4H-SiC MOSFETs With Borosilicate Glass Gate Dielectric and Antimony Counter-Doping
Not provided.
Engineering↗
SEARCH · Engineering Papers
Results for “mobility challenges”
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Carrier Transport and Recombination in Efficient “All-Small-Molecule” Solar Cells with the Nonfullerene Acceptor IDTBR
Reaching device efficiencies that can rival those of polymer-fullerene Bulk Heterojunction (BHJ) solar cells (>10%) remains challenging with the “All-Small-Molecule” (All-SM) approach, in part because of (i) the morphological limitations that prevail in the absence of polymer and (ii) the difficulty to raise and balance out carrier mobilities across the active layer. In this paper, the authors show that blends of the SM donor DR3TBDTT (DR3) and the nonfullerene SM acceptor O-IDTBR are conducive to “All-SM” BHJ solar cells with high open-circuit voltages (V OC ) >1.1 V and PCEs as high as 6.4% (avg. 6.1%) when the active layers are subjected to a post-processing solvent vapor-annealing (SVA) step with dimethyl disulfide (DMDS). Combining electron energy loss spectroscopy (EELS) analyses and systematic carrier recombination examinations, the authors show that SVA treatments with DMDS play a determining role in improving charge transport and reducing non-geminate recombination for the DR3:O-IDTBR system. Finally, correlating the experimental results and device simulations, it is found that substantially higher BHJ solar cell efficiencies of >12% can be achieved if the IQE and carrier mobilities of the active layer are increased to >85% and >10 -4 cm 2 V -1 s -1 , respectively, while suppressing the recombination rate constant k to <10 -12 cm 3 s -1 .
14 SOLAR ENERGY↗
Synergistic Enhancement of Lead and Selenate Uptake at the Barite (001)–Water Interface
The interactions of heavy metals with minerals influence the mobility and bioavailability of toxic elements in natural aqueous environments. The sorption of heavy metals on covalently bonded minerals is generally well described by surface complexation models (SCMs). However, understanding sorption on sparingly soluble minerals is challenging because of the dynamically evolving chemistry of sorbent surfaces. The interpretation can be even more complicated when multiple metal ions compete for sorption. In the present study, we observed synergistically enhanced uptake of lead and selenate on the barite (001) surface through two sorption mechanisms: lattice incorporation that dominates at lower coverages and two-dimensional monolayer growth that dominates at higher coverages. Further, we also observed a systematic increase in the sorption affinity with increasing co-sorbed ion coverages, different from the assumption of invariant binding constants for individual adsorption processes in classical SCMs. Computational simulations showed thermodynamically favorable co-incorporation of lead and selenate by simultaneously substituting for barium and sulfate in neighboring sites, resulting in the formation of molecular clusters that locally match the net dimension of the substrate lattice. These results emphasize the importance of ion–ion interactions at mineral–water interfaces that control the fate and transport of contaminants in the environment.
54 ENVIRONMENTAL SCIENCES↗
Solvent Processing and Ionic Liquid-Enabled Long-Range Vertical Ordering in Block Copolymer Films with Enhanced Film Stability
Rapid and reliable processing methods for forming ordered block copolymer (BCP) materials with low defect density in a thin film geometry are required for many nanotechnology applications. Vertically aligned BCP structures, in particular, have applications ranging from nanolithography for electronics and photonics to nanoporous membranes for water remediation and novel batteries for flexible electronics. However, the attainment of nearly complete vertical orientational order of the BCP ordered phase remains challenging. Solvent-based techniques, such as direct immersion annealing (DIA) and solvent vapor annealing (SVA), have immense potential for these applications of BCP films, as it allows for tuning of their thermodynamic, structural, and chain mobility driven kinetic properties. We first demonstrate that DIA, using a judicious choice of binary solvent mixtures along with a relatively hydrophobic ionic liquid (IL), induces the rapid vertical ordering in polystyrene-b-polymethylmethacrylate (PS-PMMA) block copolymer in lamellar films. The IL establishes synergy to the binary solvent mixture of toluene and heptane to 1 create a near-neutral solvent environment for attaining the vertical microstructure of the BCP. Next, we show that IL can suppress the de-wetting of the PS-PMMA films to achieve long-range order using SVA in cylindrical films for long annealing times. Both vertical and horizontal morphology is attained in these films by selecting different solvent environments. Furthermore, attaining enhanced vertical and horizontal BCP structure with long-range defect-free order by tuning solvent quality and using additives like IL can render them useful for many nanotech applications.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Shallow core levels, or how to determine the doping and T c of Bi 2 Sr 2 CaCu 2 O 8 + δ and Bi 2 Sr 2 CuO 6 + δ without cooling
In this study, determining the doping level in high-temperature cuprate superconductors is crucial for understanding the origin of superconductivity in these materials and for unlocking their full potential. However, accurately determining the doping level remains a significant challenge due to a complex interplay of factors and limitations in various measurement techniques. In particular, in Bi 2 Sr 2 CuO 6+δ and Bi 2 Sr 2 CaCu 2 O 8+δ , where the mobile carriers are introduced by non-stoichiometric oxygen δ, the determination has been extremely problematic. Here, we study the doping dependence of the electronic structure of these materials in angle-resolved photoemission and find that both the doping level, p, and the superconducting transition temeprature, T c can be precisely determined from the binding energy of the Bi 5d core-levels. The measurements can be performed at room temperature, enabling the determination of p and T c without cooling the samples. This should be very helpful for further studies of these materials
75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
Detect the Unobservable: Abnormality Detection in mixed Autonomy for Lane Change Maneuver with Following Vehicles’ Trajectories Only
Highly Automated Vehicles (HAVs) and Advanced Driver-Assistance Systems (ADAS) are transforming modern transportation with enhanced mobility, safety, and efficiency. Despite their advantages, cybersecurity vulnerabilities in these systems can lead to abnormal behavior, posing significant risks to surrounding human-driven vehicles (HDVs) in mixed traffic environments. Here, this article addresses the challenge of detecting abnormal lateral movements of HAVs/ADAS vehicles using only trajectory profiles of following HDVs. Specifically, we propose a novel modeling approach that captures both normal and abnormal lateral behaviors through vehicle kinematics, integrated decision-making processes, vehicle control using symbolic regression for lane change vehicles. Additionally, we introduce an abnormality detection framework that relies on observable HDV data, even in occlusion scenarios. The framework evaluates the sensitivity of various car-following models to detect abnormal behaviors, providing insights into the interaction between HAVs/ADAS and HDVs in mixed autonomy systems.
Connected and Automated vehicles↗
Investigation of uranium attenuation and release at column and pore scales in response to advective geochemical gradients
Column experiments were devised to investigate the role of changing fluid composition on mobility of uranium through a sequence of geologic media. Fluids and media were chosen to be relevant to the ground water plume emanating from the former S-3 ponds at the Oak Ridge Integrated Field Research Challenge (ORIFC) site. Synthetic ground waters were pumped upwards at 0.05 mL/minute for 21 days through layers of quartz sand alternating with layers of uncontaminated soil, quartz sand mixed with illite, quartz sand coated with iron oxides, and another soil layer. Increases in pH or concentration of phosphate, bicarbonate, or acetate were imposed on the influent solutions after each 7 pore volumes while uranium (as uranyl) remained constant at 0.1mM. A control column maintained the original synthetic groundwater composition with 0.1mM U. Pore water solutions were extracted to assess U retention and release in relation to the advective ligand or pH gradients. Following the column experiments, subsamples from each layer were characterized using microbeam X-ray absorption spectroscopy (XANES) in conjunction with X-ray fluorescence mapping and compared to sediment core samples from the ORIFC, at SSRL Beam Line 2-3.
12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
Informing New Concepts for UAS and Autonomous System Safety Management using Disaster Management and First Responder Scenarios
As emerging flight operations become more prevalent and increasingly automated and distributed, the capabilities for managing safety of vehicles and operations will also need to evolve. To address this challenge, the National Academies has envisioned an In-Time Aviation Safety Management System (IASMS) capability for a wide range of aviation operations including current commercial operations as well as new entrants envisioned with advanced air mobility (AAM). The suite of IASMS services, functions, and capabilities (SFCs) would be implemented in a federated approach and would address trends as well as individual operations. Through predictive modeling and data analysis, IASMS is envisioned to identify arising risks so that they can be mitigated, in-time, before a safety incident occurs. IASMS and its requisite set of SFCs must leverage a wide range of information to perform. To better understand these new needs, FSF worked with the aviation and humanitarian communities to develop and validate scenarios that include traditional aviation operations and UAS operations intermingled as they are deployed for disaster management and first responder (DMFR) situations. The three scenarios developed include: • Post Natural disaster response, such as a hurricane, involving multiple parties utilizing traditional aviation and UAS to support rescue operations, surveil damage, and locate survivors needing assistance. • Wildfire fighting in remote locations with traditional aircraft for transport and fire-retardant delivery combined with UAS for surveillance of fire locations as well as to track individual firefighter locations. • Medical Operations and AAM in Urban Environments including passenger-carrying helicopters and AAM vehicles, medical missions (such as transport of radio-pharmaceuticals), and other UAS delivery operations (such as the delivery of defibrillators). Each scenario was developed and validated by representatives with expertise in humanitarian operations, urban and rural emergency response, air traffic management, UAS operations, and traditional flight operations. The scenario definitions address roles and responsibilities of individual actors, the appropriate utilization of UAS, and the actions taken by those actors to appropriately manage risks associated with the mission and environment. The risks to aviation traffic and to people on the ground explored included potential risks arising from incompatibilities in calculating reference altitudes (eg, differing uses of AGL, MSL, barometric, or GPS-derived values), loss of command and control (C2) communications, rapid changes in weather and winds, and physical interference. For each risk, IASMS SFCs were postulated in the context of monitoring services, risk assessment capabilities, and identifying appropriate mitigation strategies. The identified SFC capabilities were envisioned from known services postulated for IASMS and for UTM. For these unique environments, IASMS SFCs are needed to address conditions such as hazardous payloads, micro-climates and urban canyons, and the need to keep uninvolved air traffic out of the area where DMFR operations are being conducted. The second phase of analysis focused on inferring the specific information needs and the SFCs for IASMS, utilizing a structure of 16 information classes to organize requirements. For each of the risks identified in the workshops, it was postulated what data sources would be necessary to monitor critical aspects of the risk (eg, surrounding air traffic, ground population, terrain, etc). to be directly measured as well as data that would be derived, which implies additional SFCs for different actors to understand what information would likely be exchanged between parties. For an IASMS to be effective, additional research is needed to develop the advanced algorithms that can address the increasingly autonomous and complex operations in differing environments and to develop means of identifying unknown risks. Looking at these scenarios highlighted a number of research issues. These include the ability to quickly "cordon off" airspace thru temporary flight restrictions (TFRs) or other means, developing clear definitions to enable automation-based algorithms for prioritizing operations, defining airspace density metrics, standardization of altitude reporting, and establishing a basis for safety data metrics definition and collection. This paper seeks to outline the development of an IASMS in the context of the DMFR scenarios and resulting demonstrations. Utilizing this contextual approach, NASA will generate recommendations for an assured safety framework for AAM operations that enables AAM operations to safely access the NAS.
In Time Aviation Safety Management System↗
Uncertainty Propagation in Pre-Flight Prediction of Unmanned Aerial Vehicle Separation Violation
Current forecasts on the future of aeronautics suggest an in- creasing number of unmanned aerial vehicles entering the low- altitude airspace in the next decades (FAA, 2018; Kopardekar et al., 2016). Small vehicles for package delivery as well as larger vehicles for urban air mobility will change the airspace drastically, increasing density of operations both in time, i.e. high number of take-off and landings per unit time, and in space, operating in dense urban environment. This scenario poses challenges to the current approach to air traffic control, and large efforts from academia, industry and regulatory bodies are dedicated to the development of new traffic management strategies that leverage higher computing and simulating capabilities available today. In this paper, we propose a simple look-ahead approach to predict potential minimum separation violations at the strategic level, that is before vehicles start flying, depending on the predefined 4D trajectories and uncertainty affecting the wind acting along those routes. The wind field is extracted from the NOAA North America Mesoscale Forecast System and interpolated using Gaussian process regression, while uncertainty affecting the expected cruise airspeed is propagated through error intervals. The approach allows the prediction of aircraft separation as a function of time, highlighting potential safety violations that would go undetected if uncertainty affecting the expected 4D trajectories is not considered. The paper will also discuss issues related to accuracy and scalability of the approach to multiple vehicle operations.
Trajectory Prediction↗
Revolutionary Vertical Lift Technology (RVLT) Overview
The Aircraft Working Group enables the Advanced Air Mobility (AAM) ecosystem through vehicle development and production as well as individual vehicle management and operations. Aircraft design and operations management develop AAM-inspired concepts and technologies to help define requirements and standards addressing key challenges such as safety, integration, noise, automation, and scalability. This presentation focuses on RVLT electronic Vertical Takeoff Landing Propulsion overview.
Peggy Cornell↗
Distributed Visual Sensing and Fusion for Advanced Air Mobility
Surveillance solutions for Advanced and Urban Air Mobility frameworks are a key factor to enable safe operations of highly automated aircraft in the civil airspace. To design solutions suitable for all types of aircraft, non-cooperative sensors can be used, though many challenges arise when the small dimensions of the vehicles and their proximity to the ground during low-altitude missions are considered. A distributed sensing concept can be efficiently applied to address these challenges by exploiting multiple sensors within a surveillance network. This paper proposes a strategy to fuse the information collected by three ground-fixed cameras within a network of multiple distributed sensors and is tested with during experimental flight tests. The solution exploits standalone tracking estimates of each camera within a fusion center that performs triangulation and three-dimensional tracking. This approach is tested in a scenario involving two small UAVs flying at low altitude. The paper deals with the challenges of associating the two objects from independent and unrelated tracks to achieve robust triangulation, which produces meter-level mean errors with respect to GNSS-based ground truth.
Federica Vitiello↗
Vision-Based Distributed Sensing at Vertiports for Advanced Air Mobility and Urban Air Mobility Approach and Landing
Advanced Air Mobility (AAM) encompasses a broad vision for air transportation, including Urban Air Mobility (UAM) as a subset. AAM aims to create a more connected and efficient transportation network across various geographical settings. However, navigating AAM aircraft in GPS-denied or degraded environments during approach and landing is challenging. Traditional vision aids like glideslopes and localizers are limited in vertiport environments due to narrow beam constraints and reduced landing angle options. This paper addresses the need for accurate navigation solutions at vertiports by proposing a vision-based distributed sensing (VIDIS) system utilizing cameras with bundle adjustment to assist incoming AAM aircraft during approach and landing while monitoring surface movements to enhance safety and efficiency. Key focus areas for current and future vertiport developers include identifying suitable sensor types and infrastructure standards to support AAM operations and including vertiport markings as vision-based navigation aids. The proposed system offers a novel approach to overcoming navigation challenges in AAM operations, particularly in urban settings where traditional aids may be insufficient. Preliminary simulation results with distributed cameras demonstrate promising outcomes for implementing bundle adjustment techniques to enhance vision-based navigation solutions at vertiports. Generating waypoint-based trajectories via waypoint integration using explicit guidance synthesis (WINGS) creates smooth AAM trajectories for landing at vertiports by using the current waypoint's terminal conditions as the initial conditions for the next waypoint. Combining bundle adjustment's ground-based solution of vertiport features with WINGS, Coplanar Pose from Orthography and Scaling with Iterations (COPOSIT), and an extended Kalman filter (EKF) estimates the state of an incoming aircraft during approach and landing at vertiports. Future work includes testing VIDIS in a high-fidelity simulation and with real-world data.
Distributed sensing↗
Vision-Based Distributed Sensing at Vertiports for Advanced Air Mobility and Urban Air Mobility Approach and Landing
Advanced Air Mobility (AAM) encompasses a broad vision for air transportation, including Urban Air Mobility (UAM) as a subset. AAM aims to create a more connected and efficient transportation network across various geographical settings. However, navigating AAM aircraft in GPS-denied or degraded environments during approach and landing is challenging. Traditional vision aids like glideslopes and localizers are limited in vertiport environments due to narrow beam constraints and reduced landing angle options. This paper addresses the need for accurate navigation solutions at vertiports by proposing a vision-based distributed sensing (VIDIS) system utilizing cameras with bundle adjustment to assist incoming AAM aircraft during approach and landing while monitoring surface movements to enhance safety and efficiency. Key focus areas for current and future vertiport developers include identifying suitable sensor types and infrastructure standards to support AAM operations and including vertiport markings as vision-based navigation aids. The proposed system offers a novel approach to overcoming navigation challenges in AAM operations, particularly in urban settings where traditional aids may be insufficient. Preliminary simulation results with distributed cameras demonstrate promising outcomes for implementing bundle adjustment techniques to enhance vision-based navigation solutions at vertiports. Generating waypoint-based trajectories via waypoint integration using explicit guidance synthesis (WINGS) creates smooth AAM trajectories for landing at vertiports by using the current waypoint's terminal conditions as the initial conditions for the next waypoint. Combining bundle adjustment's ground-based solution of vertiport features with WINGS, Coplanar Pose from Orthography and Scaling with Iterations (COPOSIT), and an extended Kalman filter (EKF) estimates the state of an incoming aircraft during approach and landing at vertiports. Future work includes testing VIDIS in a high-fidelity simulation and with real-world data.
Distributed sensing↗
NASA Talks: Harsh Lunar Environments
NASA Talks - Exploration drives technology, and as NASA works toward sustained operations on the lunar surface for a permanent moonbase, it is critical to understand how the location drives what’s needed to accomplish these goals. This is especially important as we land on the lunar South Pole, which will be different and riskier than the previous Apollo landing sites. The thermal conditions will be much colder, the lighting environment is challenged with low sun angles, the regolith holds a charge in the plasma sheath, and the radiation is significantly higher than in low Earth orbit (LEO). Stephanie Sipila, Deputy Manager of Extravehicular Activity and Human Surface Mobility Program (EHP) Technology, Integration and Partnerships Office, provided knowledge and insight into the game-changing technologies NASA is exploring to mitigate these risks.
Stephanie Sipila↗
A Call To Action To Engage The Community To Meet The Challenges That Must Be Tackled To Make Electrified Aircraft Propulsion Real
Technology risk reduction is essential, as it is necessary to demonstrate the potential of Electrified Aircraft Propulsion (EAP). However, more is needed for implementation. The industry is leading EAP by developing a diverse community of novel vehicles from short-haul, small, urban-focused electric vertical takeoff and landing (eVTOL) to regional air mobility (RAM) and hybrid-electric, single-aisle transport category airplanes. There are a variety of novel EAP technologies for each of these novel vehicles. And the industry is not only looking at novel technology to advance the state of the art. Instead, the industry is looking to certify these novel aircraft through their regulatory authorities, such as the US Federal Aviation Administration (FAA), the European Union Aviation Safety Authority (EASA), Transport Canada Civil Aviation (TCCA), and Brazil’s Agência Nacional de Aviação Civil (National Civil Aviation Agency, ANAC), as well as other regulatory authorities. The NASA Electrified Powertrain Flight Demonstration (EPFD) project has partnered with two industry partners to advance integrated MW-class powertrain system technology demonstration that includes an assessment of their regulatory and standards gaps in their technology. The EPFD has conducted a generic regulatory gap analysis of hybrid electric engines that aligns with the industry partners’ efforts. The EPFD regulations and standards team is integrated into the industry standards community. The international industry standards community is wrestling with critical key challenges to certification. While some certification elements are proprietary, several technology elements cut across company propriety in aircraft engines (US 14 CFR Part 33 and EASA CS-E, regulations that only reflect reciprocating and turbine engines). The approach that several of these regulatory authorities have taken is to collaborate to address their challenges. The Certification Management Team (CMT) consists of the EASA, FAA, TCCA, and ANAC, and they have begun to address common questions, such as the Loss of Power Control (LOPC) for electric engines. They have reached out to the standards community to seek answers. The industry standards development organizations (SDO) have also looked ahead to address current regulations and standards gaps. The ASTM has built key committees in its ASTM F44 General Aviation Committee and F39 Aircraft Systems Committee. The SAE has established the E-40 Electric Propulsion and AE-10 High Voltage committees.
Standards↗
A Call To Action To Engage The Community To Meet The Challenges That Must Be Tackled To Make Electrified Aircraft Propulsion Real
Technology risk reduction is essential, as it is necessary to demonstrate the potential of Electrified Aircraft Propulsion (EAP). However, more is needed for implementation. The industry is leading EAP by developing a diverse community of novel vehicles from short-haul, small, urban-focused electric vertical takeoff and landing (eVTOL) to regional air mobility (RAM) and hybrid-electric, single-aisle transport category airplanes. There are a variety of novel EAP technologies for each of these novel vehicles. And the industry is not only looking at novel technology to advance the state of the art. Instead, the industry is looking to certify these novel aircraft through their regulatory authorities, such as the US Federal Aviation Administration (FAA), the European Union Aviation Safety Authority (EASA), Transport Canada Civil Aviation (TCCA), and Brazil’s Agência Nacional de Aviação Civil (National Civil Aviation Agency, ANAC), as well as other regulatory authorities. The NASA Electrified Powertrain Flight Demonstration (EPFD) project has partnered with two industry partners to advance integrated MW-class powertrain system technology demonstration that includes an assessment of their regulatory and standards gaps in their technology. The EPFD has conducted a generic regulatory gap analysis of hybrid electric engines that aligns with the industry partners’ efforts. The EPFD regulations and standards team is integrated into the industry standards community. The international industry standards community is wrestling with critical key challenges to certification. While some certification elements are proprietary, several technology elements cut across company propriety in aircraft engines (US 14 CFR Part 33 and EASA CS-E, regulations that only reflect reciprocating and turbine engines). The approach that several of these regulatory authorities have taken is to collaborate to address their challenges. The Certification Management Team (CMT) consists of the EASA, FAA, TCCA, and ANAC, and they have begun to address common questions, such as the Loss of Power Control (LOPC) for electric engines. They have reached out to the standards community to seek answers. The industry standards development organizations (SDO) have also looked ahead to address current regulations and standards gaps. The ASTM has built key committees in its ASTM F44 General Aviation Committee and F39 Aircraft Systems Committee. The SAE has established the E-40 Electric Propulsion and AE-10 High Voltage committees.
Standards↗
Topological Characterization of Coordination-Driven Self-assembly Complexes: Applications of Ion Mobility-Mass Spectrometry
Coordination-driven self-assembly (CDSA) is increasingly used to synthesize coordination complexes containing metal-centered electron acceptors and typically nitrogen-containing electron donors. Characterization of the structures obtained from CDSA via crystallographic or spectroscopic means is limited due to difficulties in forming single crystals for X-ray studies and overlapping precursor and product signals in NMR. Here, we employ ion mobility-mass spectrometry (IM-MS), which provides a direct measure of size and shape of the CDSA complexes, to study the intact reaction products of a rhomboid-shaped complex. This approach negates the need for product isolation and crystallization and allows for tracking of the product distribution as a function of time. A potential challenge of IM-MS is that the size/shape of the observed CDSA complexes can vary with internal energy; however, we show that proper tuning of the instrument reduces the effects of collisional activation thereby allowing for retention of ion conformations that reflect solution-phase ion structures. .
75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
Human Initiated Cascading Failures in Societal Infrastructures
In this paper, we conduct a systematic study of human-initiated cascading failures in three critical inter-dependent societal infrastructures due to behavioral adaptations in response to a crisis. We focus on three closely coupled socio-technical networks here: (i) cellular and mesh networks, (ii) transportation networks and (iii) mobile call networks. In crises, changes in individual behaviors lead to altered travel, activity and calling patterns, which influence the transport network and the loads on wireless networks. The interaction between these systems and their co-evolution poses significant technical challenges for representing and reasoning about these systems. In contrast to system dynamics models for studying these interacting infrastructures, we develop interaction-based models in which individuals and infrastructure elements are represented in detail and are placed in a common geographic coordinate system. Using the detailed representation, we study the impact of a chemical plume that has been released in a densely populated urban region. Authorities order evacuation of the affected area, and this leads to individual behavioral adaptation wherein individuals drop their scheduled activities and drive to home or pre-specified evacuation shelters as appropriate. They also revise their calling behavior to communicate and coordinate among family members. These two behavioral adaptations cause flash-congestion in the urban transport network and the wireless network. The problem is exacerbated with a few, already occurring, road closures. We analyze how extended periods of unanticipated road congestion can result in failure of infrastructures, starting with the servicing base stations in the congested area. A sensitivity analysis on the compliance rate of evacuees shows non-intuitive effect on the spatial distribution of people and on the loading of the base stations. For example, an evacuation compliance rate of 70% results in higher number of overloaded base stations than the evacuation compliance rate of 90%.
97 MATHEMATICS AND COMPUTING↗