanted to just give it a go. Some upper body strength can help. This is a safe and fun way to fly!!
We still have tickets available for this amazing show as well as for the workshops. For info and bookings ring 041 9833946.
This entry was posted on May 12, 2010 at 10:40 am and is filed under Dance, Performance.	You can follow any responses to this entry through the RSS 2.0 feed. You can leave a response, or trackback from your own site.


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Visiting/Affiliated Faculty
Current PhD Students
Atlantic World
Atlantic World history refers to relationships and interactions between the peoples of the Americas, Africa and Europe, from the fifteenth through the nineteenth century, as these regions came to constitute a single, integrated system, joined rather than separated by the Atlantic Ocean. Its study focuses on themes such as migration and colonialism; the African slave trade, New World slavery and its abolition; trans-oceanic commerce and the development of history's first worldwide cash economy; violence, mixing and transculturation among Europeans, Africans and indigenous Americans; negotiation of knowledge about medicine, geography and the natural world; and the evolution of imperial systems and the wars of Independence.
The Department of History at Brown University includes eleven scholars who research and teach on the Atlantic World, with special focus on North America, Mexico, the Andes, Brazil, the Caribbean, Angola, and the British Isles, along with their interrelationships. Members of the group have leadership positions at the John Carter Brown Library (among the world's best rare-book libraries for the Americas in the Atlantic World) and the Center for the Study of Slavery and Justice, and are active in the Center for Latin American and Caribbean Studies and the Andean Project.
Europe (Early Modern)
Benjamin Hein
History of Science, Technology, Environment, and Medicine
Neil F. Safier
Daniel A. Rodriguez
Seth E. Rockman
Emily A. Owens
Jeremy Mumford
Tim J G Harris
Linford D. Fisher
Harold J. Cook
Jennifer Lambe
Department of History Brown University Box N 79 Brown Street Providence, RI 02912


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Q: Given inscribed rectangle, how to do you call the shape in which the rectangle is inscribed? Let's say I have a square inscribed into circle. Then how do you call the circle in relation to the rectangle?
Now I need proper naming convention for shapes in general.

A: "enclosed" or "enclosing". But in general associated to a function that has to be either minimized of maximized. E.g., "biggest area enclosed disk" or "smaller area enclosing disk", more generally "enclosed something", or "enclosing something", for example "enclosed rectangle", or "enclosing rectangle" are common composite keywords in image processing. A common adjective for this class of objects is "bounding object".
In Matlab, for example, you can consult (https://fr.mathworks.com/matlabcentral/fileexchange/34767-a-suite-of-minimal-bounding-objects)
A more general site is (http://www.mlahanas.de/CompGeom/opt_bbox.htm)


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Neighbourhood Plans Body wants Plans to be reviewed half as often and provide 40% less Housing Land
June 28, 2019 June 28, 2019 / andrew lainton	/ Leave a comment
Why not just allocate housing land in Neighbourhood Plans? Why a photo of an american subdivision?
NALC
The National Association of Local Councils (NALC) has agreed on a range of measures to help strengthen the neighbourhood planning process.
Neighbourhood planning gives communities direct power to develop a shared vision for their neighbourhood and shape the development and growth of their local area. Around 90% of neighbourhood plans developed so far have been led by local (parish and town) councils.
However, a number of issues with the neighbourhood planning system have been identified, including a lack of sufficient weight for neighbourhood plans, the need to review neighbourhood plans every five years and the requirement for local planning authorities to have a five-year land supply.
NALC has put forward a number of proposals to address these points, including: 'breathing space' for communities preparing neighbourhood plans; local plans to be reviewed every ten years; the national standard requirement for housing land supply to be reduced to three years and for greater consideration to be given to neighbourhood plans when a planning application which conflicts with the neighbourhood plan is received. NALC is also seeking clarification on when emerging neighbourhood plans can be given weight.
Cllr Sue Baxter, chairman of NALC, said: "It's about time the neighbourhood planning process was reformed. The current system is not working as effectively as it should be, with developers in many areas still free to build developments that are not in accordance with local wishes. The government should adopt the measures agreed by NALC to ensure a planning system which is truly led by local communities. MHCLG also need to clarify the relationship between neighbourhood plans and new types of spatial plans."
Brokenshire Announces Funding for Garden Garden Villages – But only 3 locations made public
Speech to IH
And as we increase supply, on many occasions we're building communities from scratch.
Where to do that, we must get it right. That's why I am particularly delighted to be announcing today that the government will be supporting 19 new garden villages.
These new communities stretch from County Durham in the North, to Truro in the south west. Together they have the potential to deliver 73,000 new homes.
We welcome the new homes these projects will bring, but this is about so much more than "housing units".
It's about supporting local areas that have the vision and drive to create great new places – with all the facilities, green space and transport to make a community that will thrive.
And I'm really pleased that our plans include a specially designed community that would support the needs of people with dementia, as part of a new Garden Community at St George's Barracks in Rutland.
Uttlesford Confirms it Won't Scrap Local Plan
June 28, 2019 / andrew lainton	/ Leave a comment
Dunmow Broadcast
Uttlesford District Council boss, Dawn French, has confirmed that the district's local plan will not scrapped, after an intervention from planning inspectors who questioned whether the council's controlling party supported the plan.
The plan, which identifies sites that can be developed for housing and will shape future development up until 2033, was submitted for examination in January, as part of a process which could see its adoption.
However, ahead of public hearings which will examine the plan, to begin next week, planning inspectors wrote to the council asking for clarification on Residents for Uttlesford's (R4U) stance on the plan, advising: "If the council no longer supports key aspects of the plan it has submitted, the appropriate action would be to consider withdrawing that plan from examination."
R4U came to power in May after the Conservatives, who bought the local plan forward, suffered a heavy defeat. They have raised significant concerns about the plan in the past including a "detailed objection to the sustainability appraisal", the letter said.
Yesterday, Miss French, the chief executive at UDC said in a letter to inspectors Louise Crosby and Elaine Worthington: "The answer to your questions is that the council has made the decision to submit a local plan which it considers to be ready for examination, as set out in its decision of 9 October 2018, any change in that decision could only be a matter for full council, there are no plans to revisit that decision, and therefore there is no change to the council's decision in that regard."
Yesterday was the deadline set by the inspectors to respond to their query


text:
\section{Introduction}
\label{sec1}
Connected and Automated Vehicle (CAV) technology will revolutionize the way vehicles are operated.  Among its wide-ranging applications, Cooperative Adaptive Cruise Control (CACC) is identified as one of the thrust applications by governments, industries, and academia all around the world in improving mobility, environment, and more importantly safety. The field experiments of CACC systems have been accelerated as the technology matures in recent years.  The highlights of the deployments, to name a few, include the United State Department of Transportation (USDOT)-approved CAV test sites \citep{xiang2009wireless}, the California PATH's Automated Highway System (AHS) program  \citep{rajamani2001experimental,bu2010design,milanes2014cooperative}, the Energy ITS Project \citep{ITSEnergy2011}, SARTRE    \citep{van2013multi}, KONVOI \citep{wille2007konvoi}, and the European Truck Challenging 2016 \citep{eckhardt2016european}. Despite policy encouragement from government agencies and the progress made in academic research, large-scale field deployment, however, are still considered premature at the current stage, in terms of safety, technological, and budgetary concerns. Simulation is one of the best approaches to bridge the gap between prototype testing CACC technology and the large-scale real-world deployment by providing a virtual environment. Simulation can also improve the quality of the testing by expanding the testing scope to a wide spectrum of scenarios without incurring a significant amount of additional cost.

Managed lanes (MLs), as defined by the Federal Highway Administration (FHWA), are highway lanes that are set aside and operated under a variety of fixed and/or real-time strategies in response to local goals and objectives \citep{kim2015sustainable}, such as traffic operation improvement, emission reduction, safety enhancement etc. As solutions for efficient lane management, ML strategies have been implemented nationwide with various forms (e.g., high-occupancy vehicle (HOV) lane, high-occupancy toll (HOT) lane, exclusive bus lane (XBL)). Pairing ML strategies with CACC (designated as CACC-ML) becomes a logical step in promoting CACC, because of CACC's distinct operational characteristics in comparison to human-driven vehicles (HVs). Furthermore, the provision of CACC-ML can provide road users with stronger incentives either to purchase CACC vehicles that meet the minimum functional requirements or to factor in the option of retrofitting certified aftermarket CACC systems to a reasonable extent.

In this paper, the effectiveness of deploying CACC-ML strategies is examined with the goal of deriving policy recommendations for the initial introduction of CACC vehicles into mixed traffic.  The organization of the remainder of the paper is as follows.  Relevant research regarding deploying CACC vehicles in mixed traffic is reviewed in Section \ref{Literature Review}, followed by the microscopic simulation framework in Section \ref{Methodology}. The simulation results are presented and discussed in Section \ref{Simulation Result}. Conclusions and future work are discussed in Section \ref{Conclusions}.

\section{Literature Review}
\label{Literature Review}
Increasing practices of MLs have been observed over the years and case studies show that the desired travel patterns or behaviors can be incentivized by ML strategies. For instance, the California Clean Air Vehicle Decal program \citep{shewmake2014hybrid} was designed to promote user adoption of energy-efficient and low-emission hybrid vehicles by allowing the owners to drive on HOV lanes without even meeting the occupancy requirement. It is believed that the adoption of CACC vehicles can be facilitated with policy alike. The CACC-ML provision is envisioned to have three phases. First, the adoption of CACC vehicles is incentivized by allowing the use of the ML free of charge. At this stage, the following headway of CACC vehicles on the ML may be comparable to that has been observed from HVs for safety reason in mixed traffic. Then a shorter following headway for CACC vehicles could be implemented to further increase the carrying capacity of the ML when the demand as well as the familiarity of road users to CACC increases.  Lastly, when the CACC vehicles reach a critical level of MP, the transition to CACC-only lane could be eventually made. At this stage, high-performance driving enabled by CACC can be achieved because of a homogeneous CACC traffic on the ML \citep{ZhongDis}.

The benefits of CACC for enhancing the performance of a freeway system have been reported. The capacity of 4,250 vph per lane was observed by \cite{van2006impact} on a 6-km segment with uniformly distributed ramps under full market penetration. \cite{shladover2012impacts} concluded the capacity of 3,600 vph per lane at 90\% MP in the absence of on-ramp demand for a one-lane freeway. \cite{Arnaout2014} evaluated CACC under moderate, saturated, and over-saturated demand on a hypothetical 4-lane highway under different market penetrations. They found that 9,400 vehicles (out of 10,000 vehicles) could be served in an hour when the CACC reached 40\% MP. \cite{lee2014mobility} found the mobility benefits of CACC began to show at 30\% MP. \cite{songchitruksa2016} assessed the improvements of CACC on the 26-mile I-30 freeway in Dallas, TX and observed the highest throughput being 4,400 vph at 50\% MP.

Insofar, studies on MLs for CAVs are relatively scarce in the literature. Traditional lane management experience may not be directly transferrable to CACC deployment because of the the difference in the underlying operational principles.
There are two major approaches for studying CACC-ML: analytical modeling and computer simulation. \cite{hussain2016freeway} proposed an analytical ML model for determining the optimal lanes to be allocated for CAV traffic under single-lane and ML environment. Three types of CAV following headway (conservative, neutral, and aggressive) were assigned. The maximization of the overall system throughput could be computed under the assumption that both CAVs and HVs are randomly distributed in a freeway facility. From a macroscopic perspective, \cite{qom2016evaluation} used simulation-based dynamic traffic assignment to study the diversion of CACC vehicles onto a ML with toll incentives from dynamic pricing. Using Vissim, \cite{zhang2018operational} investigated the operational capacity of CACC-ML with dedicated CACC on/off ramps. It was discovered that the ramp density should be placed no less than 5 km (3 miles) apart to ensure a reasonable level of throughput.
\cite{Liu2019Modeling} found that deploying the ML and vehicle awareness device (VAD)-equipped vehicles were proven to be helpful under low and medium  market penetrations. The increase in the pipeline capacity (under the ideal condition with  no lane changes, uniform desired speed, etc.) was estimated between 8\% to 23\%. On a subsequent test on an 18-km segment of the SR-99, they observed great improvement on traffic flow pattern when the MP was at 40\% or higher on the corridor-level speed heat map.

A CACC vehicle is able to operate in a safe manner with a much smaller following headway due to the V2V communication with its predecessor(s) \citep{shladover2018using,tsugawa2016review, Nowakowski2011}. Clustering CACC vehicles, therefore, becomes a crucial task in operation.   Note that CACC ``clustering'' and ``platooning'' are used interchangeably.  According to \cite{shladover2015cooperative}, three types of clustering strategies   could be expected in operation: 1) ad hoc clustering, 2) local coordination, and 3) global coordination.  Ad hoc clustering assumes that the CACC vehicles arrive in random sequence and the CACC vehicles do not actively seek clustering opportunities. Therefore, the probability of driving around other CACC vehicles is highly correlated to MP. The ad hoc clustering has been adopted in most of the previous studies thus far because of its simplicity on implementation.

Local coordination, commonly known as active platooning, could be employed to help with clustering. Under this concept, CACC vehicles actively identify and approach an existing CACC cluster or other free-agent CACC vehicles to form a new cluster. The local coordination has been discussed by \cite{liang2013fuel}, \cite{davila2012sartre}, and \cite{lee2014mobility}.  One of the main challenges to local coordination is the determination of the relative position of a vehicle with sufficient accuracy and reliability. Solutions have been proposed to aid the localization of CACC vehicles \citep{shladover2015cooperative}, for instance, 1) infrastructure lane identification by radio frequency identification (RFID), 2) vehicle-based lane identification by on-broad sensors (e.g., GPS, inertial measurement unit, and camera), 3) vehicle-based confirmation of the predecessor by using visual or infrared-camera-visible marking, and 4) visual confirmation by the drivers.  Lastly, global coordination uses advance planning to coordinate vehicles traveling with the same origin-destination pair even before the CACC vehicles entering the highway \citep{larson2013coordinated}. The most likely application for global coordination would be long-haul trucking or lengthy commute trip on congested highways.

Equity issues is another crucial aspect for MLs, and it has to be properly addressed, due to its vital role in gaining public support. The perception of exclusivity for different road users could be a sensitive matter. \cite{vtpi2018} conducted extensive research regarding the equity and social justice for the impact of a ML in CAV context. It identified that a dedicated lane for CACC could impact various social classes \citep{litman2017autonomous}, since not too many people are able to afford CACC vehicles.  The issue becomes more pronounced when speed limit privilege (e.g., higher speed limit) is assigned to CACC lane. Hence, the impacts of a CACC lane among users and non-users need to be quantified for further assessment. More mobility options could be provided (e.g., access to transit) in order to gain the benefits of CACC-ML for different user groups. Learned from existing MLs, additional considerations include: 1) cost incentives to make CACC accessible for all via tax deduction, subsidies, etc.; 2) possible shared mobility for CACC vehicles; and 3) availability of alternative routes for other road users.

The CACC-ML strategy could provide technical accommodation, economic incentive, and mobility improvement for users who decide whether to purchase CACC-equipped vehicles. CACC-ML could be instrumental in the near-term deployment of CACC. The effectiveness of CACC-ML strategies can be evaluated systematically in a cost-efficient way with microscopic simulation.

\section{Methodology}
\label{Methodology}
\subsection{Simulation Framework}
A segment of a major commuter corridor, the Interstate Highway 66 (I-66) located in Fairfax County, Virginia, is used to evaluate the potential operation impacts for deploying CACC vehicles in the near term.  The 8-km (5-mile) stretch of the roadway (shown in Fig. \ref{fig:i66}) is located outside of the Washington D.C. Beltway (I-495) with four lanes in each direction and two interchanges. Currently, an HOV lane is implemented in the leftmost lane in each direction. No physical barrier is in place between the General Purpose Lanes (GPLs) and the HOV lane.
The I-66 network has been used in previous studies by  \cite{Li2019High}, \cite{NAP25366}, \cite{ZhongDis}, and \cite{Zhong2018}. The calibration was conducted with three independent data sources:  INRIX travel time, remote traffic microwave sensor data (RTMS) flow data, and video camera data to ensure a realistic representation of the real-world traffic conditions \citep{STOLT4, Li2019High}. The first two were the primary sources of fine-tuning the simulation network. An overview of the traffic condition for each origin is shown in Table \ref{table:trafficCondition}. The demand is defined in a 15-min interval.

\begin{table}[!ht]
\centering
\caption{Independent Data Source for Calibration}
\begin{tabular}{cccccc}
\hline
Data Source &  Volume & Speed & Occupancy & Travel Time & Measurement Type \\ \hline
RTMS data & \checkmark & \checkmark & \checkmark & & point\\
INRIX data & & & & \checkmark & segment\\
Video camera footage & \checkmark  & & & & point\\
\hline
\end{tabular}
\label{table:dataSource}
\end{table}

\begin{figure} [ht!]
	\centering
	\includegraphics[width=0.75\textwidth]{figure/i66TestBed.png}
	\caption{Interstate highway 66 (I-66) segment}
	\label{fig:i66}
\end{figure}

\begin{table}[!ht]
\centering
\caption{Network Traffic Demand}
\begin{tabular}{cccc}
\hline
Zone ID &  Description & Peak/Avg. GP Demand, vph & Peak/Avg. HOV Demand, vph \\ \hline
Z1 & I-66 East or I-495 & 4197/3998 & 1885/1796\\
Z2 & Exit 62 Nutley St. & 712/382 & 335/180\\
Z3 & Exit 60 SR 123 & 1411/1146 & 1411/1146\\
Z4 & I-66 West & - & -\\
\hline
\end{tabular}
\label{table:trafficCondition}
\end{table}

The simulation framework is developed based on PTV Vissim \citep{ptv2018}, Vissim Component Object Model (COM) interface \citep{vissim2015introduction}, and the Vissim DriverModel.DLL application programming interface \citep{VissimDllDoc} (VEDM thereafter). The overall simulation framework is shown in Fig. \ref{fig:simFrame}. Vissim is a multimodal microscopic traffic simulation software, where each entity (e.g., car, train, or pedestrian) is simulated individually. Such capability is one of the most crucial elements for simulation of CACC vehicles.  The VEDM is programmed to replace the default Wiedemann car-following model \citep{wiedemann1991} with the custom CACC behavioral model.

\begin{figure} [ht!]
	\centering
	\includegraphics[width=\textwidth]{figure/simFramework.png}
	\caption{Vissim-based microscopic simulation testbed}
	\label{fig:simFrame}
\end{figure}

The CACC vehicles are equipped with automated longitudinal control that is based on the Enhanced Intelligent Driver Model (E-IDM) \citep{kesting2010enhanced}. The behavior model of the EIDM is expressed in Eq. \ref{eq:eidm}, \ref{eq: minDistCal}, and \ref{eq: cahCal}.
\begin{equation}
\ddot{x}=\begin{cases}
a[1-(\frac{\dot{x}}{\dot{x_{des}}})^{\delta }- (\frac{s^{*}(\dot{x}, \dot{x}_{lead})}{s_{0}})] & \text{ if } x=  \ddot{x}_{IDM} \geq \ddot{x}_{CAH} \\
 (1-c)\ddot{x}_{IDM} + c[\ddot{x}_{CAH} + b \cdot tanh ( \frac{\ddot{x}_{IDM} - \ddot{x}_{CAH}}{b})] & \text{otherwise}
\end{cases}
\label{eq:eidm}
\end{equation}
\begin{equation}
s^{*}(\dot{x}, \dot{x}_{lead}) = s_{0} + \dot{x}T + \frac{\dot{x}(\dot{x} - \dot{x}_{lead})}{2\sqrt{ab}}
\label{eq: minDistCal}
\end{equation}
\begin{equation}
\ddot{x}_{CAH}=
\begin{cases}
\frac{\dot{x}^{2} \cdot \min(\ddot{x}_{lead}, \ddot{x})}{\dot{x}_{lead}^{2}-2x \cdot \min(\ddot{x}_{lead}, \ddot{x})} &
\dot{x}_{lead} (\dot{x} - \dot{x}_{lead}) \leq -2x \min(\ddot{x}_{lead}, \ddot{x})  \\
\min(\ddot{x}_{lead}, \ddot{x}) - \frac{(\dot{x}-\dot{x}_{lead})^{2} \Theta (\dot{x}- \dot{x}_{lead})}{2x}  & \text {otherwise}
\end{cases}
\label{eq: cahCal}
\end{equation}
where, $a$ is the maximum acceleration; $b$ is the desired deceleration; $c$ is the coolness factor; $\delta$ is the free acceleration exponent; $\dot{x}$ is the current speed of the subject vehicle;  $\dot{x}_{des}$ is the desired speed,  $\dot{x}_{lead}$ is the speed of the lead vehicle; $s_{0}$ is the minimal distance; $\ddot{x}$ is the acceleration of the subject vehicle; $\ddot{x}_{lead}$ is the acceleration of the lead vehicle; $\ddot{x}_{IDM}$ is the acceleration calculated by the original IDM model \citep{Treiber2000}. The minimal distance can be calculated by Eq.\ref{eq: minDistCal} where  $T$ is the desired time gap; and $\ddot{x}_{CAH}$ is the acceleration calculated by the constant-acceleration heuristic (CAH) component as shown in Eq.\ref{eq: cahCal}, where $\Theta$ is the Heaviside step function. The local coordination of CACC vehicles is incorporated into the VEDM as well, where a free-agent CACC vehicle (that is not in a platoon) detects its surrounding traffic, trying to join an existing platoon or form a platoon with other free-agent CACC vehicles. Thus far, three types of platoon formation have been used: front-, mid-, and rear- joining \citep{lee2014mobility, Amoozadeh2015}. In this study, only rear-joint is allowed for jointing a platoon in order to control the variables of the evaluation.  The decision-making procedure for a free agent CACC vehicle is exhibited in Fig. \ref{fig:pltnForm}.

\begin{figure} [H]
	\centering
	\includegraphics[width=\textwidth]{figure/pltnForm.png}
	\caption{\textcolor{revised}{CACC clustering algorithm}}
	\label{fig:pltnForm}
\end{figure}

The Minimizing Overall Braking Induced by Lane Change model (MOBIL) \citep{kesting2007mobil} as expressed in Eq.\ref{eq: mobil} is adopted as the mechanism to prevent lane changing of a free-agent CACC vehicle that is potentially disruptive to the surrounding traffic.
\begin{equation}
\tilde{\ddot{x}} - \ddot{x} + p(\tilde{\ddot{x}}_{n}-\ddot{x}_{n} + \tilde{\ddot{x}}_{o} - \ddot{x}_{o}) > \Delta \ddot{x}_{th}
\label{eq: mobil}
\end{equation}
where $p$ is the politeness factor; $\tilde{\ddot{x}}$ is the new estimated acceleration for the subject vehicle; $\ddot{x}$ is the current acceleration of the subject vehicle;
$\tilde{\ddot{x}}_{n}$ is estimated acceleration of the new trailing vehicle; $\ddot{x}_{n}$ is the previous acceleration of the new trailing vehicle; $\tilde{\ddot{x}}_{o}$ is the new estimated acceleration for the old trailing vehicle; $\ddot{x}_{o}$ is the previous acceleration of the old trailing vehicle. Note that the estimated acceleration is calculated by the E-IDM model.

When a potential platooning opportunity is identified via V2V communication, the CACC system estimates the impacts on the immediate vehicles based on MOBIL should the lane change be initiated.  A lane change is only executed when the expected negative impact is below the pre-determined threshold, $\Delta \ddot{x}_{th}$. In the event of multiple clustering alternatives,  the one with the smallest value (less impact) in the left hand side of the Eq.\ref{eq: mobil} is chosen, as illustrated in Fig. \ref{fig:mobileDemo}.

\begin{figure} [h]
	\centering
	\includegraphics[width=0.9\textwidth]{figure/mobileDemo.png}
	\caption{MOBIL-based lane change decision}
	\label{fig:mobileDemo}
\end{figure}

The parameters for the E-IDM  models are shown in table \ref{table: parameters}. Note that two types of headway are implemented in the longitudinal control. The $T_{intra}$ represents the intra-platoon headway, which is typically smaller owing to the communication within a CACC platoon. The larger headway, $T_{inter}$, is used when a CACC vehicle follows a non-CACC vehicle. The minimum number of CACC vehicles for a platoon is set as three and the maximum number of CACC vehicles for a platoon is set as seven.
\begin{table}[!ht]
\centering
\caption{CACC Vehicle Control Parameters}
\begin{tabular}{ccccccccccccc}
\hline
Parameter & $T_{intra}$ & $T_{inter}$ & $s_{0}$ & $a$ & $b$ & $c$ & $\theta$ & $\dot{x}_{des}$ & $p$ & $\Delta \ddot{x}_{th}$ \\ \hline
value & 1 s & 1.2 s & 1$m$ & 2$m/s^{2}$ & 2$m/s^{2}$ & 0.99 & 4 & 105 $km/h$ & 0.9 & 1$m/s^{2}$ \\
\hline
\end{tabular}
\label{table: parameters}
\end{table}

While the imperfect wireless communication is not the main focus in this paper, it is worth mentioning that an analytical probability module that was derived from a packet-level network simulator (i.e. ns-2 \citep{chen2007overhaul}) by \cite{killat2009empirical}  was also incorporated into the VEDM.  One-hop DSRC broadcast reception probability can be calculated during the simulation based on transmission power, transmission distance, and communication channel loading.  The outcomes of the communication have an influence on the CACC platoon operation. The details regarding the implementation of this module in VEDM is available in \cite{Zhong2018}.  The behaviors of a CACC vehicle in a platoon is dictated by the successful V2V communication. Here the CACC system is assumed with SAE Level 3 vehicle automation  that requires a receptive fallback-ready driver\citep{SAE2014}.
\textcolor{red}{
Fig. \ref{fig:sysFallback} illustrates the system fallback in the event of automated driving system (ADS) failure, such as loss of DSRC packets.  It is executed at each simulation time step on an individual vehicle basis, and it determines the transition of the control authority between the ADS and the human driver.}

\begin{figure}[H]
	\centering
	\includegraphics[width=0.8\textwidth]{figure/sysFallback.png}
	\caption{\textcolor{revised}{CACC system fallback loop}}
	\label{fig:sysFallback}
\end{figure}

\subsection{Managed Lane Scenarios}
Eligibility, accessibility, and pricing are the three primary factors in designing a ML \citep{mlPrimer}.  In this study, only the first two factors are considered.  A three-phase ML deployment for CACC is envisioned as covered in the literature review.  Subsequently, four ML strategies, shown in table \ref{table: MLs}, are formulated for testing.
\begin{itemize}
\item{\textbf{Base case (BASE)}: This scenario serves as the base condition of the I-66 segment for this study. As stated previously, an HOV lane is implemented in the leftmost lane of the roadway and the network has been calibrated.}
\item{\textbf{Unmanaged lane (UML)}: In this strategy, the HOV lane was revoked, and current HOVs are treated as GP vehicles. CACC vehicles are not given priority use of any lane, and they operate along with general purpose (GP) vehicles/ HVs.}
\item{\textbf{Mixed managed lane (MML)}: This strategy aims to utilize the current lane use configuration of the network and provide priority usage of HOV lane for CACC vehicles. It investigates the effectiveness of introducing CACC vehicle to an existing ML facility.}
\item{\textbf{Dedicated CACC lane (DL)}:  The exclusive access to the leftmost lane for CACC vehicles is studied. A homogeneous CACC traffic is believed to be beneficial for the CACC operation. The merging impact of CACC vehicles toward the leftmost lane can be studied as well. Like in UML, the HOVs are treated as GP vehicles in this strategy.}
\item {\textbf{Dedicated CACC lane with access control (DLA)}: This strategy is essentially a dedicated CACC lane mentioned above but with access control where CACC vehicles are only able to move in or out of the ML at designated locations. Therefore, the weaving activities are aggregated at certain locations of the segment. It is formulated to insulate the CACC vehicle platoons form the potential impacts of the weaving activities. }
\end{itemize}

\begin{table}[!ht]
\centering
\caption{Scenario settings for two cases.}
\begin{tabular}{ccccccc}
\hline
\backslashbox{Strategy}{Lane}&  4\textsuperscript{th}(leftmost) & 3\textsuperscript{rd} & 2\textsuperscript{nd} & 1\textsuperscript{st} & Access Control \\ \hline
BASE & H & G & G & G & N \\
UML & G+C & G+C & G+C & G+C & N\\
MML & C+H & G & G & G & N\\
DL & C & G & G & G & N\\
DLA & C & G & G & G & Y\\
\hline
\footnote{Footnote}{H-HOV, G-GP, C-CACC}
\end{tabular}
\label{table: MLs}
\end{table}

Since MLs are commonly designed to be left-lane concurrent with at-grade entry/exit, the weaving which requires crossing multiple GPLs could have a negative impact on mobility and safety of the overall traffic. Therefore, the weaving length of the incoming CACC vehicle to the leftmost managed lane has to be considered when it comes to a ML design. \cite{caltran2018HOV} suggested the minimal distance of 800 ft (243 m) per lane; whereas \cite{wsdot2006HOT} proposed the minimal distance of 500 ft (152m) between an access zone and immediate on- or off- ramp. The access control level is a trade-off among accessibility, efficiency, and safety. The optimal access control level was studied by \cite{saad2018access} and the weaving length of 1,000 ft (333m) per lane change was recommended. \cite{cai2018safety} investigated the safety impact of weaving lengths for lane change maneuver using a driving simulator. The 1,000 ft (333 m) optimal length for each lane change is based on the three evaluative measures: speed standard deviation, minimum time to collision, and potential collision events.  According to the aforementioned recommendations, 1,000-ft (333-m) weaving length per lane for the location of the ML entry is adopted in this study.

\section{Simulation Result}
\label{Simulation Result}

The effectiveness of CACC-ML is discussed from the perspectives of
overall network performance, safety, environmental impact, equity, and platooning performance.
To factor in the variability of simulation, five replications are run for each combination of strategy and MP.

\subsection{Network Performance}
The network-wide improvement of CACC under the four ML strategies are evaluated.  Being developed by Caltrans PeMS \citep{chen2001freeway}, the Q value is the ratio of vehicle mile traveled (VMT) and vehicle hour traveled (VHT). The VHT represents the input of a freeway system, whereas the VMT gauges the output of a freeway system. It can be also considered as the speed on an aggregated level. Hence, the higher the value of Q, the better performance or more productive of a highway system.  As shown in Fig. \ref{fig:qValue}, introducing CACC vehicles to the network helps to improve the network efficiency even when MP is below 15\%.  UML achieves the highest efficiency among all strategies across the MP range in terms of Q values. For low MP range (less than 30\%), the implementation of DL or DLA seems to be premature, because it decreases the efficiency of the network drastically.
\begin{figure} [ht!]
	\centering
	\includegraphics[width=0.9\textwidth]{figure/qValue.png}
	\caption{Network Q value}
	\label{fig:qValue}
\end{figure}
\begin{figure} [ht!]
	\centering
	\includegraphics[width=0.9\textwidth]{figure/pti.png}
	\caption{Planning time index}
	\label{fig:pti}
\end{figure}

The Planning Time Index (PTI) is defined as the ratio of the 95-percentile peak period travel time to the free-flow travel time \citep{reliability2006making}. It is used for evaluating the travel time reliability of the ML strategies. As shown in Fig. \ref{fig:pti},  the original PTI for traversing the network is 1.50, which indicate that a driver needs to allocate 1.5 times of the free-flow travel time in order to ensure a 95\% on-time arrival. The PTIs for UML and MML exhibit a decreasing trend as more CACC vehicles are introduced into the network.  At 40\% MP, the lowest PTIs for UML and MML are observed as 1.14 and 1.15, respectively.  Travelers in both DL and DLA experience higher PTIs than the BASE when MP is below 30\%. With a decreasing trend, at 50\% MP, the DL and DLA reach the same level of the PTIs as observed for UML and MML at 40\% MP.

\subsection{Safety}
The standard deviation of speed, as a Safety Surrogate Assessment Model (SSAM) \citep{lee2014mobility, li2017evaluation}, has been used to assess the safety performance \citep{gettman2003surrogate}. Generally, a lower value in the standard deviation of speed represents a more stable traffic flow \citep{songchitruksa2016}. In any of the ML strategy, the standard deviation of speed exhibits a decreasing trend as the MP goes up as shown in Fig. \ref{fig:stdSpd}.  The improvement in terms of the SSAM is observed in UML and MML even at low MP range. The DL and DLA start with higher values of standard deviation than that of the BASE. They both resumes to the baseline level at 30\% MP. Between DL and DLA, the former display a marginally lower standard deviation at each MP level that is below 50\%. Additionally,  the speed standard deviation of UML is consistently lower than that of MML throughout all levels of MP.
\begin{figure} [H]
	\centering
	\includegraphics[width=0.9\textwidth]{figure/stdSpd.png}
	\caption{Standard deviation of speed}
	\label{fig:stdSpd}
\end{figure}

\subsection{Environmental Impact}
The VT-Micro model \citep{rakha2004vtmicro} is implemented in the Vissim EmissionModel.DLL \citep{VissimEmitDll} to collect second-by-second fuel consumption for each vehicle. The entire network is treated as a system and the average fuel consumption for each vehicle per second is shown in Fig. \ref{fig:fuelCon}.  All the testing scenarios yield a lower fuel consumption with the exception of 20\% and 25\% MP for both DL and DLA.  The higher the MP, the greater the reduction in fuel consumption is observed.
\begin{figure} [h]
	\centering
	\includegraphics[width=0.9\textwidth]{figure/avgFuel.png}
	\caption{Average fuel consumption}
	\label{fig:fuelCon}
\end{figure}

\subsection{Equity}
Equity refers to fairness when it comes to distributing impacts.  Horizontal transportation equity, in the context of CACC-ML, is the impact distribution among CACC users and non-CACC users. Traffic speed and roadway level-of-service can be used as indicators to measure impacts that affect equity \citep{litman2002equity}.  When the performance on GPLs is degraded, negative equity is distributed to GP users.  To measure the equity distribution among all four ML strategies, the segment travel time for traversing the entire segment on the mainline is compared. For each Violin plot shown in Fig. \ref{fig:equity}, the widths on either side are scaled by the number of observations. The quartiles of the distributions are also shown in the shade of the violin plot.  Under UML, a narrower distribution of travel time is observed even at 5\% MP, which means both CACC or GP vehicles do not experience negative equity.  Across the rest of the MP levels, the distributions of GP travel time remain nearly unchanged but with fewer high values observed in the BASE. With the increase of CACC vehicles, it is also observed that the median values of the distributions remain the same in UML. For MML where HOVs are grouped into GP vehicles, improvement only shows when MP reaches 10\% and the trend is maintained until MP reaches 50\%. For DL and DLA, the travel times get worsen when MP is below 30\% and the improvement only shows above 35\% MP.  Among all the scenarios, the CACC travel time distributions have lower variances and medians than GP vehicles that are operated in the prevailing traffic condition.

\begin{figure} [H]
	\centering
	\includegraphics[width=\textwidth]{figure/equity.png}
	\caption{Travel time comparison based on vehicle type}
	\label{fig:equity}
\end{figure}

\subsection{Platooning Performance}
In this section, a set of rarely-examined MOEs is introduced. They are related to CACC clustering and made possible by the high customizability of VEDM. One of the major benefits of CACC is the compact vehicle platoons with short intra-platoon following distance enabled by the V2V communication. As such, the number of vehicles within platoons is positively correlated to the improvement in throughput. The average percentage of CACC vehicles is shown in Fig. \ref{fig:pltnPrec}. With the CACC demand increases, the percentage of the number of platooned CACC vehicles decreases in both UML and MML, which seems counterintuitive. In fact, this indicates the increased difficulties for additional CACC vehicles to form platoons. When the slope of a curve is positive as shown in DL, the platooning opportunity increases as the presence of CACC vehicles increases. If a curve linearly increases at a 45-degree slope, it is an indication that all the additional CACC vehicles get the same likelihood of forming platoons.  For a negative slope of the curve, the corresponding ML strategy is not able to offer clustering opportunity at the same level as MP grows. Between 20\% and 50\% MP, DLA outperforms other strategies and it is only marginally surpassed by DL at 55 \% MP.

\begin{figure} [!ht]
	\centering
	\includegraphics[width=0.9\textwidth]{figure/pltnPrec.png}
	\caption{Percentage of CACC vehicle in platoons}
	\label{fig:pltnPrec}
\end{figure}

During the simulation run, each CACC vehicle registers its sequence in a platoon.  Due to the decentralized execution for each CACC vehicle in VEDM, the mean platoon depth \citep{Amoozadeh2015} is calculated. The mean platoon depth represents the mean platoon position reported by each CACC vehicle and it is a good indicator of the average size of platoons in the network.  As shown in Fig. \ref{fig:avgPltnPos}, there is a major distinction between the two types of ML strategies: the type with dedicated CACC lane (i.e. DL and DLA) and the type without. The smallest and greatest gaps observed between these two types of ML strategies are 0.16 at 25\% MP and 0.25 at 35\%, respectively.

\begin{figure} [!ht]
	\centering
	\includegraphics[width=0.9\textwidth]{figure/avgPltnPos.png}
	\caption{Average platoon position}
	\label{fig:avgPltnPos}
\end{figure}

The formation and dissolution of CACC platoons occur dynamically under mixed traffic conditions due to various reasons (e.g. vehicles exiting a freeway, non-CACC vehicles cutting in, or communication disruption).   At certain timeframe, there is a percentage of CACC vehicles that are in platoons, utilizing the intra-platoon, short following distance. On the other hand, there is the duration of the CACC vehicles in platoons. The dynamic changing of the two aforementioned measures during operation makes it difficult to spatially and temporally measure the effectiveness of forming CACC platoons.  To account for this phenomenon, the vehicle hour platooned (VHP) is proposed in this study to quantify the temporospatial platooning performance for the entire network. The VHP is the accumulation of the number of CACC vehicles that are in platoons within an hour. In Fig. \ref{fig:vhp}, the convex shape in UML and MML curves indicate that a non-linear growth of VHP as the MP increases.  Compared to UML and MML, DL and DLA yield consistently higher values of VHP. The increasing trends in DL and DLA exhibit a linear pattern.

\begin{figure} [!h]
	\centering
	\includegraphics[width=0.9\textwidth]{figure/vhp.png}
	\caption{Vehicle hour platooned}
	\label{fig:vhp}
\end{figure}

A score matrix system that factors in all the aforementioned performance measures is developed. Table \ref{table: scoreMat} summarizes the score assignment rule. The first four heterogeneous types of performance measures (i.e. mobility, safety, equity, and environmental impact) are determined based on the comparison with the BASE, whereas the CACC platooning score is determined by the comparisons among the four tested strategies at each level of MP.

\begin{table}[!ht]
\centering
\caption{Vehicle Control Parameters}
\begin{tabular}{c|c}
\hline
Parameter & Evaluation Score \\ \hline
Traditional performance measure & improvement: 1 \\
(mobility, safety, equity, & neutral: 0 \\
and environmental impact) & degradation:-1 \\
  \\ \hline
 & ranked among 4 strategies  \\
CACC platoon formation & 1st: 4, 2nd: 3, 3rd: 2, 4th: 1  \\
\hline

\end{tabular}
\label{table: scoreMat}
\end{table}

Fig. \ref{fig:mlScore}(a) and (b) show the evaluation scores for the network performance and platooning performance, respectively. Since the calculation of the two score categories is different, normalization is performed before summation to obtain the scores in Fig. \ref{fig:mlScore}(c) that  represent the overall evaluation scores between the critical MP range. When MP is below 25\%, both UML and MML strategies are suitable options for CACC deployment, depending on whether an existing ML strategy is already in place.  When the MR reaches above 30\%, both MML and DLA strategies are viable options. Either DL or DLA is able to create homogeneous CACC traffic; however, DLA is able to provide better operational accommodation for CACC. The recommendations are summarized in Fig. \ref{fig:mlRecom}.

\begin{figure}[h!]
\centering
\subfloat[traffic performance score]{\label{main:a}\includegraphics[scale=.5]{figure/scoreA.png}} \par\medskip

\begin{minipage}{.45\linewidth}
\centering
\subfloat[platooning performance score]{\label{mainb}\includegraphics[scale=.45]{figure/scoreB.png}}
\end{minipage}
\begin{minipage}{.45\linewidth}
\centering
\subfloat[normalized sum of score]{\label{main:c}\includegraphics[scale=.45]{figure/scoreC.png}}
\end{minipage}
\caption{Managed lane evaluation score}
\label{fig:mlScore}
\end{figure}

\begin{figure} [!htb]
	\centering
	\includegraphics[width=0.8\textwidth]{figure/scoreD.png}
	\caption{Managed lane policy recommendations}
	\label{fig:mlRecom}
\end{figure}

\section{Conclusions}
\label{Conclusions}
This study focuses on assessing the effectiveness of four managed lane (ML) strategies for the near-term deployment of CACC under mixed traffic conditions.  An integrated microscopic simulation testbed is employed to conduct the large-scale traffic simulation on the calibrated I-66 segment in Fairfax County, Virginia.  Note that the types of the ML strategies tested in this study are not intended to be exhaustive.
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Additionally, the control parameters for CACC vehicles could vary when it comes to implementation. The desired time gaps used in this study are relatively conservative (i.e., 1 s and 1.2 s), and it would become even shorter as the MP grows. The powertrain parameters used in this study could also be different in the future as lighter vehicles (without the heavy safety frame) become viable due to drastically fewer crashes.
}
Nevertheless, the simulations reveal several important aspects of deploying CACC in mixed traffic, most of which have rarely been discussed and yet the stakeholders have to take into account. Besides the traditional network-wide performance measures, a set of platoon performance measures are put forward to evaluate the platoon formation of CACC vehicles.  Additionally, the evaluation score matrices considering various aspects of CACC deployment were proposed to demonstrate the overall suitability for each ML strategy.

For locations without existing managed lane policy, mixing CACC traffic across all travel lanes is an acceptable option when the market penetration rate is below 30\%. Mixed managed lane (e.g., HOV + CACC, HOT + CACC) is a versatile option for providing priority lane usage for CACC vehicles, especially in the locations where ML strategies have already been implemented. It is premature to implement CACC lane when market penetration (MP) is below 30\%, due to the degradation of the traffic condition on the general purpose lanes. When the mid-range MP (30\% to 55\%) is reached, CACC lane begins to show its advantages for facilitating CACC clustering and forming homogeneous CACC traffic that is ultimately necessary for the further harness of the benefits of CACC (e.g., higher speed limit and short headway intra-platoon car following).

Further exploration of the operation of CACC-ML is very much needed, including the ways to optimize the operational efficiency for the managed lane in conjunction with other CAV-based systems, such as speed harmonization, automated merging assistance, one-way vehicle communication devices, etc. In addition, the clustering strategy for CACC-ML in mixed traffic conditions is an under-explored area at the current stage. Such operation should be performed at a tactical driving level beyond the basic operational level as defined by \cite{SAE2014}. Moreover, the interactions between CAVs and HVs is another area that deserve more attentions. Thus far, the majority of the studies have been focusing on CAVs. The potential impacts on HVs from CAVs (e.g., platoon blockage, induced weaving) should not be overlooked, especially when active clustering strategy is employed.

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redpajama_set_name: RedPajamaArXiv