JOURNAL OF TRANSPORTATION

SYSTEMS ENGINEERING AND INFORMATION TECHNOLOGY

Volume 8, Issue 6, December 2008
Online English edition of the Chinese language journal

Cite this article as: J Transpn Sys Eng & IT, 2008, 8(6), 67í72. RESEARCH PAPER

Comparison of Pre- & Post-Olympic Traffic:

A Case Study of Several Roads in Beijing
LIU Mingjun, MAO Baohua*, HUANG Yu, ZHANG Jianpeng, CHEN Shaokuan
Integrated Transport Research Center of China, Beijing Jiaotong University, Beijing 100044, China

Abstract: During the 29th Olympic Games, the Organizing Committee proposed and applied a series of traffic control measures.
This paper first introduces the traffic control measures, and then analyzes their effects on road traffic structure and volume. It
resulted that the ratio of non-motorized vehicles and buses are directly proportional to the intensity of traffic control, while the traffic
volume and V/C ratio are inversely proportional to it. The survey data indicated that with the launch of the traffic control measures,
the ratio of passenger cars on expressway declined by 15.68% while that of buses inclined by 2.85% in AM peak. The vehicle
volume of expressway, arterial road, secondary road, and branch road declined by 18.84%, 22.13%, 38.5%, and 24.63%, respectively
by lane, while the V/C ratio decreased by 59.09%, 20.00%, 68.75%, and 6.25%, respectively, in AM peak.

Key Words: traffic control; Olympic transport; traffic volume; V/C ratio

1 Introduction centers (TCC), and a transit information center (TIC), and

International events, such as the Olympic Games, FIFA
World Cup, World Expo, etc., are categorized as hallmark
events or mega-events. Hosting of mega-events is generally
reserved for cities with great opportunities for economic
development and intercultural communication. However, it
also affects a large number of vehicle trips which occur on a
one-time, infrequent or non-daily basis[1,2]. Therefore, the
event organizing committee and its partners are facing this
challenge head on with a comprehensive plan aimed at
ensuring that the participants and spectators, as well as the
residents of the hosting city, experience a transportation
system that is safe and highly efficient.
During the 1996 Atlanta Olympic Games, the authority
developed and implemented a travel demand management
plan, such as promoting four days work every week,
encouraging small office home office (SOHO), offering an
additional ten days of paid vacation, deploying Olympic
shuttle bus and a 126 km of high-occupancy vehicle (HOV)
lane, expanding rail transit network, etc., to reduce regional
commute trips and to alleviate traffic congestion. They also
developed the most ambitious intelligent transportation
systems (ITS) in the United States, which included a
transportation management center (TMC), six traffic control
incorporated with the regional advanced transportation
management systems (ATMS), advanced traveler information
systems (ATIS), and advanced public transportation systems
(APTS). As a result, the average weekday ridership on urban
rail transit and bus reached 957 thousand and 346 thousand,
respectively, increasing by 316% and 37% as referred to in
April 1995, while the daily passenger volume of shuttle bus
reached 320 thousand. At last, commute peak periods were
spread out more than normal weekdays, and the peak flows
were up to 30% less than on normal weekdays, and ozone
levels were measured to be 30% to 50% lower than normal,
possibly as a consequence of the above[3].
To face the huge Olympic transport challenge, Sydney 2000
established an Olympic Road and Transport Authority, a fully
multimodal public agency in charge of planning and
delivering of all Olympic transport services. According to
ORTA’s plan, all Olympic stadiums and venues were involved
in the public transit system and a new high capacity rail loop
with 5.3 km length was built to handle about 80% of the
Olympic generated traffic. To reduce road traffic, no parking
was offered at any Olympic venues and ticketed spectators,
athletes, accredited Olympic workforce and volunteers
enjoyed 24-hour free transport. Besides this, Sydney used all
available techniques, such as extending holiday periods,

Received date: Sep 24, 2008; Revised date: Nov 3, 2008; Accepted date: Nov 8, 2008
*Corresponding author. E-mail: bhmao@china.com
Copyright © 2008, China Association for Science and Technology. Electronic version published by Elsevier Limited. All rights reserved.
 LIU Mingjun et al. / J Transpn Sys Eng & IT, 2008, 8(6), 67í72
shifting some central business activities to outlying areas,
curb-parking restrictions, to cut the Games time traffic
demands. All measures combined resulted in a background
traffic reduction of about 20% and rail traffic growth from 14
million to 29.5 million passengers per day[4].
By staggering work hours and odd-even day vehicle
operation, the road traffic volume in Seoul decreased by
19.2% on average, and the traffic speed increased by 32.1% to
achieve a smooth traffic movement during 2002 FIFA
Korea-Japan Worldcup in the city of Seoul. Furthermore, the
ozone pollution rate dropped by 1/3 on average. Meanwhile,
the mass transit’s capacity were greatly increased by shortened
subway headway and extended operating hours, and provision
of temporary and shuttle buses, and then, 71.8% of spectators
reached the stadiums by public transit[5].
In 2002 Salt Lake City Winter Olympic Games, the
authority’s goals were to get athletes and spectators to
Olympic venues in an efficient and timely manner and to
reduce background traffic by 20%. Then, a series of TDM
strategies, including increased transit use, carpools, shifting
work hours earlier, as well as shifting travel routes and times
(especially for trucks), were applied to reduce traffic volumes.
Additionally, a piece of the transportation program named
“Know before You Go” was designed to inform commuters,
Olympic spectators, commercial drivers, and residents about
the best routes to take during the Olympic Games whether or
not they are attending the Games. By the implementation of
these measures, road traffic incident rate, traffic volume, and
delay dropped by 20%, 25%, and 30%, respectively, whereas
the peak hour speed increased by 15% during the Games[6,7].
Beijing carried out a temporary large-scale traffic control
during November 1–6, 2006 when the Forum on China-Africa
Cooperation was held. The survey results showed that 96.7%
of pedestrians and 1.8% of drivers had changed their daily
travel habit. As for road traffic, almost 900 thousand vehicles
were sealed and stored up everyday, which led to a decline of
traffic network volume and significant improvement of
vehicles’ running speed. During the Forum, the average traffic
volume on the ring roads declined by 5.8% during the
morning peak and by 5.3% during the evening peak, and
accordingly the average vehicle speed increased by 7.4% and
15.6%, respectively. Several car-users turned to public transit
in response to traffic control, and then the passenger volume
of buses and trolleys increased 300 thousand–590 thousand,
which increased by nearly 2.94%–5.83% as compared with
that before the Forum; the passenger volume of subway
increased 270 thousand–510 thousand in number, which is
about 15.70%–28.30% increase as compared with that before
the Forum[8]. In order to attract as many visitors as possible to
travel by public transit during 2006 FIFA Germany Worldcup,
the authority proposed and implemented several Green Goal
transport measures such as integration of stadiums into public
transport networks, providing a small amount of direct parking
space at stadiums, guidance for local public transport, special
offers for the World Cup, and travel information for public
transport. Statistically, on the average of all World Cup games
and host cities, around 57% of spectators adopted public
transport to commute to and from stadiums (including “park &
ride”). A further 6% made their way on foot and around 11%
traveled by coach. Environment-friendly means of transport
thus obtained a share of 74%, and only 23% of stadium
visitors traveled by cars[9].
To offer swift, safe transport services for the Olympic
Family, visitors, Olympic Venue staff and also to ease daily
transport of citizens and visitors during the Athens 2004
Games, there were several transport management policies
such as setting Olympic traffic lanes as wide as 160 km for
accredited vehicles and buses, applying strict parking
restrictions, 24-hour operation for subway, tram and Olympic
bus lines and high operating frequencies as low as 2.5 minutes
for metro lines, dedicated bus lines, and so on. Consequently,
74% spectators accessed the venues by public transportation,
while 15% used private vehicles. At the peak day (August 21,
2004), it was estimated that a total of 2.625 million trips was
accommodated by the Athens public transportation system,
and the number of trips was increased by 40% for that period
compared the past years. As for the dedicated bus lines, they
were operated on an average of 6 minutes. Their average
speeds were supposed to be between 30–40 km/h (typical
average speeds of buses in Athens are between 15–17
km/h)[10,11].
By August 2008, Beijing promoted a safe road environment
by improving traffic conditions around the competition arena
in preparation of the large event as well as established proper
transportation strategies to deal with the increased
transportation demand and the traffic congestion. This paper
introduces the traffic management policy of Beijing in
preparation for the 2008 Olympic Games, and analyzes the
traffic operation status of four different periods, namely,
Post-Olympic Traffic Control (Post-OTC), Pre-Olympic
Traffic Control (Pre-OTC), Good Luck Beijing (GLB), and
Base Survey Period (BS), by road traffic composition and
traffic volume with panel data. With quantitative description
of the TDM measures impact on road traffic, it provides
experiences and decision-making support for formulating and
implementing the TDM measures in the future.
2 General traffic control measures
of Beijing Olympic Games
To ensure event traffic and normal urban traffic to operate
harmoniously and good air quality during the 2008 Beijing
Olympic and Paralympics Games as well as fulfill the
commitment to host the Games, Beijing worked out “Traffic
Assurance Plan during the 2008 Beijing Olympic and
 LIU Mingjun et al. / J Transpn Sys Eng & IT, 2008, 8(6), 67í72
Paralympic Games”. The general objective is to cut the total
number of vehicles on the roads, ensure traffic safety and
mobility during the Games, provide public transportation
services for citizens to minimize the impact on people’s work
and daily lives, reduce vehicle emissions, and improve air
quality[12]. The main measures are listed as follows:
(1) Reduction of the total number of motor vehicles stage
by stage
During the first stage (July 1 to 19, 2008), the vehicles that
failed to meet the European No. 1 standard for exhaust
emissions were all-day forbidden from the roads. All
government offices, public institutions, army and police, and
enterprises in the Beijing municipal administrative regions
were stopped using 30% of their motor vehicles per day,
except for those vehicles providing normal food and daily
supply to the city. Other vehicles were encouraged to seal and
store up. During the second stage (July 20 to September 90,
2008), all vehicles were made to follow the odd-and-even
number rule on the basis of the first stage except some special
vehicles (police cars, fire trucks, ambulances, and engineering
service vehicles), taxies, public buses, and licensed vehicles.
The party and government offices at all levels as well as all
enterprises and public institutions in the Beijing municipal
administrative regions were supposed to suspend the use of
more than 70% of their total vehicles.
(2) Establishment of Olympic special lane
From June 27, 2008 to September 20, 2008, according to
the traffic demand and need of Olympic activities, Olympic
special lanes were used or stopped. The primary special lanes
operated 24 hours per day while the minor special lanes
operated from 6:00 to 24:00 every day. The 30 special lanes
(285.7 km) are mainly located in the expressway and urban
arterial roads such as the second ring road, the fourth ring road,
the fifth ring road, airport freeway, Badaling freeway, and
Jingcheng freeway, and the total length of the Paralympics
special lanes is 209.9 km.
(3) Public transit assurance measures
The Beijing Bus Group increased operating vehicles and
operated 34 Olympic special bus lines. The Beijing Municipal
Subway Operation Corporation opened new lines, shortened
the inter-arrival time and expanded the fleets. The Beijing taxi
companies also improved the transport capacity through
strengthening vehicle maintenance, and reducing empty
vehicle ratio. The ticketed spectators, accredited people, and
Olympic volunteers were able to enjoy free services on bus
and subway.
(4) Distribution of goods
The Beijing transport management department chose
vehicles meeting the environmental protection standard from
enterprises, and the Beijing Public Security Traffic
Management Department approved and issued permits for
qualified vehicles. These vehicles composed the “Green
vehicle fleet” to distribute produces and daily supplies during
the Olympics.
(5) Other measures
Other measures were adopted to ensure traffic smoothness,
such as encouraging the elimination of yellow-label vehicles
(vehicle not conforming to emission standard) and providing
policy support, increasing provisions for the punishment of
violated vehicles, as well as promoting the implementation of
staggered work hours and flexible business hours for major
department stores and shopping centers.
Data from the Beijing Public Security Traffic Management
Department and the Beijing Bus Group prove that these
measures had their immediate impacts. There were almost 1.8
million vehicles sealed and stored up everyday, and the bus
operating in the morning peak hour was extended from 6:30
a.m. to 9:00 a.m. instead of 8:00 a.m. The bus operating times
increased from 152 thousand to 167 thousand per day and the
average operating speed reached 20 km/h from 14.5 km/h.
Moreover, 350 bus lines extended the operating time, and the
first bus advanced to 4:30 a.m., while the last bus was
postponed to 22:00 p.m. During the Games, there were nearly
4.5 million trips shifting from motor vehicles to public transit,
which led to the public traffic volume recorded at 21.10
million passengers per day.
3 Traffic flow composition
Traffic flow composition is defined as the proportion taken
by different travel modes in the total traffic volume on a given
point or road section per unit time. These travel modes, such
as passenger vehicles (including large-sized coaches,
medium-sized coaches, and cars), trucks, buses, motorcycles,
bicycles, etc., make the most contribution to the day-to-day
operations of urban road traffic.
Although the road network of Beijing has experienced great
improvements in recent years, the network still cannot still
fully play its role in urban traffic, which is caused by
traditional annular network and unreasonable road network
structure to some extent. In the end of the year 2007, the total
mileage of urban roads in Beijing reached 4460 km
(expressway 236 km, arterial road 960 km, secondary road
694 km, as well as branch road and street 2570 km), which
rose by 80.50% compared with the year 2000[13,14]. Meanwhile,
there were 3.128 billion registered motor-vehicles by the end
of 2007, which was an increase of 107.15% over the year
2000. Compared with the year 2000, the number of registered
private cars ran to 2.121 million and grew by 148.07% in the
year 2007[15]. These data make it clear that the increase of road
length cannot meet the demand of ever-increasing registered
vehicles. Therefore, frequent traffic jams are created by the
contradiction between the vehicles’ large travel demand and
the limited urban roads.
 LIU Mingjun et al. / J Transpn Sys Eng & IT, 2008, 8(6), 67í72

Table 1 Traffic flow composition of urban expressway in AM peak buses and subways was implemented until the Pre-OTC
Vehicle types Post-OTC Pre-OTC GLB BS period. Therefore, with the decline of car percentage, buses
Passenger vehicle accounted for a larger proportion over the time. From the
Large-sized coach 1.46% 1.09% 1.43% 0.94% aspect of traffic control intensity, the higher the intensity, the
Medium-sized coach 3.96% 7.28% 3.18% 2.90% larger were the shares that cars will take, and the proportion of
Car 50.85% 60.16% 52.26% 66.53% buses will drop, which can be further proved in Table 1 that in
Taxi 23.60% 19.46% 26.48% 15.77%
the period of BS, the percentage of cars reached its maximum
66.53%, and buses only occupied 3.23%. After this period, the
Truck 0.42% 0.41% 0.12% 0.17%
percentage of cars was running low and was 50.85% in the
Bus 6.08% 4.91% 4.06% 3.23%
Post-OTC period, meanwhile, the share of buses increased to
Non-motorized vehicle 13.63% 6.68% 12.46% 10.46%
6.08%.
Total 100% 100% 100% 100% Moreover, traffic control measures exert more influence on
traffic flow composition than any other actions, such as traffic
environment improvement. As a result of traffic control
During the Olympics, the odd-even day vehicle operation in
measures, the proportions of cars decreased by 14.27% and
Beijing cut down on nearly 1.95 million vehicles on the road
9.31%, respectively, from BS to GLB and from Pre-OTC to
and directly changed the traffic flow composition. Data
Post-OTC. For comparison, from BS to Pre-OTC, with over
collected from an expressway in different periods are used to
one year’s bus reformation, subway construction, and traffic
show the traffic flow composition pre and post Olympic traffic
environment improvement, the percentage of cars declined by
control (Table 1).
6.37%, and the share of buses increased by 1.68%.
It can be observed from Table 1 that owing to the
In addition, the Olympics traffic control measures not only
implementation of some traffic control measures, cars shared
had impact on traffic flow composition, but also changed the
considerably less proportion in the road traffic flow. The
residents’ travel mode share indirectly. As denoted in the
proportion of cars reduced from 60.16% to 50.85% (decreased
Beijing Transport Annual Report[15,17], the proportion of daily
9.31%). Meanwhile, large-sized coaches had an increase from
trips by car was 31.6%, while the bus and trolley accounted
1.09% to 1.46%. The roots can be traced from two aspects. On
for 24.4%, and subway occupied 5.8% in the year of 2006,
one hand, cars take an absolute leading position in
which indicated that the share of public transit was lower than
motor-vehicles, which compose 92.5% of the total vehicles in
the share of cars. After implementation of traffic control
urban district and 78.8% vehicles in the whole city of
measures, the passenger volume of public transit exceeded 20
Beijing[16]. Therefore, the odd-even day vehicle operation
million per day. The public transit share reached up to 45%,
directly induced a decrease of cars in traffic flow composition.
which increased by 10.5% over Pre-OTC, and was 14.8%
On the other hand, there are a huge number of large-sized
higher than the year 2006.
coaches to meet the travel demand of Olympic volunteers,
athletes, and officials. These large-sized coaches, including 4 Traffic volume
2.2 thousand prepared by the Organizing Committee and the
left part coming from cities all around China, were not Traffic volume represents the total number of vehicles that
affected by the odd-even day vehicle operation. It is worth pass over a given point or section of a lane or roadway in a
pointing out that the percentage of buses increased by 1.17% given time interval[18].
during the Olympics, as bus departure frequency was highly Owing to the odd-even day vehicle operation during the
raised (the number of departures amounted to 167 thousand Olympics, road traffic conditions in Beijing were greatly
from 152 thousand per day) and there were 34 newly-added improved. According to the statistics from the Beijing Traffic
special bus lines connected to stadiums. Additionally, there Management Bureau, the traffic volumes of major roads in
were other policies that were carried out. For example, urban district fell sharply by 21% over Pre-OTC, and the
ticketed spectators were free to take the bus, subway, and average speed of vehicles increased by 27% as well. Based on
special bus lines for stadiums on that day. Convenient public the survey data from expressway, arterial road, secondary road,
transit absorbed more car users, which led to the reduction of and branch road, Fig. 1 makes a comparison between
cars’ sharing rate. At the same time, another part of car users post-OTC and BS volumes of vehicle traffic and
turned to non-motor vehicles on the evidence that the Non-motorized vehicle (NM vehicle) traffic by lane.
proportion of non-motors grew from 6.68% to 13.63%. During the period of post-OTC, the vehicle volume of AM
Referring to the period of time, Post-OTC and GLB were peak in these four kinds of roads had great declines, namely,
both involved in traffic controls, and the former took higher 18.84% in expressway, 22.13% in arterial road, 38.5% in
control intensity. In Pre-OTC and BS periods, there were no secondary road (the largest decrease), and 24.63% in branch
traffic control measures being carried out, but the reform for road. It indicated that traffic control measures made great
 LIU Mingjun et al. / J Transpn Sys Eng & IT, 2008, 8(6), 67í72
1200
1000
800
Volume (pcu/ln/h)
600
400
200
0
Post- BS Post- BS Post- BS
OT C OT C OT C
Expressway Arterial road Secondary road
Fig. 1 Traffic volume by lane during AM Peak
contribution to the reduction of vehicle volume. At the same
time, non-motor vehicle volume raised accordingly.
Expressway experienced the largest increase by 57.98%, while
arterial road increased by 7.06%, and secondary road
increased by 23.93%. Non-motor vehicle volume was almost
maintained in branch road, as traffic to and from this kind of
roads was relative stable. The increase of non-motor vehicle
ridership in different roads resulted from the fact that a part of
car users traveled by non-motor vehicle as response to traffic
control.
Traffic control measures, limiting travel by car and
promoting public transit, relieved traffic load and ensured
smoothness of the Olympics. As reported by the Beijing
Municipal Committee of Communications, the public
transport system absorbed 4.5 million new passengers. From
July 20 to August 12, 2008, the average passenger volume of
buses and trolleybuses reached 13.64 million per day and
increased by 2.9% over pre-OTC; the subway performed more
effectively with the evidence of 3.4 million passenger volume
and 24.7% ratio of increase; taxis also kept the operation rate
above 95% and 2.31 million passenger volume (35.1% ratio of
increase).
With the Olympics going on, public transit enjoyed
increasing passenger volumes. On August 22, the peak day of
the 29th Olympics, the Beijing subway had the passenger
volume as high as 4922 thousand including 354 thousand
passengers transported by the Olympic special lines, 734
thousand by Line 10, and 802 thousand by Line 5. All these
actions provided stable guarantee to Olympic traffic. The
increased ridership of public transit caused by traffic control
measures improved the traffic operation efficiency to some
extent, however, the traffic operation efficiency was more
likely created by the promoting actions of public transport
privilege. After the success of the application for hosting 2008
Olympics, Beijing has put a large sum of investment into
some activities, such as updating public vehicles, rail-transit
construction, and transferring hub construction. Until August 8,
with 16 thousand newly added and updated vehicles, there
were 21,712 buses in all, which conveyed 2.8 million
passengers during the Olympics. As to rail-transit, the
Table 2 V/C ratio of different roads on AM peak
Vehicle Roads Post-OTC GLB BS
NM vehicle
Expressway 0.45 0.95 1.10
Arterial road 0.48 0.53 0.73
Secondary road 0.25 0.64 0.80
Branch road 0.39 – 0.53
Post- BS
OT C operation line increased from 2 to 8, the total mileage reached
Branch road 200 km, and the passenger volume increased by 1.1million per
day. Passenger volumes of taxies also increased by 0.6 million
per day owing to the improvement of vehicle speed and
reduction of un-occupied vehicles. It can be said that all these
factors helped in promoting traffic control measures to be
implemented effectively.
Owing to the decrease of traffic volume, the V/C ratio
dropped and the vehicle speed improved accordingly. As
reported by the Beijing Traffic Management Bureau, with
implementation of the odd-even day vehicle operation, the
average vehicle speed in urban district reached 43 km/h, and
the average bus speed increased to 20 km/h from 14.5 km/h.
Table 2 lists the V/C ratios of different roads on AM peak.
It can be seen from Table 2 that all the V/C ratios of
observed roads had respective reductions with the increases of
control intensity. When compared with the period of BS, the
load degree of expressway decreased by 13.64% in GLB and
ran to 0.45 from 1.10 (fell about 59.09%) during the
Post-OTC. The load degree of secondary roads experienced
the most significant declines as 20.00% and 68.75% during
the period of GLB and Post-OTC, respectively. Data in Table
3 also indicated that traffic control measures had hardly any
influence on V/C ratio of branch road, which took the tasks as
inner transport in every district as well as collected and
distributed transport of the main road, namely, to each traffic
zone, rigid travel demands such as going to work or school
accounted considerably, while the elasticity of branch road
was relatively poor. The survey data further illustrated that the
V/C ratio of each road was not associated with its grade; the
load degree of expressway reached up to 1.10 during BS
which was higher than other roads, but remanded at 0.45 in
Post-OTC, which was lower than 0.48 of arterial road.
5 Conclusions
To ensure the smoothness of the 2008 Olympics, transport
departments in Beijing conducted overall and systemic studies
to the Olympics’ transportation system, and then proposed a
series of traffic control measures. This paper, based on the
actual survey data, analyzes the traffic operation status pre and
post application of these measures. Several conclusions are
drawn as fallows:
(1) Traffic control measures during the Olympics induced
some changes in traffic flow composition. Cars, the main body
 LIU Mingjun et al. / J Transpn Sys Eng & IT, 2008, 8(6), 67í72
of traffic flow, took considerably less proportion than before.
Meanwhile, the percentage of buses increased greatly, which
showed a new structure of urban passenger transportation
occupied mostly by bus. Compared with BS period, the
percentage of cars decreased by 15.68% and the proportion of
buses was almost doubled (from 3.23% to 6.08%).
(2) The traffic volume of motor vehicles decreased sharply;
accordingly, non-motor vehicles reached higher volumes.
Compared with pre-Olympics status, motor vehicle volumes
in single lines decreased by 18.84%, 22.13%, 38.5%, and
24.63% respectively on expressway, arterial road, secondary
road, and branch road.
(3) Owing to the application of these traffic control
measures, public transport gained more interests of travelers
and thus obtained considerably larger passenger volumes and
sharing rate. Supported by the actual survey data, the V/C
ratios of expressway, arterial road, secondary road, and branch
road were reduced by 59.09%, 20.00%, 68.75%, and 6.25%,
respectively.
To sum up, the successful implementation of traffic control
measures during the 29th Beijing Olympics not only promoted
the bus-oriented traffic flow composition but also effectively
relieved road traffic load. It ensured a smooth transport
operation during the Olympics, and provided a guarantee to
the successful 29th Beijing Olympics.
Acknowledgements
This research was funded by the Program for New Century
Excellent Talents in University of China (NCET-05-0094), the
National Natural Science Foundation of China (70631001),
the National Basic Research Program of China
(2006CB705507), and the Beijing Municipal Science &
Technology Commission (D07020601400702).
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