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DOE OSTI2020

Scalable and Actionable Performance Measures for Traffic Signal Systems using Probe Vehicle Trajectory Data

Scalable and actionable performance measures for traffic signal systems provide opportunities for practitioners to measure and improve the transportation network. Historically, traffic signal improvements have relied on scheduled signal retiming based on limited data collection, or on the public to call and alert engineers of an issue. This inefficient method of improving signal timing led to the creation of automated traffic signal performance measures (ATSPMs). These metrics rely on expensive infrastructure, including detection and communications, which has produced barriers for numerous agencies to fully adopt. Recently, third-party data providers have begun to release vehicle trajectory data, which allows for enhanced signal metrics with no investment in physical equipment. The purpose of this study is to demonstrate the use of these data and summarize the scalability of the created metrics. This work builds on previous efforts to quantify signal performance on nine intersections in Michigan, U.S. Ten signalized corridors in Columbus, Ohio, were chosen to scale a performance assessment using crowdsourced trajectory data. A total of 136 intersections were assessed in 2-h intervals using data from all weekdays in 2017. High-level corridor summary metrics including average percent of vehicles stopping (18%–32%), average delay (9.4–20.5 s), and level of travel time reliability (1.23–2.73) were calculated for each corridor direction. Intersection-level metrics were also introduced, which can be used by practitioners to identify problems, improve signal timings, and prioritize future infrastructure investments.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2021

Dynamically Collected Local Density using Low-Cost Lidar and its Application to Traffic Models

This article demonstrates the use of traffic density observations collected dynamically in the vicinity of probe vehicles. Fixed position sensors cannot capture the longitudinal evolution of local traffic density in the corridor. In this research, dynamic traffic density observations were collected in a naturalistic driving setting that was free of any controlled experiment biases. Speed from global positioning system and space headway from a light detection and ranging module was collected on one arterial and one freeway segment, 2 and 4mi long, respectively. The combined data frequency was approximately 3Hz. Space headway was used to estimate the local density and consequently to identify the density of a specific location in a corridor. Besides, driver behavior was characterized using the relationship between instantaneous speed and local density under different regimes of the Wiedemann car-following model. Macroscopic traffic stream models were used to investigate the relationship between dynamically collected instantaneous speed and local density. Using the longitudinal evolution of density, precise local density across the corridor can be obtained along with the leader and follower trajectories. A method to identify driver behavior across density ranges was developed for different facility types using a microscopic relationship between instantaneous speed and local density. Overall driving behavior on the freeway segment can be represented by translating the instantaneous speed and local density relationship to macroscopic stream models.

Engineering↗

DOE OSTI2021

Machine Learning Analysis of Hydrologic Exchange Flows and Transit Time Distributions in a Large Regulated River

Hydrologic exchange between river channels and adjacent subsurface environments is a key process that influences water quality and ecosystem function in river corridors. High-resolution numerical models were often used to resolve the spatial and temporal variations of exchange flows, which are computationally expensive. In this study, we adopt Random Forest (RF) and Extreme Gradient Boosting (XGB) approaches for deriving reduced order models of hydrologic exchange flows and associated transit time distributions, with integrated field observations (e.g., bathymetry) and hydrodynamic simulation data (e.g., river velocity, depth). The setup allows an improved understanding of the influences of various physical, spatial, and temporal factors on the hydrologic exchange flows and transit times. The predictors also contain those derived using hybrid clustering, leveraging our previous work on river corridor system hydromorphic classification. The machine learning-based predictive models are developed and validated along the Columbia River Corridor, and the results show that the top parameters are the thickness of the top geological formation layer, the flow regime, river velocity, and river depth; the RF and XGB models can achieve 70% to 80% accuracy and therefore are effective alternatives to the computational demanding numerical models of exchange flows and transit time distributions. Each machine learning model with its favorable configuration and setup have been evaluated. The transferability of the models to other river reaches and larger scales, which mostly depends on data availability, is also discussed.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2023

Demonstration of Ego Vehicle and System Level Benefits of Eco-Driving on Chassis Dynamometer

Eco-Driving with connected and automated vehicles has shown potential to reduce energy consumption of an individual (i.e., ego) vehicle by up to 15%. In a project funded by ARPA-E, a team led by Southwest Research Institute demonstrated an 8-12% reduction in energy consumption on a 2017 Prius Prime. This was demonstrated in simulation as well as chassis dynamometer testing. The authors presented a simulation study that demonstrated corridor-level energy consumption improvements by about 15%. This study was performed by modeling a six-kilometer-long urban corridor in Columbus, Ohio for traffic simulations. Five powertrain models consisting of two battery electric vehicles (BEVs), a hybrid electric vehicle (HEV), and two internal combustion engine (ICE) powered vehicles were developed. The design of experiment consisted of sweeps for various levels of traffic, penetration of smart vehicles, penetration of technology, and powertrain electrification. The large-scale simulation study consisted of doing approximately 96,000 powertrain simulations. A sophisticated clustering scheme was built and utilized to down select representative traces for each scenario from the simulation study for vehicle testing on a chassis dynamometer. Furthermore, this paper provides a summary of individual ego vehicle testing as well as a comprehensive overview of the method utilized for down selecting representative traces from large scale simulation studies that can be used to quantify corridor level benefits. Vehicle test results along with corresponding analyses are presented.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2025

Hydrogen and Electric Charging Infrastructure for Heavy-Duty Trucks: A Nationally Scalable Megaregion Assessment

Decarbonizing regional and long-haul freight is challenging due to the limitations of battery-electric commercial vehicles and infrastructure constraints. Hydrogen fuel cell medium- and heavy-duty vehicles (MHDVs) offer a viable alternative, aligning with the decarbonization goals of the Department of Energy and commercial entities. Historically, alternative fuels like compressed natural gas and liquefied propane gas have faced slow adoption due to barriers like infrastructure availability. To avoid similar issues, effective planning and deploying zero-emission hydrogen fueling infrastructure is crucial. This research develops deployment plans for affordable, accessible, and sustainable hydrogen refueling stations, supporting stakeholders in the decarbonized commercial vehicle freight system. It aims to benefit underserved and rural energy-stressed communities by improving air quality, reducing noise pollution, and enhancing energy resiliency. This research also provides a blueprint for replacing diesel in over-the-road Class 8 freight truck applications with hydrogen fueling solutions. The study focuses on the Texas Triangle Megaregion (I-45, I-35, and I-10), the I-10 corridor between San Antonio, TX, and Los Angeles, CA, and the I-5/CA-99 corridors between Los Angeles, CA, and San Francisco, CA. This area represents a significant portion of U.S. heavy-duty freight movement, carrying ~8.5% of the national freight volume. Using the OR-AGENT (Optimal Regional Architecture Generation for Efficient National Transport) modeling framework, the study conducts an advanced assessment of commercial vehicles, road and freight networks, and energy systems. The framework integrates data on freight mobility, traffic, weather, and energy pathways to deliver a region-specific, optimized vehicles powertrain architectures, infrastructure deployment solutions, operational logistics, and energy pathways. By considering all vehicle origin-destination pairs utilizing these corridors and all feasible fueling station location options, the framework's genetic algorithm identifies the minimum number and optimal locations of hydrogen refueling stations, ensuring no vehicle is stranded. It also determines fuel schedules and quantities at each station. A roadmap for station deployment based on multiple adoption trajectories ensures a strategic rollout of hydrogen refueling infrastructure.

Sujan, Vivek [ORNL] (ORCID:0000000269882342)↗

NASA NTRS1973

Phenology satellite experiment

The author has identified the following significant results. The detection of a phenological event (the Brown Wave-vegetation sensescence) for specific forest and crop types using ERTS-1 imagery is described. Data handling techniques including computer analysis and photointerpretation procedures are explained. Computer analysis of multspectral scanner digital tapes in all bands was used to give the relative changes of spectral reflectance with time of forests and specified crops. These data were obtained for a number of the twenty-four sites located within four north-south corridors across the United States. Analysis of ground observation photography and ERTS-1 imagery for sites in the Appalachian Corridor and Mississippi Valley Corridor indicates that the recession of vegetation development can be detected very well. Tentative conclusions are that specific phenological events such as crop maturity or leaf fall can be mapped for specific sites and possible for different regions. Preliminary analysis based on a number of samples in mixed deciduous hardwood stands indicates that as senescence proceeds both the rate of change and differences in color among species can be detected. The results to data show the feasibility of the development and refinement of phenoclimatic models.

Dethier, B. E.↗

NASA NTRS1973

Monitoring the vernal advancement and retrogradation (green wave effect) of natural vegetation

The author has identified the following significant results. Continued evaluation of autumnal phase and early vernal phase data indicate that the quality of ERTS-1 imagery over the Great Plains Corridor test sites are adequate to show relatively small temporal changes in the condition and quantity of vegetation at the several test sites. Vegetation changes measured from August through April are observable in reflectance changes recorded by ERTS-1. Vegetation changes due to grazing treatment and environmental conditions at the test sites are being monitored with ground data and ERTS-1 data, and appear adequate to complete all phases of the Great Plains Corridor investigation. NASA high flight aerial photography proved to be an indispensable tool for locating the Great Plains Corridor test sites on the computer derived grey maps of ERTS-1 digital data.

Rouse, J. W., Jr.↗

NASA NTRS1973

Phenology satellite experiment

The detection of a phenological event (the brown wave-vegetation senescence) for specific forest and crop types using ERTS-1 imagery is described. Data handling techniques included computer analysis and photo interpretation procedures. Computer analysis of ERTS-1 multispectral scanner digital tapes in all bands was used to give the relative changes of spectral reflectance with time of forests and specified crops. These data were obtained for a number of the study's twenty-four sites located within four north-south corridors across the United States. Analysis of ground observation photography and ERTS-1 imagery for sites in the Appalachian Corridor and Mississippi Valley Corridor indicates that the recession of vegetation development can be detected very well. Tentative conclusions are that specific phenological events such as crop maturity or leaf fall can be mapped for specific sites and possibly for entire regions.

Dethier, B. E.↗

NASA NTRS1974

The application of ERTS-1 data to the land use planning process

Land resource data has been extracted on a percent of cell basis from ERTS imagery, RB-57 color infrared imagery and best available conventional sources for a 10,000 square kilometer test area in eastern Wisconsin. First, the data from the three sources is compared on a spatial basis for a 300 square kilometer portion of the test area. For those land resource variables associated with cover, ERTS derived resource data compared favorably with both the RB-57 and conventional data. Second, the effect of the data source on land use decisions is examined. Three interstate highway corridors are located through the same region based upon data extracted from each of the three sources. A policy of preserving natural environmental systems was used as a basis for the corridors selection in each case. The resulting three corridors compare favorably.

Clapp, J. L.↗

NASA NTRS1995

Tracer transport for realistic aircraft emission scenarios calculated using a three-dimensional model

A three-dimensional transport model, which uses winds from a stratospheric data assimilation system, is used to study the transport of supersonic aircraft exhaust in the lower stratosphere. A passive tracer is continuously injected into the transport model. The tracer source distribution is based on realistic scenarios for the daily emission rate of reactive nitrogen species for all forecasted flight routes. Winds are from northern hemisphere winter/spring months for 1979 and 1989; there are minimal differences between the tracer integrations for the 2 years. During the integration, peak tracer mixing ratios in the flight corridors are compared with the zonal mean and found to be greater by a factor of 2 or less. This implies that the zonal mean assumption used in two dimensional models is reasonable during winter and spring. There is a preference for pollutant buildup in the heavily traveled North Pacific and North Atlantic flight corridors. Pollutant concentration in the corridors depends on the position of the Aleutian anticyclone and the northern hemisphere polar vortex edge.

Weaver, Clark J.↗

NASA NTRS1960

Motion and Heating During Atmosphere Reentry of Space Vehicles

The results of an analysis of the motion and heating during atmospheric reentry of manned space vehicles has shown the following: 1. Flight-corridor depths which allow reentry in a single pass decrease rapidly as the reentry speed increases if the maximum deceleration is limited to 10 g. 2. Use of aerodynamic lift can result in a three-to five fold increase in corridor depth over that available to a ballistic vehicle for the same deceleration limits. 3. Use of aerodynamic lift to widen these reentry corridors causes a heating penalty which becomes severe for values of the lift-drag ratio greater than unity for constant lift-drag entry. 4. In the region of most intense convective heating the inviscid flow is generally in chemical equilibrium but the boundary-layer flows are out of equilibrium. Heating rates for the nonequilibrium boundary layer are generally lower than for the corresponding equilibrium case. 5. Radiative heating from the hot gas trapped between the shock wave and the body stagnation region may be as severe as the convective heating and unfortunately occurs at approximately the same time in the flight.

Wong, Thomas J.↗

NASA NTRS2000

Earth Return Aerocapture for the TransHab/Ellipsled Vehicle

The current architecture being considered by NASA for a human Mars mission involves the use of an aerocapture procedure at Mars arrival and possibly upon Earth return. This technique would be used to decelerate the vehicles and insert them into their desired target orbits, thereby eliminating the need for propulsive orbital insertions. The crew may make the interplanetary journey in a large, inflatable habitat known as the TransHab. It has been proposed that upon Earth return, this habitat be captured into orbit for use on subsequent missions. In this case, the TransHab would be complimented with an aeroshell, which would protect it from heating during the atmospheric entry and provide the vehicle with aerodynamic lift. The aeroshell has been dubbed the "Ellipsled" because of its characteristic shape. This paper reports the results of a preliminary study of the aerocapture of the TransHab/Ellipsled vehicle upon Earth return. Undershoot and overshoot boundaries have been determined for a range of entry velocities, and the effects of variations in the atmospheric density profile, the vehicle deceleration limit, the maximum vehicle roll rate, the target orbit, and the vehicle ballistic coefficient have been examined. A simple, 180 degree roll maneuver was implemented in the undershoot trajectories to target the desired 407 km circular Earth orbit. A three-roll sequence was developed to target not only a specific orbital energy, but also a particular inclination, thereby decreasing propulsive inclination changes and post-aerocapture delta-V requirements. Results show that the TransHab/Ellipsled vehicle has a nominal corridor width of at least 0.7 degrees for entry speeds up to 14.0 km/s. Most trajectories were simulated using continuum flow aerodynamics, but the impact of high-altitude viscous effects was evaluated and found to be minimal. In addition, entry corridor comparisons have been made between the TransHab/Ellipsled and a modified Apollo capsule which is also being considered as the crew return vehicle; because of its slightly higher lift-to-drag ratio, the TransHab has a modest advantage with regard to corridor width. Stagnation-point heating rates and integrated heat loads were determined for a range of vehicle ballistic coefficients and entry velocities.

Muth, W. D.↗

NASA NTRS2002

Software for Processing Flight and Simulated Data of the ATIC Experiment

ATIC (Advanced Thin Ionization Calorimeter) is a balloon borne experiment designed to measure the cosmic ray composition for elements from hydrogen to iron and their energy spectra from approx.50 GeV to near 100 TeV. It consists of a Si-matrix detector to determine the charge of a CR particle, a scintillator hodoscope for tracking, carbon interaction targets and a fully active BGO calorimeter. ATIC had its first flight from McMurdo, Antarctica from 28/12/2000 to 13/01/2001. The ATIC flight collected approximately 25 million events. A C++-class library for building different programs for processing flight and simulated data of the ATIC balloon experiment is described. This library is compatible with the ROOT-system and includes classes and methods for solving a number of problems as the following: Reading data files in different formats (raw-data format, ROOT-format, ASCII-format, different formats for simulated data); Transferring all these formats to the only inner format of the library; Reconstruction of trajectories of primary particles with BGO calorimeter only. The Monte-Carlo simulations with GEANT code were used to obtain the basic tables for computing error corridors and chi(sup 2)-values for the trajectories. Obtaining error corridors for searching for signal of primary particle in the Si-matrix; Searching for hit of primary particle in the Si-matrix with using of error corridor and other criteria (chi(sup 2)-values, agreement between signals in Si-matrix and in the upper layer of scintillator and others); Determination of charge of primary particle; Determination of energy deposit in BGO calorimeter.

Panov, A. D.↗

NASA NTRS1999

Effects of Aircraft On Aerosol Abundance in the Upper Troposphere

A significant increase in sulfuric acid aerosol concentration was detected above 10 km pressure altitude during a cross-corridor flight out of Shannon on October 23, 1997. The source of this aerosol is ascribed to commercial aircraft operations in flight corridors above 10 km, because (1) a stable atmosphere prevented vertical air mass exchanges and thus eliminated surface sources, (2) air mass back trajectories documented the absence of remote continental sources, and (3) temperature profiler data showed the tropopause at least one kilometers above flight altitude throughout the flight. Particle volatility identified 70% H2SO4, 20% (NH4)2SO4 and 10% nonvolatile aerosol in the proximity of flight corridors, and (10-30)% H2SO4, up to 50% (NH4)2SO4, and (40-60)% nonvolatile aerosols in air that was not affected by aircraft operations below 10 km. Only a very small fraction of the nonvolatile particles (determined with a condensation nucleus counter) could be morphologically identified as soot aerosol (validated by scanning electron microscopy of wire impactor samples). The newly formed H2SO4 particles did not measurably affect surface area and volume of the background aerosol due to their small size, hence did not affect radiative transfer directly.

Ferry, G. V.↗

NASA NTRS2010

The Evolution of Open Magnetic Flux Driven by Photospheric Dynamics

The coronal magnetic field is of paramount importance in solar and heliospheric physics. Two profoundly different views of the coronal magnetic field have emerged. In quasi-steady models, the predominant source of open magnetic field is in coronal holes. In contrast, in the interchange model, the open magnetic flux is conserved, and the coronal magnetic field can only respond to the photospheric evolution via interchange reconnection. In this view the open magnetic flux diffuses through the closed, streamer belt fields, and substantial open flux is present in the streamer belt during solar minimum. However, Antiochos and co-workers, in the form of a conjecture, argued that truly isolated open flux cannot exist in a configuration with one heliospheric current sheet (HCS) - it will connect via narrow corridors to the polar coronal hole of the same polarity. This contradicts the requirements of the interchange model. We have performed an MHD simulation of the solar corona up to 20R solar to test both the interchange model and the Antiochos conjecture. We use a synoptic map for Carrington Rotation 1913 as the boundary condition for the model, with two small bipoles introduced into the region where a positive polarity extended coronal hole forms. We introduce flows at the photospheric boundary surface to see if open flux associated with the bipoles can be moved into the closed-field region. Interchange reconnection does occur in response to these motions. However, we find that the open magnetic flux cannot be simply injected into closed-field regions - the flux eventually closes down and disconnected flux is created. Flux either opens or closes, as required, to maintain topologically distinct open and closed field regions, with no indiscriminate mixing of the two. The early evolution conforms to the Antiochos conjecture in that a narrow corridor of open flux connects the portion of the coronal hole that is nearly detached by one of the bipoles. In the later evolution, a detached coronal hole forms, in apparent violation of the Antiochos conjecture. Further investigation reveals that this detached coronal hole is actually linked to the extended coronal hole by a separatrix footprint on the photosphere of zero width. Therefore, the essential idea of the conjecture is preserved, if we modify it to state that coronal holes in the same polarity region are always linked, either by finite width corridors or separatrix footprints. The implications of these results for interchange reconnection and the sources of the slow solar wind are briefly discussed.

Linker, Jon A.↗

NASA NTRS2010

Current Sheets in the Corona and the Complexity of Slow Wind

The origin of the slow solar wind has long been one of the most important problems in solar/heliospheric physics. Two observational constraints make this problem especially challenging. First, the slow wind has the composition of the closed-field corona, unlike the fast wind that originates on open field lines. Second, the slow wind has substantial angular extent, of order 30 degrees, which is much larger than the widths observed for streamer stalks or the widths expected theoretically for a dynamic heliospheric current sheet. We propose that the slow wind originates from an intricate network of narrow (possibly singular) open-field corridors that emanate from the polar coronal hole regions. Using topological arguments, we show that these corridors must be ubiquitous in the solar corona. The total solar eclipse in August 2008, near the lowest point of cycle 23 affords an ideal opportunity to test this theory by using the ultra-high resolution Predictive Science's (PSI) eclipse model for the corona and wind. Analysis of the PSI eclipse model demonstrates that the extent and scales of the open-field corridors can account for both the angular width of the slow wind and its closed-field composition. We discuss the implications of our slow wind theory for the structure of the corona and heliosphere at solar minimum and describe further observational and theoretical tests.

Antiochos, Spiro↗

NASA NTRS2010

Magnetic Topology of Coronal Hole Linkages

In recent work, Antiochos and coworkers argued that the boundary between the open and closed field regions on the Sun can be extremely complex with narrow corridors of open ux connecting seemingly disconnected coronal holes from the main polar holes, and that these corridors may be the sources of the slow solar wind. We examine, in detail, the topology of such magnetic configurations using an analytical source surface model that allows for analysis of the eld with arbitrary resolution. Our analysis reveals three important new results: First, a coronal hole boundary can join stably to the separatrix boundary of a parasitic polarity region. Second, a single parasitic polarity region can produce multiple null points in the corona and, more important, separator lines connecting these points. Such topologies are extremely favorable for magnetic reconnection, because it can now occur over the entire length of the separators rather than being con ned to a small region around the nulls. Finally, the coronal holes are not connected by an open- eld corridor of finite width, but instead are linked by a singular line that coincides with the separatrix footprint of the parasitic polarity. We investigate how the topological features described above evolve in response to motion of the parasitic polarity region. The implications of our results for the sources of the slow solar wind and for coronal and heliospheric observations are discussed.

Titov, V. S.↗

NASA NTRS2011

High-Quality Seismic Observations of Sonic Booms

The SonicBREWS project (Sonic Boom Resistant Earthquake Warning Systems) is a collaborative effort between Seismic Warning Systems, Inc. and NASA Dryden Flight Research Center. This project aims to evaluate the effects of sonic booms on Earthquake Warning Systems in order to prevent such systems from experiencing false alarms due to sonic booms. The airspace above the Antelope Valley, California includes the High Altitude Supersonic Corridor and the Black Mountain Supersonic Corridor. These corridors are among the few places in the US where supersonic flight is permitted, and sonic booms are commonplace in the Antelope Valley. One result of this project is a rich dataset of high-quality accelerometer records of sonic booms which can shed light on the interaction between these atmospheric phenomena and the solid earth. Nearly 100 sonic booms were recorded with low-noise triaxial MEMS accelerometers recording 1000 samples per second. The sonic booms had peak overpressures ranging up to approximately 10 psf and were recorded in three flight series in 2010 and 2011. Each boom was recorded with up to four accelerometers in various array configurations up to 100 meter baseline lengths, both in the built environment and the free field. All sonic booms were also recorded by nearby microphones. We present the results of the project in terms of the potential for sonic-boom-induced false alarms in Earthquake Warning Systems, and highlight some of the interesting features of the dataset.

Wurman, Gilead↗