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At least 37 records · Page 2

Meeting the Challenges of Modern Transit through the Integration of Traditional Transit, On-Demand Micro-Transit Services and Vehicle Automation - A Case Study in Chandler, Arizona

Current technology trends of vehicle automation, electrification and on-demand transit are providing new tools to develop effective public mobility services, yet need to be balanced with traditional modes to serve the spectrum of demand effectively and efficiently. Automated vehicle transportation network company (TNC) services, better known as 'Robotaxis' are beginning to proliferate and scale across the US, with Waymo as the lead commercial entity. Chandler, AZ was the first fully automated deployment of Waymo technology. Chandler was also one of the first municipalities in Arizona to roll out micro-transit service to its citizens in 2022. At present the Chandler Flex micro-transit program is beginning to partner with Waymo to augment micro-transit services during peak demands, another first in the nation. However, the mix of services in Chandler relies not only on new technology, but also on traditional modes including fixed route transit and para-transit services. These are blended and balanced such that both old and new modes are applied within the context in which each excel. This presentation will provide background on the Chandler, AZ public mobility services, and the performance metrics that govern their use and selection within the spectrum of development and population density as well as socio-demographics within Chandler. Additionally, the behavioral response of the use of unmanned, automated vehicles employed to augment micro-transit is novel, the first in the nation - and initial feedback from public transit constituents in Chandler will be shared.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Insights Into On-Demand Transit: A Case Study of Houston METRO's curb2curb Service

As modern on-demand transit (ODT) deployments increase, the insights gained from studying real-world systems prove more useful. In this study, a shared ODT system called "METRO curb2curb" in the suburbs of Houston, Texas was studied, with a particular focus on the Missouri City zone, which has the highest ridership out of the four total zones. The Missouri City zone is 18 square miles with an average daily ridership of nearly 400 as of November 2024. In order to gain a passenger perspective, data collection was performed through using the ODT system first-hand, completing 50 rides in March and April of 2023. These rides included a mix of three different types of on-demand travel accommodations - 1.) advance bookings (30 min - 2 hours ahead), 2.) as-soon-as-possible / real-time dispatch bookings, and 3.) no-reservation trips at two designated "anchor points." Wait and travel time were collected for each ride. Anecdotal findings related to ease of locating the driver/vehicle, the process of booking a ride, and popular trip purposes were also documented. This study provides an overview of the METRO curb2curb system, including its history, service provider, service area, ridership, booking options, wait time, and travel time. Intricacies related to different definitions of wait time are included. Finally, relevant considerations for automating the on-demand transit system and discussed.

33 ADVANCED PROPULSION SYSTEMS↗

Projected Demand and Potential Impacts to the National Airspace System of Autonomous, Electric, On-Demand Small Aircraft

Electric propulsion and autonomy are technology frontiers that offer tremendous potential to achieve low operating costs for small-aircraft. Such technologies enable simple and safe to operate vehicles that could dramatically improve regional transportation accessibility and speed through point-to-point operations. This analysis develops an understanding of the potential traffic volume and National Airspace System (NAS) capacity for small on-demand aircraft operations. Future demand projections use the Transportation Systems Analysis Model (TSAM), a tool suite developed by NASA and the Transportation Laboratory of Virginia Polytechnic Institute. Demand projections from TSAM contain the mode of travel, number of trips and geographic distribution of trips. For this study, the mode of travel can be commercial aircraft, automobile and on-demand aircraft. NASA's Airspace Concept Evaluation System (ACES) is used to assess NAS impact. This simulation takes a schedule that includes all flights: commercial passenger and cargo; conventional General Aviation and on-demand small aircraft, and operates them in the simulated NAS. The results of this analysis projects very large trip numbers for an on-demand air transportation system competitive with automobiles in cost per passenger mile. The significance is this type of air transportation can enhance mobility for communities that currently lack access to commercial air transportation. Another significant finding is that the large numbers of operations can have an impact on the current NAS infrastructure used by commercial airlines and cargo operators, even if on-demand traffic does not use the 28 airports in the Continental U.S. designated as large hubs by the FAA. Some smaller airports will experience greater demand than their current capacity allows and will require upgrading. In addition, in future years as demand grows and vehicle performance improves other non-conventional facilities such as short runways incorporated into shopping mall or transportation hub parking areas could provide additional capacity and convenience.

Smith, Jeremy C.↗

Aviation Frontiers: On-Demand Aircraft

Throughout the 20th Century, NASA has defined the forefront of aeronautical technology, and the aviation industry owes much of its prosperity to this knowledge and technology. In recent decades, centralized aeronautics has become a mature discipline, which raises questions concerning the future aviation innovation frontiers. Three transformational aviation capabilities, bounded together by the development of a Free Flight airspace management system, have the potential to transform 21st Century society as profoundly as civil aviation transformed the 20th Century. These mobility breakthroughs will re-establish environmental sustainable centralized aviation, while opening up latent markets for civil distributed sensing and on-demand rural and regional transportation. Of these three transformations, on-demand aviation has the potential to have the largest market and productivity improvement to society. The information system revolution over the past 20 years shows that vehicles lead, and the interconnecting infrastructure to make them more effective follows; that is, unless on-demand aircraft are pioneered, a distributed Air Traffic Control system will likely never be established. There is no single technology long-pole that will enable on-demand vehicle solutions. However, fully digital aircraft that include electric propulsion has the potential to be a multi-disciplinary initiator of solid state technologies that can provide order of magnitude improvements in the ease of use, safety/reliability, community and environmental friendliness, and affordability.

Moore, Mark D.↗

Transformations in Air Transportation Systems For the 21st Century

Globally, our transportation systems face increasingly discomforting realities: certain of the legacy air and ground infrastructures of the 20th century will not satisfy our 21st century mobility needs. The consequence of inaction is diminished quality of life and economic opportunity for those nations unable to transform from the 20th to 21st century systems. Clearly, new thinking is required regarding business models that cater to consumers value of time, airspace architectures that enable those new business models, and technology strategies for innovating at the system-of-networks level. This lecture proposes a structured way of thinking about transformation from the legacy systems of the 20th century toward new systems for the 21st century. The comparison and contrast between the legacy systems of the 20th century and the transformed systems of the 21st century provides insights into the structure of transformation of air transportation. Where the legacy systems tend to be analog (versus digital), centralized (versus distributed), and scheduled (versus on-demand) for example, transformed 21st century systems become capable of scalability through technological, business, and policy innovations. Where air mobility in our legacy systems of the 20th century brought economic opportunity and quality of life to large service markets, transformed air mobility of the 21st century becomes more equitable available to ever-thinner and widely distributed populations. Several technological developments in the traditional aircraft disciplines as well as in communication, navigation, surveillance and information systems create new foundations for 21st thinking about air transportation. One of the technological developments of importance arises from complexity science and modern network theory. Scale-free (i.e., scalable) networks represent a promising concept space for modeling airspace system architectures, and for assessing network performance in terms of robustness, resilience, and other metrics. The lecture offers an air transportation system topology and a scale-free network linkage graphic as framework for transportation system innovation. Successful outcomes of innovation in air transportation could lay the foundations for new paradigms for aircraft and their operating capabilities, air transportation system topologies, and airspace architectures and procedural concepts. These new paradigms could support scalable alternatives for the expansion of future air mobility to more consumers in more parts of the world.

Holmes, Bruce J.↗

Vehicle Automation Benefits and Challenges for Passenger Transport System Beyond Automated Driving

The National Renewable Energy Laboratory has been researching the implementation of fully automated passenger transport systems to be operated within dense urban settings, referred to as Automated Mobility Districts, based on roadway vehicle automation as opposed to track or train-based automation. This research, now in its third phase, is presently addressing the full spectrum of benefits and challenges of full automation of passenger transport systems with respect to fleet electrification and the associated multimodal, large fleet operational management, benefits beyond simply automating the driving tasks. The focal points summarized in the paper and presentation address the benefit-analysis of fleet automation to address added complexities imposed on the multi-fleet operational management when there is a simultaneous implementation of an on-demand service mode that connects with and optimizes the effectiveness of legacy transit systems and new sub-regional autonomous vehicle fleets, with specific emphasis on enhanced ability to better meet peak ridership demand. The research also begins to address challenges in operations arising from lack of personnel present to handle unexpected customer and system needs. Combined, this research articulates vehicle automation benefits and challenges beyond simply automating the driving tasks, addressing additional operational benefits automation provides to address the added complexities imposed by electrification and on-demand modes of operation.

33 ADVANCED PROPULSION SYSTEMS↗

Insights Into On-Demand Transit: A Case Study of Houston METRO's curb2curb Transit Services: Preprint

As modern on-demand transit (ODT) deployments increase, the insights gained from studying real-world systems prove more useful. In this study, a shared ODT system called "METRO curb2curb" in the suburbs of Houston, Texas was studied, with a particular focus on the Missouri City zone, which has the highest ridership out of the four total zones in which the system operates. The Missouri City zone spans 18 square miles with an average daily ridership of nearly 400 as of November 2024. In order to gain a passenger perspective, data collection was performed through using the ODT system first-hand, completing 50 rides in March and April of 2023. These rides included a mix of three different types of on-demand travel accommodations - 1.) advance bookings (30 min - 2 hours ahead), 2.) as-soon-as-possible / real-time dispatch bookings, and 3.) no-reservation trips at two designated "anchor points." Wait and travel time were collected for each ride. Anecdotal findings related to ease of locating the driver/vehicle, the process of booking a ride, and popular trip purposes were also documented. This study provides an overview of the METRO curb2curb system, including its history, service provider, service area, ridership, booking options, wait time, and travel time. Intricacies related to different definitions of wait time are included. Finally, relevant considerations for automating the on-demand transit system and discussed.

33 ADVANCED PROPULSION SYSTEMS↗

Lights Out Operations of a Space, Ground, Sensorweb

We have been operating an autonomous, integrated sensorweb linking numerous space and ground sensors in 24/7 operations since 2004. This sensorweb includes elements of space data acquisition (MODIS, GOES, and EO-1), space asset retasking (EO-1), integration of data acquired from ground sensor networks with on-demand ground processing of data into science products. These assets are being integrated using web service standards from the Open Geospatial Consortium. Future plans include extension to fixed and mobile surface and subsurface sea assets as part of the NSF's ORION Program.

Chien, Steve↗

3D Printing in Zero G Technology Demonstration Mission: Summary of On-Orbit Operations, Material Testing, and Future Work

Human space exploration to date has been limited to low Earth orbit and the moon. The International Space Station (ISS), an orbiting laboratory 200 miles above the earth, provides a unique and incredible opportunity for researchers to prove out the technologies that will enable humans to safely live and work in space for longer periods of time and venture farther into the solar system. The ability to manufacture parts in-space rather than launch them from earth represents a fundamental shift in the current risk and logistics paradigm for human spaceflight. In particularly, additive manufacturing (or 3D printing) techniques can potentially be deployed in the space environment to enhance crew safety (by providing an on-demand part replacement capability) and decrease launch mass by reducing the number of spare components that must be launched for missions where cargo resupply is not a near-term option. In September 2014, NASA launched the 3D Printing in Zero G technology demonstration mission to the ISS to explore the potential of additive manufacturing for in-space applications and demonstrate the capability to manufacture parts and tools on-orbit. The printer for this mission was designed and operated by the company Made In Space under a NASA SBIR (Small Business Innovation Research) phase III contract. The overarching objectives of the 3D print mission were to use ISS as a testbed to further maturation of enhancing technologies needed for long duration human exploration missions, introduce new materials and methods to fabricate structure in space, enable cost-effective manufacturing for structures and mechanisms made in low-unit production, and enable physical components to be manufactured in space on long duration missions if necessary. The 3D print unit for fused deposition modeling (FDM) of acrylonitrile butadiene styrene (ABS) was integrated into the ISS Microgravity Science Glovebox (MSG) in November 2014 and phase I printing operations took place from November through December of that year. Phase I flight operations yielded 14 unique parts (21 total specimens) that could be directly compared against ground-based prints of identical geometry manufactured using the printer prior to its launch to ISS. The 3DP unit functioned safely and produced specimens necessary to advance the understanding of the critical design and operational parameters for the FDM process as affected by the microgravity environment. From the standpoint of operations, 3DP demonstrated the ability to remove parts from the build-tray on-orbit, teleoperate the printer from the ground, perform critical maintenance functions within defined human factors limits, produce a functional tool that could be evaluated for form/fit/function, and uplink a new part file from the ground and produce it on the printer. The flight parts arrived at NASA Marshall Space Flight Center in Huntsville, Alabama in April 2015, where they underwent months of testing in the materials and processes laboratory. Ground and flight prints completed the following phases of testing: photographic/visual inspection, mass and density evaluation, structured light scanning, XRay and CT, mechanical testing, optical microscopy, scanning electron microscopy, and chemical analysis. This presentation will discuss the results of this testing as well as phase II operations for the printer, which took place in June and July of 2016. Lessons learned from the tech demo and their impacts on the design and development of the second generation 3D printer for ISS, the Additive Manufacturing Facility (AMF) by Made In Space will also be presented. In addition, progress in other elements of NASA's In Space Manufacturing (ISM) initiative such as the on-demand ISM utilization catalog, in-space Recycler ISS Technology Demonstration development, launch packaging recycling, in-space printable electronics, development of higher strength polymeric materials for 3D printing and Additive Construction by Mobile Emplacement (ACME) will also be addressed.

Prater, Tracie↗

Community and Passenger Survey Responses for Bastrop, Texas Low-Speed Electric Vehicle Mobility Service Project

This document describes the contents of the following data products: 1. ALL-survey_results_NREL_LiveWire_04_14_2023 (Excel file with two worksheets) 2. eCab_DOE_NREL_LiveWire_04_14_2023_results_all_surveys_except_SP_csv (CSV file) 3. eCab_DOE_NREL_LiveWire_04_14_2023_SP_survey_results_only_csv (CSV file). These data products contain the results of the surveys conducted throughout the DOE-funded Electric First-/Last-Mile On-Demand Shuttle Service for Rural Communities in Central Texas project. The Excel file is the original database of all the survey results (contained in two worksheets). The CSV files are those two worksheets saved as individual CSV files.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Results from ACTS Development and On-Orbit Operations

The Advanced Communications Technology Satellite (ACTS) was sponsored by NASA to develop the technology for 30/20 Ghz, spot beam communications satellites with on-board baseband and microwave matrix switching. The spot beams allow the use of very small aperture, low cost terminals as well as provide a large degree of frequency reuse. These technologies also significantly reduce the on-orbit weight per unit communication capacity. The ACTS system provides, for the most part, on-demand, integrated digital satellite /terrestrial networks with service data rates from 64 Kbps to 622 Mbps. This paper discusses the results obtained from the ACTS development and its first two years of on-orbit operations for fixed and mobile services.

Gedney, Richard T.↗

Synopsis of NREL's Automated Mobility District (AMD) Research Program and Associated Publications

An automated mobility district (AMD) envisions a system of integrated mobility options that serves major activity centers such as campuses, central business districts, and large medical facilities. The National Renewable Energy Laboratory (NREL) has been investigating the implementation prospects for fully automated passenger transport systems that are deployed to operate within dense urban settings. This document provides a synopsis of findings revealed over the last three phases of work, which have yielded insights into the creation and management of AMDs anticipated to use automated vehicle (AV) technology over the next decade. Phase I and Phase II tracked the deployment and lessons learned from 10 early-stage demonstrations of automated shuttle deployments, and their associated insights into the challenges for automated driving systems to achieve safe operations within district-scale deployments. Phase III began in-depth investigations of critical subsystem components, as automation, electrification, and on-demand service continue to converge within initial AMD operations. These directed studies focus on elements of electrification, curbfront/station management, the role of infrastructure sensing, and overall integration of AMD safety management in central, simultaneous coordination of multiple AMD fleets. Future research in AMDs includes systems engineering methodology (more frequently referred to as "digital twins") for planning, design, testing, and ongoing operation of AMDs; location (or co-location) of management functions; and human supervision and passenger communications for safety and security in unattended vehicles. The synopsis references the foundational research products (papers and presentations) that have been published through conference proceedings, journal articles, and NREL reports.

33 ADVANCED PROPULSION SYSTEMS↗

NASA GRC/Aeronautics Overview

Twenty-first-century aeropropulsion and power research will enable new transport engine and aircraft systems including: 1) Emerging ultralow noise and emissions with the use of intelligent turbofans; 2) Future distributed vectored propulsion with 24-hour operations and greater community mobility; 3) Research in hybrid combustion and electric propulsion systems leading to silent aircraft with near-zero emissions; and 4) The culmination of these revolutions will deliver an all-electric- powered propulsion system with zero-impact emissions and noise and high-capacity, on-demand operation

Sehra, Arun K.↗

Overview of the Small Aircraft Transportation System Project Four Enabling Operating Capabilities

It has become evident that our commercial air transportation system is reaching its peak in terms of capacity, with numerous delays in the system and the demand still steadily increasing. NASA, FAA, and the National Consortium for Aviation Mobility (NCAM) have partnered to aid in increasing the mobility throughout the United States through the Small Aircraft Transportation System (SATS) project. The SATS project has been a five-year effort to provide the technical and economic basis for further national investment and policy decisions to support a small aircraft transportation system. The SATS vision is to enable people and goods to have the convenience of on-demand point-to-point travel, anywhere, anytime for both personal and business travel. This vision can be obtained by expanding near all-weather access to more than 3,400 small community airports that are currently under-utilized throughout the United States. SATS has focused its efforts on four key operating capabilities that have addressed new emerging technologies, procedures, and concepts to pave the way for small aircraft to operate in nearly all weather conditions at virtually any runway in the United States. These four key operating capabilities are: Higher Volume Operations at Non-Towered/Non-Radar Airports, En Route Procedures and Systems for Integrated Fleet Operations, Lower Landing Minimums at Minimally Equipped Landing Facilities, and Increased Single Pilot Performance. The SATS project culminated with the 2005 SATS Public Demonstration in Danville, Virginia on June 5th-7th, by showcasing the accomplishments achieved throughout the project and demonstrating that a small aircraft transportation system could be viable. The technologies, procedures, and concepts were successfully demonstrated to show that they were safe, effective, and affordable for small aircraft in near all weather conditions. The focus of this paper is to provide an overview of the technical and operational feasibility of the four operating capabilities, and explain how they can enable a small aircraft transportation system.

Viken, Sally A.↗

Overview of the Small Aircraft Transportation System Project Four Enabling Operating Capabilities

It has become evident that our commercial air transportation system is reaching its peak in terms of capacity, with numerous delays in the system and the demand still steadily increasing. NASA, FAA, and the National Consortium for Aviation Mobility (NCAM) have partnered to aid in increasing the mobility throughout the United States through the Small Aircraft Transportation System (SATS) project. The SATS project has been a five-year effort to provide the technical and economic basis for further national investment and policy decisions to support a small aircraft transportation system. The SATS vision is to enable people and goods to have the convenience of on-demand point-to-point travel, anywhere, anytime for both personal and business travel. This vision can be obtained by expanding near all-weather access to more than 3,400 small community airports that are currently under-utilized throughout the United States. SATS has focused its efforts on four key operating capabilities that have addressed new emerging technologies, procedures, and concepts to pave the way for small aircraft to operate in nearly all weather conditions at virtually any runway in the United States. These four key operating capabilities are: Higher Volume Operations at Non-Towered/Non-Radar Airports, En Route Procedures and Systems for Integrated Fleet Operations, Lower Landing Minimums at Minimally Equipped Landing Facilities, and Increased Single Pilot Performance. The SATS project culminated with the 2005 SATS Public Demonstration in Danville, Virginia on June 5th-7th, by showcasing the accomplishments achieved throughout the project and demonstrating that a small aircraft transportation system could be viable. The technologies, procedures, and concepts were successfully demonstrated to show that they were safe, effective, and affordable for small aircraft in near all weather conditions. The focus of this paper is to provide an overview of the technical and operational feasibility of the four operating capabilities, and explain how they can enable a small aircraft transportation system.

Viken, Sally A.↗

Human Supervision of Autonomous Vehicle Fleet Operations and Associated Passenger Communications: Preprint

Advances in automated vehicle (AV) technology and expanded operations are rapidly emerging with Automated Mobility District (AMD) deployments in global cities. NLR's AMD research addresses critical elements of human supervision of AV fleet operations and associated passenger communications for vehicles in which no driver or safety attendant is present. Although sufficiently advanced AVs no longer have direct oversight by a driver, fleet management remains staffed with operations personnel at the operations command and control (OCC) facility. This paper examines the functionality of the OCC, drawing comparisons of how automated train control and automated people mover OCCs operate. Within an AMD, the OCC manages various vehicle types, sizes, and operational modes, including on-demand and fixed route service, to facilitate a 'network of networks' for transport within a metropolitan area. The OCC serves as oversight for multiple AV fleets assisting AVs via remote operation of vehicles, communication, and dispatching personnel to resolve problems. The OCC also coordinates system operation, geographically staging vehicles, and managing weather, police, and emergency events. Informed by traffic management center (TMC) strategies using highly integrated software and communications, OCCs facilitate seamless information flows. OCC personnel remotely assist passengers and oversee multi-party operation to ensure safety and security. Although social norms mitigate large-capacity unattended vehicle operations, social interaction in multi-party automated small vehicles has little precedent. This poses a new frontier for society and requires research to effectively understand and manage. Future research will monitor OCC implementations, passenger interfaces, and deployment scaling of initial AMD systems.

33 ADVANCED PROPULSION SYSTEMS↗

Demonstration of Four Operating Capabilities to Enable a Small Aircraft Transportation System

The Small Aircraft Transportation System (SATS) project has been a five-year effort fostering research and development that could lead to the transformation of our country s air transportation system. It has become evident that our commercial air transportation system is reaching its peak in terms of capacity, with numerous delays in the system and the demand keeps steadily increasing. The SATS vision is to increase mobility in our nation s transportation system by expanding access to more than 3400 small community airports that are currently under-utilized. The SATS project has focused its efforts on four key operating capabilities that have addressed new emerging technologies and procedures to pave the way for a new way of air travel. The four key operating capabilities are: Higher Volume Operations at Non-Towered/Non-Radar Airports, En Route Procedures and Systems for Integrated Fleet Operations, Lower Landing Minimums at Minimally Equipped Landing Facilities, and Increased Single Pilot Performance. These four capabilities are key to enabling low-cost, on-demand, point-to-point transportation of goods and passengers utilizing small aircraft operating from small airports. The focus of this paper is to discuss the technical and operational feasibility of the four operating capabilities and demonstrate how they can enable a small aircraft transportation system.

Viken, Sally A.↗

Ride Pingo to Transit

In this project, we developed an on-demand microtransit first- and last-mile service. To integrate the service with fixed-route transit, we developed a feature called Transit Connect that prioritized riders’ on-time arrival at the transit station over other service requirements. We first prototyped service and related algorithms in a simulated environment, and then piloted the service in the city of Kent, Washington. Our algorithm incorporates request-specific hard drop-off deadlines to ensure timely arrivals for transit transfers. In the pilot, these constraints were obtained from GTFS Realtime data to accurately determine the schedule of the transit and the location of the stations. This approach introduced the ability to accept or decline new requests based on the timing of transit connections for these new requests and connection status of onboarding customers. The pilot (called “Ride Pingo to Transit”) deployed a fleet of three 14-person vans, ran from September 2021 to March 2023, and served a total of 21,329 trips. Transit Connect was offered for drop-offs at both Kent Station and the Kent Valley hub. In total, 2,844 such trips were completed. This dataset was collected from our pilot, which includes the following: - Requests: List of all trip requests, including those that were actually served and those not materialized. - Fleet: Daily vehicle service logs. - Service details: Daily vehicle stop logs (boarding and alighting). - Trip types: First mile, last mile, or point-to-point. ![pingo to transit](pingo-to-transit.jpg)

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗