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The purpose of this study was to examine specific feautres of child language change as determined by change in vocabulary, complexity of sentences and functional use of sentences, and relationships of these changes to the teachers' facilitative or directive verbal behavior. Subjects were 112 nursery school children. Teacher verbal behavior was measured by the Withall Social Climate Index resulting in a facilitative score and a directive score for each teacher. Child language change was determined by a pretesting and posttesting with the Peabody Picture Vocabulary Test and with an Analysis of 50 Consecutive Statements. Within the limitations of this study and from the findings, it was concluded that teachers consistently used a pattern of facilitative or directive verbal behavior in their classrooms; that language for 4-year-old children in this study, as measured by the instruments used, continued to change in the 6-month period; and that for children in this sample, change in use of complexity of sentences was greater in classrooms in which teachers used more directive verbal behavior. In the other aspects of language change studied, language of the children in this sample developed fairly consistently irrespective of teacher verbal behavior as measured by the Climate Index. (Author/MS)

Superconductivity in infinite layer nickelates Nd1-xSrxNiO2 has so far been achieved only in thin films raising questions on the role of substrates and interfaces. Given the challenges associated with their synthesis it is imperative to identify their intrinsic properties. We use Resonant Inelastic X-ray Scattering (RIXS) to investigate the influence of the SrTiO3 capping layer on the excitations of Nd1-xSrxNiO2 (x = 0 and 0.2). Spin excitations are observed in parent and 20% doped Nd1-xSrxNiO2 regardless of capping, proving that magnetism is intrinsic to infinite-layer nickelates and appears in a significant fraction of their phase diagram. In parent and superconducting Nd1-xSrxNiO2, the spin excitations are slightly hardened in capped samples compared to the non-capped ones. Additionally, a weaker Ni - Nd charge transfer peak at ~ 0.6 eV suggests that the hybridization between Ni 3d and Nd 5d orbitals is reduced in capped samples. From our data, capping induces only minimal differences in Nd1-xSrxNiO2 and we phenomenologically discuss these differences based on the reconstruction of the SrTiO3 - NdNiO2 interface and other mechanisms such as crystalline disorder., Comment: 9 pages, 6 figures

Despite constituting a smaller fraction of the qubits electromagnetic mode, surfaces and interfaces can exert significant influence as sources of high-loss tangents, which brings forward the need to reveal properties of these extended defects and identify routes to their control. Here, we examine the structure and composition of the metal-substrate interfacial layer that exists in Ta/sapphire-based superconducting films. Synchrotron-based X-ray reflectivity measurements of Ta films, commonly used in these qubits, reveal an unexplored interface layer at the metal-substrate interface. Scanning transmission electron microscopy and core-level electron energy loss spectroscopy identified an approximately 0.65 \ \text{nm} \pm 0.05 \ \text{nm} thick intermixing layer at the metal-substrate interface containing Al, O, and Ta atoms. Density functional theory (DFT) modeling reveals that the structure and properties of the Ta/sapphire heterojunctions are determined by the oxygen content on the sapphire surface prior to Ta deposition, as discussed for the limiting cases of Ta films on the O-rich versus Al-rich Al2O3 (0001) surface. By using a multimodal approach, integrating various material characterization techniques and DFT modeling, we have gained deeper insights into the interface layer between the metal and substrate. This intermixing at the metal-substrate interface influences their thermodynamic stability and electronic behavior, which may affect qubit performance.

Analyzing stop-and-go waves at the scale of miles and hours of data is an emerging challenge in traffic research. In the past, datasets were of limited scale and could be easily analyzed by hand or with rudimentary methods to identify a very limited set of traffic waves present within the data. This paper introduces an automatic and scalable stop-and-go wave identification method capable of capturing wave generation, propagation, dissipation, as well as bifurcation and merging, which have previously been observed only very rarely. Using a concise and simple critical-speed based definition of a stop-and-go wave, the proposed method identifies all wave boundaries that encompass spatio-temporal points where vehicle speed is below a chosen critical speed. The method is built upon a graph-based representation of the spatio-temporal points associated with stop-and-go waves, specifically wave front (start) points and wave tail (end) points, and approaches the solution as a graph component identification problem. The method is implemented in Python and demonstrated on a large-scale dataset, I-24 MOTION INCEPTION. New insights revealed from this demonstration with emerging phenomena include: (a) we demonstrate that waves do generate, propagate, and dissipate at a scale (miles and hours) and ubiquity never observed before; (b) wave fronts and tails travels at a consistent speed for a critical speed between 10-20 mph, with propagation variation across lanes, where wave speed on the outer lane are less consistent compared to those on the inner lane; (c) wave fronts and tails propagate at different speeds; (d) wave boundaries capture rich and non-trivial wave topologies, highlighting the complexity of waves.

Stop-and-go waves are a fundamental phenomenon in freeway traffic flow, contributing to inefficiencies, crashes, and emissions. Recent advancements in high-fidelity sensor technologies have improved the ability to capture detailed traffic dynamics, yet such systems remain scarce and costly. In contrast, conventional traffic sensors are widely deployed but suffer from relatively coarse-grain data resolution, potentially impeding accurate analysis of stop-and-go waves. This article explores whether generative AI models can enhance the resolution of conventional traffic sensor to approximate the quality of high-fidelity observations. We present a novel approach using a conditional diffusion denoising model, designed to reconstruct fine-grained traffic speed field from radar-based conventional sensors via iterative refinement. We introduce a new dataset, I24-WaveX, comprising 132 hours of data from both low and high-fidelity sensor systems, totaling over 2 million vehicle miles traveled. Our approach leverages this dataset to formulate the traffic measurement enhancement problem as a spatio-temporal super-resolution task. We demonstrate that our model can effectively reproduce the patterns of stop-and-go waves, achieving high accuracy in capturing these critical traffic dynamics. Our results show promising advancements in traffic data enhancement, offering a cost-effective way to leverage existing low spatio-temporal resolution sensor networks for improved traffic analysis and management. We also open-sourced our trained model and code to facilitate further research and applications.

This article proposes a novel approach to traffic signal control that combines phase re-service with reinforcement learning (RL). The RL agent directly determines the duration of the next phase in a pre-defined sequence. Before the RL agent's decision is executed, we use the shock wave theory to estimate queue expansion at the designated movement allowed for re-service and decide if phase re-service is necessary. If necessary, a temporary phase re-service is inserted before the next regular phase. We formulate the RL problem as a semi-Markov decision process (SMDP) and solve it with proximal policy optimization (PPO). We conducted a series of experiments that showed significant improvements thanks to the introduction of phase re-service. Vehicle delays are reduced by up to 29.95% of the average and up to 59.21% of the standard deviation. The number of stops is reduced by 26.05% on average with 45.77% less standard deviation., Comment: Accepted to IEEE ITSC 2024

This article presents the first field deployment of a multi-agent reinforcement-learning (MARL) based variable speed limit (VSL) control system on the I-24 freeway near Nashville, Tennessee. We describe how we train MARL agents in a traffic simulator and directly deploy the simulation-based policy on a 17-mile stretch of Interstate 24 with 67 VSL controllers. We use invalid action masking and several safety guards to ensure the posted speed limits satisfy the real-world constraints from the traffic management center and the Tennessee Department of Transportation. Since the time of launch of the system through April, 2024, the system has made approximately 10,000,000 decisions on 8,000,000 trips. The analysis of the controller shows that the MARL policy takes control for up to 98% of the time without intervention from safety guards. The time-space diagrams of traffic speed and control commands illustrate how the algorithm behaves during rush hour. Finally, we quantify the domain mismatch between the simulation and real-world data and demonstrate the robustness of the MARL policy to this mismatch.

Early and accurate detection of anomalous events on the freeway, such as accidents, can improve emergency response and clearance. However, existing delays and errors in event identification and reporting make it a difficult problem to solve. Current large-scale freeway traffic datasets are not designed for anomaly detection and ignore these challenges. In this paper, we introduce the first large-scale lane-level freeway traffic dataset for anomaly detection. Our dataset consists of a month of weekday radar detection sensor data collected in 4 lanes along an 18-mile stretch of Interstate 24 heading toward Nashville, TN, comprising over 3.7 million sensor measurements. We also collect official crash reports from the Nashville Traffic Management Center and manually label all other potential anomalies in the dataset. To show the potential for our dataset to be used in future machine learning and traffic research, we benchmark numerous deep learning anomaly detection models on our dataset. We find that unsupervised graph neural network autoencoders are a promising solution for this problem and that ignoring spatial relationships leads to decreased performance. We demonstrate that our methods can reduce reporting delays by over 10 minutes on average while detecting 75% of crashes. Our dataset and all preprocessing code needed to get started are publicly released at https://vu.edu/ft-aed/ to facilitate future research.

Except for crystalline or random structures, an agreed definition of complexity for intermediate and hence interesting cases does not exist. We fill this gap with a notion of complexity that characterises shapes formed by any finite number of particles greater than or equal to the three needed to define triangle shapes. The resulting shape complexity is a simple scale-invariant quantity that measures the extent to which a collection of particles has a uniform or clustered distribution. As a positive-definite number with an absolute minimum realised on the most uniform distribution the particles can have, it not only characterises all physical structures from crystals to the most complex that can exist but also determines for them a measure that makes richly structured shapes more probable than bland ones. Strikingly, the criterion employed to define the shape complexity forces it to be the product of the two functions that define Newtonian universal gravitation. This suggests both the form and solutions the law of a universe of such particles should have and leads to a theory that not only determines the complexity and probability of any individual shape but also its creation from the maximally uniform shape. It does this moreover in a manner which makes it probable that the cosmological principle, according to which on a sufficiently large scale the universe should have the same appearance everywhere, holds. Our theory relies on universal group-theoretical principles that may allow generalisation to include all forces and general relativity., Comment: 16 pages, Latex, 4 figures

Previous controlled experiments on single-lane ring roads have shown that a single partially autonomous vehicle (AV) can effectively mitigate traffic waves. This naturally prompts the question of how these findings can be generalized to field operational, high-density traffic conditions. To address this question, the Congestion Impacts Reduction via CAV-in-the-loop Lagrangian Energy Smoothing (CIRCLES) Consortium conducted MegaVanderTest (MVT), a live traffic control experiment involving 100 vehicles near Nashville, TN, USA. This article is a tutorial for developing analytical and simulation-based tools essential for designing and executing a live traffic control experiment like the MVT. It presents an overview of the proposed roadmap and various procedures used in designing, monitoring, and conducting the MVT, which is the largest mobile traffic control experiment at the time. The design process is aimed at evaluating the impact of the CIRCLES AVs on surrounding traffic. The article discusses the agent-based traffic simulation framework created for this evaluation. A novel methodological framework is introduced to calibrate this microsimulation, aiming to accurately capture traffic dynamics and assess the impact of adding 100 vehicles to existing traffic. The calibration model's effectiveness is verified using data from a six-mile section of Nashville's I-24 highway. The results indicate that the proposed model establishes an effective feedback loop between the optimizer and the simulator, thereby calibrating flow and speed with different spatiotemporal characteristics to minimize the error between simulated and real-world data. Finally, We simulate AVs in multiple scenarios to assess their effect on traffic congestion. This evaluation validates the AV routes, thereby contributing to the execution of a safe and successful live traffic control experiment via AVs.

The CIRCLES project aims to reduce instabilities in traffic flow, which are naturally occurring phenomena due to human driving behavior. These "phantom jams" or "stop-and-go waves,"are a significant source of wasted energy. Toward this goal, the CIRCLES project designed a control system referred to as the MegaController by the CIRCLES team, that could be deployed in real traffic. Our field experiment leveraged a heterogeneous fleet of 100 longitudinally-controlled vehicles as Lagrangian traffic actuators, each of which ran a controller with the architecture described in this paper. The MegaController is a hierarchical control architecture, which consists of two main layers. The upper layer is called Speed Planner, and is a centralized optimal control algorithm. It assigns speed targets to the vehicles, conveyed through the LTE cellular network. The lower layer is a control layer, running on each vehicle. It performs local actuation by overriding the stock adaptive cruise controller, using the stock on-board sensors. The Speed Planner ingests live data feeds provided by third parties, as well as data from our own control vehicles, and uses both to perform the speed assignment. The architecture of the speed planner allows for modular use of standard control techniques, such as optimal control, model predictive control, kernel methods and others, including Deep RL, model predictive control and explicit controllers. Depending on the vehicle architecture, all onboard sensing data can be accessed by the local controllers, or only some. Control inputs vary across different automakers, with inputs ranging from torque or acceleration requests for some cars, and electronic selection of ACC set points in others. The proposed architecture allows for the combination of all possible settings proposed above. Most configurations were tested throughout the ramp up to the MegaVandertest.

This paper introduces a novel control framework for Lagrangian variable speed limits in hybrid traffic flow environments utilizing automated vehicles (AVs). The framework was validated using a fleet of 100 connected automated vehicles as part of the largest coordinated open-road test designed to smooth traffic flow. The framework includes two main components: a high-level controller deployed on the server side, named Speed Planner, and low-level controllers called vehicle controllers deployed on the vehicle side. The Speed Planner designs and updates target speeds for the vehicle controllers based on real-time Traffic State Estimation (TSE) [1]. The Speed Planner comprises two modules: a TSE enhancement module and a target speed design module. The TSE enhancement module is designed to minimize the effects of inherent latency in the received traffic information and to improve the spatial and temporal resolution of the input traffic data. The target speed design module generates target speed profiles with the goal of improving traffic flow. The vehicle controllers are designed to track the target speed meanwhile responding to the surrounding situation. The numerical simulation indicates the performance of the proposed method: the bottleneck throughput has increased by 5.01%, and the speed standard deviation has been reduced by a significant 34.36%. We further showcase an operational study with a description of how the controller was implemented on a field-test with 100 AVs and its comprehensive effects on the traffic flow.

This paper introduces a novel approach that seeks a middle ground for traffic control in multi-lane congestion, where prevailing traffic speeds are too fast, and speed recommendations designed to dampen traffic waves are too slow. Advanced controllers that modify the speed of an automated car for wave-dampening, eco-driving, or other goals, typically are designed with forward collision safety in mind. Our approach goes further, by considering how dangerous it can be for a controller to drive so slowly relative to prevailing traffic that it creates a significant issue for safety and comfort. This paper explores open-road scenarios where large gaps between prevailing speeds and desired speeds can exist, specifically when infrastructure-based variable speed limit systems are not strictly followed at all times by other drivers. Our designed, implemented, and deployed algorithm is able to follow variable speed limits when others also follow it, avoid collisions with vehicles ahead, and adapt to prevailing traffic when other motorists are traveling well above the posted speeds. The key is to reject unsafe speed recommendations from infrastructure-based traffic smoothing systems, based on real-time local traffic conditions observed by the vehicle under control. This solution is implemented and deployed on two control vehicles in heavy multi-lane highway congestion. The results include analysis from system design, and field tests that validate the system's performance using an existing Variable Speed Limit system as the external source for speed recommendations, and the on-board sensors of a stock Toyota Rav4 for inputs that estimate the prevailing speed of traffic around the vehicle under control., Comment: To Appear, ICCPS 2024

Cognitive modeling commonly relies on asking participants to complete a battery of varied tests in order to estimate attention, working memory, and other latent variables. In many cases, these tests result in highly variable observation models. A near-ubiquitous approach is to repeat many observations for each test independently, resulting in a distribution over the outcomes from each test given to each subject. Latent variable models (LVMs), if employed, are only added after data collection. In this paper, we explore the usage of LVMs to enable learning across many correlated variables simultaneously. We extend LVMs to the setting where observed data for each subject are a series of observations from many different distributions, rather than simple vectors to be reconstructed. By embedding test battery results for individuals in a latent space that is trained jointly across a population, we can leverage correlations both between disparate test data for a single participant and between multiple participants. We then propose an active learning framework that leverages this model to conduct more efficient cognitive test batteries. We validate our approach by demonstrating with real-time data acquisition that it performs comparably to conventional methods in making item-level predictions with fewer test items., Comment: 11 pages, 6 figures

This article introduces a new virtual trajectory dataset derived from the I-24 MOTION INCEPTION v1.0.0 dataset to address challenges in analyzing large but noisy trajectory datasets. Building on the concept of virtual trajectories, we provide a Python implementation to generate virtual trajectories from large raw datasets that are typically challenging to process due to their size. We demonstrate the practical utility of these trajectories in assessing speed variability and travel times across different lanes within the INCEPTION dataset. The virtual trajectory dataset opens future research on traffic waves and their impact on energy.

Multi-object tracking (MOT) or global data association problem is commonly approached as a minimum-cost-flow or minimum-cost-circulation problem on a graph. While there have been numerous studies aimed at enhancing algorithm efficiency, most of them focus on the batch problem, where all the data must be available simultaneously to construct a static graph. However, with the growing number of applications that generate streaming data, an efficient online algorithm is required to handle the streaming nature of the input. In this paper, we present an online extension of the well-known negative cycle canceling algorithm for solving the multi-object tracking problem with streaming fragmented data. We provide a proof of correctness for the proposed algorithm and demonstrate its efficiency through numerical experiments., Comment: arXiv admin note: text overlap with arXiv:2212.07907

Localised data aggregation in many countries including Great Britain (GB) is typically done to a geographical level with polygon boundaries that have a robust and trusted governance system in place. At a minimum this will mean there is confidence in a process to create a set of polygons that have unique identifiers coupled to geographical areas, and the ability to have these updated through a defined code of practice. Examples found across many countries are in the delivery of post, such as postcodes and zip codes, and of the definition of census areas and municipal boundaries. The confidence in these boundaries allows different data to be aggregated by third parties, which itself provides greater levels of data over comparable geographical areas to enhance wider analysis and decision making. Here we combine publicly available datasets published from the six regional electricity Distribution Network Operators of GB to produce a new geospatial dataset with 4436 unique polygons defining the areas served by electrical primary substations. An example is also presented of the use of these polygons to link postcode level open government datasets on domestic energy consumption (2015-2020) from the Department of Energy Security and Net Zero (DESNZ). This results in another dataset with energy statistics aggregated to the geographical areas served by each primary substation across Great Britain. Therefore, we believe there is a compelling argument for countries to set up processes to create and update polygons that have a meaningful relationship to energy systems. This would allow more accurate energy systems analysis to be performed, ultimately leading to an accelerated or potentially lower cost transition to a net-zero world., Comment: 58 pages, 26 figures

Variable Speed Limit (VSL) control acts as a promising highway traffic management strategy with worldwide deployment, which can enhance traffic safety by dynamically adjusting speed limits according to real-time traffic conditions. Most of the deployed VSL control algorithms so far are rule-based, lacking generalizability under varying and complex traffic scenarios. In this work, we propose MARVEL (Multi-Agent Reinforcement-learning for large-scale Variable spEed Limits), a novel framework for large-scale VSL control on highway corridors with real-world deployment settings. MARVEL utilizes only sensing information observable in the real world as state input and learns through a reward structure that incorporates adaptability to traffic conditions, safety, and mobility, thereby enabling multi-agent coordination. With parameter sharing among all VSL agents, the proposed framework scales to cover corridors with many agents. The policies are trained in a microscopic traffic simulation environment, focusing on a short freeway stretch with 8 VSL agents spanning 7 miles. For testing, these policies are applied to a more extensive network with 34 VSL agents spanning 17 miles of I-24 near Nashville, TN, USA. MARVEL-based method improves traffic safety by 63.4% compared to the no control scenario and enhances traffic mobility by 58.6% compared to a state-of-the-practice algorithm that has been deployed on I-24. Besides, we conduct an explainability analysis to examine the decision-making process of the agents and explore the learned policy under different traffic conditions. Finally, we test the response of the policy learned from the simulation-based experiments with real-world data collected from I-24 and illustrate its deployment capability.

This work demonstrates a new capability in roadway control: Speed-adaptive, infrastructure-linked connected and automated vehicles. We develop and deploy a lightly modified vehicle that is able to dynamically adjust the vehicle speed in response to posted variable speed limit messages generated by the infrastructure using LTE connectivity. This work describes the open source hardware and software platform that enables integration between infrastructure-based variable posted speed limits, and existing vehicle platforms for automated control. The vehicle is deployed in heavy morning traffic on I-24 in Nashville, TN. The control vehicle follows the posted variable speed limits, resulting in as much as a 25% reduction in speed variability compared to a human-piloted vehicle in the same traffic stream., Comment: This work has been submitted to the IEEE for possible publication. Copyright may be transferred without notice, after which this version may no longer be accessible

This work introduces a multi-camera tracking dataset consisting of 234 hours of video data recorded concurrently from 234 overlapping HD cameras covering a 4.2 mile stretch of 8-10 lane interstate highway near Nashville, TN. The video is recorded during a period of high traffic density with 500+ objects typically visible within the scene and typical object longevities of 3-15 minutes. GPS trajectories from 270 vehicle passes through the scene are manually corrected in the video data to provide a set of ground-truth trajectories for recall-oriented tracking metrics, and object detections are provided for each camera in the scene (159 million total before cross-camera fusion). Initial benchmarking of tracking-by-detection algorithms is performed against the GPS trajectories, and a best HOTA of only 9.5% is obtained (best recall 75.9% at IOU 0.1, 47.9 average IDs per ground truth object), indicating the benchmarked trackers do not perform sufficiently well at the long temporal and spatial durations required for traffic scene understanding.

This work presents a novel video dataset recorded from overlapping highway traffic cameras along an urban interstate, enabling multi-camera 3D object tracking in a traffic monitoring context. Data is released from 3 scenes containing video from at least 16 cameras each, totaling 57 minutes in length. 877,000 3D bounding boxes and corresponding object tracklets are fully and accurately annotated for each camera field of view and are combined into a spatially and temporally continuous set of vehicle trajectories for each scene. Lastly, existing algorithms are combined to benchmark a number of 3D multi-camera tracking pipelines on the dataset, with results indicating that the dataset is challenging due to the difficulty of matching objects traveling at high speeds across cameras and heavy object occlusion, potentially for hundreds of frames, during congested traffic. This work aims to enable the development of accurate and automatic vehicle trajectory extraction algorithms, which will play a vital role in understanding impacts of autonomous vehicle technologies on the safety and efficiency of traffic.

Recent works[1-3] reported evidence for charge density waves (CDWs) in infinite layer nickelates (112 structure) based on resonant diffraction at the Ni $L_3$ edge measured at fixed scattering angle. We have found that a measurement with fixed momentum transfer, rather than scattering angle, does not show a resonance effect. We have also observed that a nearby structural Bragg peak from the substrate appears due to third harmonic content of the incident beam, and spreads intensity down to the region of the attributed CDW order. This was further confirmed by testing a bare substrate. We suggest procedures to confirm an effective resonant enhancement of a diffraction peak.