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132 Urban parameters based on building physical dimensions and location were generated for the cities in six Arizona Counties at 100m resolution using the NATURF model. To use the binary file with WRF, the binary file and the index file must be placed in their own directory in WRF_GEOG and accessed in the same way NUDAPT44 would be accessed.
The I-80 Mid-America Clean Fuels Corridor, which spans I-80 from Fort Lee, New Jersey, to Council Bluffs, Iowa, was designated an Alternative Fuels Corridor (AFC) in Round 1 of the Alternative Fuels Corridor program administered by the U.S. Department of Transportation’s (DOT’s) Federal Highway Administration (FHWA). Originally called the “I-80 Mid-America Alternative Fuels Corridor,” it is now named the “I-80 Mid-America Clean Fuels Corridor.” As of Round 6 AFC designation, parts of the corridor have sufficient direct current fast charging (DCFC) stations to be designated Electric Vehicle (EV)-Ready and sufficient compressed natural gas (CNG) fueling stations to be designated CNG-Ready. However, much of the corridor’s approximately 1,240 miles (mi) are not yet EV- or CNG-Ready. This includes about 1,130 mi that are designated EV-Pending and 700 mi that are designated CNG-Pending. This report presents a plan to develop EV charging and CNG fueling infrastructure sufficient to convert the entire length of the corridor to EV-Ready and CNG-Ready. Specific sites are not identified for future infrastructure. Rather, priority exits are identified, and information, analysis, and additional steps are recommended to support further refinement of these locations, as well as additional outreach and deployment efforts.
Smart corridor digital twins are often created for the development and evaluation of emerging intelligent transportation systems and Connected and Autonomous Vehicle (CAV) technologies. However, limited guidance exists for data quality assessment for digital twin development. To address this, this paper discusses the data quality assessment utilized to develop data-driven real-time microscopic simulation models, i.e., digital twins, for two separate smart corridors: the North Avenue Smart Corridor in Atlanta, GA, and the Martin Luther King Smart Corridor in Chattanooga, Tennessee. This paper provides a summary of the author’s investigations of data requirements and data characteristics for the given smart corridor digital twin development efforts. With a focus on data, this summary includes a description of the data investigation process, key data issues observed, and strategies to address observed issues. Discussion is provided to help expand the lessons from these studies to other digital twin development efforts.
Signalized traffic control problem has been addressed recently with deep Reinforcement Learning (RL) approaches involving diverse state, action, and reward structures. While significant progress has been noted in the literature, open challenges still remain in the areas of adaptive signal phase timing, coordination in a multi-intersection corridor setting, and consideration of real-world traffic conditions. In the context of deep RL-based problem framing, extensions are needed that enable adaptive signal phase timings in an intersection agent's action space, computationally efficient information sharing among neighboring signalized intersection agents along a corridor, and experimentation in realistic simulation environments. In this paper, we develop a deep Advantage Actor Critic (A2C) multi-agent RL (MARL) approach capturing the research extensions above and apply it within a real-world calibrated Aimsun Next traffic corridor simulation model based on traffic data from the City of Coral Gables, Florida. For a multi-intersection corridor control setting, our numerical simulation experiments with a decentralized A2C MARL algorithm applied at different time periods led to a total average corridor travel delay reduction (expressed in seconds/mile averaged over vehicles) from 4.9% to 19.9% compared to state-of-the-art actuated control.
Corridor direct-current fast charging (DCFC) stations enable long-distance electric vehicle travel, yet their economics remain uncertain due to high capital costs, low initial utilization, and exposure to utility demand charges. This study evaluates the long-term economics of corridor DCFC across the United States, incorporating capital and operating expenses-including charging equipment and real-world utility tariffs-alongside modeled station utilization, financial incentives, and ancillary retail revenue. In the Baseline scenario, modeled breakeven costs for corridor DCFC average $\$$0.42/kWh over 20 years, yet fewer than half of stations reach cost parity with gasoline on a per-mile basis. Utilization is the primary driver of cost variation, with low-utilization stations costing roughly six times more per kilowatt-hour than the national average. Excluding stations that fail to reach cost parity reduces National Highway System coverage within 50 miles from 94% to 67%, underscoring the trade-off between market-driven deployment and comprehensive network coverage. These results provide guidance for charging providers, utilities, planners, and policymakers seeking to develop and sustain a financially viable national corridor charging network.
Reliable wireless coverage in drone corridors is critical to enable a connected, safe, and secure airspace. To support beyond visual line of sight (BVLOS) operations of aerial vehicles in a drone corridor, cellular base stations (BSs) can serve as a convenient infrastructure as they are widely deployed to provide seamless wireless coverage. However, antennas in the existing cellular networks are down-tilted to optimally serve their ground users, which results in coverage holes at higher altitudes when they are used to serve drones. In this paper, we consider the use of additional uptilted antennas at each cellular BS and optimize the uptilt angle to maximize the wireless coverage probability across a given drone corridor. Through numerical results, we can characterize the optimal value of the antenna uptilt angle for a given antenna pattern as well as the minimum/maximum altitudes of the drone corridor.
Development of an arterial smart corridor digital twin requires the integration of real time data streams, data storage, and simulation model execution. This process may be complex, time consuming, and susceptible to errors. To aid in smart corridor digital twin development this paper seeks to provide a framework, best practices, and development guidance. As such, a three-tier incremental approach to smart corridor digital twin development is presented. The paper highlights practical issues in digital twin construction along with key data challenges based on experiences from the development of digital twins for two large Smart Corridor deployments, one in Chattanooga, Tennessee, and the other in Atlanta, Georgia. The presented three-tier incremental approach includes: 1) development of a prepopulated offline simulation, 2) development of a pseudo digital twin that is driven by archived data, and 3) integration of real time data streams to create the online digital twin model. The three-tiered approach facilitates conducting multiple trials and scenarios with increasing complexity, allowing for incremental error processing and updating of the digital twin.
Habitat fragmentation impacts ecosystems worldwide through habitat loss, reduced connectivity, and edge effects. Yet, these landscape factors are often confounded, leaving much to be investigated about their relative effects, especially on species interactions. In a landscape experiment, we investigated the consequences of connectivity and edge effects for seed dispersal by ants. We found that ants dispersed seeds farther in habitat patches connected by corridors, but only in patch centers. We did not see an effect on the total number of seeds moved or the rate ants detected seeds. Furthermore, we did not see any differences in ant community composition across patch types, suggesting that shifts in ant behavior or other factors increased ant seed dispersal in patches connected by corridors. Long-distance seed dispersal by ants that requires an accumulation of short-distance dispersal events over generations may be an underappreciated mechanism through which corridors increase plant diversity.
This dataset provides geospatial information, metadata, and maps for the Pacific Northwest National Laboratory (PNNL) River Corridor Science Focus Area (RC-SFA; https://www.pnnl.gov/projects/river-corridor) sites. The RC-SFA works to transform understanding of spatial and temporal dynamics in river corridor hydrobiogeochemical functions from molecular reaction to watershed and basin scales. The knowledge we gain is used to formulate and test hypotheses and to improve mechanistic representation of river corridor processes and their response to disturbances in multiscale models of integrated hydrobiogeochemical function. The data provided includes Site ID, latitude, longitude, stream name, and common ID (COMID) for sites used across the RC-SFA. The COMID can be used to find and download data from NHDPlus (https://www.epa.gov/waterdata/nhdplus-national-hydrography-dataset-plus) and other platforms. The sites included are non-exhaustive. Sites (including past sites) will be added to this data package in the future. Data generated from the RC SFA can be accessed at https://data.ess-dive.lbl.gov/portals/PNNLRiverCorridorSFA. This data package was originally published in April 2023. It was updated in June 2023 (v2; modified files), December 2023 (v3; modified files), January 2025 (v4; modified files), and December 2025 (v5; modified files). See the change history section in the readme for more details. This dataset is comprised of one main data folder. The data folder consists of (1) file-level metadata; (2) data dictionary; (3) readme; (4) methods codes; (5) geospatial information for all RC SFA sites including International Generic Sample Number (IGSN); (6) maps of all sites and sites in Washington State, USA; and (7) a subfolder with the shapefile of all sites. All files are .csv, .pdf, .shp, .cpg, .dbf, .prj, .qmd, or .shx. We thank the Confederated Tribes and Bands of the Yakama Nation for access to field locations where some data were collected in Washington state. We also thank the Yakama Nation Tribal Council and Yakama Nation Fisheries for working with us to facilitate sample collection and optimization of data usage according to their values and worldview.
NOTE: The manuscript associated with this data package is currently in review. The data may be revised based on reviewer feedback. Upon manuscript acceptance, this data package will be updated with the final dataset and additional metadata. This data package is associated with the publication “Refining the Hydrogeologic Framework of a Large River Corridor Model Using Waterborne Transient Electromagnetics” submitted to Water Resources Research (Terry et al. 2025). The data package contains the groundwater modeling dataset from PFLOTRAN software. It includes the python script for mesh generation, boundary condition setting, PFLOTRAN input deck formation and postprocessing. It couples groundwater flow and species transport for Hanford Reach river corridor and pipelines the model generation and processing. This model can be used to easily generate the model and analysis for Hanford site. It can also be adjusted to other hydrologic area with ease. For details on how to navigate data packages generated by this project, see https://data.ess-dive.lbl.gov/portals/PNNLRiverCorridorSFA/About. The data package consists of 6 folders: (1) “data” contains all necessary data as input and intermediate data for processing; (2) “mesh” contains all mesh related files to generate mesh in Hanford Reach river corridor; (3) “model_run” contains the generated script for PFLOTRAN modeling; (4) “notebooks” contains all the Python script to generate the model; (5) “output” contains all the output from the computation; (6) “postprocessing” contains the Python script to generate scientific figure for manuscript. All files are .csv (comma-separated values), .h5 (HDF5 format), .in (input files), .ipynb (Jupyter notebooks), .p (Python pickle), .png (images), .PNG (images), .py (Python scripts), .pyc (Python bytecode), .r (R scripts), .sh (shell scripts), .txt (text files), .vtu (3D mesh/visualization format), .xz (compressed archive), or .zip (compressed archive).
Multiple-input multiple-output (MIMO) techniques can help in scaling the achievable air-to-ground (A2G) channel capacity while communicating with drones. However, spatial multiplexing with drones suffers from rank deficient channels due to the unobstructed line-of-sight (LoS), especially in millimeter wave (mmWave) frequencies that use narrow beams. One possible solution is utilizing low-cost and low-complexity metamaterial based intelligent reflecting surfaces (IRS) to enrich the multipath environment, taking into account that the drones are restricted to fly only within well-defined drone corridors. A hurdle with this solution is placing the IRSs optimally. In this study, we propose an approach for IRS placement with a goal to improve the spatial multiplexing gains, and hence to maximize the average channel capacity in a predefined drone corridor. Our results at 6 GHz, 28 GHz and 60 GHz show that the proposed approach increases the average rates for all frequency bands for a given drone corridor, when compared with the environment where there are no IRSs present, and IRS-aided channels perform close to each other at sub-6 and mmWave bands.
This paper presents searches for the direct pair production of charged light-flavour sleptons, each decaying into a stable neutralino and an associated Standard Model lepton. The analyses focus on the challenging ``corridor'' region, where the mass difference, $Δm$, between the slepton ($\tilde{e}$ or $\tildeμ$) and the lightest neutralino ($\tildeχ^{0}_{1}$) is less or similar to the mass of the $W$ boson, $m(W)$, with the aim to close a persistent gap in sensitivity to models with $Δm \lesssim m(W)$. Events are required to contain a high-energy jet, significant missing transverse momentum, and two same-flavour opposite-sign leptons ($e$ or $μ$). The analysis uses $pp$ collision data at $\sqrt{s} = 13$ TeV recorded by the ATLAS detector, corresponding to an integrated luminosity of 140 fb$^{-1}$. Several kinematic selections are applied, including a set of boosted decision trees. These are each optimised for different $Δm$ to provide expected sensitivity for the first time across the full $Δm$ corridor. The results are generally consistent with the Standard Model, with the most significant deviations observed with a local significance of 2.0 $σ$ in the selectron search, and 2.4 $σ$ in the smuon search. While these deviations weaken the observed exclusion reach in some parts of the signal parameter space, the previously present sensitivity gap to this corridor is largely reduced. Constraints at the 95% confidence level are set on simplified models of selectron and smuon pair production, where selectrons (smuons) with masses up to 300 (350) GeV can be excluded for $Δm$ between 2 GeV and 100 GeV.
Medium and heavy-duty freight transportation requires hydrogen energy infrastructure that is cost-effective, operationally reliable, spatially coherent, and resilient to demand variability along major corridors. This paper presents an integrated hydrogen corridor planning framework using Oak Ridge National Laboratory's OR-AGENT that couples freight-driven, route-resolved hydrogen demand modeling with optimized station siting, sizing, and station-level techno-economic analysis. The framework is demonstrated for the Interstate 10 freight corridor and the Houston-to-Los-Angeles region. Hydrogen demand is derived from high-resolution origin–destination freight data, duty-cycle characterization, and physics-based energy consumption modeling. Candidate refueling sites are selected from existing heavy-duty diesel fueling locations and optimized subject to onboard storage and station capacity constraints. Resulting station throughputs are evaluated using established techno-economic models for electrolytic hydrogen production and dispensing infrastructure. Results show that a regional, portfolio-level aggregation, average dispensed electrolytic hydrogen cost of $6.87–$7.26/kg is currently feasible, and is strongly influenced by demand density and utilization.
The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen-based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This article introduces the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy-duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional-specific vehicle fuel economy and weight, vehicle origin and destination (O-D), and vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal public access locations for hydrogen refueling (constrained by existing fueling stations), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. The framework discussed in this article can be expanded and applied to a larger interstate system, expanded regional corridor, or other transportation network. This article is the third in a series of papers that defined the model development to optimize a national hydrogen refueling infrastructure ecosystem for HD commercial vehicles.
The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This paper develops a long-term plan for refueling infrastructure deployment using the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional specific vehicle fuel economy and weight, vehicle origin and destination (OD), vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal long term public access locations for hydrogen refueling (constrained by existing fueling stations and dispensing technology), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. So the framework discussed in this paper can be expanded and applied to additional electrified powertrains as well as a larger interstate system, expanded regional corridor, or other transportation networks.
The use of wireless power transfer systems, consisting of inductive electrical coils on the vehicle and the power source may be designed for dynamic operations where the vehicle will absorb energy at highway speeds from transmitting coils in the road. This has the potential to reduce the onboard energy storage requirements for vehicles while enabling significantly longer missions. This paper presents an approach to architecting a dynamic wireless power transfer corridor for heavy duty battery electric commercial freight vehicles. By considering the interplay of roadway power capacity, roadway and vehicle coil coverage, seasonal road traffic loading, freight vehicle class and weight, vehicle mobility energy requirements, on-board battery chemistry, non-electrified roadway vehicle range requirements, grid capacity, substation locations, and variations in electricity costs, we minimize the vehicle TCO by architecting the electrified roadway and the vehicle battery simultaneously. The idea optimizes battery size and chemistry so that the depth of discharge between recharge events and expected life are balanced, thus fully utilizing the energy available throughout the course of the battery system's life. The approach is illustrated by applying it to the I-75 freight corridor, where the framework developed may be expanded and applied to a larger interstate system, expanded regional corridor, or other transportation network.
The use of hydrogen as an alternative transportation fuel has gained much interest in recent years. Hydrogen can be utilized in electric vehicles equipped with hydrogen powertrains (including hydrogen internal combustion engines or fuel cells). Given that most of the freight in the U.S. is transported via diesel trucks, transition to hydrogen fuel would help achieve significant environmental benefits as well as accelerate the decarbonization of the freight transportation sector. This paper presents the methodology and results of a case study on modeling freight traffic demand and highway networks based on publicly available data for the Interstate 75 freight corridor. The purpose of this study is to prepare input traffic and network data that can support the planning of a hydrogen fueling station infrastructure. In particular, the data can be used for siting and characterizing an optimized framework of hydrogen fueling stations from candidate diesel stations along the Interstate 75 corridor. The methodologies developed and presented in this paper may be readily expanded and applied to any transport corridor given the data availability. This paper is the first in a series that will build out a comprehensive model to optimize a consolidated national hydrogen refueling infrastructure eco-system targeted at commercial vehicles.
Connected and automated vehicles (CAVs) can plan and actuate control that explicitly considers performance, system safety, and actuation constraints in a manner more efficient than their human-driven counterparts. In particular, eco-driving is enabled through connected exchange of information from signalized corridors that share their upcoming signal phase and timing (SPaT). This is accomplished in the proposed control approach, which follows first principles to plan a free-flow acceleration-optimal trajectory through green traffic light intervals by Pontryagin's Minimum Principle in a feedback manner. Urban conditions are then imposed from exogeneous traffic comprised of a mixture of human-driven vehicles (HVs) - as well as other CAVs. As such, safe disturbance compensation is achieved by implementing a model predictive controller (MPC) to anticipate and avoid collisions by issuing braking commands as necessary. The control strategy is experimentally vetted through vehicle-in-the-loop (VIL) of a prototype CAV that is embedded into a virtual traffic corridor realized through microsimulation. Up to 36% fuel savings are measured with the proposed control approach over a human-modelled driver, and it was found connectivity in the automation approach improved fuel economy by up to 26% over automation without. Additionally, the passive energy benefits realizable for human drivers when driving behind downstream CAVs are measured, showing up to 22% fuel savings in a HV when driving behind a small penetration of connectivity-enabled automated vehicles.