The field of automated vehicles gains more and more attention each year as the effective implementation of such vehicles in real life is imminent. The increasing amount of scientific studies addressing the impact of automated vehicles on the traffic network shows the same trend. While much research focuses on regular intersections, only a few investigate the impact of turbo-roundabouts. In particular, studies researching the obtainable capacity increase on turbo-roundabouts under fully automated conditions are scarce. A turbo-roundabout is a multi-lane roundabout with separated lanes that require vehicles to choose their desired destination before entering the turbo-roundabout, effectively eliminating most weaving conflicts on the roundabout itself. Only a single paper researches how much additional merging capacity can be obtained by automated vehicles on a turbo-roundabout compared to human-driven vehicles (Fortuijn and Salomons, 2020). This study takes a theoretical approach and uses existing theory about turbo-roundabout capacity to generate five graphs depicting the merging capacity of the left lane of a minor access branch for varying circulating traffic volumes on the turbo-roundabout: four models for differing automated vehicle settings and one human-driven vehicle model. These four automated vehicle models differ in complexity, where the most complex model features gap synchronisation, headway optimisation, and path guidance. Each model, therefore, has different following distances, vehicle speeds, critical gaps, etc. The results of the theoretical models are capacity curves depicting the merging traffic capacity over the circulating traffic volumes. This thesis investigates whether the capacity increase obtained from the most simplified automated vehicle model of the theoretical study can be obtained through microscopic traffic simulation in VISSIM. What must be noted is that the most simplified model of this theoretical study features communication between vehicles, which is not the case in the simulation models of this thesis. Therefore, higher follow-up times must be maintained in the simulation models, whereas the theoretical model uses minimal follow-up times to obtain a capacity increase of 58%. Initially, this thesis aimed to determine the achievable capacity increase for Connected and Automated Vehicles. However, due to limitations in VISSIM, the capacity increase could only be obtained for Automated Vehicles as the software cannot model communication between vehicles. Therefore, this report does not obtain the highest potential capacity increase for automated vehicles but serves as a stepping stone for more complex AV models. It determines the additional merging capacity of automated vehicles on turbo-roundabouts, only considering key parameters such as the car-following behaviour, critical gap and follow-up times. Gap synchronisation, an important aspect of the study of Fortuijn and Salomons, is not included in the simulation models due to shortcomings in VISSIM. Before making the AV models, this thesis aims to calibrate the VISSIM model for human drivers with real traffic data at a turbo-roundabout in Nieuwerkerk aan den IJssel, the Netherlands. Only when the VISSIM model is capable of accurately modelling human behaviour can it be used to determine the capacity increase through AVs. The thesis starts with developing a human-driven vehicle model to determine the merging capacity of the turbo-roundabout in current traffic conditions. The calibration is conducted on the traffic flow level through an iterative process where the critical gap and follow-up times are adjusted. The root-mean-normalised-squared error (RMNSE) determines the difference between regression lines of the merging capacities of the simulation model and the real traffic measurements. Based on the calculated differences between both lines, the critical gap and follow-up time parameters are adjusted. For the left lane, the iteration process reduced the RMNSE from 0.427 to 0.072, equaling an improvement of 72.5%. For the right lane, the iteration procedure gave an unsatisfactory result. The RMNSE increased from 0.408 to 0.427, which signifies an increase of 4.7%. The final capacity curve after seven iterations was unrealistic. It was concluded that the VISSIM model performs adequately at simulating realistic behaviour on the left lane but that the same accuracy could not be achieved for the right lane. The calibration procedure is only applied to the minor branch of the turbo-roundabout as the data for the major branch could not be used for calibration. Subsequently, the calibrated model serves as the basis for developing three automated vehicle models: cautious, normal, and aggressive, each representing a different aggression level of automated vehicles. Each of these models features a different car-following model to simulate the various levels of aggression. Furthermore, the critical gap times of the human model are changed to model Avs properly, and for each of the three models, a penetration rate of 100% of AVs is applied. For each of the three automated vehicle models, this thesis measures the increase in capacity. It compares it to the theoretically obtained capacity increase of 58% for the left lane of the minor access branch of the turbo-roundabout. This thesis finds capacity increases of 7.47%, 38.62%, and 24.32% for the cautious, normal, and aggressive automated vehicle models, respectively. For the right lane, the obtained capacity increases were not calculated as the final HDV model is inaccurate for this lane. An unexpected result is that the normal automated vehicle model outperforms the aggressive model for the left lane, even though the parameter settings should result in a higher capacity for the aggressive model. Comparing the resulting capacity increases to the 58% increase of Fortuijn and Salomons, one can conclude that the simulation model does not reach the same increase in capacity as the theoretical model. This is not an unexpected result, as a theoretical simulation model has fewer interactions, and the theoretical model assumes communication between vehicles, whereas the simulation models do not. Therefore, concluding that the microscopic traffic simulation models in VISSIM cannot accurately model the behaviour of automated vehicles is premature. The models leave room for improvement by fine-tuning various parameters that were ignored in this thesis. This thesis concludes that, while VISSIM is adequate at simulating human-driven vehicles, it has various limitations for modelling automated vehicles. First of all, gap synchronisation and headway optimisation cannot be modelled, while these are the most critical elements to unlock the full potential of automated vehicles on turbo-roundabouts. If one wants to incorporate these into VISSIM, an external mathematical software package is necessary. Considering other software packages for studying (C)AVs on turbo-roundabouts is advised. This thesis is a foundation for future research on turbo-roundabouts, both for the calibration process and for simulating automated vehicles.