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NASA NTRS1996

Decision-Aiding and Optimization for Vertical Navigation of Long-Haul Aircraft

Most decisions made in the cockpit are related to safety, and have therefore been proceduralized in order to reduce risk. There are very few which are made on the basis of a value metric such as economic cost. One which can be shown to be value based, however, is the selection of a flight profile. Fuel consumption and flight time both have a substantial effect on aircraft operating cost, but they cannot be minimized simultaneously. In addition, winds, turbulence, and performance vary widely with altitude and time. These factors make it important and difficult for pilots to (a) evaluate the outcomes associated with a particular trajectory before it is flown and (b) decide among possible trajectories. The two elements of this problem considered here are: (1) determining what constitutes optimality, and (2) finding optimal trajectories. Pilots and dispatchers from major u.s. airlines were surveyed to determine which attributes of the outcome of a flight they considered the most important. Avoiding turbulence-for passenger comfort-topped the list of items which were not safety related. Pilots' decision making about the selection of flight profile on the basis of flight time, fuel burn, and exposure to turbulence was then observed. Of the several behavioral and prescriptive decision models invoked to explain the pilots' choices, utility maximization is shown to best reproduce the pilots' decisions. After considering more traditional methods for optimizing trajectories, a novel method is developed using a genetic algorithm (GA) operating on a discrete representation of the trajectory search space. The representation is a sequence of command altitudes, and was chosen to be compatible with the constraints imposed by Air Traffic Control, and with the training given to pilots. Since trajectory evaluation for the GA is performed holistically, a wide class of objective functions can be optimized easily. Also, using the GA it is possible to compare the costs associated with different airspace design and air traffic management policies. A decision aid is proposed which would combine the pilot's notion of optimality with the GA-based optimization, provide the pilot with a number of alternative pareto-optimal trajectories, and allow him to consider unmodelled attributes and constraints in choosing among them. A solution to the problem of displaying alternatives in a multi-attribute decision space is also presented.

Patrick, Nicholas J. M.↗

DOE OSTI2012

Caustic Recycling Pilot Unit to Separate Sodium from LLW at Hanford Site - 12279

As part of the Department of Energy (DOE) sponsored Advanced Remediation Technologies initiative, a scheme was developed to combine Continuous Sludge Leaching (CSL), Near-Tank Cesium Removal (NTCR), and Caustic Recycling Unit (CRU) using Ceramatec technology, into a single system known as the Pilot Near-Tank Treatment System (PNTTS). The Cesium (Cs) decontaminated effluent from the NTCR process will be sent to the caustic recycle process for recovery of the caustic which will be reused in another cycle of caustic leaching in the CSL process. Such an integrated mobile technology demonstration will give DOE the option to insert this process for sodium management at various sites in Hanford, and will minimize the addition of further sodium into the waste tanks. This allows for recycling of the caustic used to remove aluminum during sludge washing as a pretreatment step in the vitrification of radioactive waste which will decrease the Low Level Waste (LLW) volume by as much as 39%. The CRU pilot process was designed to recycle sodium in the form of pure sodium hydroxide. The basis for the design of the 1/4 scale pilot caustic recycling unit was to demonstrate the efficient operation of a larger scale system to recycle caustic from the NTCR effluent stream from the Parsons process. The CRU was designed to process 0.28 liter/minute of NTCR effluent, and generate 10 M concentration of 'usable' sodium hydroxide. The proposed process operates at 40 deg. C to provide additional aluminum solubility and then recover the sodium hydroxide to the point where the aluminum is saturated at 40 deg. C. A system was developed to safely separate and vent the gases generated during operation of the CRU with the production of 10 M sodium hydroxide. Caustic was produced at a rate between 1.9 to 9.3 kg/hr. The CRU was located inside an ISO container to allow for moving of the unit close to tank locations to process the LLW stream. Actual tests were conducted with the NTCR effluent simulant from the Parsons process in the CRU. The modular CRU is easily scalable as a standalone system for caustic recycling, or for NTTS integration or for use as an In-Tank Treatment System to process sodium bearing waste to meet LLW processing needs at the Hanford site. The standalone pilot operation of the CRU to recycle sodium from NTCR effluent places the technology demonstration at TRL level 6. Multiple operations were performed with the CRU to process up to 500 gallons of the NTCR effluent and demonstrate an efficient separation of up to 70 % of the sodium without solids precipitation while producing 10 M caustic. Batch mode operation was conducted to study the effects of chemistry variation, establish the processing rate, and optimize the process operating conditions to recycle caustic from the NTCR effluent. The performance of the CRU was monitored by tracking the density parameter to control the concentration of caustic produced. Different levels of sodium were separated in tests from the effluent at a fixed operating current density and temperature. The voltage of the modules remained stable during the unit operation which demonstrated steady operation to separate sodium from the NTCR effluent. The sodium transfer current efficiency was measured in testing based on the concentration of caustic produced. Measurements showed a current efficiency of 99.8% for sodium transfer from the NTCR effluent to make sodium hydroxide. The sodium and hydroxide contents of the anolyte (NTCR feed) and catholyte (caustic product) were measured before and after each batch test. In two separate batch tests, samples were taken at different levels of sodium separation and analyzed to determine the stability of the NTCR effluent after sodium separation. The stability characteristics and changes in physical and chemical properties of the NTCR effluent chemistry after separation of sodium hydroxide as a function of storage time were evaluated. Parameters such as level of precipitated alumina, total alkalinity, analysis of Al, Na, K, Cs, Fe, OH, nitrate, nitrite, total dissolved and undissolved solids, viscosity, density, and other parameters of the NTCR effluent were measured. Changes in rheology and properties of NTCR stream to support downstream handling of the effluent after sodium separation was the basis for the analysis. The results show that the NTCR effluent is stable without the precipitation of aluminum hydroxide after 70% of the sodium was separated from the effluent. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRS1976

Pilot interaction with automated airborne decision making systems

An investigation was made of interaction between a human pilot and automated on-board decision making systems. Research was initiated on the topic of pilot problem solving in automated and semi-automated flight management systems and attempts were made to develop a model of human decision making in a multi-task situation. A study was made of allocation of responsibility between human and computer, and discussed were various pilot performance parameters with varying degrees of automation. Optimal allocation of responsibility between human and computer was considered and some theoretical results found in the literature were presented. The pilot as a problem solver was discussed. Finally the design of displays, controls, procedures, and computer aids for problem solving tasks in automated and semi-automated systems was considered.

Rouse, W. B.↗

NASA NTRS1995

The Strategic Technologies for Automation and Robotics (STEAR) program: Protection of materials in the space environment subprogram

Three projects are currently underway for the development of new coatings for the protection of materials in the space environment. These coatings are based on vacuum deposition technologies. The projects will go as far as the proof-of-concept stage when the commercial potential for the technology will be demonstrated on pilot-scale fabrication facilities in 1996. These projects are part of a subprogram to develop supporting technologies for automation and robotics technologies being developed under the Canadian Space Agency's STEAR Program, part of the Canadian Space Station Program.

Schmidt, Lorne R.↗

NASA NTRS1993

Investigation of the launch pad abort capabilities of the HL-20 lifting body

The capability of the HL-20 lifting body spacecraft to perform an abort maneuver from the launch pad to a horizontal landing was studied at NASA Langley Research Center. This study involved both piloted and batch simulation models of the vehicle. A point-mass model of the vehicle was used for trajectory optimization studies. The piloted simulation was performed in the Visual Motion Simulator in fixed-base mode. A candidate maneuver was developed and refined for the worst-case launch-pad-to-landing-site geometry using an iterative procedure of off-line maneuver analysis followed by piloted evaluations and heuristic improvements to the candidate maneuver. The resulting maneuver demonstrates the launch site abort capability of the HL-20 and dictates requirements for nominal abort motor performance. The sensitivity of the maneuver to variations in several design parameters was documented.

Jackson, E. B.↗

NASA NTRS2005

Team Collaboration: Lessons Learned Report

An Agency team collaboration pilot was conducted from July 2002 until June 2003 and then extended for an additional year. The objective of the pilot was to assess the value of collaboration tools and adoption processes as applied to NASA teams. In an effort to share knowledge and experiences, the lessons that have been learned thus far are documented in this report. Overall, the pilot has been successful. An entire system has been piloted - tools, adoption, and support. The pilot consisted of two collaboration tools, a team space and a virtual team meeting capability. Of the two tools that were evaluated, the team meeting tool has been more widely accepted. Though the team space tool has been met with a lesser degree of acceptance, the need for such a tool in the NASA environment has been evidenced. Both adoption techniques and support were carefully developed and implemented in a way that has been well received by the pilot participant community.

Arterberrie, Rhonda Y.↗

NASA NTRS2015

Mock Certification Basis for an Unmanned Rotorcraft for Precision Agricultural Spraying

This technical report presents the results of a case study using a hazard-based approach to develop preliminary design and performance criteria for an unmanned agricultural rotorcraft requiring airworthiness certification. This case study is one of the first in the public domain to examine design and performance criteria for an unmanned aircraft system (UAS) in tandem with its concept of operations. The case study results are intended to support development of airworthiness standards that could form a minimum safety baseline for midsize unmanned rotorcraft performing precision agricultural spraying operations under beyond visual line-of-sight conditions in a rural environment. This study investigates the applicability of current methods, processes, and standards for assuring airworthiness of conventionally piloted (manned) aircraft to assuring the airworthiness of UAS. The study started with the development of a detailed concept of operations for precision agricultural spraying with an unmanned rotorcraft (pp. 5-18). The concept of operations in conjunction with a specimen unmanned rotorcraft were used to develop an operational context and a list of relevant hazards (p. 22). Minimum design and performance requirements necessary to mitigate the hazards provide the foundation of a proposed (or mock) type certification basis. A type certification basis specifies the applicable standards an applicant must show compliance with to receive regulatory approval. A detailed analysis of the current airworthiness regulations for normal-category rotorcraft (14 Code of Federal Regulations, Part 27) was performed. Each Part 27 regulation was evaluated to determine whether it mitigated one of the relevant hazards for the specimen UAS. Those regulations that did were included in the initial core of the type certification basis (pp. 26-31) as written or with some simple modifications. Those regulations that did not mitigate a recognized hazard were excluded from the certification basis. The remaining regulations were applicable in intent, but the text could not be easily tailored. Those regulations were addressed in separate issue papers. Exploiting established regulations avoids the difficult task of generating and interpreting novel requirements, through the use of acceptable, standardized language. The rationale for the disposition of the regulations was assessed and captured (pp. 58-115). The core basis was then augmented by generating additional requirements (pp. 38-47) to mitigate hazards for an unmanned sprayer that are not covered in Part 27.

Hayhurst, Kelly J.↗

NASA NTRS2018

Unmanned Aerial Systems (UAS) Integration into the National Airspace System (NAS)

NASA's Unmanned Aerial Systems (UAS) integration into the National Air Space (NAS) project has been working closely with the FAA and RTCA Special Committee 228 to identify and break down barriers to UAS integration. A focus of this work is on detect and avoid (DAA) technologies. A pilot has responsibility to see and avoid other aircraft and to remain "well clear," using their best judgment (Federal Aviation Regulations (FAR) Sec. 91.113). For UAS to perform this function, the see function is replaced by sensors to detect the other aircraft. Secondly, the pilot judgment of well clear has to be replaced by a mathematical expression. For Phase 1 of this effort, a well clear violation was defined if all three of these conditions are true: a) the horizontal clearance is less than 4000 ft., and b) the vertical clearance is less than 450 ft., and c) the time to loss of well clear is less than 35 seconds. This definition was developed with a great deal of community input and testing to ensure interoperability with Air Traffic Control (ATC) and pilots of manned aircraft. Appropriate guidance, alerting and displays were developed to allow UAS, with the appropriate sensors, to effectively maintain well clear. This work contributed to FAA Technical Standard Orders: TSO-C211, Detect and Avoid and TSO-C212, ATAR for Traffic Surveillance. Phase 2 of this work extends the operational environment to include the terminal area and lesser capable aircraft that might not have the payload capability to carry the RADAR defined in Phase 1. This session reports on work from Phase 1 and initial work in Phase 2.

UAS↗

NASA NTRS2018

Detect and Avoid: Efforts from NASA's UAS Integration into the NAS Project

Detect and Avoid (DAA)↗

NASA NTRS1974

Flight management - Pilot procedures and system interfaces for the 1980-1990's

In the air transportation system of the 1980-1990's, aircraft must perform with greater precision in time and position than is possible today. Rapid development in electronics technology makes renovation in airborne-system concepts feasible. The Ames Research Center is conducting research on pilot procedures and pilot-system interfaces for such systems. Research on various pilot-system interface devices and manned simulations was conducted to study rules of distributed decision making authority among pilots and controllers with various airborne display concepts, and a pilot-oriented command logic for the control of avionic systems was studied. Results are summarized, and ongoing work and future research plans described.

Wempe, T. E.↗

DOE OSTI2015

Development of ITM oxygen technology for integration in IGCC and other advanced power generation

Ion Transport Membrane (ITM) technology is based on the oxygen-ion-conducting properties of certain mixed-metal oxide ceramic materials that can separate oxygen from an oxygen-containing gas, such as air, under a suitable driving force. The “ITM Oxygen” air separation system that results from the use of such ceramic membranes produces a hot, pure oxygen stream and a hot, pressurized, oxygen-depleted stream from which significant amounts of energy can be extracted. Accordingly, the technology integrates well with other high-temperature processes, including power generation. Air Products and Chemicals, Inc., the Recipient, in conjunction with a dozen subcontractors, developed ITM Oxygen technology under this five-phase Cooperative Agreement from the laboratory bench scale to implementation in a pilot plant capable of producing power and 100 tons per day (TPD) of purified oxygen. A commercial-scale membrane module manufacturing facility (the “CerFab”), sized to support a conceptual 2000 TPD ITM Oxygen Development Facility (ODF), was also established and operated under this Agreement. In the course of this work, the team developed prototype ceramic production processes and a robust planar ceramic membrane architecture based on a novel ceramic compound capable of high oxygen fluxes. The concept and feasibility of the technology was thoroughly established through laboratory pilot-scale operations testing commercial-scale membrane modules run under industrial operating conditions with compelling lifetime and reliability performance that supported further scale-up. Auxiliary systems, including contaminant mitigation, process controls, heat exchange, turbo-machinery, combustion, and membrane pressure vessels were extensively investigated and developed. The Recipient and subcontractors developed efficient process cycles that co-produce oxygen and power based on compact, low-cost ITMs. Process economics assessments show significant benefits relative to state-of-the-art cryogenic air separation technology in energy-intensive applications such as IGCC with and without carbon capture.

Armstrong, Phillip A.↗

NASA NTRS2001

A Fiber-Optic Probe Design for Combustion Chamber Flame Detection Applications-Design Criteria, Performance Specifications, and Fabrication Technique

This paper documents the design and development of the fiber-optic probes utilized in the flame detection systems used in NASA Langley Research Center's 8-Foot High Temperature Tunnel (8-ft HTT). Two independent flame detection systems are utilized to monitor the presence and stability of the main-burner and pilot-level flames during facility operation. Due to the harsh environment within the combustor, the successful development of a rugged and efficient fiber-optic probe was a critical milestone in the development of these flame detection systems. The final optical probe design for the two flame detection systems resulted from research that was conducted in Langley's 7-in High Temperature Pilot Tunnel (7-in HTT). A detailed description of the manufacturing process behind the optical probes used in the 8-ft HTT is provided in Appendix A of this report.

Borg, Stephen E.↗

NASA NTRS2019

Initial TASAR Operations Onboard Alaska Airlines

NASA and Alaska Airlines jointly conducted an operational evaluation of NASA’s Traffic Aware Strategic Aircrew Request (TASAR) concept. Featuring a NASA-developed cockpit automation tool, the Traffic Aware Planner (TAP), and leveraging the emerging “connected aircraft” architecture, TASAR enables pilots to identify route changes compatible with nearby traffic and airspace constraints that improve flight efficiency and are more likely to receive Air Traffic Control approval. TASAR was developed in anticipation of saving fuel and flight time, thereby providing immediate and pervasive benefits to the aircraft operator. Following a previously reported, extensive program of integration and preliminary in-flight testing, the operational evaluation of TASAR in revenue service by Alaska Airlines took place from July 2018 to April 2019. This paper describes the operational evaluation, the methodology for quantifying operational benefits, preliminary benefit results, and other unexpected impacts of TASAR operations during revenue flights. Based on the subset of data available at publication, preliminary estimated benefits averaged about $92 per flight across all flights including those without benefit. Identified factors indicate the estimated benefit per flight was likely a conservative estimate. Benefit categories including home runs, cumulative small gains, and plan validation benefits are illustrated with specific examples observed during the operational evaluation.

Wing, David J.↗

NASA NTRS2014

The Development of Cockpit Display and Alerting Concepts for Interval Management (IM) in a Near-Term Environment

The National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) Interval Management (IM) research team has conducted a wide spectrum of work in the recent past, ranging from development and testing of the concept, procedures, and algorithm. This document focuses on the research and evaluation of the IM pilot interfaces, cockpit displays, indications, and alerting concepts for conducting IM spacing operations. The research team incorporated knowledge of human factors research, industry standards for cockpit design, and cockpit design philosophies to develop innovative displays for conducting these spacing operations. The research team also conducted a series of human-in-the-loop (HITL) experiments with commercial pilots and air traffic controllers, in as realistic a high-density arrival operation environment as could be simulated, to evaluate the spacing guidance display features and interface requirements needed to conduct spacing operations.

Baxley, Brian T.↗

DOE OSTI2017

Pilot-Scale Silicone Process for Low-Cost Carbon Dioxide Capture. Final Scientific/Technical Report

GE Global Research has developed, over the last 8 years, a platform of cost effective CO 2 capture technologies based on a non-aqueous aminosilicone solvent (GAP-1m). As demonstrated in a previous funded DOE project (DE-FE0007502), the GAP-1m solvent has increased CO 2 working capacity, lower volatility and corrosivity than the benchmark aqueous amine technology. The current report describes the cooperative program between GE Global Research (GE GRC), and the National Carbon Capture Center (NCCC) to design, construct, and operate a pilot-scale process using GAP-1m solvent to demonstrate its performance at 0.5 MWe. (i) Performance of the GAP-1m solvent was demonstrated in a 0.5 MWe pilot with real flue gas for over 900 hrs. of operation using two alternative desorption designs: a Continuous Stirred Tank Reactor (CSTR), and a Steam Stripper Column (SSC). The CSTR is a one-stage separation unit with reduced space requirements, and capital cost. The alternative is a multi-stage separation column, with improved desorption efficiency. Testing the two desorber options allowed us to identify the most cost effective, and space efficient desorber solution. (ii) CSTR Campaign: The CSTR desorber unit was designed, fabricated and integrated with the pilot solvent test unit (PSTU), replacing the PSTU Steam Stripper Column at NCCC. Solvent management and waste water special procedures were implemented to accommodate operation of the non-aqueous solvent in the PSTU. Performance of the GAP-1m solvent with the CSTR was demonstrated for over 500 hrs. while varying temperature of the desorption (230 – 265 oF), solvent circulation rate (GAP-1m : CO 2 (molar) = 1.5 – 4), and flue gas flow rates (0.2 – 0.5 MWe). Solvent carry-over in the CO 2 product was minimized by maintaining water content below 5 wt.%, and desorption pressure at 7 psig. CO 2 capture efficiency achieved was 95% at 0.25 MWe (GAP-1m : CO 2 = 4 (molar), 230 oF desorption), and 65% at 0.5 MWe (GAP-1m : CO 2 (molar) = 1.5, 248 oF). Solvent loss was dominated by thermal degradation of the rich solvent. (iii) Steam Stripper Column Campaign: Higher expected cost of the solvent vs. aqueous amines makes solvent management a top priority to maintain the low cost for the process. During the testing of the GAP-1m solvent with the CSTR, thermal degradation of the rich solvent was found to be the main mechanism in solvent loss. Small amounts of water in the working solution were found to be an effective way to enable steam stripping, thereby lowering desorption temperature, and hence reducing thermal degradation. Steam stripping also increased working capacity by 30% due to a more efficient desorption. The concept was first tested in a glass stripping column (lab scale, GE GRC), optimized in a continuous bench scale system (2 kWe, GE GRC), and demonstrated in a 0.5 MWe PSTU at NCCC. No special system modifications were required to the PSTU to accommodate the testing of the non-aqueous GAP-1 solvent with the regenerator column. SSC was found to be more robust towards solvent entrainment (H 2 O < 35 wt.%). 90 – 95% CO 2 capture efficiency was achieved under stoichiometric conditions at 0.5 MWe (235 oF desorption, 2 psig and 19 wt. % H 2 O). Both CO 2 capture efficiency and specific duty reached optimum conditions at 18 wt.% H 2 O. Low amine degradation (< 0.05 wt.%/day) was recorded over 350 hrs. of operation. Controlled water addition to GAP-1m solvent decreased the desorption temperature, thermal degradation, and improved the CO 2 working capacity due to more efficient absorption and desorption processes. Under these conditions, the GAP-1m solvent exhibited a 25% increased working capacity, and 10% reduction in specific steam duty vs. MEA, at 10 oF lower desorption temperature. (iv) Techno-economic Analysis: The pilot-scale PSTU engineering data were used to update the capture system process models, and the techno-economic analysis was performed for a 550 MW coal fired power plant. The 1st year CO 2 removal cost for the aminosilicone-based carbon-capture process was evaluated at $48/ton CO 2 using the steam stripper column. This is a 20% reduction compared to MEA, primarily due to lower overall capital cost. CO 2 cost using the CSTR desorber is dominated by the economics of the solvent make-up. The steam stripper desorber is the preferred unit operation due to a more efficient desorption, and reduced solvent make-up rate. Further reduction in CO 2 capture cost is expected by lowering the manufacturing cost of the solvent, implementing flowsheet optimization and/or implementing the next generation aminosilicone solvent with improved stability and increased CO 2 working capacity.

0.5 MW Pilot↗

NASA NTRS1987

An application of artificial intelligence theory to reconfigurable flight control

Artificial intelligence techniques were used along with statistical hpyothesis testing and modern control theory, to help the pilot cope with the issues of information, knowledge, and capability in the event of a failure. An intelligent flight control system is being developed which utilizes knowledge of cause and effect relationships between all aircraft components. It will screen the information available to the pilots, supplement his knowledge, and most importantly, utilize the remaining flight capability of the aircraft following a failure. The list of failure types the control system will accommodate includes sensor failures, actuator failures, and structural failures.

Handelman, David A.↗

NASA NTRS1985

The Introduction of New Cockpit Technology: A Human Factors Study

A joint Airline/NASA field study of B-767 training and operations was conducted during the period this aircraft was being introduced into line service. The objectives of the study were: (1) to identify any adverse reactions to the new technology; (2) to provide a clearing house of information for the airlines and pilots during the introductory period; (3) to provide feedback on airline training programs for the new aircraft; and (4) to provide field data to NASA and other researchers to help them develop principles of human interaction with automated systems. It is concluded that: (1) a large majority of pilots enjoy flying the B-767 more than the older aircraft; (2) pilots accept new cockpit technology and find it useful; (3) pilots are aware of the potential loss of flying skills because of automation, and take steps to prevent this from happening; (4) autopilot/autothrottle interactions and FMS operations were sometimes confusing or surprising to pilots, and they desired more training in this area; and (5) highly automated cockpits can result in a loss of effective monitoring performance.

Curry, R. E.↗

DOE OSTI2026

Evolution of storage monitoring – update in response to commercial and regulatory drivers

Carbon Capture and Storage (CCS) is in transition from first-of-a kind projects and research-orientated pilots to commercially-motivated applications. Monitoring results from many newly developed and planned large scale commercial projects are limited; however, it is worthwhile to assess their evolution and consider new strategies as part of an effort to assess and document best practices. Commercial monitoring is targeted to activities that comply with regulatory drivers and de-risk investments. Commercial monitoring also supports accounting that storage has occurred and is tied to project financing. It deals with long time frames and large volumes injected into multiple wells and multiple projects in favorable areas. We see developing trends toward reproducible workflows that systematically reduce risks and clarify expectations for oversight and long-term surveillance. Monitoring techniques showing increasing trends include injection zone pressure as a history-matching and compliance tool. To reduce cost and environmental impact of time-lapse seismic data collection, deploying new approaches and tools, such as use of fibre and installed sources are increasingly applied. Concern over the risk of induced seismicity by regulatory bodies and the general public has increased, which has also resulted in increased monitoring. Some techniques used in the early research phases have been sidelined or used only in restricted applications. For example, geochemical analyses in the injection zone as well as the environment are now being deployed less than it was in research-oriented programs, except in the US where it is required by the permitting process. Expectations of frequent area-wide near surface monitoring have also decreased.

25 ENERGY STORAGE↗