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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.

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At least 721 records · Page 40
All sourcesNASA NTRSDOE OSTI
NASA NTRS1987

Deployable geodesic truss structure

A deployable geodesic truss structure which can be deployed from a stowed state to an erected state is described. The truss structure includes a series of bays, each bay having sets of battens connected by longitudinal cross members which give the bay its axial and torsional stiffness. The cross members are hinged at their mid point by a joint so that the cross members are foldable for deployment or collapsing. The bays are deployed and stabilized by actuator means connected between the mid point joints of the cross members. Hinged longerons may be provided to also connect the sets of battens and to collapse for stowing with the rest of the truss structure.

Mikulas, Martin M., Jr.↗
NASA NTRS1987

Mobile remote manipulator vehicle system

A mobile remote manipulator system is disclosed for assembly, repair and logistics transport on, around and about a space station square bay truss structure. The vehicle is supported by a square track arrangement supported by guide pins integral with the space station truss structure and located at each truss node. Propulsion is provided by a central push-pull drive mechanism that extends out from the vehicle one full structural bay over the truss and locks drive rods into the guide pins. The draw bar is now retracted and the mobile remote manipulator system is pulled onto the next adjacent structural bay. Thus, translation of the vehicle is inchworm style. The drive bar can be locked onto two guide pins while the extendable draw bar is within the vehicle and then push the vehicle away one bay providing bidirectional push-pull drive. The track switches allow the vehicle to travel in two orthogonal directions over the truss structure which coupled with the bidirectional drive, allow movement in four directions on one plane. The top layer of this trilayered vehicle is a logistics platform. This platform is capable of 369 degees of rotation and will have two astronaut foot restraint platforms and a space crane integral.

Bush, Harold G.↗
NASA NTRS1992

Damage areas due to impact craters on LDEF aluminum panels

Because of its exposure time and total exposed surface area, the LDEF provides a unique opportunity to analyze the effects of the natural and man-made particle populations in low earth orbit (LEO). This study concentrated on collecting and analyzing measurements of impact craters from seven painted aluminum surfaces at different locations on the satellite. These data are being used to: (1) update the current theoretical micrometeoroid and debris models for LEO; (2) characterize the effects of the LEO micrometeoroid and debris environment of satellite components and designs; (3) help assess the probability of collision between spacecraft in LEO and already resident debris and the survivability of those spacecraft that must travel through, or reside in, LEO; and (4) help define and evaluate future debris mitigation and disposal methods. Measurements were collected from one aluminum experiment tray cover (Bay C-12), two aluminum grapple plates (Bays C-01, C-10), and four aluminum experiment sun-shields (Bay E-09), all of which were coated with thermal paint. These measurements were taken at the Facility for Optical Interpretation of Large Surfaces (FOILS) Lab at JSC. Virtually all features greater than 0.2 mm in diameter possessed a spall zone in which all of the paint was removed from the aluminum surface, and which varied in size from 2-5 crater diameters. The actual craters vary from central pits without raised rims to morphologies more typical of craters formed in aluminum under hypervelocity impact conditions for larger features. Most craters exhibit a shock zone that varies in size from approximately 1-20 crater diameters. In general, only the outermost layer of paint was affected by this impact-related phenomenon, with several impacts possessing ridge-like structures encircling the area in which this outer-most paint layer was removed. Overall, there were no noticeable penetrations or bulges on the underside of the trays. One tray from the E-09 bay exhibited a spallation zone on the backside, approximately equal in size to that on the front side. Results from this study demonstrate that the impact damaged areas extend far beyond the actual craters in coated or painted surfaces. While the cratering damaged much greater than 1 percent of the total surface area, the total impact damage area exceeded 3 percent.

Coombs, Cassandra R.↗
NASA NTRS1991

Structural load control during construction

The topics are presented in viewgraph form and include the following: examples of high transient loadings on large space structures; energy absorbing/load limiting strut research objectives; scope of research on energy absorbing struts to date; energy characteristics of cantilevered trusses with a tip load; ten bay long resilient truss example; stored energy characteristics of one meter deep truss; energy absorbing potential for 10-bay 5-meter deep truss; schematic of energy absorbing strut; linear load and motion control actuator; rigid body response of a solar array to the shuttle thruster pressure impingement; solar array piecewise linear response; solar array characteristics; solar array tip deflection and required actuator stroke; solar array response from finite element analysis; 12 bay energy absorbing test bed dynamics; and new AERO-Lab with 12-bay test beam.

Mikulas, Martin↗
NASA NTRS1995

Application of Space Shuttle photography to studies of upper ocean dynamics

Three studies have been conducted using space shuttle imagery to explain the dynamics behavior of internal waves in the Atlantic and Indian Oceans and to derive tide-related parameters for Delaware Bay. By interpreting space shuttle photographs taken during mission STS-40, a total of 34 internal wave packets on the continental shelf of the Middle Atlantic Bight have been recognized. Using the finite-depth theory we derived that the maximum amplitude of solitons is 5.6 m, the phase speed 0.42 m/s, and the period 23.8 min. Deep-ocean internal waves in the western equatorial Indian Ocean on photographs taken during mission STS-44 were also interpreted and analyzed. The internal waves occurred in the form of a multisoliton packet in which there are about a dozen solitons. The average wavelength of the solitons is 1.8 +/- 0.5 km. The crest lines are mostly straight and reach as long as 100 km. The distance between two adjacent packets is about 66 km. Using the deepwater soliton theory, we derived that the mean amplitude of the solitons is 25 m, the nonlinear phase speed 1.7 m/s, and the average period 18 min. For both cases, the semidiural tides are the principal generating mechanism. The tide-related parameters of Delaware Bay were derived from space shuttle time-series photographs taken during mission STS-40. The water area in the bay were measured from interpretation maps of the photographs. The corresponding tidal levels were calculated using the exposure time. From these data, an approximate function relating the water area to the tidal level at a reference point was determined. Then, the water areas of the Delaware Bay at mean high water (MHW) and mean low water (MLW), below 0 m, for the tidal zone, and the tidal flux were inferred. All parameters derived were reasonable and compared well with results of previous investigations.

Zheng, Quanan↗
NASA NTRS2000

Reflected GPS Power for the Detection of Surface Roughness Patterns in Coastal Water

Coastal bays formed by the barrier islands of Delaware, Maryland and Virginia are parts of a coastal region known as a "Coastal Compartment". The coastal compartment between the Chesapeake and Delaware Bays is actually the mosaic of landscapes on the headland of the interfluve that separates these large drainage basins. The coastal compartments form a variety of different-shaped waterways landward of the coastline. Shape differences along the boundaries produce differences in exposure to wind and waves. Different shoreface topographies seaward of the coastline also influence surface roughness by changing wave-refraction patterns. Surface-water roughness (caused by waves) is controlled by a number of parameters, including fetch, shielding, exposure corridors, water-mass boundary conditions, wetland vegetation and water depth in coastal bays. In the coastal ocean, surface roughness patterns are controlled by shoreface shoaling and inlet refraction patterns in the coastal ocean. Knowledge of wave phenomena in the nearshore and backbarrier areas is needed to understand how wave climate influences important ecosystems in estuaries and bays.

Oertel, George, F.↗
NASA NTRS2000

Integral Airframe Structures (IAS): Validated Feasibility Study of Integrally Stiffened Metallic Fuselage Panels for Reducing Manufacturing Costs

The Integral Airframe Structures (IAS) program investigated the feasibility of using "integrally stiffened" construction for commercial transport fuselage structure. The objective of the program was to demonstrate structural performance and weight equal to current "built-up" structure with lower manufacturing cost. Testing evaluated mechanical properties, structural details, joint performance, repair, static compression, and two-bay crack residual strength panels. Alloys evaluated included 7050-T7451 plate, 7050-T74511 extrusion, 6013-T6511x extrusion, and 7475-T7351 plate. Structural performance was evaluated with a large 7475-T7351 pressure test that included the arrest of a two-bay longitudinal crack, and a measure of residual strength for a two-bay crack centered on a broken frame. Analysis predictions for the two-bay longitudinal crack panel correlated well with the test results. Analysis activity conducted by the IAS team strongly indicates that current analysis tools predict integral structural behavior as accurately as built-up structure. The cost study results indicated that, compared to built-up fabrication methods, high-speed machining structure from aluminum plate would yield a recurring cost savings of 61%. Part count dropped from 78 individual parts on a baseline panel to just 7 parts for machined IAS structure.

Munroe, J.↗
NASA NTRS2003

Black Carbon in Estuarine and Coastal Ocean Dissolved Organic Matter

Black carbon (BC) in ultrafiltered high-molecular-weight DOM (UDOM) was measured in surface waters of Delaware Bay, Chesapeake Bay and the adjacent Atlantic Ocean (USA) to ascertain the importance of riverine and estuarine DOM as a source of BC to the ocean. BC comprised 5-72% of UDOM-C (27+/-l7%) and on average 8.9+/-6.5% of dissolved organic carbon (DOC) with higher values in the turbid region of the Delaware Estuary and lower yields in the river and coastal ocean. The spatial and seasonal distributions of BC along the salinity gradient of Delaware Bay suggest that the higher levels of BC in surface water UDOM originated from localized sources, possibly from atmospheric deposition or released from resuspended sediments. Black carbon comprised 4 to 7% of the DOC in the coastal Atlantic Ocean, revealing that river-estuary systems are important exporters of colloidal BC to the ocean. The annual flux of BC from Delaware Bay UDOM to the Atlantic Ocean was estimated at 2.4x10(exp 10) g BC yr(exp -1). The global river flux of BC through DOM to the ocean could be on the order of 5.5x1O(exp 12)g BC yr (exp -1). These results support the hypothesis that the DOC pool is the intermediate reservoir in which BC ages prior to sedimentary deposition.

Mannino, Antonio↗
NASA NTRS2007

STS-114 Micrometeoroid/Orbital Debris (MMOD) Post-Flight Assessment

NASA Johnson Space Center (JSC) personnel assisted Kennedy Space Center (KSC) inspection teams in the identification of 41 micrometeoroid/orbital debris (MMOD) impact sites on the OV-103 vehicle (Discovery) during STS-114 postflight inspections. There were 14 MMOD impacts reported on the crew module windows (Figure 1). The largest impact feature, a 6.6 mm x 5.8 mm crater on window #4, was caused by a particle with an estimated diameter of 0.22 mm (Figure 2). This impact was among the largest ever recorded on a crew module window. The window was removed and replaced. Scanning Electron Microscope/Energy Dispersive X-ray (SEM/EDX) analysis of dental mold samples from the impact site to determine particle origin was inconclusive, possibly due to contamination picked up on the ferry flight from Edwards Air Force Base to KSC. The radiators on the inside of the payload bay doors sustained 19 impacts (Figure 3) with one of the impacts causing a face sheet perforation. The 0.61 mm diameter hole was produced by a particle with an estimated diameter of 0.4 mm, which approaches the 0.5-mm critical particle diameter of the wing leading edge reinforced carbon-carbon (RCC) panel high-temperature regions (Zone 3, Figure 4) that was established during Return to Flight testing of the RCC panels. An inspection of the payload bay door exterior insulation (FRSI) revealed a 5.8 mm x 4.5 mm defect that was caused by an MMOD particle with unknown composition, as the sample obtained was contaminated. Figure 5 provides a summary of the exterior surface survey that was conducted following the STS-114 mission. Two windows were removed and replaced due to hypervelocity impact. Nineteen impacts were recorded on the payload bay door radiators, with one face sheet penetration. Three impact sites were identified on the FRSI. There were four hypervelocity impact sites detected on the wing leading edge RCC panels. One impact was detected on the top cover of the TPS sample box (TSB) payload that was mounted on a carrier in the aft portion of the payload bay.

Hyde, J.↗
NASA NTRS2009

Reducing Aerodynamic Drag on Empty Open Cargo Vehicles

Some simple structural modifications have been demonstrated to be effective in reducing aerodynamic drag on vehicles that have empty open cargo bays. The basic idea is to break up the airflow in a large open cargo bay by inserting panels to divide the bay into a series of smaller bays. In the case of a coal car, this involves inserting a small number (typically between two and four) of vertical full-depth or partial-depth panels.

Ross, James C.↗
NASA NTRS2009

Recent Shuttle Post Flight MMOD Inspection Highlights

Post flight inspections on the Space Shuttle Atlantis conducted after the STS-11.5 mission revealed a 0.11 inch (2.8 mm) hole in the outer face sheet of the starboard payload bay door radiator panel #4. The payload bay door radiators in this region are 0.5 inch (12.7 mm) thick aluminum honeycomb with 0.011 in (0.279 mm) thick aluminum face sheets topped with 0.005 in (0.127 mm) silver-Teflon tape. Inner face sheet damage included a 0.267 in (6.78 mm) long through crack with measureable deformation in the area of 0.2 in (5.1 mm). There was also a 0.031 in (0.787 nun) diameter hole in the rear face sheet. A large approximately l in (25 mm) diameter region of honeycomb was also destroyed. Since the radiators are located on the inside of the shuttle payload bay doors which are closed during ascent and reentry, the damage could only have occurred during the on-orbit portion of the mission. During the August 2007 STS-118 mission to the International Space Station, a micro-meteoroid or orbital debris (MMOD) particle impacted and completely penetrated one of shuttle Endeavour's radiator panels and the underlying thermal control system (TCS) blanket, leaving deposits on (but no damage to) the payload bay door. While it is not unusual for shuttle orbiters to be impacted by small MMOD particles, the damage from this impact is larger than any previously seen on the shuttle radiator panels. One of the largest impacts ever observed on a crew module window occurred during the November 2008 STS-126 mission to the International Space Station. Damage to the window was documented by the crew on orbit. Post flight inspection revealed a 0.4 in (10.8 mm) crater in the window pane, with a depth of 0.03 in (0.76 mm). The window pane was replaced due to the damage caused by this impact. Analysis performed on residue contained in dental mold impressions taken of the site indicated that a meteoroid particle produced this large damage site. The post flight inspection after the subsequent mission, STS-119 in March of 2009, produced a large MMOD impact feature in a wing leading edge reinforced carbon-carbon panel. The crater measured 0.18 in (4.5 nun) in diameter and was nearly 0.037 in (0.93 nun) deep. The thickness of the silicon carbide coating that protects the carbon substrate is nominally 0.02 in (0.5 nun) to 0.04 in (1 mm), making this a significant impact into the RCC. The damage occurred on the upper surface of the panel, which experiences lower heat loads on re-entry. This poster will document the data collected from the impact sites and will include results of the Scanning Electron Microscope/Energy Dispersive X-ray (SEM/EDX) analysis. Evidence will be presented that suggests a source of the impacts.

Hyed, James L.↗
NASA NTRS2010

Analysis of Possible Explosions at Kennedy Space Center Due to Spontaneous Ignition of Hypergolic Propellants

NASA's Constellation Program plan currently calls for the replacement of the Space Shuttle with the ARES I & V spacecraft and booster vehicles to send astronauts to the moon and beyond. Part of the ARES spacecraft is the Orion Crew Exploration Vehicle (CEV), which includes the Crew Module (CM) and Service Module (SM). The Orion CM's main propulsion system and supplies are provided by the SM. The SM is to be processed off line and moved to the Vehicle Assembly Building (V AB) for stacking to the first stage booster motors prior to ARES move to the launch pad. The new Constellation Program philosophy to process in this manner has created a major task for the KSC infrastructure in that conventional QD calculations are no longer viable because of the location of surrounding facilities near the VAB and the Multi Purpose Processing Facility (MPPF), where the SM will be serviced with nearly 18,000 pounds of hypergolic propellants. The Multi-Payload Processing Facility (MPPF) complex, constructed by NASA in 1994, is located just off E Avenue south of the Operations and Checkout (O&C) building in the Kennedy Space Center industrial area. The MPPF includes a high bay and a low bay. The MPPF high bay is 40.2 m (132 ft) long x 18.9 m (60 ft) wide with a ceiling height of 18.9 m (62 ft). The low bay is a 10.4 m (34 ft) long x 10.4 m (34 ft) wide processing area and has a ceiling height of6.1 m (20 ft). The MPPF is currently used to process non-hazardous payloads. Engineering Analysis Inc. (EAI), under contract with ASRC Aerospace, Inc. in conjunction with the Explosive Safety Office, NASA, Kennedy Space Center (KSC), has carried out an analysis of the effects of explosions at KSC in or near various facilities produced by the spontaneous ignition ofhypergolic fuel stored in the CEV SM. The facilities considered included (1) Vehicle Assembly Building (VAB) (2) Multi-Payload Processing Facility (MPPF) (3) Canister Rotation Facility (CRF) Subsequent discussion deals with the MPPF analysis. Figure 1 provides a view of the MPPF from the northwest. An interior view ofthe facility is shown in Figure 2. The study was concerned with both blast hazards and hazardous fragments which exceed existing safety standards, as described in Section 2.0. The analysis included both blast and fragmentation effects and was divided into three parts as follows: (1) blast (2) primary fragmentation (3) secondary fragmentation Blast effects are summarized in Section 3.0, primary fragmentation in Section 4.0, and secondary fragmentation (internal and external) in Section 5.0. Conclusions are provided in Section 6.0, while references cited are included in Section 7.0. A more detailed description of the entire study is available in a separate document.

Brown, Stephen↗
NASA NTRS2012

FAST Mast Structural Response to Axial Loading: Modeling and Verification

The International Space Station s solar array wing mast shadowing problem is the focus of this paper. A building-block approach to modeling and analysis is pursued for the primary structural components of the solar array wing mast structure. Starting with an ANSYS (Registered Trademark) finite element model, a verified MSC.Nastran (Trademark) model is established for a single longeron. This finite element model translation requires the conversion of several modeling and analysis features for the two structural analysis tools to produce comparable results for the single-longeron configuration. The model is then reconciled using test data. The resulting MSC.Nastran (Trademark) model is then extended to a single-bay configuration and verified using single-bay test data. Conversion of the MSC. Nastran (Trademark) single-bay model to Abaqus (Trademark) is also performed to simulate the elastic-plastic longeron buckling response of the single bay prior to folding.

Knight, Norman F., Jr.↗
NASA NTRS2013

The First X-ray Diffraction Patterns of Clay Minerals from Gale Crater

The Mars Science Laboratory (MSL) Rover, Curiosity spent approx 150 sols at Yellowknife Bay (YKB) studying a section of fluvio-lacustrine sedimentary rocks (with potential indications of volcanic influence), informally known as the Yellowknife Bay formation. YKB lies in a distal region of the Peace Vallis alluvial fan, which extends from the northern rim of Gale Crater toward the dune field at the base of Mt Sharp. Sedimentological and stratigraphic observations are consistent with the Yellowknife Bay formation being part of a distal fan deposit, which could be as young as middle Hesperian to even early Amazonian in age (approx 3.5 to 2.5 Ga). The Yellowknife Bay formation hosts a unit of mudstone called the Sheepbed member. Curiosity obtained powdered rock samples from two drill holes in the Sheepbed Member, named John Klein and Cumberland, and delivered them to instruments in Curiosity. Data from CheMin, a combined X-ray diffraction (XRD)/X-ray fluorescence instrument (XRF), has allowed detailed mineralogical analysis of mudstone powders revealing a clay mineral component of approx 20 wt.% in each sample. The clay minerals are important indicators of paleoenvironmental conditions and sensitive recorders of post-depositional alteration processes. The XRD pattern of John Klein reveals a 021 band consistent with a trioctahedral phyllosilicate. A broad peak at approx 10A with a slight inflexion at approx 12A indicates the presence of 2:1 type clay minerals in the John Klein sample. The trioctahedral nature of the clay minerals, breadth of the basal reflection, and presence of a minor component with larger basal spacing suggests that John Klein contains a trioctahedral smectite (probably saponite), whose interlayer is largely collapsed because of the low-humidity conditions. The XRD patterns show no evidence of corrensite (mixed-layer chlorite/smectite) or chlorite, which are typical diagenetic products of trioctahedral smectites when subjected to burial and heating >60degC in the presence of water. Given estimated geothermal gradients on Mars temperatures <60 degC might still be consistent with (but do not require) moderate burial. However, our ability to identify interstratified minerals is greatly limited by the lack of access to traditional treatments methods used in the lab (e.g., ethylene glycol solvation). Our preferred explanation for the origin of trioctahedral smectites in Sheepbed mudstone is in situ production via reaction of olivine, water and Si-bearing amorphous material, an important mudstone component detected by XRD. Elevated levels of magnetite in the Sheepbed and the trioctahedral monomineralic nature of the clay minerals support this model. These observations, combined with previous studies of olivine stability, support the persistence of circum-neutral hydrous conditions for thousands of years at YKB.

Bristow, Thomas↗
NASA NTRS2015

Analyses of Hubble Space Telescope Aluminized-Teflon Multilayer Insulation Blankets Retrieved After 19 Years of Space Exposure

Since its launch in April 1990, the Hubble Space Telescope (HST) has made many important observations from its vantage point in low Earth orbit (LEO). However, as seen during five servicing missions, the outer layer of multilayer insulation (MLI) has become increasingly embrittled and has cracked in many areas. In May 2009, during the 5th servicing mission (called SM4), two MLI blankets were replaced with new insulation and the space-exposed MLI blankets were retrieved for degradation analyses by teams at NASA Glenn Research Center (GRC) and NASA Goddard Space Flight Center (GSFC). The retrieved MLI blankets were from Equipment Bay 8, which received direct sunlight, and Equipment Bay 5, which received grazing sunlight. Each blanket was divided into several regions based on environmental exposure and/or physical appearance. The aluminized-Teflon (DuPont, Wilmington, DE) fluorinated ethylene propylene (Al-FEP) outer layers of the retrieved MLI blankets have been analyzed for changes in optical, physical, and mechanical properties, along with chemical and morphological changes. Pristine and as-retrieved samples (materials) were heat treated to help understand degradation mechanisms. When compared to pristine material, the analyses have shown how the Al-FEP was severely affected by the space environment. Most notably, the Al-FEP was highly embrittled, fracturing like glass at strains of 1 to 8 percent. Across all measured properties, more significant degradation was observed for Bay 8 material as compared to Bay 5 material. This paper reviews the tensile and bend-test properties, density, thickness, solar absorptance, thermal emittance, x-ray photoelectron spectroscopy (XPS) and energy dispersive spectroscopy (EDS) elemental composition measurements, surface and crack morphologies, and atomic oxygen erosion yields of the Al-FEP outer layer of the retrieved HST blankets after 19 years of space exposure.

Radiation↗
NASA NTRS1990

Osteoclast cytosolic calcium, regulated by voltage-gated calcium channels and extracellular calcium, controls podosome assembly and bone resorption

The mechanisms of Ca2+ entry and their effects on cell function were investigated in cultured chicken osteoclasts and putative osteoclasts produced by fusion of mononuclear cell precursors. Voltage-gated Ca2+ channels (VGCC) were detected by the effects of membrane depolarization with K+, BAY K 8644, and dihydropyridine antagonists. K+ produced dose-dependent increases of cytosolic calcium ([Ca2+]i) in osteoclasts on glass coverslips. Half-maximal effects were achieved at 70 mM K+. The effects of K+ were completely inhibited by dihydropyridine derivative Ca2+ channel blocking agents. BAY K 8644 (5 X 10(-6) M), a VGCC agonist, stimulated Ca2+ entry which was inhibited by nicardipine. VGCCs were inactivated by the attachment of osteoclasts to bone, indicating a rapid phenotypic change in Ca2+ entry mechanisms associated with adhesion of osteoclasts to their resorption substrate. Increasing extracellular Ca2+ ([Ca2+]e) induced Ca2+ release from intracellular stores and Ca2+ influx. The Ca2+ release was blocked by dantrolene (10(-5) M), and the influx by La3+. The effects of [Ca2+]e on [Ca2+]i suggests the presence of a Ca2+ receptor on the osteoclast cell membrane that could be coupled to mechanisms regulating cell function. Expression of the [Ca2+]e effect on [Ca2+]i was similar in the presence or absence of bone matrix substrate. Each of the mechanisms producing increases in [Ca2+]i, (membrane depolarization, BAY K 8644, and [Ca2+]e) reduced expression of the osteoclast-specific adhesion structure, the podosome. The decrease in podosome expression was mirrored by a 50% decrease in bone resorptive activity. Thus, stimulated increases of osteoclast [Ca2+]i lead to cytoskeletal changes affecting cell adhesion and decreasing bone resorptive activity.

NASA Discipline Musculoskeletal↗
DOE OSTI2025

Exploring urban typologies using comprehensive analysis of transportation dynamics

Abstract As urban areas continue to expand and develop, categorizing cities into typologies offers a valuable framework for understanding metropolitan dynamics and fostering inter-city collaboration. However, existing typologies related to urban mobility have limitations, failing to consider cities within a single large urban region and often overlooking crucial dimensions such as trip demand and traffic flow. In this paper, we introduce a transportation-focused characterization for cities within a large urban region, specifically the San Francisco Bay Area, California. We incorporate over 40 metrics across five transportation dimensions: trip demand, road network, multi-modal network, traffic flow, and land use. Specifically, for the trip demand dimension, we include metrics capturing residents’ trip characteristics, such as mode share, intra-city trips, and inter-city trips. Additionally, we analyze the purpose of trips entering the city to gain a deeper understanding of incoming trip patterns. In the traffic flow dimension, we examine metrics like vehicle miles traveled, delay, and congestion to assess the traffic conditions on the street network. These, combined with other dimensions, provide a comprehensive view of a city’s transportation dynamics. Using unsupervised machine learning clustering methods, we identified eight distinct typologies for the Bay Area: Live Work Cities; Job and Activity Magnet Cities; Anchor Cities; Multi-modal Cities; Hyper-connected Cities; Low-density Residential Cities; Medium-density Residential Cities; and Mixed-use Residential Cities. Our findings show that many clusters are strongly influenced by trip demand and traffic flow metrics. Finally, we examine the practicality of this typology and its potential to guide collaborative transportation management strategies. The typologies provide a foundation for dialogue among Bay Area cities, focusing on evaluating shared characteristics and leveraging successes or challenges to develop unified strategies for transportation management.

Kuncheria, Anu↗
DOE OSTI2022

Impacts of climate change on estuarine stratification and implications for hypoxia within a shallow subtropical system

Vertical density stratification often plays an important role in the formation and expansion of coastal hypoxic zones through its effect on near-bed circulation and vertical oxygen flux. However, the impact of future climate change on estuarine circulation is widely unknown. Here, we developed and calibrated a three-dimensional hydrodynamic model for Pensacola Bay, a shallow subtropical estuary in the northeastern Gulf of Mexico. Model simulations based on years 2013–2017 were applied to examine changes in salinity, temperature, and density under future climate scenarios, including increased radiative forcing (IR) and temperature (T), increased freshwater discharge (D), sea level rise (SLR), and wind intensification (W). Simulations showed that the impacts of climate change on modeled state variables varied over time with external forcing conditions. The model demonstrated the potential for sea level rise and increased freshwater discharge to episodically increase vertical density gradients in the Bay. However, increased wind forcing destabilized vertical gradients, at times reducing the spatial extent and duration of stable stratification. For time periods with low freshwater discharge, moderate increases in wind speed (10%) can destabilize density gradients strengthened by increased discharge (10%) and sea level rise (0.48 m). In contrast, destruction of strong density gradients that form near the mid-Bay channel following flood events requires stronger wind forcing. Furthermore, these results highlight the importance of considering natural variability in freshwater and wind forcing, as well as local phenomena that are generally unresolved by global climate models.

54 ENVIRONMENTAL SCIENCES↗