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778 records · Page 44
All sourcesNASA NTRSDOE OSTI
DOE OSTI2019

A Practical Approach of Mining Operational Risks in Cigeo - A field-test - 19349

Andra is currently completing the detailed engineering phase of the stepwise design development of Cigeo (the French HLW and IL-LLW Deep Geological Repository, aka DGR). Various technical issues are at stake, including the risk management requirements linked to the safety of 'Mining Operations' (i.e. occupational safety issues related to underground excavation/dismantling works at some 500 m of depth), at different stages of the DGR life cycle (i.e. from its construction start-up to its final closure and future monitoring/or conversely a decision of waste retrieval). These occupational safety requirements have a significant impact on Cigeo's design, its progressive construction and later closure. On a shorter term, one must demonstrate that the design bases are technically sound and that the solutions selected (to build, operate, close the DGR infrastructures or conversely retrieve the waste) are both feasible and safe. In that sense (and following an identification of operational risks during construction), Andra focused on two sensitive cases: - The construction of large diameter drift crossings, in particular those related to the connection between a transfer drift (main) and a IL-LLW disposal vault (i.e. during construction operations), - The partial dismantling of a drift concrete lining (made of concrete segment rings, erected and placed by a TBM) at time of construction of a horizontal seal (i.e. during closure operations). The discussion starts with a description of the geotechnical conditions prevailing at the (French) Bure site, in the Callovo-Oxfordian (COx) claystone formation. Then the paper presents the Cigeo underground architecture (at large) and the specific structural choices made (at the end of the detailed engineering phase) for drifts, disposal vaults and seals. The discussion on construction - deconstruction challenges for each of the critical issues cited above provides an opportunity to explain the operational sequences (and how the methodology selected enables to reduce the risks). The following part of the paper focuses the technological demonstration (an in-situ test to be planned in detail) of a partial dismantling of the concrete segments rings forming the support lining of two tunnels previously built in the Meuse/Haute-Marne URL (Underground Research Laboratory) infrastructures, combined with the construction of a specific drift crossing. In this dismantling and construction test, the technical demonstration objective is three-fold: - The capacity to lay down compressible arch segments and support (by bolts and mesh) the rock after the lining removal, - The capacity to excavate and line the drift crossing, - The structural / geomechanical behavior (evolution with time) of the rock and lining compared with that of 'neighboring' zones. This paper provides a timeline of the tests. Should the results obtained deliver some positive perspectives of technical feasibility (and convincing operational safety) Andra will incorporate this dismantling/construction solution in the 'design freeze' of the DGR underground infrastructures. The positive outcomes of this technical test campaign will also provide 'elements of proof' for the instruction of the Cigeo licensing (a process likely to take place between 2020 and 2024) by the French Nuclear Safety Authority (ASN). (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
NASA NTRS2013

Evaluation of the Terminal Area Precision Scheduling and Spacing System for Performance-Based Navigation Arrivals

The growth of global demand for air transportation has put increasing strain on the nation's air traffic management system. To relieve this strain, the International Civil Aviation Organization has urged all nations to adopt Performance-Based Navigation (PBN), which can help to reduce air traffic congestion, decrease aviation fuel consumption, and protect the environment. NASA has developed a Terminal Area Precision Scheduling and Spacing (TAPSS) system that can support increased use of PBN during periods of high traffic, while supporting fuel-efficient, continuous descent approaches. In the original development of this system, arrival aircraft are assigned fuel-efficient Area Navigation (RNAV) Standard Terminal Arrival Routes before their initial descent from cruise, with routing defined to a specific runway. The system also determines precise schedules for these aircraft that facilitate continuous descent through the assigned routes. To meet these schedules, controllers are given a set of advisory tools to precisely control aircraft. The TAPSS system has been evaluated in a series of human-in-the-loop (HITL) air traffic simulations during 2010 and 2011. Results indicated increased airport arrival throughput up to 10 over current operations, and maintained fuel-efficient aircraft decent profiles from the initial descent to landing with reduced controller workload. This paper focuses on results from a joint NASA and FAA HITL simulation conducted in 2012. Due to the FAA rollout of the advance terminal area PBN procedures at mid-sized airports first, the TAPSS system was modified to manage arrival aircraft as they entered Terminal Radar Approach Control (TRACON). Dallas-Love Field airport (DAL) was selected by the FAA as a representative mid-sized airport within a constrained TRACON airspace due to the close proximity of a major airport, in this case Dallas-Ft Worth International Airport, one of the busiest in the world. To address this constraint, RNAV routes and Required Navigation Performance with the particular capability known as Radius-to-Fix (RNP-RF) approaches to a short final were used. The purpose of this simulation was to get feedback on how current operations could benefit with the TAPSS system and also to evaluate the efficacy of the advisory tools to support the broader use of PBN in the US National Airspace System. For this NASA-FAA joint experiment, an Air Traffic Control laboratory at NASA Ames was arranged to simulate arrivals into DAL in Instrument Meteorological Conditions utilizing parallel dependent approaches, with two feeder positions that handed off traffic to one final position. Four FAA controllers participated, alternately covering these three positions. All participants were Full-Performance Level terminal controllers and members of the National Air Traffic Controllers Association. During the simulation, PBN arrival operations were compared and contrasted in three conditions. They were the Baseline, where none of the TAPSS systems TRACON controller decision support advisories were provided, the Limited Advisories, reflecting the existing but dormant capabilities of the current terminal automation equipment with providing a subset of the TAPSS systems advisories; numerical delay, landing sequence, and runway assignment information, and the Full Advisories, with providing the following in addition to the ones in the Limited condition; trajectory slot markers, timelines of estimated times of arrivals and sched

Performance based navigation↗
NASA NTRSDate not supplied

HAT m:N Cognitive Task Analysis (CTA)

This Cognitive Task Analysis (CTA) study was designed to understand the capability of the m:N Tactical Operator (TO) interfaces developed by the Human-Autonomy Teaming Laboratory at NASA Ames to support operators responsible for simplified pilot operations of 100 independently operated small UAS (sUAS) in a constrained geographic area. The m:N sUAS TO interface includes a central Tactical Situation Display (TSD) digital map with moving icons reflecting the sUAS location and planned flight route. The interface also has two side panels. The left panel includes a tabular list of UAS assets and mission tasking, a list of recently viewed assets, and a list of events and alerts. The right panel includes a tabular list of UAS assets and their associated telemetry, text-based chat communication window, and a tabbed checklist window. This CTA was adapted from the incident-based applied cognitive task analysis (Militello & Hutton, 1998) and included demographics questions, scenario-based simulations, a task diagram and knowledge audit methods. In addition to examining the support provided by this m:N sUAS TO interface, this CTA study, conducted with aviation subject matter experts in analogous roles to the future tactical operator, was designed to illuminate and project likely cognitive requirements of the tactical operator. Interviewees participated in two scenario-based simulations using the m:N sUAS TO interfaces. In the first simulation, the interviewees supervised 12 sUAS operating in downtown San Diego, California transiting to and from a central sUAS Hive, restaurant locations, and customer drop off locations. Interviewees were asked to react to a UAS Volume Reservation (UVR) event with a two-phase impact on food delivery operations. In the second scenario, the interviewees supervised 100 sUAS operating in the same airspace and with the same mission. Interviewees used the interfaces to recognize and react to two sUAS air vehicle problems. After each scenario, we asked the interviewees a semi-structured list of questions to elicit their reflections about using the interfaces. Interviewees were confident in their ability to respond to two off-nominal situations in each simulation. Interviewees felt that, given high levels of automation on the sUAS, they would be able to manage the events without requiring additional support or handing off the sUAS to a colleague or supervisor in both the n=12 or n=100 sUAS settings. In the n=12 sUAS condition, interviewees used the center map to understand the asset location and progress along with mission tasking. An additional display window, Asset Telemetry, helped interviewees understand battery state and sUAS altitude. When the number of sUAS increased, interviewees altered their behavior. Rather than maintaining awareness of individual assets, interviewees appeared to become more reactive, managing exceptions. Interviewees reported that they spent less time looking at the nominal aircraft, and focused their attention primarily on the off-nominal aircraft. In addition, in the second simulation with n=100 sUAS, interviewees reported that they relied more on the side panels (Mission Timeline and Asset Telemetry) to gather information.

human-autonomy teaming↗
DOE OSTI2021

Performance Analysis of PIConGPU: Particle-in-Cell on GPUs using NVIDIA’s NSight Systems and NSight Compute

PIConGPU, Particle In Cell on GPUs, is an open source simulations framework for plasma and laser-plasma physics used to develop advanced particle accelerators for radiation therapy of cancer, high energy physics and photon science. While PIConGPU has been optimized for at least 5 years to run well on NVIDIA GPU-based clusters, there has been limited exploration by the development team of potential scalability bottlenecks using recently updated and new tools including NVIDIA’s NVProf tool and the brand-new NVIDIA NSight Suite (Systems and Compute) tools. PIConGPU is a highly optimized application that runs production jobs at scale on a system Oak Ridge Leadership Facility’s (OLCF) Summit supercomputer (using the full machine at 4600 nodes; at 98% of GPU utilization on all ~28000 NVIDIA Volta GPUs). PIConGPU has been selected as one of the the eight applications for OLCF’s coveted Center for Accelerated Application Readiness (CAAR) program aimed at the facility’s Frontier supercomputer (OLCF’s first exascale system to launch in 2021), to partner with our vendors (primary vendors: AMD and Cray/HPE) ensuring that Frontier will be able to perform large-scale science when it opens to users in 2022. To this effect, performance engineers on the PIConGPU team wanted to dive deep into the application to understand at the finest granularity, which portions of the code could be further optimized to exploit the hardware on Summit at it’s maximum potential and also to elucidate which key kernels should be tracked and optimized for the CAAR effort to port this code to Frontier. Any bottlenecks that are observed via performance profiling on Summit are likely to also impact scalability on the Frontier-dev system and the Frontier Early Access (EA) system. Additionally, the engineers wanted to take a closer look at the newest NVIDIA profiling tools which allows us to identify the most useful features on these tools and will provide an opportunity to compare it to new AMD and Cray’s performance analysis tool releases and provide feedback to our vendor partners on what features are most important and mission critical for CAAR efforts. The primary goal of this report is to focus on the evaluation of PIConGPU’s most time-intensive kernels using NVProf and NSight Suite. Three kernels, Current Deposition (also known as Compute Current), Particle Push (Move and Mark), and Shift Particles are known to be some of the most time-consuming kernels in PIConGPU. The Current xi Deposition kernel and Particle Push kernel both set up the particle attributes for running any physics simulation with PIConGPU, so it is crucial to improve the performance of these two kernels. In this report, we measure single GPU metrics for the three kernels, offer high level takeaways from the conducted analysis, and compare the profiling data from NSight Compute to that of NVProf. This analysis was performed using a grid size of 240 x 272 x 224, and 10 time steps with the Mid-November Figure of Merit (FOM) run setup. The Traveling Wave Electron Acceleration (TWEAC) science case used in this run is a representative science case for PIConGPU. This execution can also be used for baseline analysis on AMD MI50/ MI60 systems. As of the time of writing, the PIConGPU application has limited use for features of NSight Systems, so this report will mainly focus on insights garnered from NSight Compute. For this analysis, we run the “full” metric set available in NSight Compute version 2020.1.2 and use NSight Systems version 2020.3.1 to generate the application timeline.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗