Erosion is caused when there is a net loss of sediment in a coastal system, i.e. when the amount of sediment leaving a system is more than the amount of sediment entering that same system. This investigation will focus on vessel-generated waves and their effect on the shorelines of the Jacksonville, Florida Intracoastal Waterways near low tide conditions. The investigation conducted herein examines variations in turbidity and pressure measurements in response to passing vessels at a single site location previously selected in 2016. The primary water/shoreline interaction recorded during this investigation is located below the visible scarp (near low tide conditions). It was concluded that vessel-generated wave height and water level influenced turbidity levels. Turbidity measurements were greater during lower water levels. Vessel passage reduction or no wake zones during low water levels is recommended to reduce the erosion of the intracoastal shorelines into the channel. Future research is recommended to better determine the influence of low tide conditions on turbidity.

Nonlinear wave-wave interactions and wave breaking contribute to nearshore wave energy dissipation. These factors can be analyzed by the principles of wave self-similarity. The equilibrium range can be shown in wind-driven wave spectra that exist in the form ( ) and However, the appropriate methods used to determine this loss of energy are controversial. This study examines an approach that reinvestigates the self-similarity principles. Wave spectra with lower peak periods are dominated by nonlinear wave-wave interactions which produce a scaling in shallow water. This thesis investigates the relative role of spectral similarity in different conditions in the nearshore region of the U.S. Army Corps of Engineers Field Research Facility in Duck, North Carolina. The results show young sea waves (wave spectra in which the propagation speed of waves at the spectral peak is much smaller than the wind speed) are dominated by nonlinear wave-wave interactions in the nearshore while older waves (wave spectra in which the propagation speed of waves at the spectral peak is equal to or greater than the wind speed) are dominated by wave breaking in deep water. Furthermore, nearshore wave models need to incorporate the self-similarity concept in deep and shallow water to better understand and quantify important aspects of wave physics in shallow water.

The connected vehicle technology presents an innovative way of sharing information between vehicles and the transportation infrastructure through wireless communications. The technology can potentially solve safety, mobility, and environmental challenges that face the transportation sector. Signal phasing and timing information is one category of information that can be broadcasted through connected vehicle technology. This thesis presents an in-depth study of possible ways signal phasing and timing information can be beneficial as far as safety and mobility are concerned. In total, three studies describing this research are outlined. The first study presented herein focuses on data collection and calibration efforts of the simulation model that was used for the next two studies. The study demonstrated a genetic algorithm procedure for calibrating VISSIM discharge headways based on queue discharge headways measured in the field. Video data was used to first compute intersection discharge headways for individual vehicle queue position and then to develop statistical distributions of discharge headways for each vehicle position. Except for the 4th vehicle position, which was best fitted by the generalized extreme value (GEV) distribution, the Log-logistic distribution was observed to be the best fit distribution for the rest of vehicle positions. Starting with the default values, the VISSIM parameters responsible for determining discharge headways were heuristically adjusted to produce optimal values. The optimal solutions were achieved by minimizing the Root Mean Square Error (RMSE) between the simulated and observed data. Through calibration, for each vehicle position, it was possible to obtain the simulated headways that reflect the means of the observed field headways. However, calibration was unable to replicate the dispersion of the headways observed in the field mainly due to VISSIM limitations. Based on the findings of this study, future work on calibration in VISSIM that would account for the dispersion of mixed traffic flow characteristics is warranted. The second study addresses the potential of connected vehicles in improving safety at the vicinity of signalized intersections. Although traffic signals are installed to reduce the overall number of collisions at intersections, rear-end collisions are increased due to signalization. One dominant factor associated with rear-end crashes is the indecisiveness of the driver, especially in the dilemma zone. An advisory system to help the driver make the stop-or-pass decision would greatly improve intersection safety. This study proposed and evaluated an Advanced Stop Assist System (ASAS) at signalized intersections by using Infrastructure-to-Vehicle (I2V) and Vehicle-to-Vehicle (V2V) communication. The proposed system utilizes communication data, received from Roadside Unit (RSU), to provide drivers in approaching vehicles with vehicle-specific advisory speed messages to prevent vehicle hard-braking upon a yellow and red signal indication. A simulation test bed was modeled using VISSIM to evaluate the effectiveness of the proposed system. The results demonstrate that at full market penetration (100% saturation of vehicles equipped with on-board communication equipment), the proposed system reduces the number of hard-braking vehicles by nearly 50%. Sensitivity analyses of market penetration rates also show a degradation in safety conditions at penetration rates lower than 40%. The results suggest that at least 60% penetration rate is required for the proposed system to minimize rear-end collisions and improve safety at the signalized intersections. The last study addresses the fact that achieving smooth urban traffic flow requires reduction of excessive stop-and-go driving on urban arterials. Smooth traffic flow comes with several benefits including reduction of fuel consumption and emissions. Recently, more research efforts have been directed towards reduction of vehicle emissions. One such effort is the use of Green Light Optimal Speed Advisory (GLOSA) systems which use wireless communications to provide individual drivers with information on the approaching traffic signal phase and advisory speeds to arrive at the intersection on a green phase. Previously developed GLOSA algorithms do not address the impact of time to discharge queues formed at the intersection. Thus, this study investigated the influence of formed intersection queues on the performance of GLOSA systems. A simulation test-bed was modeled inside VISSIM to evaluate the algorithm’s effectiveness. Three simulation scenarios were designed; the baseline with no GLOSA in place, scenario 2 with GLOSA activated and queue discharge time not considered, and scenario 3 with GLOSA activated and where queue dissipation time was used to compute advisory speeds. At confidence level the results show a significant reduction in the time spent in queue when GLOSA is activated (scenarios 2 and 3). The change in the average number of stops along the corridor was found not to be significant when the base scenario was compared against scenario 2. However, a comparison between scenarios 2 and 3 demonstrates a significant reduction in the average number of stops along the corridor, and also in the time spent waiting in queues

This study presents an analysis of detour operations as a concept of congestion management. Since a large portion of traffic delay emanates from traffic incidents, the goal of the study was to alleviate incident-induced impacts on freeways by diverting congested traffic on to adjacent roadway facilities. To balance the demand between freeway and arterial systems, optimization was required through Integrated Corridor Management (ICM). This thesis examines the justification and optimization of dynamic traffic routing strategies. Previous studies have justified detour operations based solely on traffic simulation results. This study quantifies the impacts from freeway incidents on a parallel arterial roadway using a data-driven signal processing technique, with operating speeds adopted as a performance measure. Results show that rerouting traffic to an adjacent arterial road, due to a freeway incident, can mitigate the mobility of the corridor with a probability of up to 88% depending on the type of incident and occurrence time. Results also indicate that diverting traffic during off-peak hours, especially for minor incidents, provides minimal mobility benefits. A secondary focus of this study explored the optimum dynamic traffic diversion, to an adjacent arterial roadway, from incident-induced freeway congestion to better utilize the freeway’s available corridor capacity. VISSIM, a microsimulation tool, was employed to simulate a freeway incident and measure the performance of detour operations. A 23 full factorial central composite design was used to establish a relationship between the performance of the detour operation and three control factors: incident duration, diversion rate, and demand level. The resulting regression equation predicts the corridor delay with over 83% accuracy. The findings of this study can potentially serve as a building block in the understanding and development of future ICM systems and incident management plans.

Modern 3D printing technology is becoming a more viable option for use in industrial manufacturing. As the speed and precision of rapid prototyping technology improves, so too must the 3D scanning and verification technology. Current 3D scanning technology (such as CT Scanners) produce the resolution needed for micron precision inspection. However, the method lacks in speed. Some scans can be multiple gigabytes in size taking several minutes to acquire and process. Especially in high volume manufacturing of 3D printed parts, such delays prohibit the widespread adaptation of 3D scanning technology for quality control. The limiting factors of current technology boil down to computational and processing power along with available sensor resolution and operational frequency. Realizing a 3D scanning system that produces micron precision results within a single minute promises to revolutionize the quality control industry. The specific 3D scanning method considered in this thesis utilizes a line profile triangulation sensor with high operational frequency, and a high-precision mechanical actuation apparatus for controlling the scan. By syncing the operational frequency of the sensor to the actuation velocity of the apparatus, a 3D point cloud is rapidly acquired. Processing of the data is then performed using MATLAB on contemporary computing hardware, which includes proper point cloud formatting and implementation of the Iterative Closest Point (ICP) algorithm for point cloud stitching. Theoretical and physical experiments are performed to demonstrate the validity of the method. The prototyped system is shown to produce multiple loosely-registered micron precision point clouds of a 3D printed object that are then stitched together to form a full point cloud representative of the original part. This prototype produces micron precision results in approximately 130 seconds, but the experiments illuminate upon the additional investments by which this time could be further reduced to approach the revolutionizing one-minute milestone.

In recent years, a number of researchers have applied various computational methods to study wind wave and tsunami forcing on bridge superstructure problems. Usually, these computational analyses rely upon application of computational fluid dynamic (CFD) codes. While CFD models may provide reasonable results, their disadvantage is that they tend to be computationally expensive. During this study, an alternative computational method was explored in which a previously-developed diffraction model was combined with a previously-developed trapped air model under worst-case wave loading conditions (i.e. when the water surface was at the same elevation as the bottom bridge chord elevation). The governing equations were solved using a finite difference algorithm in MATLAB for the case where the bridge was impacted by a single wave in two dimensions. Resultant inertial and drag water forces were computed by integrating water pressure contacting the bridge superstructure in the horizontal and vertical directions, while resultant trapped air forces (high-frequency oscillatory forces or sometimes called “slamming forces” in the literature) were computed by integrating air pressure along the bottom of the bridge deck in the vertical direction. The trapped air model was also used to compute the buoyancy force on the bridge due to trapped air. Results were compared with data from experiments that were conducted at the University of Florida in 2009. Results were in good agreement when a length-scale coefficient associated with the trapped air model was properly calibrated. The computational time associated with the model was only approximately one hour per bridge configuration, which would appear to be a significant improvement when compared with other computational technique

Near-bottom current data was collected over a period of 8 years at the U.S. Army Corps of Engineers Field Research Facility in Duck, North Carolina. This data set consisted of currents measured up to three elevations above the bottom at deployment depths of 5 meters, 8 meters and 13 meters, as well as continuous real-time wind and wave data collected at the pier. The data was collated, quality checked and analyzed to define a climatology of near bottom currents along the study area using current moments. This data set had previously never been available for analysis due to the large amount of effort required to take old computer files and subject them to rigorous processing and quality control. The analyses conducted in this thesis represent the first ever attempt to analyze this type of data on this scale. An initial monthly investigation was conducted at the 8-meter site to determine driving forces of mean currents, and a more in depth seasonal investigation was subsequently completed to quantify the relationships between the cross-shore currents and different forcing mechanisms. Once seasonal trends were established relating mean current to incident wave height, wave steepness and wind speed, an examination of some significant historical events within the study was completed to help link cross-shore current behavior to storm events. Three separate nor’easter events and three significant hurricanes (Bonnie, Dennis and Floyd) were found to produce significant cross-shore currents at the study site. Similar to previous nearshore studies, it was found that the occurrence of onshore winds and wave heights greater than about 1.5 meters produce near-bottom mean currents moving in the offshore direction. Alternatively, when winds are blowing in the offshore direction, waves are still propagating onshore, but mean near-bottom currents tend to be directed in the onshore direction. The importance of vertical current structure within the water column was apparent, even though the instruments’ measurement elevations were all located within the bottom boundary layer. In contrast to the assumption of zero cross-shore velocity at near-coast sites implicit in two-dimensional depth averaged models used in most coastal engineering studies today, it was found that cross-shore near-bottom currents are rarely ever zero. Depth-averaged models inherently assume that currents move as a single block of water throughout the water column. The physical impacts of this misrepresentation of nearshore currents become very significant in predictions of many coastal phenomena, such as storm surge, sediment transport and wave conditions at the coast. When wave heights exceed 2 meters, mean currents tend to be between 0.2-0.5 meters per second in both the onshore and offshore direction, in the opposite direction of the primary forcing at the surface. In some instances, wave heights are low with strong mean currents while wind speeds are high, indicating the driving force in this situation is wind speed. However, there are cases where wave heights are large and mean current values are relatively low, which requires further investigation. Future work will include investigating phenomena that are related to higher-order odd moments of the current statistics, since they are expected to play a critical role in improved understanding of the physics within the nearshore and are very much needed for predictions of coastal evolution under future sea level rise and potential climate change.

As the demands for energy increased with the global increase in population, there is a need to create and invest in more clean and renewable energy sources. Energy derived from the movement of the tides is an ancient concept that is currently being harnessed in a handful of large tidal range locations. However, the need to move from fossil fuel driven energy sources to those that are clean and non-polluting is a priority for a sustainable future. Globally, hydropower potential is estimated to be more than 16,400-Terawatt hours annually. Given that the electricity consumption worldwide was at 15,068-Terawatt hours in 2016, if properly utilized, hydropower could supply a substantial percentage of current demand. Most of the current hydropower supply is drawn from well-established dams and tidal barrage systems. However, tidal power plants that harness the change in water height and flow along the coast (i.e. using tidal energy) have the potential to push these figures even higher. Although there is no exact number for lengths of global coastlines, there are estimates that put that number between 220,000 and 880,000 miles of coasts. These opportunities in tidal energy technologies that harness energy from the sea may one day be the key to solving our energy crises. This research explored in detail a closed, convergent system for optimal extraction of head-driven tidal energy with minimal adverse environmental effects. The long-term goal of this project is to create a system that is viable in low tidal range locations traditionally not considered for locations of tidal energy systems, therefore increasing the overall global tidal energy portfolio. By implementing a closed system of ‘bladders’ and convergent nozzles to optimize the flow rate of the contained fluid, the proposed system can 1) derive tidal energy in low tidal range geographies 5 2) avoid typical hazards like system biofouling, marine life propeller impacts, and 3) allow for ease of installation, operation, and maintenance.

The Cold-Gas Dynamic-Spray process also known as Cold Spray (CS) has been researched for three decades. The CS process is a solid-state deposition technique via supersonic velocity of powder particles at a temperature significantly below the melting point of the spray material. This thesis presents background on the overall CS process parameters, and additional information on the microstructural and mechanical properties of typical Cold Sprayed materials.This Thesis primarily presents a study on the microstructural annealing response of CS Al 6061. It should be noted that for this study, the term “annealing” is used in the sense of the classical metallurgical definition of annealing, and not a specific temper designation for the 6061 alloy. Cross sections of CS Al 6061 were imaged with a scanning electron microscope (SEM) in secondary electron (SE), backscatter electron (BSE), and electron backscatter diffraction (EBSD) imaging mode for quantitative and qualitative information on the grain size and orientation of the CS microstructure. The detailed SE, BSE and EBSD mode images present the grain size and grain orientation of the original powder, as received (AR) state and after heat treating at 200°C for 1 hour, 10 hours, and 100 hours. Three different regions, characterized with distinctly differing microstructures, are labeled as low, medium, and high deformation regions, and their microstructures, and evolving features are discussed. Vickers microhardness testing are performed to examine the differences in hardness values between different heat treatments, and for correlation with the level of deformation and grain refinement in the microstructure. SEM imaging was used in BSE mode to correlate microhardness variation to the different regions within the CS microstructure.

The United States Navy (USN) currently utilizes a Rapid Penetration Test (RPT) on both land and in water as the means to determine whether sufficient soil bearing capacity exists for piles in axial compression, prior to construction of the Elevated Causeway System (Modular) [ELCAS(M)] pile-supported pier system. The USN desires a replacement for the RPT because of issues with the method incorrectly classifying soils as well as the need to have a less labor-and-equipment-intensive method for geotechnical investigation. The Multichannel Analysis of Surface Waves (MASW) method is selected herein as the potential replacement for the RPT. The MASW method is an existing, geophysical method for determining soil properties based upon the acquisition and analysis of seismic surface waves used to develop shear wave velocity profiles for the soils at specific sites. Correlations between shear wave velocity and Cone Penetration Testing are utilized to classify soils, develop pile blow count estimates, and calculate soil bearing capacity. This researcher found that the MASW method was feasible and reliable in predicting the required properties for terrestrial sites. However, it was not successful in predicting those properties for underwater marine sites due to issues with equipment and field setup. Future areas of improvement are recommended to address these issues and, due to the success of the method on land, it is expected that once the issues are addressed the MASW method will be a reliable replacement for the RPT method across the entire subaerial and subaqueous profile.