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NASA NTRSDate not supplied

Multipath Mitigation via Clustering for Position Estimation Refinement in Urban Environments

Position estimation using global navigation satellite systems (GNSS) suffers from poor accuracy within urban canyons due to significant signal disruption caused by tall buildings. This issue can be attributed to the GNSS signals reflecting off buildings resulting in severe multipath reflections which degrade the receiver's performance. In this paper, we introduce an innovative approach to filter GNSS satellite measurements to improve the accuracy of the estimated position by leveraging a clustering algorithm. This approach utilizes a predictive GNSS availability service to filter out non-line-of-sight measurements. Then, a subset of line-of-sight satellite measurement combinations are evaluated using a clustering algorithm. When combined, results show these techniques can reduce the mean horizontal error measured in an urban canyon by nearly an order of magnitude, from ~ 18 meters to ~ 2 meters when using a single point positioning solver.

GPS↗

NASA NTRS1997

Lewis Investigates Frequency Sharing Between Future NASA Space Systems and Local Multipoint Distribution Systems in the 27-GHz Band

At the request of the Federal Communications Commission (FCC), the NASA Lewis Research Center undertook an intensive study to examine the feasibility of frequency sharing between future NASA space services and proposed Local Multipoint Distribution Systems (LMDS) in the 25.25- to 27.5-GHz band. This follows NASA's earlier involvement in the FCC's 1994 Negotiated Rule Making Committee which studied frequency sharing between Ka-band Fixed Satellite Services and LMDS in the 27.5- to 29.5-GHz band. LMDS is a terrestrial, cellular, wireless communication service primarily intended to provide television distribution from hub stations located within relatively small cells to fixed subscriber receivers. Some proposed systems, however, also plan to offer interactive services via subscriber-to-hub transmissions. LMDS providers anticipate that their systems will be a cost-effective alternative to cable television systems, especially in urban areas. LMDS proponents have expressed an interest in using frequencies below 27.5 GHz. NASA, however, plans to operate three types of space systems below 27.5 GHz. The H, I, and J follow-on satellites for the Tracking and Data Relay Satellite System (TDRSS), which are planned for launch beginning in 1999, are designed to receive high-data-rate transmissions (up to 800 Mbps) from low-Earth orbiting "user" spacecraft in the 25.25- to 27.5-GHz band. In this case, the potential interference is the aggregate interference from LMDS transmitters (both hubs and subscribers) into the TDRSS tracking receive beams as they sweep over the Earth's surface while tracking lower altitude user spacecraft.

Source record↗

NASA NTRSDate not supplied

A Flight Replanning Tool for Terminal Area Urban Air Mobility Operations

In this presentation we describe and evaluate a flight replanning tool, called the trial planner, for terminal area air transport applications. The trial planner employs predefined airspace structures to generate rerouting options between vertiports. In a simplified definition, vertiports are facilities that provide services for managing the take-off and landing of autonomous or manned electric vertical take-off or landing (eVTOL) aircraft. The airspace structures involved in our test cases are arrival routes that consist of predefined entry points to which a transitional path is computed dynamically from the current position of the aircraft. Rerouting options include the transitional path and approach segment along the arrival route; these rerouting options are not vetted for potential conflicts with other operations until a human operator commits to a choice and forwards the flight plan modification for approval from an automated airspace management service. A selected rerouting option is executed by loading a flight plan file to the aircraft ground control station. We conducted a qualitative evaluation of the trial planner using ratings provided by flight crews and air transportation human factors experts with relevant experience from air traffic control. Evaluation criteria included trust in the route recommendations and adequate explanation for the route options. We detail the logic and implementation of the trial planner, as well as report the results of the evaluation of the implementation herein.

Trial planning↗

NASA NTRS2020

Electrical Cable Design for Urban Air Mobility Aircraft

Urban Air Mobility (UAM) describes a new type of aviation focused on efficient flight within urban areas for moving people and goods. There are many different configurations of UAM vehicles, but they generally use an electric motor driving a propeller or ducted fan powered by batteries or a hybrid electric power generation system. Transmission cables are used to move energy from the storage or generation system to the electric motors. Though terrestrial power transmission cables are well established technology, aviation applications bring a whole host of new design challenges that are not typical considerations in terrestrial applications. Aircraft power transmission cable designs must compromise between resistance-per-length, weight-per-length, volume constraints, and other essential qualities. In this paper we use a multidisciplinary design optimization to explore the sensitivity of these qualities to a representative tiltwing turboelectric UAM aircraft concept. This is performed by coupling propulsion and thermal models for a given mission criteria. Results presented indicate that decreasing cable weight at the expense of increasing cable volume or cooling demand is effective at minimizing maximum takeoff weight (MTO). These findings indicate that subsystem designers should update their modeling approach in order to contribute to system-level optimality for highly-coupled novel aircraft. Mobility (UAM) vehicles have the potential to change urban and intra-urban transport in new and interesting ways. In a series of two papers Johnson et al.1 and Silva et al.2 presented four reference vehicle configurations that could service different niches in the UAM aviation category. Of those, this paper focuses on the Vertical Take-off and Landing (VTOL) tiltwing configuration shown in Figure 1. This configuration uses a turboelectric power system, feeding power from a turbo-generator through a system of transmission cables to four motors spinning large propellers on the wings. Previous work on electric cable subsystems leaves much yet to be explored, especially in the realm of subsystem coupling. Several aircraft optimization studies1, 3, 4 only considered aircraft electrical cable weight and ignored thermal effects. Electric and hybrid-electric aircraft studies by Mueller et al.5 and Hoelzen et al.6 selected a cable material but did not investigate alternative materials. Advanced cable materials have been examined by a number of authors: Alvarenga7 examined carbon nanotube (CNT) conductors for low-power applications. De Groh8, 9 examined CNT conductors for motor winding applications. Behabtu et al.,10 and Zhao et al.11 examined CNT conductors for a general applications. There were some studies that examined the thermal effects of cables but they did not allow the cable material to change; El-Kady12 optimized ground-cable insulation and cooling subject constraints. Vratny13 selected cable material based on vehicle power demand, and required resulting cable heat to be dissipated by the Thermal Management System (TMS). None of these previous studies allowed for the selection of the cable material based on a system level optimization goal. Instead, they focused on sub-system optimality such as minimum weight, which comes at the expense of incurring additional costs for other subsystems. Dama14 selected overhead transmission line materials using a weighting function and thermal constraints. However, that work was not coupled with any aircraft subsystems like a TMS. The traditional aircraft design approach, which relies on assembling groups of optimal subsystems, breaks down when considering novel aircraft concepts like the tiltwing vehicle. In a large part, this is because novel concepts have a much higher degree of interaction or coupling between subsystems. For example, when a cable creates heat, this heat needs to be dissipated by the TMS, which needs power supplied by the turbine, and delivering the power creates more heat. The cable, the TMS, and the turbine are all coupled. A change to one subsystem will affect all the other subsystems, much to the consternation of subsystem design experts. Multidisciplinary optimization is the design approach that can address these challenges. However, to fully take advantage of this, we must change the way we think about subsystem design. Specifically, we must move away from point design, and focus on creating solution spaces. The work presented in this paper uses the multidisciplinary optimization approach with aircraft level models to study the system-level sensitivity of cable traits: weight-per-length and resistance-per-length. Additionally, we examined the effects of vehicle imposed volume constraints on these traits. This is useful for three purposes: (1) to demonstrate a framework that can perform a coupled analysis between the aircraft thermal and propulsion systems, (2) to provide a method by which future cable designs can be evaluated against each other given a system-level design goal, (3) to provide insight into what cable properties may be promising for future research. This last element is explored given the caveat that the models contained in this analysis do not represent high-fidelity systems. Thus, while we can demonstrate coupling in between systems, the exact system-level sensitivity to a given parameter may change if a subsystem model or the assumptions governing that model change. The organization of this paper is as follows, in Sec II we outline a method to combine the VTOL vehicle design and cable information in order to produce cables sensitivity studies. Results analysis and discussion are contained in Sec III. Conclusions are presented in Sec IV.

Aretskin-Hariton, Eliot D.↗

NASA NTRS2019

Challenges in Vehicle Safety and Occupant Protection for Autonomous Electric Vertical Take-Off and Landing (eVTOL) Vehicles

The burgeoning electric Vertical Take-off and Landing (eVTOL) vehicle industry has generated a significant level of enthusiasm amongst aviation designers, manufacturers and researchers. This industry is determined to change the urban transportation paradigm from traditional ground-based vehicles (cars, taxis, buses) to air-based eVTOL vehicles which can be summoned, much like how conventional taxi services work currently. These new eVTOL vehicles are designed to be small and lightweight and operate autonomously without user intervention. There are many unknowns as to how the industry will mature. The logistics of creating a completely new category of vehicle along with its own set of rules are complex, and there are many known - and unknown - barriers to overcome. Some (of many) known barriers include airspace management, ground logistics, physical space, and, the vehicle design itself. There are many eVTOL vehicle manufacturers and organizations working these problems presently. This report will focus on one major barrier: the level of safety as it pertains to the framework of eVTOL vehicles. A high level of safety is necessary for the vehicles to gain acceptance as the public adapts to these autonomous ride-sharing services. An overview of current levels of transportation safety and some extrapolation into how eVTOL vehicles might compare is first presented. Next, a discussion categorizing the major differences between Crash Prevention and Crash Mitigation as it pertains to eVTOL vehicle safety is included with identification of current deficiencies. The report then expands into a framework for specific ideas that could use Crash Mitigation to improve vehicle safety through a crashworthy systems level approach with several designs highlighted. Finally, a brief discussion into the regulatory approach and potential guidelines as they pertain to new eVTOL vehicles is presented. Accordingly, much of the supplemental data will be taken from sources pertaining to either General Aviation (GA) aircraft, rotorcraft, or transport category aircraft, due to the lack of overarching data from eVTOL vehicles. As of this writing, the European Aviation Safety Agency has released a draft version of a VTOL Special Condition, with a comment period closing in late 2018. It is assumed that eventual expected operations and anticipated future regulations for VTOL vehicles will consist of some combination of these (and other) sources.

Littell, Justin D.↗

NASA NTRS2018

Autonomous Coordinated Airspace Services for Terminal and Enroute Operations with Wind Errors

As novel uses of the airspace continue to multiply, there is increasing demand for access to high-density terminal areas around major airports. Since the predicted demand for urban-air-mobility and urban-package-delivery is very high, and the interactions between these different types of aircraft and missions will be extremely complex, increasingly autonomous systems will be required to manage safety and efficiency. This paper presents the current status of an autonomous safety system designed to ensure safe and efficient trajectories for aircraft in terminal airspace, the Terminal Advanced Airspace Concept. Previous papers have demonstrated the efficacy of this algorithm for handling commercial arrivals into a complex metroplex when there is no uncertainty present. This study extends that work to demonstrate the performance of the algorithm under high levels of uncertainty.

terminal operations↗

NASA NTRS2018

Autonomous Coordinated Airspace Services for Terminal and Enroute Operations with Wind Errors

terminal operations↗

NASA NTRS1973

Some considerations for air transportation analysis to non-urban areas.

Review of some of the problems associated with air transportation to and from nonurban areas. While a significant proportion of public transportation needs of nonurban areas are met by aircraft, there are indications that improvement in air transportation service are called for and would be rewarded by increased patronage. However, subsidized local service carriers are attracted by large aircraft operation, and there is a tendency to discontinue service to low density areas. Prospects and potential means for reversing this trend are discussed.

Norman, S. D.↗

NASA NTRS1979

Telecommunication service markets through the year 2000 in relation to millimeter wave satellite systems

NASA is currently conducting a series of millimeter wave satellite system market studies to develop 30/20 GHz satellite system concepts that have commercial potential. Four contractual efforts were undertaken: two parallel and independent system studies and two parallel and independent market studies. The marketing efforts are focused on forecasting the total domestic demand for long haul telecommunications services for the 1980-2000 period. Work completed to date and reported in this paper include projections of: geographical distribution of traffic; traffic volume as a function of urban area size; and user identification and forecasted demand.

Stevenson, S. M.↗

NASA NTRS2020

Lower Omo Food Security & Agriculture: Mapping Land Cover Change in Unprotected and Protected Areas in the Lower Omo River Valley, Ethiopia

Ethiopia is home to unique wildlife, biodiversity, and ecosystem services and, like much of the world, is undergoing population growth, development, and land use change. As a result, some biodiverse regions may be at risk of being urbanized, cultivated as agricultural plots, or losing access to water bodies that are essential for maintaining both terrestrial and aquatic life. The DEVELOP team partnered with the Ethiopian Wildlife Conservation Authority to quantify the land cover change between the years 1994, 2010, and 2018. The team utilized Ethiopia’s dry season (January to May) for training point development which was crucial in differentiating the level of greenness between the four land cover classes: water, natural vegetation, cultivated land, and bare ground. The study area covered 62,000 km2 of the Lower Omo River Valley and includes eight protected areas. Data from Landsat 5 Thematic Mapper, Landsat 7 Enhanced Thematic Mapper Plus, Landsat 8 Operational Land Imager, and Shuttle Radar Topography Mission were used to employ a Random Forest classifier and identify the four classes within Google Earth Engine. For each of the supervised classifications, overall model accuracy was between 83% (2018) and 89% (1994). Between 1994 and 2018, the Lower Omo Valley experienced an overall increase of 258% (919 km2) in water and 291% (7,188 km2) in cultivated areas, while experiencing a 9% (2,761 km2) decrease in natural vegetation and 19% (5,346 km2) bare ground. There was an increase in water and cultivated land and a decrease in natural vegetation and bare ground in unprotected areas and all protected areas. However, protected areas maintained natural vegetation better than unprotected areas and only experienced a 1% (59 km2) loss compared to a 10% (2,701 km2) loss in unprotected areas.

Food Security & Agriculture↗

NASA NTRS2020

Lower Omo Food Security & Agriculture: Mapping Land Cover Change in Unprotected and Protected Areas in the Lower Omo River Valley, Ethiopia

Ethiopia is home to unique wildlife, biodiversity, and ecosystem services and, like much of the world, is undergoing population growth, development, and land use change. As a result, some biodiverse regions may be at risk of being urbanized, cultivated as agricultural plots, or losing access to water bodies that are essential for maintaining both terrestrial and aquatic life. The DEVELOP team partnered with the Ethiopian Wildlife Conservation Authority to quantify the land cover change between the years 1994, 2010, and 2018. The team utilized Ethiopia’s dry season (January to May) for training point development which was crucial in differentiating the level of greenness between the four land cover classes: water, natural vegetation, cultivated land, and bare ground. The study area covered 62,000 sq.km of the Lower Omo River Valley and includes eight protected areas. We used Landsat 5 Thematic Mapper, Landsat 7 Enhanced Thematic Mapper Plus, Landsat 8 Operational Land Imager, and Shuttle Radar Topography Mission imagery within Google Earth Engine to employ a Random Forest Classifier and identify these four distinct classes. For each of our supervised classifications, overall model accuracy was between 83% (2018) and 89% (1994). Between 1994 and 2018, the Lower Omo Valley experienced an overall increase of 258.57% in water bodies and 291.23% in cultivated areas, while experiencing an 8.91% decrease in natural vegetation and 18.76% bare ground. There was an increase in water bodies and cultivated land and a decrease in natural vegetation and bare ground in unprotected areas and all protected areas. However, protected areas disproportionately experienced an increase in land cover change, including Tama Community Conservation Area which saw a 17,272.33% increase between 1994 and 2018.

Food Security & Agriculture↗

NASA NTRS2018

Overview of NASA's Air Traffic Management - eXploration (ATM-X) Project

Projected increases in new vehicle types, new missions, and the continual growth in traditional (e.g., airlines, general aviation) aviation will require changes to the current air traffic system, particularly to accommodate the desire of operators to be more involved in air traffic decisions. To address these challenges, the National Airspace System needs to undergo a transformation to a more scalable, flexible, user-focused system that addresses safety and security requirements and resiliency for current and new users. A system designed to integrate modular software services, provided by users, third parties and government for air traffic management functions, will be scalable and more easily allow modernization and for collaboration between users and service providers. ATM-X is responding to NASA's pivot towards integrating projected new, diverse entrants into the NAS, while also leveraging NASA's prior ATM achievements that continue to improve traditional airspace operations. This project is a two-phased approach to conduct research and focused evaluations to assess the feasibility of a service-based approach and to identify critical design considerations to enable airspace access for new entrants, integrated with current traditional operations. Phase 1 research will be conducted to determine what is needed to reach the ATM-X goals based on specific use-cases to enable large-scale, passenger-carrying Urban Air Mobility operations in a metroplex environment, and also to improve traditional operations in the Northeast Region leveraging mature NASA technologies. Some of these evaluations will be conducted in simulations and field activities. Phase 2 will build upon Phase 1 towards more defined, focused research and field demonstrations in real-world environments to integrate multiple elements of a scalable, service-based ATM-X concept.

air traffic management↗

NASA NTRS2018

UTM UAS Service Supplier Development: Sprint 2 Toward Technical Capability Level 4

NASA's UAS Traffic Management (UTM) Project has been tasked with developing concepts and initial implementations for integrating and managing small unmanned aircraft systems (UAS) into the low altitude airspace. To accomplish this task, the UTM Project planned a phased approach based on four Technical Capability Levels (TCLs). As of this writing, TCL4 is currently in development for a late Spring 2019 flight demonstration. This TCL is focused on operations in an urban environment and includes the handling of high density environments, large-scale off-nominal conditions, vehicle-to-vehicle communications, detect-and-avoid technologies, communication requirements, public safety operations, airspace restrictions, and other related goals. Through research and testing to date, NASA has developed an architecture for UTM that depends on commercial entities collaboratively providing services that are traditionally provided by the Air Navigation Service Provider (ANSP) in manned aviation. A key component of this architecture is the UAS Service Supplier (USS), which acts as a communications bridge between UAS operators and the ANSP when necessary. In addition, the collection of USSs form a USS Network to collaboratively manage the airspace through the sharing of data and the adherence to a standard or set of standards required to participate in this USS Network. This document provides a record of the second of four planned steps in the development of interoperable USSs that will ultimately support TCL4 flight testing and formalization of the overall UTM concept. To develop these USSs and their underlying specifications, NASA has planned a series of "Sprints" to work with industry partners in implementing the features and develop proposed specifications for USSs in order to to participate in TCL4. This report describes Sprint Two. In this Sprint, there was a major theme with four goals. The theme was the development and testing of a new USS discovery system, to better enable USSs to find and communicate with each other. The goals supporting this theme were: participants needed to implement and exercise the discovery service for USS-USS communications; USSs needed to demonstrate strategic deconfliction through operation sharing; the systems were to use discovery to aid in handling off-nominal operations; and finally, there was an investigation of an initial off-nominal reporting capability.

software engineering↗

NASA NTRS2021

Fairfax Water Resources: Estimating Urban Flood Susceptibility, Historical Flooding Extent, and Land Cover Change in Fairfax County, Virginia to Aid in Flood Mitigation Planning

Between 2000 and 2020, Fairfax County, Virginia experienced extreme weather events that caused severe flooding and degradation of roads, businesses, and other public property. A single flood event on July 8th, 2019 resulted in $14.8 million in damages. These flood events routinely impact the community, often resulting in power outages, school closures, and downed trees. The Fairfax County Department of Public Works and Environmental Services partnered with DEVELOP to explore how remotely sensed data could be integrated to support its current flood mitigation efforts. This project used environmental factors such as elevation, slope, and topographic wetness index from Earth observation derived data to map flood susceptibility. We utilized Landsat 5 Thematic Mapper (TM), Landsat 7 Enhanced Thematic Mapper Plus (ETM+), Landsat 8 Operational Land Imager (OLI), Sentinel-1 C-Band Synthetic Aperture Radar (C-SAR), and Sentinel-2 Multispectral Instrument (MSI) to map historic flooding events in Fairfax County. These maps will support flood management practices for the Fairfax County Department of Public Works and Environmental Services through the integration of remotely sensed data. Our results show that developed areas in the county are more susceptible to flooding, coinciding with analysis of flood factors, which indicated that imperviousness and tree canopy were the most influential drivers in flood susceptibility. Other results show that using Earth observations to map historical flooding is limited in urban areas due to false positives from SAR imagery between water and shadows. Further research is necessary to evolve the historical flood mapping technique if Earth observations are to be incorporated in future historical flood analysis.

Kaitlynn Hietpas↗

NASA NTRS1983

Satellite provided customer premise services: A forecast of potential domestic demand through the year 2000. Volume 3: Appendices

Voice applications, data applications, video applications, impacted baseline forecasts, market distribution, potential CPS (customers premises services) user classes, net long haul forecasts, CPS cost analysis, overall satellite forecast, CPS satellite market, Ka-band CPS satellite forecast, nationwide traffic distribution model, and intra-urban topology are discussed.

Kratochvil, D.↗

NASA NTRS2019

Simulating Fleet Noise for Notional UAM Vehicles and Operations in New York

This paper presents the results of systems-level simulations using Metrosim that were conducted for notional Urban Air Mobility (UAM)-style vehicles analyzed for two different scenarios for New York (NY). UAM is an aviation industry term for passenger or cargo-carrying air transportation services, which are often automated, operating in an urban/city environment. UAM-style vehicles are expected to use vertical takeoff and landing with fixed wing cruise flight. Metrosim is a metroplex-wide route and airport planning tool that can also be used in standalone mode as a simulation tool. The scenarios described and reported in this paper were used to evaluate a fleet noise prediction capability for this tool. The work was a collaborative effort between the National Aeronautics and Space Administration (NASA), Intelligent Automation, Inc (IAI), and the Port Authority of New York and New Jersey (PANYNJ). One scenario was designed to represent an expanded air-taxi operation from existing helipads around Manhattan to the major New York airports. The other case represented a farther term vision case with commuters using personal air vehicles to hub locations just outside New York, with an air-taxi service running frequent connector trips to a few key locations inside Manhattan. For both scenarios, the trajectories created for the entire fleet were passed to the Aircraft Environmental Design Tool (AEDT) to generate Day-Night Level (DNL) noise contours for inspection. Without data for actual UAM vehicles available, surrogate AEDT empirical Noise-Power-Distance (NPD) tables used a similar sized current day helicopter as the Baseline, and a version of that same data linearly scaled as a first guess at possible UAM noise data. Details are provided for each of the two scenario configurations, and the output noise contours are presented for the Baseline and reduced noise DNL cases.

Glaab, Patricia↗

NASA NTRS1974

The economic value of remote sensing of earth resources from space: An ERTS overview and the value of continuity of service. Volume 5: Inland water resources

The economic value of an ERTS system in the area of inland water resources management is investigated. Benefits are attributed to new capabilities for managing inland water resources in the field of power generation, agriculture, and urban water supply. These benefits are obtained in the area of equal capability (cost savings) and increased capability (equal budget), and are estimated by applying conservative assumptions to Federal budgeting information, Congressional appropriation hearings, and ERTS technical capabilities.

Wetzler, E.↗

NASA NTRS2006

The Washington DC Metro Area Lightning Mapping Array

During the spring and summer of 2006, a network of eight lightning mapping stations has been set up in the greater DC metropolitan area to monitor the total lightning activity in storms over Virginia, Maryland and the Washington DC area. The network is a joint project between New Mexico Tech, NASA, and NOAA/National Weather Service, with real-time data being provided to the NWS for use in their forecast and warning operations. The network utilizes newly available portable stations developed with support from the National Science Foundation. Cooperating institutions involved in hosting mapping stations are Howard University, Montgomery County Community College in Rockville MD, NOAA/NWS's Test and Evaluation Site in Sterling, VA, College of Southern Maryland near La Plata MD, the Applied Physics Laboratory of Johns Hopkins University, Northern Virginia Community College in Annandale, VA, the University of Maryland at Baltimore County, and George Mason University (Prince William Campus) in Manassas, VA. The network is experimental in that its stations a) operate in the upper rather than the lower VHF (TV channel 10, 192-198 MHz) to reduce the radio frequency background noise associated with urban environments, and b) are linked to the central processing site via the internet rather than by dedicated wireless communication links. The central processing is done in Huntsville, AL, and updated observations are sent to the National Weather Service every 2 min. The observational data will also be available on a public website. The higher operating frequency results in a decrease in signal strength estimated to be about 15-20 dB, relative to the LMA networks being operated in northern Alabama and central Oklahoma (which operate on TV channels 5 and 3, respectively). This is offset somewhat by decreased background noise levels at many stations. The receiver threshold levels range from about -95 dBm up to -80 dBm and the peak lightning signals typically extend 15-20 dB above the threshold values. Despite having decreased sensitivity, the network locates lightning in plan position over all of Maryland and Delaware, much of Virginia, and into Southern Pennsylvania and New Jersey. 3-D coverage is provided out to 100-150 km range from the Sterling WFO including the 3 major DC commercial airports (Reagan National, Dulles International, and Baltimore Washington International). The network will eventually consist of 10 or more stations, which will extend and improve its coverage.

Krehbiel, Paul↗