A General Bayesian Framework for Ellipse-based and Hyperbola-based Damage Localisation in Anisotropic Composite Plates

This paper focuses on Bayesian Lamb wave-based damage localization in structural health monitoring of anisotropic composite materials. A Bayesian framework is applied to take account for uncertainties from experimental time-of-flight measurements and angular dependent group velocity within the composite material. An original parametric analytical expression of the direction dependence of group velocity is proposed and validated numerically and experimentally for anisotropic composite and sandwich plates. This expression is incorporated into time-of-arrival (ToA: ellipse-based) and time-difference-of-arrival (TDoA: hyperbola-based) Bayesian damage localization algorithms. This way, the damage location as well as the group velocity profile are estimated jointly and a priori information taken into consideration. The proposed algorithm is general as it allows to take into account for uncertainties within a Bayesian framework, and to model effects of anisotropy on group velocity. Numerical and experimental results obtained with different damage sizes or locations and for different degrees of anisotropy validate the ability of the proposed algorithm to estimate both the damage location and the group velocity profile as well as the associated confidence intervals. Results highlight the need to consider for anisotropy in order to increase localization accuracy, and to use Bayesian analysis to quantify uncertainties in damage localization.Projet CORALI

Uncertainties in Forecasting: The Role of Strategic Modeling to Control Them

The growing concern about environmental depredations from transport activity at short-range and long-range horizon calls for policies aiming at reorientation of travel demand trends. However every transport policy is subject to risks, environmental or financial ones, and has often long-range effects. This explains the renewed interest in tools which allow detection of these risks and their consequences. There is however a methodological challenge in the elaboration of these simulation tools because we have to take into account many different uncertainties.This paper analyzes the uncertainties associated with transport forecasts using a strategic model recently developed for Lyon's conurbation. Different sources of error and uncertainly are tested and compared by means of the model. It is argued that a strategy of systematic exploration of uncertainly is the preferred way to cope with it and to detect long-term risks associated with transport policy.Travel modelling ; Strategic planning ; Urban area ; Uncertainty ; Forecasting

Estimating Uncertainty of Bus Arrival Times and Passenger Occupancies

Travel time reliability and the availability of seating and boarding space are important indicators of bus service quality and strongly influence users’ satisfaction and attitudes towards bus transit systems. With Automated Vehicle Location (AVL) and Automated Passenger Counter (APC) units becoming common on buses, some agencies have begun to provide real-time bus location and passenger occupancy information as a means to improve perceived transit reliability. Travel time prediction models have also been established based on AVL and APC data. However, existing travel time prediction models fail to provide an indication of the uncertainty associated with these estimates. This can cause a false sense of precision, which can lead to experiences associated with unreliable service. Furthermore, no existing models are available to predict individual bus occupancies at downstream stops to help travelers understand if there will be space available to board. The purpose of this project was to develop modeling frameworks to predict travel times (and associated uncertainties) as well as individual bus passenger occupancies. For travel times, accelerated failure-time survival models were used to predict the entire distribution of travel times expected. The survival models were found to be just as accurate as models developed using traditional linear regression techniques. However, the survival models were found to have smaller variances associated with predictions. For passenger occupancies, linear and count regression models were compared. The linear regression models were found to outperform count regression models, perhaps due to the additive nature of the passenger boarding process. Various modeling frameworks were tested and the best frameworks were identified for predictions at near stops (within five stops downstream) and far stops (further than eight stops). Overall, these results can be integrated into existing real-time transit information systems to improve the quality of information provided to passengers

Incorporating weather information into real-time speed estimates: comparison of alternative models

Weather information is frequently requested by travelers. Prior literature indicates that inclement weather is one of the most important factors contributing to traffic congestion and crashes. In this paper, we propose a methodology to use real-time weather information to predict future speeds. The reason for doing so is to ultimately have the capability to disseminate weather-responsive travel time estimates to those requesting information. Using a stratified sampling technique, we select cases with different weather conditions (precipitation levels) and use a linear regression model (called the base model) and a statistical learning model (using Support Vector Machines for Regression) to predict 30-minute ahead speeds. One of the major inputs into a weather-responsive short-term speed prediction method is weather forecasts; however, weather forecasts may themselves be inaccurate. We assess the effects of such inaccuracies by means of simulations. The predictive accuracy of the SVR models show that statistical learning methods may be useful in bringing together streaming forecasted weather data and real-time information on downstream traffic conditions to enable travelers to make informed choices

Dynamic modeling of nitrogen losses in river networks unravels the coupled effects of hydrological and biogeochemical processes

The importance of lotic systems as sinks for nitrogen inputs is well recognized. A fraction of nitrogen in streamflow is removed to the atmosphere via denitrification with the remainder exported in streamflow as nitrogen loads. At the watershed scale, there is a keen interest in understanding the factors that control the fate of nitrogen throughout the stream channel network, with particular attention to the processes that deliver large nitrogen loads to sensitive coastal ecosystems. We use a dynamic stream transport model to assess biogeochemical (nitrate loadings, concentration, temperature) and hydrological (discharge, depth, velocity) effects on reach-scale denitrification and nitrate removal in the river networks of two watersheds having widely differing levels of nitrate enrichment but nearly identical discharges. Stream denitrification is estimated by regression as a nonlinear function of nitrate concentration, streamflow, and temperature, using more than 300 published measurements from a variety of US streams. These relations are used in the stream transport model to characterize nitrate dynamics related to denitrification at a monthly time scale in the stream reaches of the two watersheds. Results indicate that the nitrate removal efficiency of streams, as measured by the percentage of the stream nitrate flux removed via denitrification per unit length of channel, is appreciably reduced during months with high discharge and nitrate flux and increases during months of low-discharge and flux. Biogeochemical factors, including land use, nitrate inputs, and stream concentrations, are a major control on reach-scale denitrification, evidenced by the disproportionately lower nitrate removal efficiency in streams of the highly nitrate-enriched watershed as compared with that in similarly sized streams in the less nitrate-enriched watershed. Sensitivity analyses reveal that these important biogeochemical factors and physical hydrological factors contribute nearly equally to seasonal and stream-size related variations in the percentage of the stream nitrate flux removed in each watershed