Graph and download economic data for Moving 12-Month Total Vehicle Miles Traveled (M12MTVUSM227NFWA) from Dec 1970 to Apr 2025 about miles, travel, vehicles, and USA.

United States US: Urban Land Area data was reported at 802,053.592 sq km in 2010. This stayed constant from the previous number of 802,053.592 sq km for 2000. United States US: Urban Land Area data is updated yearly, averaging 802,053.592 sq km from Dec 1990 (Median) to 2010, with 3 observations. The data reached an all-time high of 802,053.592 sq km in 2010 and a record low of 802,053.592 sq km in 2010. United States US: Urban Land Area data remains active status in CEIC and is reported by World Bank. The data is categorized under Global Database’s USA – Table US.World Bank: Land Use, Protected Areas and National Wealth. Urban land area in square kilometers, based on a combination of population counts (persons), settlement points, and the presence of Nighttime Lights. Areas are defined as urban where contiguous lighted cells from the Nighttime Lights or approximated urban extents based on buffered settlement points for which the total population is greater than 5,000 persons.; ; Center for International Earth Science Information Network (CIESIN)/Columbia University. 2013. Urban-Rural Population and Land Area Estimates Version 2. Palisades, NY: NASA Socioeconomic Data and Applications Center (SEDAC). http://sedac.ciesin.columbia.edu/data/set/lecz-urban-rural-population-land-area-estimates-v2.; Sum;

This dataset is a subset of data attributes selected from the (full) 1966-2019 North American Breeding Bird Survey (BBS) dataset to assist in populating the U.S. Fish and Wildlife's FWSpecies application. This subset data was used to add species occurrence information to species lists for each refuge in the Pacific Northwest (Washington, Oregon, Idaho). The full dataset can be accessed online through ScienceBase. And this metadata leaves most metadata fields untouched from the original, except to add details related to additional processing to make a refuge specific subset, for a specific purpose (populating species lists/occurrences on refuges). All questions regarding the BBS data itself should go to USGS Patuxent Wildlife Research Center. The 1966-2019 North American Breeding Bird Survey (BBS) dataset contains avian point count data for more than 700 North American bird taxa (species, races, and unidentified species groupings). These data are collected annually during the breeding season, primarily in June, along thousands of randomly established roadside survey routes in the United States and Canada. Routes are roughly 24.5 miles (39.2 km) long with counting locations placed at approximately half-mile (800-m) intervals, for a total of 50 stops. At each stop, a citizen scientist highly skilled in avian identification conducts a 3-minute point count, recording every bird seen or heard within a quarter-mile (400-m) radius. Surveys begin 30 minutes before local sunrise and take approximately 5 hours to complete. Routes are sampled once per year, with the total number of routes sampled per year growing over time; just over 500 routes were sampled in 1966, while in recent decades approximately 3000 routes have been sampled annually. In addition to avian count data, this dataset also contains survey date, survey start and end times, start and end weather conditions, a unique observer identification number, route identification information, and route location information including country, state, and BCR, as well as geographic coordinates of route start point, and an indicator of run data quality.

The 1966-2021 North American Breeding Bird Survey (BBS) dataset contains avian point count data for more than 700 North American bird taxa (species, races, and unidentified species groupings). These data are collected annually during the breeding season, primarily in June, along thousands of randomly established roadside survey routes in the United States and Canada. Routes are roughly 24.5 miles (39.2 km) long with counting locations placed at approximately half-mile (800-m) intervals, for a total of 50 stops. At each stop, a citizen scientist highly skilled in avian identification conducts a 3-minute point count, recording all birds seen within a quarter-mile (400-m) radius and all birds heard. Surveys begin 30 minutes before local sunrise and take approximately 5 hours to complete. Routes are surveyed once per year, with the total number of routes sampled per year growing over time; just over 500 routes were sampled in 1966, while in recent decades approximately 3000 routes have been sampled annually. No data are provided for 2020. BBS field activities were cancelled in 2020 because of the coronavirus disease (COVID-19) global pandemic and observers were directed to not sample routes. In addition to avian count data, this dataset also contains survey date, survey start and end times, start and end weather conditions, a unique observer identification number, route identification information, and route location information including country, state, and BCR, as well as geographic coordinates of route start point, and an indicator of run data quality.

This data set consists of monthly long-term mean temperature data (degrees C) for the last glacial maximum (21 ka) downscaled to a 10-km grid of North America. The 10-km data were derived using simulated temperature data from 10 general circulation models (GCMs; CCSM4, CNRM-CM5, COSMOS-ASO, FGOALS-g2, GISS-E2-R, IPSL-CM5A-LR, MIROC-ESM, MPI-ESM-P-OA, MPI-ESM-P-OAC, and MRI-CGCM3) run under the PMIP3/CMIP5 (Paleoclimate Modelling Intercomparison Project phase 3 / Coupled Model Intercomparison Project phase 5) “lgm” and “piControl” experiments. The lgm and piControl data are available from the Earth System Grid - Center for Enabling Technologies (ESG-CET; https://esgf-node.llnl.gov/projects/esgf-llnl/). Additional information about the data is available from the CMIP5 (https://pcmdi.llnl.gov/mips/cmip5/) and PMIP3 (https://pmip3.lsce.ipsl.fr/) web sites. The names of the lgm and piControl files we used are listed in the “source_file” global attribute of each GCM temperature netCDF file in this data release. For each GCM, the PMIP3/CMIP5 lgm temperature data were bias corrected using long-term mean differences calculated as the lgm long-term mean minus the piControl long-term mean. These long-term mean differences were regridded to a North America 10-km Lambert azimuthal equal-area grid using the CDO (Climate Data Operators, https://code.mpimet.mpg.de/projects/cdo) bilinear interpolation function “remapbil”. We used ICE-5G (VM2) data (Peltier, 2004, https://doi.org/10.1146/annurev.earth.32.082503.144359) to identify grid cells with ice cover at 21 ka. The interpolated long-term mean differences were applied to CRU CL 2.0 (1961-1990 30-year mean) climate data (New et al., 2002, https://doi.org/10.3354/cr021001). The CRU CL 2.0 data were also regridded to the 10-km grid using local lapse-rate adjusted interpolation (Praskievicz and Bartlein, 2014, https://doi.org/10.1016/j.jhydrol.2014.06.017). The ensemble mean data were calculated using the bias corrected temperature data from each of the 10 GCM simulations.

The 2021 Amazon Last Mile Routing Research Challenge was an innovative research initiative led by Amazon.com and supported by the Massachusetts Institute of Technology’s Center for Transportation and Logistics. Over a period of 4 months, participants were challenged to develop innovative machine learning-based methods to enhance classic optimization-based approaches to solve the travelling salesperson problem, by learning from historical routes executed by Amazon delivery drivers. The primary goal of the Amazon Last Mile Routing Research Challenge was to foster innovative applied research in route planning, building on recent advances in predictive modeling, and using a real-world problem and data. The dataset released for the research challenge includes route-, stop-, and package-level features for 9,184 historical routes performed by Amazon drivers in 2018 in five metropolitan areas in the United States. This real-world dataset excludes any personally identifiable information (all route and package identifiers have been randomly regenerated and related location data have been obfuscated to ensure anonymity). Although multiple synthetic benchmark datasets are available in the literature, the dataset of the 2021 Amazon Last Mile Routing Research Challenge is the first large and publicly available dataset to include instances based on real-world operational routing data. The dataset is fully described and formally introduced in the following Transportation Science article: https://pubsonline.informs.org/doi/10.1287/trsc.2022.1173

This is an hourly future weather dataset for energy modeling applications. The dataset is primarily based on the output of a regional climate model (RCM), i.e., the Weather Research and Forecasting (WRF) model version 3.3.1. The WRF simulations are driven by the output of a general circulation model (GCM), i.e., the Community Climate System Model version 4 (CCSM4). This dataset is in the EPW format, which can be read or translated by more than 25 building energy modeling programs (e.g., EnergyPlus, ESP-r, and IESVE), energy system modeling programs (e.g., System Advisor Model (SAM)), indoor air quality analysis programs (e.g., CONTAM), and hygrothermal analysis programs (e.g., WUFI). It contains 13 weather variables, which are the Dry-Bulb Temperature, Dew Point Temperature, Relative Humidity, Atmospheric Pressure, Horizontal Infrared Radiation Intensity from Sky, Global Horizontal Irradiation, Direct Normal Irradiation, Diffuse Horizontal Irradiation, Wind Speed, Wind Direction, Sky Cover, Albedo, and Liquid Precipitation Depth. This dataset provides future weather data under two emissions scenarios - RCP4.5 and RCP8.5 - across two 10-year periods (2045-2054 and 2085-2094). It also includes simulated historical weather data for 1995-2004 to serve as the baseline for climate impact assessments. We strongly recommend using this built-in baseline rather than external sources (e.g., TMY3) for two key reasons: (1) it shares the same model grid as the future projections, thereby minimizing geographic-averaging bias, and (2) both historical and future datasets were generated by the same RCM, so their differences yield anomalies largely free of residual model bias. This dataset offers a spatial resolution of 12 km by 12 km with extensive coverage across most of North America. Due to the enormous size of the entire dataset, in the first stage of its distribution, we provide weather data for the centroid of each Public Use Microdata Area (PUMA), excluding Hawaii. PUMAs are non-overlapping, statistical geographic areas that partition each state or equivalent entity into geographic areas containing no fewer than 100,000 people each. The 2,378 PUMAs as a whole cover the entirety of the U.S. The weather data can be utilized alongside the large-scale energy analysis tools, ResStock and ComStock, developed by National Renewable Energy Laboratory, whose smallest resolution is at the PUMA scale.

This data set contains daily Moderate Resolution Imaging Spectroradiometer (MODIS) land incident photosynthetically active radiation (PAR) images over North America for the years 2003 - 2005 and was created to fill the need for daily PAR estimates. Incident PAR is the solar radiation in the range of 400 to 700 nm reaching the earth's surface and plays an important role in modeling terrestrial ecosystem productivity. The daily images were derived by integrating MODIS/Terra and MODIS/Aqua instantaneous PAR data where the instantaneous PAR data is estimated directly from Terra or Aqua MODIS 5-min L1b swath data (Liang et al., 2006 and Wang et al., 2010). The spatial distribution of this data set includes the MODIS tile subsets covering North America, Central America, portions of South America, and Greenland, available for the years 2003 - 2005. There are 45,376 *.hdf files with a spatial resolution of 4 km x 4 km in sinusoidal projection distributed by year in three compressed data files: 2003.zip, 2004.zip, and 2005.zip. Contained within each daily file are 4 separate image files: DirectPar, DiffusePAR, TotalPAR, and Observation Count. There are 46 MODIS tiles that cover the study area extent.

This data set provides Daymet Version 3 model output data as gridded estimates of daily weather parameters for North America and Hawaii: including Canada, Mexico, the United States of America, Puerto Rico, and Bermuda. The island areas of Hawaii and Puerto Rico are available as files separate from the continental land mass. Daymet output variables include the following parameters: minimum temperature, maximum temperature, precipitation, shortwave radiation, vapor pressure, snow water equivalent, and day length. The data set covers the period from January 1, 1980 to December 31 of the most recent full calendar year. Each subsequent year is processed individually at the close of a calendar year. Daymet variables are continuous surfaces provided as individual files, by variable and year, at a 1-km x 1-km spatial resolution and a daily temporal resolution. Data are in a Lambert Conformal Conic projection for North America and are distributed in a netCDF file (version 1.6) format compliant to Climate and Forecast (CF) metadata conventions. https://daymet.ornl.gov/overview.html Reference: Thornton, P.E., M.M. Thornton, B.W. Mayer, Y. Wei, R. Devarakonda, R.S. Vose, and R.B. Cook. 2016. Daymet: Daily Surface Weather Data on a 1-km Grid for North America, Version 3. ORNL DAAC, Oak Ridge, Tennessee, USA. http://dx.doi.org/10.3334/ORNLDAAC/1328

Summary:

Estimated stand-off distance between ADS-B equipped aircraft and obstacles. Obstacle information was sourced from the FAA Digital Obstacle File and the FHWA National Bridge Inventory. Aircraft tracks were sourced from processed data curated from the OpenSky Network. Results are presented as histograms organized by aircraft type and distance away from runways.

Description:

For many aviation safety studies, aircraft behavior is represented using encounter models, which are statistical models of how aircraft behave during close encounters. They are used to provide a realistic representation of the range of encounter flight dynamics where an aircraft collision avoidance system would be likely to alert. These models currently and have historically have been limited to interactions between aircraft; they have not represented the specific interactions between obstacles and aircraft equipped transponders. In response, we calculated the standoff distance between obstacles and ADS-B equipped manned aircraft.

For robustness, this assessment considered two different datasets of manned aircraft tracks and two datasets of obstacles. For robustness, MIT LL calculated the standoff distance using two different datasets of aircraft tracks and two datasets of obstacles. This approach aligned with the foundational research used to support the ASTM F3442/F3442M-20 well clear criteria of 2000 feet laterally and 250 feet AGL vertically.

The two datasets of processed tracks of ADS-B equipped aircraft curated from the OpenSky Network. It is likely that rotorcraft were underrepresented in these datasets. There were also no considerations for aircraft equipped only with Mode C or not equipped with any transponders. The first dataset was used to train the v1.3 uncorrelated encounter models and referred to as the “Monday” dataset. The second dataset is referred to as the “aerodrome” dataset and was used to train the v2.0 and v3.x terminal encounter model. The Monday dataset consisted of 104 Mondays across North America. The other dataset was based on observations at least 8 nautical miles within Class B, C, D aerodromes in the United States for the first 14 days of each month from January 2019 through February 2020. Prior to any processing, the datasets required 714 and 847 Gigabytes of storage. For more details on these datasets, please refer to "Correlated Bayesian Model of Aircraft Encounters in the Terminal Area Given a Straight Takeoff or Landing" and “Benchmarking the Processing of Aircraft Tracks with Triples Mode and Self-Scheduling.”

Two different datasets of obstacles were also considered. First was point obstacles defined by the FAA digital obstacle file (DOF) and consisted of point obstacle structures of antenna, lighthouse, meteorological tower (met), monument, sign, silo, spire (steeple), stack (chimney; industrial smokestack), transmission line tower (t-l tower), tank (water; fuel), tramway, utility pole (telephone pole, or pole of similar height, supporting wires), windmill (wind turbine), and windsock. Each obstacle was represented by a cylinder with the height reported by the DOF and a radius based on the report horizontal accuracy. We did not consider the actual width and height of the structure itself. Additionally, we only considered obstacles at least 50 feet tall and marked as verified in the DOF.

The other obstacle dataset, termed as “bridges,” was based on the identified bridges in the FAA DOF and additional information provided by the National Bridge Inventory. Due to the potential size and extent of bridges, it would not be appropriate to model them as point obstacles; however, the FAA DOF only provides a point location and no information about the size of the bridge. In response, we correlated the FAA DOF with the National Bridge Inventory, which provides information about the length of many bridges. Instead of sizing the simulated bridge based on horizontal accuracy, like with the point obstacles, the bridges were represented as circles with a radius of the longest, nearest bridge from the NBI. A circle representation was required because neither the FAA DOF or NBI provided sufficient information about orientation to represent bridges as rectangular cuboid. Similar to the point obstacles, the height of the obstacle was based on the height reported by the FAA DOF. Accordingly, the analysis using the bridge dataset should be viewed as risk averse and conservative. It is possible that a manned aircraft was hundreds of feet away from an obstacle in actuality but the estimated standoff distance could be significantly less. Additionally, all obstacles are represented with a fixed height, the potentially flat and low level entrances of the bridge are assumed to have the same height as the tall bridge towers. The attached figure illustrates an example simulated bridge.

It would had been extremely computational inefficient to calculate the standoff distance for all possible track points. Instead, we define an encounter between an aircraft and obstacle as when an aircraft flying 3069 feet AGL or less comes within 3000 feet laterally of any obstacle in a 60 second time interval. If the criteria were satisfied, then for that 60 second track segment we calculate the standoff distance to all nearby obstacles. Vertical separation was based on the MSL altitude of the track and the maximum MSL height of an obstacle.

For each combination of aircraft track and obstacle datasets, the results were organized seven different ways. Filtering criteria were based on aircraft type and distance away from runways. Runway data was sourced from the FAA runways of the United States, Puerto Rico, and Virgin Islands open dataset. Aircraft type was identified as part of the em-processing-opensky workflow.

• All: No filter, all observations that satisfied encounter conditions
• nearRunway: Aircraft within or at 2 nautical miles of a runway
• awayRunway: Observations more than 2 nautical miles from a runway
• glider: Observations when aircraft type is a glider
• fwme: Observations when aircraft type is a fixed-wing multi-engine
• fwse: Observations when aircraft type is a fixed-wing single engine
• rotorcraft: Observations when aircraft type is a rotorcraft

License

This dataset is licensed under Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International(CC BY-NC-ND 4.0).

This license requires that reusers give credit to the creator. It allows reusers to copy and distribute the material in any medium or format in unadapted form and for noncommercial purposes only. Only noncommercial use of your work is permitted. Noncommercial means not primarily intended for or directed towards commercial advantage or monetary compensation. Exceptions are given for the not for profit standards organizations of ASTM International and RTCA.

MIT is releasing this dataset in good faith to promote open and transparent research of the low altitude airspace. Given the limitations of the dataset and a need for more research, a more restrictive license was warranted. Namely it is based only on only observations of ADS-B equipped aircraft, which not all aircraft in the airspace are required to employ; and observations were source from a crowdsourced network whose surveillance coverage has not been robustly characterized.

As more research is conducted and the low altitude airspace is further characterized or regulated, it is expected that a future version of this dataset may have a more permissive license.

Distribution Statement

DISTRIBUTION STATEMENT A. Approved for public release. Distribution is unlimited.

© 2021 Massachusetts Institute of Technology.

Delivered to the U.S. Government with Unlimited Rights, as defined in DFARS Part 252.227-7013 or 7014 (Feb 2014). Notwithstanding any copyright notice, U.S. Government rights in this work are defined by DFARS 252.227-7013 or DFARS 252.227-7014 as detailed above. Use of this work other than as specifically authorized by the U.S. Government may violate any copyrights that exist in this work.

This material is based upon work supported by the Federal Aviation Administration under Air Force Contract No. FA8702-15-D-0001. Any opinions, findings, conclusions or recommendations expressed in this material are those of the author(s) and do not necessarily reflect the views of the Federal Aviation Administration.

This document is derived from work done for the FAA (and possibly others); it is not the direct product of work done for the FAA. The information provided herein may include content supplied by third parties. Although the data and information contained herein has been produced or processed from sources believed to be reliable, the Federal Aviation Administration makes no warranty, expressed or implied, regarding the accuracy, adequacy, completeness, legality, reliability or usefulness of any information, conclusions or recommendations provided herein. Distribution of the information contained herein does not constitute an endorsement or warranty of the data or information provided herein by the Federal Aviation Administration or the U.S. Department of Transportation. Neither the Federal Aviation Administration nor the U.S. Department of

The North American Regional Reanalysis (NARR) is a regional reanalysis of North America containing temperatures, winds, moisture, soil data, and dozens of other parameters. Produced by the National Centers for Environmental Prediction (NCEP), the NARR model assimilates a great amount of observational data to produce a long-term picture of weather over North America. The data that are assimilated in order to initialize the model to real-world conditions are temperatures, winds, and moisture from radiosondes as well as pressure data from surface observations. Also included in this dataset are dropsondes, pibals, aircraft temperatures and winds, satellite radiance from polar satellites, and cloud drift winds from geostationary satellites. Use of a regional weather model over the North American continent has produced a dataset with a period of record spanning from 1979 to present. The horizontal distance between grid points in the NARR dataset is an impressive 20 miles, or 32 kilometers, apart.

For calculating the GLOWOPT representative route network, a forecast model chain was used. The model was calibrated with 2019 flight movement data (unimpeded by COVID-19) and provided forecasted aircraft movements from the year 2019 (~2020) to 2050 in 5 years intervals.

Two formats of datasets are generated with the results of the forecast model chain, a csv file format and 4-dimensional array supported with MATLAB (.mat).

CSV Datasets

For each forecasted year a csv file is generated with the information on the origin-destination (OD) airports IATA codes, region, latitude and longitude of OD pair, representative aircraft type along with the aircraft category , the average load factor and finally, the distance between the OD pair. The airports worldwide are sub-dived into nine regions namely Africa, Asia, Caribbean, Central America, Europe, Middle East, North America, Oceania and South America. There are total of seven datasets, one for each forecasted year i.e. for years 2019 (~2020), 2025, 2030, 2035, 2040, 2045 and 2050.

Description of the data labels:

Origin- Origin airport IATA code

Origin_Region- Region of the Origin Airport

Origin_Latitude- Latitude of the Origin Airport

Origin_Longitude- Longitude of the Origin Airport

Destination- Destination airport IATA code

Destination_Region- Region of the Destination Airport

Destination_Latitude- Latitude of the Destination Airport

Destination_Longitude- Longitude of the Destination Airport

AcType- Representative aircraft type

Load_Factor- Average load factor per flight

Yearly_Frequency- Total aircraft movements per annum

RefACType- Aircraft Category based on number of seats (Category 6 represents aircraft with seats 252-301 and category 7 represents aircraft with seats greater than 302.)

Distance- Great circle distance between Origin and Destination in Km.

MATLAB Datasets

The dataset generated with MATLAB is a 4-dimensional array with the extension *.mat. The first dimension is the region of the origin airport and subsequently the second dimensions contains the region of the destination airport. The third and fourth dimension are the aircraft category based on seat numbers and the categorized great circle distances. The information received therein is a 1X1 cell with the IATA codes of the OD pairs, frequency and great circle distance in Km.

The 4D array is categorised such that the user can select the route segment specific to a region or a combination of regions. The range categorisation in combination with an aircraft category additionally offers the user the possibility to select routes depending on their great circle distances. The ranges are categorised to represent very short range (0-2000 km), short range (2000-6000 km), medium range (6000-10000 km) and long range (10000 – 15000 km).

Indexing based on the categorisation of the 4D array dataset - Refer to file 'Indexing_MAT_Dataset.PNG'

For example:

To derive the OD pairs and yearly frequency of aircraft movements for routes which originate from Europe and are destined to Asia, operated with category 6 aircraft type and are separated by distances between 10,000 to 15,000 km:

In MATLAB (Indexing based on file 'Indexing_MAT_Dataset.PNG' ):

Route_Network (5,2,1,4),

Description on Index:

5 – Europe: Origin Region

2 – Asia: Destination Region

1– Category 6: Aircraft Type

4 – 10000-15000 km: Range

NOAA is responsible for depicting on its nautical charts the limits of the 12 nautical mile Territorial Sea, 24 nautical mile Contiguous Zone, and 200 nautical mile Exclusive Economic Zone (EEZ). The outer limit of each of these zones is measured from the U.S. normal baseline, which coincides with the low water line depicted on NOAA charts and includes closing lines across the entrances of lega...

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ABSTRACT: This data set provides monthly summary climate data at 1-km x 1-km spatial resolution for four Daymet variables; minimum and maximum temperature, precipitation, and vapor pressure. These single month summary data products are produced for each month for individual years and covers the period of record from 1980 to 2014. The monthly climatological summaries are derived from the much larger data set of daily weather parameters (Thornton et al., 2014), produced on a 1-km x 1-km grid over the conterminous United States, Southern Canada, and Mexico as station data inputs allow (Thornton, et al., 2014). Daymet monthly summary data are available from the ORNL DAAC via two download mechanisms: 1. Search and Order or FTP Browse: Files are in both netCDF version 4.0 format or GeoTIFF file formats. There are a total of 1,680 *.nc4 files and 1,680 .tif files for the four Daymet parameters (prcp, tmax, tmin, and vp) for 35 years (1980 -2014). 2.THREDDS (Thematic Real-time Environmental Data Services) Data Server: Data can be subset spatially and temporally prior to downloading. Subsetting and downloading of files available through THREDDS has a 2-GB file size limitation.

Sea surface temperature (SST) plays an important role in a number of ecological processes and can vary over a wide range of time scales, from daily to decadal changes. SST influences primary production, species migration patterns, and coral health. If temperatures are anomalously warm for extended periods of time, drastic changes in the surrounding ecosystem can result, including harmful effects such as coral bleaching. This layer represents the annual average of the maximum anomaly of SST (degrees Celsius) from 2000-2013.

Three SST datasets were combined to provide continuous coverage from 1985-2013. The concatenation applies bias adjustment derived from linear regression to the overlap periods of datasets, with the final representation matching the 0.05-degree (~5-km) near real-time SST product. First, a weekly composite, gap-filled SST dataset from the NOAA Pathfinder v5.2 SST 1/24-degree (~4-km), daily dataset (a NOAA Climate Data Record) for each location was produced following Heron et al. (2010) for January 1985 to December 2012. Next, weekly composite SST data from the NOAA/NESDIS/STAR Blended SST 0.1-degree (~11-km), daily dataset was produced for February 2009 to October 2013. Finally, a weekly composite SST dataset from the NOAA/NESDIS/STAR Blended SST 0.05-degree (~5-km), daily dataset was produced for March 2012 to December 2013.

The SST average annual maximum anomaly was calculated by taking the average of the annual maximum SST values in exceedance of the maximum monthly climatological SST from 2000-2013 for each pixel.

The Proclamation 5030 by the President of the United States of America (10 March 1983) states that the exclusive economic zone of the United States is a zone contiguous to the territorial sea, including zones contiguous to the territorial sea of the United States, the Commonwealth of Puerto Rico, the Commonwealth of the Northern Mariana Islands (to the extent consistent with the Covenant and the United Nations Trusteeship Agreement), and United States overseas Territories and possessions. The exclusive economic zone extends to a distance 200 nautical miles from the baseline from which the breadth of the territorial sea is measured. In cases where the maritime boundary with a neighbouring State remains to be determined, the boundary of the exclusive economic zone shall be determined by the United States and other State concerned in accordance with equitable principles.

Within the exclusive economic zone, the United States has, to the extent permitted by international law, (a) sovereign rights for the purpose of exploring, exploiting, conserving and managing natural resources, both living and non-living, of the sea-bed and subsoil and the superjacent waters and with regard to other activities for the economic exploitation and exploration of the zone, such as the production of energy from the water, currents and winds; and (b) jurisdiction with regard to the establishment and use of artificial islands, and installations and structures having economic purposes, and the protection and preservation of the marine environment.

https://www.un.org/depts/los/LEGISLATIONANDTREATIES/PDFFILES/USA_1983_Proclamation.pdf

Statewide AEM Surveys Project Overview

The Department of Water Resources’ (DWR’s) Statewide Airborne Electromagnetic (AEM) Surveys Project is funded through California’s Proposition 68 and the General Fund. The goal of the project is to improve the understanding of groundwater aquifer structure to support the state and local goal of sustainable groundwater management and the implementation of the Sustainable Groundwater Management Act (SGMA).

During an AEM survey, a helicopter tows electronic equipment that sends signals into the ground which bounce back. The data collected are used to create continuous images showing the distribution of electrical resistivity values of the subsurface materials that can be interpreted for lithologic properties. The resulting information will provide a standardized, statewide dataset that improves the understanding of large-scale aquifer structures and supports the development or refinement of hydrogeologic conceptual models and can help identify areas for recharging groundwater.

DWR collected AEM data in all of California’s high- and medium-priority groundwater basins, where data collection is feasible. Data were collected in a coarsely spaced grid, with a line spacing of approximately 2-miles by 8-miles. AEM data collection started in 2021 and was completed in 2023. Additional information about the project can be found on the Statewide AEM Survey website. See the publication below for an overview of the project and a preliminary analysis of the AEM data.

California’s Statewide Airborne Electromagnetic Surveys and Preliminary Hydrogeologic Interpretations

Survey Areas

AEM data are being collected in groups of groundwater basins, defined as a Survey Area. See Survey Area Map for groundwater subbasins within a Survey Area:

• Survey Area 1: 180/400 Foot Aquifer (partial), East Side (partial), Upper Valley, Forebay Aquifer, Paso Robles, Atascadero (limited), Adelaida (limited), Cuyama Valley.
• Survey Area 2: Scott River Valley, Shasta Valley, Butte Valley, Tulelake, Fall River Valley (limited), Big Valley (Modoc/Lassen County).
• Survey Area 3: Big Valley (Lake County), Ukiah Valley, Santa Rosa Plain, Petaluma Valley, Sonoma Valley.
• Survey Area 4: White Wolf, Kern County, Tulare Lake, Tule, Kaweah.
• Survey Area 5: Pleasant Valley, Westside, Kings, Madera, Chowchilla, Merced, Turlock, Modesto, Delta-Mendota
• Survey Area 6: Cosumnes, Tracy, Eastern San Joaquin, East Contra Costa, Solano, Livermore, South American, North American, Yolo, Sutter, South Yuba, North Yuba
• Survey Area 7: Colusa, Butte, Wyandotte Creek, Vina, Los Molinos, Corning, Red Bluff, Antelope, Bowman, Bend, Millville, South Battle Creek, Anderson, Enterprise, Eel River, Sierra Valley
• Survey Area 8: Seaside, Monterey, 180/400 (partially surveyed Summer 2021), Eastside (partially surveyed Summer 2021), Langley, Pajaro, Santa Cruz Mid-County, Santa Margarita, San Benito, and Llagas (partial).
• Survey Area 9: Basin Characterization Pilot Study 1 - Madera and Kings.
• Survey Area 10: San Antonio Creek Valley, Arroyo Grande, Santa Maria, San Luis Obispo, Los Osos Area, Warden Creek, Chorro Valley (limited), Morro Valley (limited)
• Survey Area 11: Indian Wells Valley, Rose Valley, Owens Valley, Fish Slough, Indio, Mission Creek, West Salton Sea (limited), East Salton Sea (limited), Ocotillo-Clark Valley (limited), Imperial Valley (limited),Chocolate Valley (limited), Borrego Springs, and San Jacinto

Data Reports

Data reports detail the AEM data collection, processing, inversion, interpretation, and uncertainty analyses methods and procedures. Data reports also describe additional datasets used to support the AEM surveys, including digitized lithology and geophysical logs. Multiple data reports may be provided for a single Survey Area, depending on the Survey Area coverage.

Data Availability and Types

All data collected as a part of the Statewide AEM Surveys will be made publicly available, by survey area, approximately six to twelve months after individual surveys are complete (depending on survey area size). Datasets that will be publicly available include:

AEM Datasets

• Raw AEM Data
• Processed AEM Data
• Inverted AEM Data
• Inverted AEM Data Uncertainty Analysis
• Interpreted AEM Data (for coarse fraction)
• Interpreted AEM Data Uncertainty Analysis

Supporting Datasets

• Flown Survey Lines
• Digitized Lithology Logs
• Digitized Geophysical Logs

AEM Data Viewers

DWR has developed AEM Data Viewers to provides a quick and easy way to visualize the AEM electrical resistivity data and the AEM data interpretations (as texture) in a three-dimensional space. The most recent data available are shown, which my be the provisional data for some areas that are not yet finalized. The Data Viewers can be accessed by direct link, below, or from the Data Viewer Landing Page.

• AEM 3D Viewer (Beta) (computer only)

• AEM Profile Viewer

• SGMA Data Viewer (Basin Characterization tab)

AEM Depth Slice and Shallow Subsurface Average Maps

As a part of DWR’s upcoming Basin Characterization Program, DWR will be publishing a series of maps and tools to support advanced data analyses. The first of these maps have now been published and provide analyses of the Statewide AEM Survey data to support the identification of potential recharge areas. The maps are located on the SGMA Data Viewer (under the Hydrogeologic Conceptual Model tab) and show the AEM electrical resistivity and AEM-derived texture data as the following:

• Shallow Subsurface Average: Maps showing the average electrical resistivity and AEM-derived texture in the shallow subsurface (the top approximately 50 feet below ground surface). These maps support identification of potential recharge areas, where the top 50 feet is dominated by high resistivity or coarse-grained materials.

• Depth Slices: Depth slice automations showing changes in electrical resistivity and AEM-derived texture with depth. These maps aid in delineating the geometry of large-scale features (for example, incised valley fills).

Shapefiles for the formatted AEM electrical resistivity data and AEM derived texture data as depth slices and the shallow subsurface average can be downloaded here:

• Electrical Resistivity Depth Slices and Shallow Subsurface Average Maps

• Texture Interpretation (Coarse Fraction) Depth Slices and Shallow Subsurface Average Maps

Technical Memos

Technical memos are developed by DWR's consultant team (Ramboll Consulting) to describe research related to AEM survey planning or data collection. Research described in the technical memos may also be formally published in a journal publication.

• AEM Test Flights to Evaluate the Bias Signal Caused by Vineyard Trellises Containing Metal

• SkyTEM Instrument Comparison for Airborne EM

2018-2020 AEM Pilot Studies

Three pilot studies were conducted in California from 2018-2020 to support the development of the Statewide AEM Survey Project. The AEM Pilot Studies were conducted in the Sacramento Valley in Colusa and Butte county groundwater basins, the Salinas Valley in Paso Robles groundwater basin, and in the Indian Wells Valley groundwater basin.

Provisional Statement

Data Reports and datasets labeled as provisional may be incomplete and are subject to revision until they have been thoroughly reviewed and received final approval. Provisional data and reports may be inaccurate and subsequent review may result in revisions to the data and reports. Data users are cautioned to consider carefully the provisional nature of the information before using it for decisions that concern personal or public safety or the conduct of business that involves substantial monetary or operational consequences.