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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

From Atoms to Wheels: The Role of Multi-Scale Modeling in the Future of Transportation Electrification

Traditionally, prototype hardware is built for validation testing to ensure battery systems design changes meet vehicle-level requirements, which is expensive both in cost and time. Virtual engineering (VE) of battery systems for electric vehicle (EV) propulsion offers a reduced-cost alternative to the traditional development process and uses multi-scale modeling to virtually probe the impact of design changes in a particular part on the overall performance of the system. This allows for rapid iteration over multiple design spaces, without committing to build hardware. This perspective article discusses current trends in VE for EV applications and proposes improvements to accelerate EV adoption.

Garrick, Taylor R. (ORCID:0000000322518129)↗
DOE OSTI2025

Draft Prototype Microreactor Transportation Safety Program

Microreactors are compact reactors capable of producing less than 50 megawatts of electrical energy. Typically, these reactors are factory-fabricated and designed to be easily transportable by truck, rail, vessel, or air. Microreactor designs often assume that the unit can be transported containing either unirradiated or irradiated fuel. The interest in microreactors is driven by several factors, including the need to generate power on at remote locations, at military installations, at facilities such as data centers, and in areas recovering from natural disasters. The U.S. Department of Defense is actively pursuing the microreactor concept to meet the increasing energy demands of military operations that require portable and dense power sources. Commercial vendors are also exploring microreactor concepts. The report Microreactor Transportation Emergency Planning Challenges (Maheras et al. 2024) outlined the emergency planning challenges associated with the transportation of microreactors by road, rail, and by barge/ship. The successful commercial deployment and redeployment of microreactors will also require the development of microreactor transportation safety programs. The elements in these safety programs are not specific to microreactors; however, the transport of microreactors may pose unique challenges in these areas. This report builds on the report Microreactor Transportation Emergency Planning Challenges (Maheras et al. 2024) and develops the elements of a prototype microreactor transportation safety program that describes the elements that should be contained vendor-developed microreactor transportation safety programs, identifying the unique elements associated with microreactor transport. This will provide vendors and their transportation contractors a basis for their transportation planning and will accelerate the commercial deployment and redeployment of microreactors by identifying those issues unique to microreactor transport. The emphasis of this report is on highway transport of microreactors. This is based on a U.S. Nuclear Regulatory Commission transportation package approval strategy of crawl-walk-run, where transport by highway is evaluated first (Coles et al. 2021, 2024, Maheras et al. 2021), then other surface modes (rail and barge/ship), and finally air transport. Evaluation of maritime transport of microreactors was recently initiated (Rigato et al. 2024, Maheras et al. 2025). The report first discusses microreactors in general and microreactor transportation safety program planning assumptions. The report then provides a description of the transportation safety planning process and provides an extensive discussion of the elements of transportation safety programs. Specific elements examined included transportation roles and responsibilities, transportation planning, transportation mode and route selection, carrier selection, transportation packaging, advance notification of shipments, public information and communications, emergency response plans and procedures, inspections, security, safe parking, shipment tracking, weather and road conditions, medical preparedness, training and exercises, and program evaluation. The report then identifies the unique elements of a transportation safety program associated with microreactor transport. These unique elements were in the areas of: the unusual nature of microreactor designs, compensatory measures, increased radiation dose rates in the vicinity of microreactors, transportation package approval versus 10 CFR 50.59, and the use of a risk-informed transportation package approval process.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2020

Regulatory Development Challenges and Opportunities for the Safe and Secure Transport of Radioactive Materials

Drafting regulations for transport safety and transport security achieve two separate objectives, which can lead to divergent outcomes. With transport safety, the principle goal is to protect the public and the environment from the effects of ionizing radiation, while in contrast, the principle goal of transport security is to protect the material from malicious actors. While many Member States may have transport safety regulations for radioactive materials, transport security regulatory development is still in its nascent stages globally. Trying to develop harmonized transport safety and transport security regulations could lead to challenges ranging from differences in terminology used in transport safety versus terminology uses in transport security, roles and responsibilities for the variety of stakeholders involved in transport, and finally, the possible role of multiple competent authorities in governing the transport of dangerous goods, which includes radioactive material. While the International Atomic Energy Agency (IAEA) is currently developing a process of a methodology for drafting transport security regulations, any process must address both safety considerations and security requirements. (As the most vulnerable part of the life cycle of radioactive materials, the need for harmonized transport safety/transport security regulations is essential.) This paper investigates the regulatory elements of the safety-security interface for nuclear and other radioactive material in transport. Examining challenges including use of terms, the role of multiple competent authorities, and practical challenges involved in the safe and secure transport of radioactive material, the paper analyzes the need for integrated regulatory development for the safe and secure transport of these materials.

Anderson, Kimberly↗
DOE OSTI2020

GIS Visualization of Transportation Energy Consumption

Transportation is witnessing unprecedented transformation, where emerging technologies are disrupting the way we travel. Be it sharing economy, or micro-mobility, the landscape of urban transportation is undergoing a much-needed paradigm shift. In order to capture and model these shifts, researchers need to be agile in their studies of the current and future transportation landscape. The need for agility in turn calls for sophisticated, intuitive, and reliable means to visualize and share transportation data. Travel is inherently spatial, so methods of visualizing transportation information should also be rooted in spatial analysis. Geographic Information Systems (GIS) are the premier technological framework to analyze and display spatial data. GIS tools have been used in the past to depict flow of vehicles, and display of network conditions (speed, congestion, etc.). However, in an ever-changing technological landscape, spanning advancements in vehicle as well as information systems, depicting vehicle flows falls short of providing a comprehensive picture of the impact these advancements have on travel related energy consumption. To address this issue, this research effort presents a web-based mapping application to visualize how travel related energy flows across a city. The application is being developed by National Renewable Energy Laboratory researchers to integrate various transportation energy consumption models within a GIS schema. This has the goal of enabling rapid analysis of energy impacts of the dramatically evolving transportation environment. The application is being developed using a Python framework for ArcGIS Online. Using road network data from the City of Columbus, Ohio and traffic data from CATT Laboratory's Regional Integrated Transportation Information System, transportation energy consumption will be modeled at a macro level. The application aims to provide highly accurate data while still maintaining the flexibility needed to adapt the model when new technologies arise. The methodology presented through this effort is expected to provide insights into how light-duty vehicles use energy on a large scale based on the road network they use. The application will also provide data exports to enable sharing and collaboration. " need for agility in turn calls for sophisticated, intuitive, and reliable means to visualize and share transportation data. Travel is inherently spatial, so methods of visualizing transportation information should also be rooted in spatial analysis. Geographic Information Systems (GIS) are the premier technological framework to analyze and display spatial data. GIS tools have been used in the past to depict flow of vehicles, and display of network conditions (speed, congestion, etc.). However, in an ever-changing technological landscape, spanning advancements in vehicle as well as information systems, depicting vehicle flows falls short of providing a comprehensive picture of the impact these advancements have on travel related energy consumption. To address this issue, this research effort presents a web-based mapping application to visualize how travel related energy flows across a city. The application is being developed by National Renewable Energy Laboratory researchers to integrate various transportation energy consumption models within a GIS schema. This has the goal of enabling rapid analysis of energy impacts of the dramatically evolving transportation environment. The application is being developed using a Python framework for ArcGIS Online. Using road network data from the City of Columbus, Ohio and traffic data from CATT Laboratory's Regional Integrated Transportation Information System, transportation energy consumption will be modeled at a macro level. The application aims to provide highly accurate data while still maintaining the flexibility needed to adapt the model when new technologies arise. The methodology presented through this effort is expected to provide insights into how light-duty vehicles use energy on a large scale based on the road network they use. The application will also provide data exports to enable sharing and collaboration.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Energy-based break-even transportation distance of biomass feedstocks

The distance a solid biomass feedstock could be used to transport the feedstock when used as biobased fuel is critical information for transportation analysis. However, this information is not available. The break-even transportation distance (BTD) of various fuels from biomass feedstocks and fossil sources was analyzed for truck, rail, and ship transport modes based on bulk density, moisture content, and specific energy. Fourteen different biomass feedstocks, such as crop residues (e.g., corn stover), woody biomass (e.g., wood chips), including thermally pretreated (torrefied) and densified forms (pellets), cattle feedlot compost, and three standard fossil fuels, namely, coal, lignite, and diesel, were considered for BTD analysis and comparison. The BTD values were derived by comparing the energy content of biomass feedstocks with the energy expended in transporting the fuels through selected transportation modes. For ready reference, an alternative derivation of BTD equations and example calculations were also presented. Among the biomass feedstocks, torrefied pellets had the highest BTD (4.16 × 10 4 , 12.47 × 10 4 , and 54.14 × 10 4 km), and cattle feedlot compost had the lowest BTD (1.29 × 10 4 , 3.88 × 10 4 , and 9.23 × 10 4 km), respectively, for truck, rail, and ship. Higher bulk density and higher specific energy of the biomass feedstocks increased the BTD for all modes of transport. Transport is most efficient when mass-limited. Biomass feedstock bulk densities where transportation becomes mass-limited are 223, 1,480, and 656 kg/m 3 for truck, rail, and ship, respectively. Truck transport is typically mass-limited (payload limit restriction; increased BTD), whereas rail transport is entirely volume-limited (cargo space restriction; decreased BTD), and ship transport is mostly volume-limited for biomass feedstocks and mass-limited for densified biomass feedstocks. Ship transport is the most efficient, followed by rail and truck; on average for the materials (17) studied, rail is 3.1 times and ship is 9.2 times the truck's BTD. Based on the bulk density and higher specific energy of the biomass feedstocks, regardless of the refinery location, interstate truck transport of these feedstocks is not a limiting factor in the bio-refining process., with the studied biomass feedstock BTD per truckload representing between 0.89 and 2.88 times the US perimeter.

09 BIOMASS FUELS↗
DOE OSTI2022

The contribution of bioenergy to the decarbonization of transport: a multi-model assessment

The expected growth in the demand for passenger and freight services exacerbates the challenges of reducing transport GHG emissions, especially as commercial low-carbon alternatives to petroleum fuels are limited for shipping, air and long-distance road travel. Biofuels can offer a pathway to significantly reduce emissions from these sectors, as they can easily substitute for conventional liquid fuels in internal combustion engines. In this paper, we assess the potential of bioenergy to reduce transport GHG emissions through an analysis leveraging various integrated assessment models and scenarios, as part of the 33rd Energy Modeling Forum study (EMF-33). Furthermore, we find that bioenergy can contribute a significant, albeit not dominant, proportion of energy supply to the future transport sector: in scenarios aiming to keep the temperature increase below 2 °C by the end of the twenty-first century, models project that in 2100 bioenergy can provide on average 42 EJ/yr (ranging from 5 to 85 EJ/yr) for transport (compared to 3.7 EJ in 2018), mainly through lignocellulosic fuels. This makes up 9–62% of final transport energy use. Only a small amount of bioenergy is projected to be used in transport through electricity and hydrogen pathways, with a larger role for biofuels in road passenger transport than in freight. The association of carbon capture and storage (CCS) with bioenergy technologies (BECCS) is a key determinant in the role of biofuels in transport, because of the competition for biomass feedstock to provide other final energy carriers along with carbon removal. Among models that consider CCS in the biofuel conversion process the average market share of biofuels is 21% in 2100 (ranging from 2 to 44%), compared to 10% (0–30%) for models that do not. Cumulative direct emissions from the transport sector account for half of the emission budget (from 306 to 776 out of 1,000 GtCO 2 ). However, the carbon intensity of transport decreases as much as other energy sectors in 2100 when accounting for process emissions, including carbon removal from BECCS. Lignocellulosic fuels become more attractive for transport decarbonization if BECCS is not feasible for any energy sectors. Since global transport service demand increases and biomass supply is limited, its allocation to and within the transport sector is uncertain and sensitive to assumptions about political as well as technological and socioeconomic factors.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

Loss of Multiple ABCB Auxin Transporters Recapitulates the Major twisted dwarf 1 Phenotypes in Arabidopsis thaliana

FK506-BINDING PROTEIN 42/TWISTED DWARF 1 (FKBP42/TWD1) directly regulates cellular trafficking and activation of multiple ATP-BINDING CASSETTE (ABC) transporters from the ABCB and ABCC subfamilies. abcb1 abcb19 double mutants exhibit remarkable phenotypic overlap with twd1 including severe dwarfism, stamen elongation defects, and compact circinate leaves; however, twd1 mutants exhibit greater loss of polar auxin transport and additional helical twisting of roots, inflorescences, and siliques. As abcc1 abcc2 mutants do not exhibit any visible phenotypes and TWD1 does not interact with PIN or AUX1/LAX auxin transporters, loss of function of other ABCB auxin transporters is hypothesized to underly the remaining morphological phenotypes. Here, gene expression, mutant analyses, pharmacological inhibitor studies, auxin transport assays, and direct auxin quantitations were used to determine the relative contributions of loss of other reported ABCB auxin transporters (4, 6, 11, 14, 20, and 21) to twd1 phenotypes. From these analyses, the additional reduction in plant height and the twisted inflorescence, root, and silique phenotypes observed in twd1 compared to abcb1 abcb19 result from loss of ABCB6 and ABCB20 function. Additionally, abcb6 abcb20 root twisting exhibited the same sensitivity to the auxin transport inhibitor 1-napthalthalamic acid as twd1 suggesting they are the primary contributors to these auxin-dependent organ twisting phenotypes. The lack of obvious phenotypes in higher order abcb4 and abcb21 mutants suggests that the functional loss of these transporters does not contribute to twd1 root or shoot twisting. Analyses of ABCB11 and ABCB14 function revealed capacity for auxin transport; however, their activities are readily outcompeted by other substrates, suggesting alternate functions in planta, consistent with a spectrum of relative substrate affinities among ABCB transporters. Overall, the results presented here suggest that the ABCB1/19 and ABCB6/20 pairs represent the primary long-distance ABCB auxin transporters in Arabidopsis and account for all reported twd1 morphological phenotypes. Other ABCB transporters appear to participate in highly localized auxin streams or mobilize alternate transport substrates.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2020

Contaminant Transport Modeling for Technology Evaluation and Long-Term Monitoring in the Tims Branch Testbed, SC - 20343

Studies conducted at U.S. DOE sites have shown the presence of heavy metals, radionuclides, and volatile organic compounds in surface water, groundwater, and soil as a result of nuclear activity in the Cold War era. Since the 1990's, innovative cleanup methods have been implemented in the Tims Branch watershed at Savannah River Site (SRS) to limit the contaminant flux to the stream that have reduced the contaminant concentrations to acceptable regulatory levels in the dissolved phase. A tin-based treatment which effectively eliminated all local anthropogenic mercury inputs to this ecosystem resulted in a known step function addition of inert tin oxide particles which now serve as a potential tracer for sedimentation and particle transport processes in the stream. The long-term effectiveness of this and other remediation techniques and the potential for remobilization of adsorbed contaminant in sediment during extreme hydrologic conditions however remains unclear. It is therefore important to understand not only the fate and transport of dissolved contaminants, but also the movement of sediment and the relevant interactions with dissolved contaminant. To narrow this knowledge gap, a study is being conducted using the Tims Branch watershed as a stream-scale ecosystem test-bed to identify the primary transport processes of major contaminants of concern (such as mercury, nickel and uranium) with an emphasis on interactions with sediment transport. This involves the development of a fully distributed hydrologic watershed model of the Tims Branch watershed to predict streamflow under extreme weather conditions, as well as the development of a comprehensive contaminant transport model that can properly account for coupled contaminant and sediment transport. Review of relevant research reports and peer-reviewed journals revealed that aside from advection-dispersion transport of dissolved contaminants, adsorption and desorption with suspended solids and bed sediment also play an important role in the transport of those contaminants of concern. To develop the fully distributed hydrologic watershed model, the MIKE SHE 2-dimensional (2D) land surface/3D groundwater model that simulates surface/subsurface hydrologic processes (such as overland flow, evapotranspiration, and infiltration) was coupled with a 1D streamflow model that accounts for stream water hydraulics (such as hydraulic structures, cross-sections, and network). To model contaminant transport, the MIKE 11 streamflow component was coupled with the MIKE 11 AD module that simulates solute transport through advection and dispersion, and MIKE ECO Lab module that accounts for both sediment transport and interactions with dissolved contaminant. At this stage, the development and optimization of the fully distributed hydrologic model has been completed, achieving satisfactory statistical results between observed and predicted discharge as indicated by a root mean square error (RMSE) of 0.039 cms and a Nash-Sutcliffe efficiency coefficient (NSE) of 0.764. The ongoing development of the contaminant transport model has also yielded realistic results from preliminary tests. Results from this study are a key to evaluating the effectiveness of tin (II)-based mercury treatment of wetlands at the SRS site, and are also relevant to evaluating the potential of using this type of novel remediation technology in other mercury-contaminated stream systems. Knowledge acquired from this research will also support interpretation of historical data on the trends of contaminant concentration distribution in Tims Branch, particularly considering the effect of extreme hydrological events on the stream flow and pollutant transport. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2021

Proposed Risk-Informed Regulatory Framework for Approval of Microreactor Transportation Packages

Microreactors are very small nuclear reactors with a power output of about 20 megawatts electric or less that are designed to be factory-built, modular in nature, and highly portable. These compact reactors will be small enough to be transported by truck or even air and could help solve energy challenges in a number of areas, ranging from remote commercial or residential locations to military bases. Pacific Northwest National Laboratory is tasked to develop and evaluate transportation licensing options for microreactors. The work is funded by the National Reactor Innovation Center a National Department of Energy program led by Idaho National Laboratory for the Office of Nuclear Energy Research and Development which support demonstration of microreactor technology. Key transportation steps include the (1) initial movement of high-assay low enriched uranium fresh fuel, (2) transportation of an intact, but never-operated microreactor, and (3) transportation of an intact, previously-operated microreactor. The deliverables on the project consists of a documentation of applicable regulations and regulatory authority for transportation. The objective of this report is to propose a risk-informed regulatory framework for the licensing of the transportation of microreactors, including the transportation of irradiated nuclear fuel that is assumed to be an integral component of the microreactor transportation package. The framework lays out a viable regulatory pathway, including decision points for regulatory options and the supporting technical evaluations for those options in phases from near to long term. This report includes discussion of the (1) general microreactor design concepts including representative microreactor source terms, (2) options for regulatory approval of microreactor transportation based on current regulation and historical precedence, (3) regulatory basis for including risk information in microreactor transportation licensing activities, and (4) description of a risk-informed regulatory framework.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2021

Proposed Risk-Informed Regulatory Framework for Approval of Microreactor Transportation Packages

Microreactors are very small nuclear reactors with a power output of about 20 megawatts electric or less that are designed to be factory-built, modular in nature, and highly portable. These compact reactors will be small enough to be transported by truck or even air and could help solve energy challenges in a number of areas, ranging from remote commercial or residential locations to military bases. Pacific Northwest National Laboratory is tasked to develop and evaluate transportation licensing options for microreactors. The work is funded by the National Reactor Innovation Center a National Department of Energy program led by Idaho National Laboratory for the Office of Nuclear Energy Research and Development which support demonstration of microreactor technology. Key transportation steps include the (1) initial movement of high-assay low enriched uranium fresh fuel, (2) transportation of an intact, but never-operated microreactor, and (3) transportation of an intact, previously-operated microreactor. The deliverables on the project consists of a documentation of applicable regulations and regulatory authority for transportation. The objective of this report is to propose a risk-informed regulatory framework for the licensing of the transportation of microreactors, including the transportation of irradiated nuclear fuel that is assumed to be an integral component of the microreactor transportation package. The framework lays out a viable regulatory pathway, including decision points for regulatory options and the supporting technical evaluations for those options in phases from near to long term. This report includes discussion of the (1) general microreactor design concepts including representative microreactor source terms, (2) options for regulatory approval of microreactor transportation based on current regulation and historical precedence, (3) regulatory basis for including risk information in microreactor transportation licensing activities, and (4) description of a risk-informed regulatory framework.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2021

Factors associated with emerging multimodal transportation behavior in the San Francisco Bay Area

Abstract This paper identifies the influence of demographic, local transportation environment, and individual preferences for transportation attributes on multimodal transportation behavior in an urban environment with emergent transportation mode availability. Multimodality is the use of more than one mode of transportation during a given timeframe. Multimodality has been considered a key component of sustainable and efficient transportation systems, as this travel behavior can represent a shift away from personal vehicle use to more sustainable transportation modes, especially in urban environments with diverse transportation systems and emergent shared transportation alternatives (e.g., carsharing, ridehailing, bike sharing). However, it is unclear what factors contribute towards people being more likely to exhibit multimodal transportation behavior in modern urban environments. We assessed commuting behavior based on a survey administered in the San Francisco Bay Area according to whether residents commuted (i) exclusively by vehicle, (ii) by a mix of vehicle and non-vehicle modes, or (iii) exclusively by non-vehicle modes. A classification tree approach identified correlations between commuting classes and demographic variables, preferences for transportation attributes, and location-based information. The characterization of commuting styles could inform regional transportation policy and design that aims to reduce vehicle use by identifying the demographic, preference, and location-based considerations correlated with each commuting style.

McAuliffe Wells, Emily↗