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On August 30, 2024, the National Nuclear Data Center (NNDC) released the ENDF/B-VIII.1 nuclear data library [1]. The library was released in the standard Evaluated Nuclear Data File (ENDF) format.
Truck transportation remains the dominant mode of US freight transportation because of its advantages, such as the flexibility of accessing pickup and drop-off points and faster delivery. Because of the massive freight volume transported by trucks, understanding the effects of population and employment characteristics on truck flows is critical for better transportation planning and investment decisions. The US Federal Highway Administration published a truck travel origin-destination data set as part of the Next Generation National Household Travel Survey program. This data set contains the total number of truck trips in 2020 within and between 583 predefined zones encompassing metropolitan and nonmetropolitan statistical areas within each state and Washington, DC. In this study, origin-destination-level truck trip flow data was augmented to include zone-level population and employment characteristics from the US Census Bureau. Census population and County Business Patterns data were included. The final data set was used to train a machine learning algorithm-based model, Extreme Gradient Boosting (XGBoost), where the target variable is the number of total truck trips. Shapley Additive ExPlanation (SHAP) was adopted to explain the model results. Results showed that the distance between the zones was the most important variable and had a nonlinear relationship with truck flows.
This model is a cellular automata-based algorithm used to predict grain-scale microstructure development. Nucleation and growth of existing grains are considered in an initially liquid domain, where the temperature field evolution is either driven through heat transport simulation data or a frozen temperature approximation (i.e., a constant cooling rate and a fixed thermal gradient). The growth of grains is based on the decentered octahedron algorithm published by Gandin and Rappaz (https://doi.org/10.1016/S1359-6454(96)00303-5), where the grain envelopes are tracked as approximations of the evolving dendritic growth front. The input heat transport data, which can come from simulation of an arbitrary processing technique, consists of coordinates and times at which said coordinates fall below the liquidus and solidus temperatures for the final time. As a result, only the final solidification of a given region is modeled (no remelting). The code is designed to be compatible with pre-Exascale architectures, and uses MPI and the Kokkos library to decompose the computational domain and offload solidification calculations to GPUs.
Safety and security are priorities of U.S. Department of Energy (DOE) radioactive materials shipping campaigns. In the more than 70-year history of domestic transport of spent nuclear fuel (SNF), there has never been a transportation-related radiological injury. To support transportation planning, among the tools that DOE uses is the Stakeholder Tool for Assessing Radioactive Transportation (START). START contains geospatial data and transportation route analyses capabilities designed to support a range of DOE transportation planning initiatives. One of those functions is the capability to support emergency response planning and training for State and Tribal jurisdictions located on routes used for DOE shipments of radioactive materials. As part of the Department's commitment to public safety, DOE provides federally-funded radiological response training to emergency responders along DOE radioactive materials transportation corridors through its Transportation Emergency Preparedness Program (TEPP). START contains spatial data representing the locations and emergency-response capabilities of fire departments, police, hospitals, State emergency response centers, and where TEPP-trained personnel are based. The START tool supports State and Tribal users' ability to evaluate emergency-response coverage on active and potential DOE radioactive materials transport routes through their jurisdictions, provide expected response times to reach the scene of an incident, identify equipment available to support a response, and identify the number of response personnel and their respective training levels. In addition, START can be used to identify gaps in coverage along a transportation corridor where additional radiological emergency response training may be needed. This paper describes the data, features, and functionality DOE uses to provide a resource for emergency response training needs assessments for States and Tribes along active and potential routes for transporting radioactive materials, and illustrates its use. It also discusses future plans to integrate TEPP and Federal Emergency Management Agency (FEMA) radiological training data to provide a more comprehensive source of geospatial information on personnel who have received equivalent radiological response training. (authors)
Topics for the meeting were as follows: Safety Minute, High-level Overview of NCRTS, Overview of NCRTS Groups (Radiation Transport, Nuclear Data, and Nuclear Criticality Safety), and Question and Answer.
Neutron transport computations employ thermal scattering laws (TSLs) to account for the influence of material structure and collective excitations at low energy (≲ 10 eV). Recent work has been undertaken to improve TSL accuracy and expand the number of available materials in the Evaluated Nuclear Data File (ENDF). However, comparison of TSL to measured data is often sparse. In this work, we present a method to evaluate TSL accuracy in the Monte Carlo N-Particle (MCNP) code by simulating inelastic neutron scattering (INS) measurement and comparing to data. The method is briefly described with example application to the recently released ENDF-VIII TSL library for polyethylene as well as a cryogenic PE TSL we are separately developing.
The dataset consists of results and various input data that are used in the GAMS model for the publication "Repeal of the Clean Power Plan: Social Cost and Distributional Implications". All the data are either excel files or in the .inc format which can be read within GAMS or Notepad. Main data sources include: agriculture, transportation and electricity data. Model details can be found in the paper and the GAMS model package.
The landscape for connected mobility ecosystems is evolving rapidly as information and communication technologies lower the cost and complexity of connecting people to places, integrating transportation modes and collecting data regarding such movements. These developments have been key to unlocking new business opportunities, particularly through mobility services. While the mechanisms for data collection, processing, and transfer have made significant advances in the past decade, the broader landscape of mobility data architectures and data users remains largely unresolved. It is unclear as to whether the result will converge towards a framework that resembles a coherent quilt or a disjointed patchwork of competing visions. Initial approaches to mobility data collection and provisioning have been largely siloed - by mode or software - or held for exclusive use, however several key players are quickly realizing the need and opportunities enabled through integrated mobility data eco-systems, or mobility data hubs as referred to in this paper. As the business case for hosting mobility data hubs evolves, there is great uncertainty regarding their impact to either advance or exacerbate sustainable mobility (e.g., seamless connectivity across modes, decreased energy consumption and greenhouse gas emissions, etc.). Groups such as the United Nations and World Bank have identified data platforms as a key enabler of realizing environmental and social benefits. If designed with decarbonization in mind, we hypothesize that enhanced observability provided by these ever-expanding mobility data hubs can facilitate energy and emissions reductions that are otherwise limited by transactional barriers and knowledge asymmetry that is inherent to a more siloed approach. In this sense, integration of mobility data can help to create a competitive playing field where value is not determined by exclusivity of data, but rather the quality and uniqueness of a given service. The goals of this paper are to 1) identify key players and data architectures that are emerging in a service-based mobility market, 2) explore several use cases where mobility data hubs have enabled greater sustainability outcomes, and 3) discuss key issues that will need to be resolved to fully leverage emerging mobility data hubs towards a sustainable transportation future.
A data-driven electron thermal transport neural network (ETT-NN) model, trained on TRANSP interpretative analysis results of National Spherical Torus Experiment (NSTX), was developed to enable faster and more accurate ETT computation for spherical tokamaks (STs). The model incorporates both convolutional NNs and recurrent NNs, allowing it to simultaneously account for the spatial and temporal non-localities and multi-scale features of turbulent transport, which have been considered only in a limited manner in conventional models. The model was validated through interpretative analysis and predictive simulations using Tokamak Reactor Integrated Automated Suite for Simulation and Computation, demonstrating relatively high accuracy. Additionally, parameter scans were performed on test discharges known to exhibit specific turbulent modes, such as microtearing mode, trapped electron mode, kinetic ballooning mode, and electron temperature gradient mode. The scanning results revealed that the ETT-NN model exhibits the same trends as those observed in conventional gyrokinetic simulations or theories, while also capturing the global nature of turbulent transport, indicating that the data-driven model accurately reflects the underlying physical characteristics. Furthermore, due to the dimensionless nature of the model, we can feasibly expand its applicability by incorporating data from other devices and uncovering the characteristics of ETT in STs in the future.
We collect vehicle trajectory data from major transportation network companies (TNCs) in New York City (NYC) in 2017 and 2019, and we use the trajectory data to understand how the growth of TNCs has impacted traffic congestion and emission in urban areas. By mining the large-scale trajectory data and conduct the case study in NYC, we confirm that the rise of TNC is the major contributing factor that makes urban traffic congestion worse. From 2017 to 2019, the number of for-hire vehicles (FHV) has increased by over 48% and served 90% more daily trips. These resulted in an average citywide speed reduction of 22.5% on weekdays, and the average speed in Manhattan decreased from 11.76 km/h in April 2017 to 9.56 km/h in March 2019. The heavier traffic congestion may have led to 136% more NOx, 152% more CO and 157% more HC emission per kilometer traveled by the FHV sector. Our results show that the traffic condition is consistently worse across different times of the day and at different locations in NYC. And we build the connection between the number of available FHVs and the reduction in travel speed between the two years of data and explain how the rise of TNC may impact traffic congestion in terms of moving speed and congestion time. Our findings provide valuable insights for different stakeholders and decision-makers in framing regulation and operation policies towards more effective and sustainable urban mobility.
With the growth of intermodal freight transportation, it is important that transportation planners and decision-makers are knowledgeable about freight flow data to make informed decisions. This is particularly true with Intelligent Transportation Systems (ITS) offering new capabilities for intermodal freight transportation. Specifically, ITS enables access to multiple different data sources, but they have different formats, resolutions, and time scales. Thus, knowledge of data science is essential to be successful in future ITS-enabled intermodal freight transportation systems. This chapter discusses the commonly used descriptive and predictive data analytic techniques in intermodal freight transportation applications. These techniques cover the entire spectrum of univariate, bivariate, and multivariate analyses. In addition to illustrating how to apply these techniques manually, this chapter will also show how to apply them using the statistical software R. Additional exercises are provided for those who wish to apply the described techniques to more complex problems.
For many years the ENDF-6 format has existed to contain evaluated nuclear data. One primary driver for the format and the data is neutron transport calculations. Evaluated data can be processed by a code like NJOY into either continuous energy form (ACE format) for Monte Carlo codes like MCNP or into multi-group form (NDI tables) for deterministic codes like Partisn. The reaction cross sections are found in the MF 3 section of the ENDF-6 format. If the reaction produces one or more neutrons as outputs, then secondary neutron data must also be given in MF 4,5 or 6 sections of the format. Energy and angular distributions for the output neutrons must be given in one of several available formats. The most general formats are found in MF 6. MF 4 is for angular distributions, MF 5 is for Energy distributions, and MF 6 contains both. In recent years, more interest has developed in the other output particles (i.e., the “recoil” particles) from neutron induced reactions. This has been driven by interest in charged particle transport and in more specialized partial kermas. ( A separate total neutron kerma has been available for a long time.) Partial kermas are a breakdown of the Kinetic Energy Released into the MAterial by output particle or by neutron reaction. The sum of the partial kermas should be equal to the total kerma on a group-wise basis. The ENDF-6 format is general enough for these new data requirements. Ideally, evaluated data would exist for every output particle (including the secondary neutrons) from every neutron-induced reaction. In the MF 6 format section, data for multi-particle outputs may be entered using the LAW =1 option. This option explicitly allows energy and angular output distributions for each particle produced in the reaction. Such information should preserve the balance between partial kermas and the total kerma at the groupwise level as well as the individual particle averaged energies. For simpler 2-body reactions, LAW = 2 is available. This allows the evaluation to specify only enough data to specify the 2-body reaction fully. Such a simplification does not exist for 3 (or more) body breakups. A simplified form of LAW 2, i.e., LAW 3, also exists to generate approximate recoil output distributions in the absence of full data. However, evaluated data does not generally exist at this fine granularity for reactions involving more than 2 output particles ( e.g., the 3-body break-up reaction). When the multi-body detailed output distribution data is not available, LAW=6 may be employed in NJOY. LAW 6 produces approximate output distributions for all the particles produced in the reaction. Just like in the 2-body case, the smaller particles will generally carry off more energy. At any particular energy, the balance between the sum of the partial kermas and the total kerma will not necessarily be preserved. However, the average energy of each output particle from a reaction is preserved.
We present the Point cLoud Algorithm for NEtwork Extraction of Discrete Fracture Networks (PLANE-DFN), a point cloud–based algorithm for automatic fracture network extraction designed to support discrete fracture network (DFN) modeling workflows. PLANE-DFN segments three-dimensional fracture planes from raw point cloud data using RANdom SAmple Consensus coupled with statistical outlier removal and density-based clustering to isolate individual fracture features. Each candidate plane is constrained against site-specific structural constraints based on strike and dip. After segmentation, each fracture is converted into a 2-D convex polygon suitable for meshing and simulation. The PLANE-DFN algorithm is validated by comparing geometric and flow and transport data against data from dfnWorks simulations with ensembles of plane-fit networks. We find that the flow and transport in plane-fit networks are comparable to dfnWorks-generated networks when realistic network geometry is maintained. The PLANE-DFN algorithm provides an automated and streamlined workflow to transform point clouds of data into DFN network geometry.
Neutron cross section matrices for fission and scattering data are required for each material, temperature, and enrichment level to calculate the neutron transport equation accurately. Here, this information can be a limiting factor when using the multigroup discrete ordinates (S N ) method when the number of energy groups is large. Machine Learning (ML) can be used to replace the need for the cross section matrices by reproducing the function that maps the scalar flux to the scattering and fission sources. Through the use of autoencoders and Deep Jointly-Informed Neural Networks (DJINN), the data storage requirements are reduced by 94% of the original data for a 618 group problem. This is accomplished while preserving the scalar flux, maintaining generality, and decreasing wall clock times.
This document summarizes the progress of VTO Analysis projects supported during the fiscal year 2023. The VTO Analysis Program supports mission-critical technological, economic, and interdisciplinary analyses to assist in prioritizing VTO technology investments and to inform research portfolio planning. These efforts provide essential vehicle and market data, modeling and simulation, and integrated and applied analyses, using the unique capabilities, analytical tools, and expertise resident in the DOE’s national laboratory system. VTO Analysis projects also demonstrate additional capabilities and expertise provided by research partnerships that may include academia, the private sector, and non-profit organizations.
Thirty-eight editions of the Transportation Energy Data Book (Data Book) have been published since the report began in 1976. It was designed as a desk-top reference of statistics and information that characterize transportation activity. The most recent Data Book, edition 38, has 226 tables and 70 figures in the body of the report, with an additional 51 tables in appendices. One of the most-often used tables in the Data Book is referred to by the authors as “the big energy table.” It has transportation energy use in British thermal units (Btu) by mode and fuel type. The data are compiled from about 20 different sources and combined to create a detailed picture of transportation energy use. From the first edition to edition 35 of the Data Book, electricity use in the big energy table was converted from the original kilowatt-hours (kWh) to Btu using the net generation heat rate for fossil fuels. In those days, electricity was used mainly by transit rail. As electricity began to be used in the highway modes with consumer sales of electric vehicles, that process was revisited. Since energy use in the Data Book’s big energy table for all other fuels did not include the upstream energy to create the fuel, it seemed inconsistent to include upstream energy for generation of electricity. Beginning with edition 36, electricity use for the big energy table was converted from kilowatt hours to Btu using the heat content of electricity. Using heat content instead of net generation reduced electricity use data by about two-thirds. Feedback in recent years on the change in process for electricity led to an investigation of the differences in transportation energy use when adding estimates of upstream energy use to all the fuels used in transportation. This report documents the result of that effort.
# 2013–2014 Greater Fairbanks, Alaska, Transportation Survey The 2013–2014 Greater Fairbanks Transportation Survey obtained behavior data for regional travel demand modeling. The planning region in Alaska comprised the North Star Borough—known as the PM2.5 nonattainment region—and included the cities of Fairbanks and North Pole. ## Data Collection Agency The Alaska Department of Transportation and Public Facilities conducted the survey. ## Methodology Data collection occurred in two phases: the first in fall 2013 and the second in winter 2014. The first phase employed address-based sampling to recruit more than 1,700 households for a one-day personal travel survey, and a sub-sample participated with global position system (GPS) and on-board diagnostic (OBD) loggers installed in their vehicles (282 vehicles) for one week. The purpose of phase one was to better understand the impact of vehicle emissions on air quality in the PM2.5 nonattainment region. Many of the households participating in the vehicle GPS/OBD portion of phase one were asked to participate in phase two. ## Drive Cycle Processing and Filtering NREL has developed a GPS data filtration routine to filter erroneous data points in individual drive cycles sourced from GPS devices mounted in vehicles. Second-by-second drive cycle data collected from GPS-instrumented vehicles during this survey have passed through NREL's drive cycle processing and filtering routines. ## Survey Records Survey records include 135 households. ## More Information For more information about the survey, see the [Greater Fairbanks Transportation Survey Final Report](https://www.nrel.gov/media/docs/libraries/tsdc/greater-fairbanks-transportation-survey-final-report.pdf?sfvrsn=16ecd45b_1). ## Transportation Data For details on available travel survey data and variable definitions, see the [data dictionary](https://www.nrel.gov/media/docs/libraries/tsdc/akdot_data_dictionary.pdf?sfvrsn=16778e11_1). NREL-generated drive cycle data are also available for this survey. For details on available data and variable definitions, see the [drive cycle data dictionary](https://www.nrel.gov/media/docs/libraries/tsdc/drive_cycles_data_dictionary.pdf?sfvrsn=7de7e888_1). Transportation data are available as zipped files. [Download Winzip](http://www.winzip.com/downwz.htm).
# 2013–2014 Greater Fairbanks, Alaska, Transportation Survey The 2013–2014 Greater Fairbanks Transportation Survey obtained behavior data for regional travel demand modeling. The planning region in Alaska comprised the North Star Borough—known as the PM2.5 nonattainment region—and included the cities of Fairbanks and North Pole. ## Data Collection Agency The Alaska Department of Transportation and Public Facilities conducted the survey. ## Methodology Data collection occurred in two phases: the first in fall 2013 and the second in winter 2014. The first phase employed address-based sampling to recruit more than 1,700 households for a one-day personal travel survey, and a sub-sample participated with global position system (GPS) and on-board diagnostic (OBD) loggers installed in their vehicles (282 vehicles) for one week. The purpose of phase one was to better understand the impact of vehicle emissions on air quality in the PM2.5 nonattainment region. Many of the households participating in the vehicle GPS/OBD portion of phase one were asked to participate in phase two. ## Drive Cycle Processing and Filtering NREL has developed a GPS data filtration routine to filter erroneous data points in individual drive cycles sourced from GPS devices mounted in vehicles. Second-by-second drive cycle data collected from GPS-instrumented vehicles during this survey have passed through NREL's drive cycle processing and filtering routines. ## Survey Records Survey records include 135 households. ## More Information For more information about the survey, see the [Greater Fairbanks Transportation Survey Final Report](https://www.nrel.gov/media/docs/libraries/tsdc/greater-fairbanks-transportation-survey-final-report.pdf?sfvrsn=16ecd45b_1). ## Transportation Data For details on available travel survey data and variable definitions, see the [data dictionary](https://www.nrel.gov/media/docs/libraries/tsdc/akdot_data_dictionary.pdf?sfvrsn=16778e11_1). NREL-generated drive cycle data are also available for this survey. For details on available data and variable definitions, see the [drive cycle data dictionary](https://www.nrel.gov/media/docs/libraries/tsdc/drive_cycles_data_dictionary.pdf?sfvrsn=7de7e888_1). Transportation data are available as zipped files. [Download Winzip](http://www.winzip.com/downwz.htm).