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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 OSTI2025

Unlocking load growth at the grid edge: Practices for managing, recovering, and allocating distribution system investments

Utilities and utility regulators are preparing to make significant investments in the electricity distribution system driven by expected load growth in coming years and decades. Regulators will be tasked with vetting investment proposals and implementing cost recovery and allocation mechanisms. In particular, state regulators are anticipating the need to make proactive distribution system investments, building the capability to serve new load in advance of demand. This report focuses on load growth from homes and businesses that adopt electric vehicles and heat pump heating technologies. Through a review of legislation and regulatory dockets in a subset of states, we provide insights into emerging utility and regulatory practices to recover and allocate costs of electrification-driven distribution system investments necessary to accommodate these technologies. Our review focused on utility electrification programs, line extension policies, and proactive investments. Our report is largely descriptive, offering detailed information about approaches different state commissions and utilities have implemented to inform future decision-making.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2025

Hourly Load Profile Dataset for Federal, State, and Municipal Electric Vehicle Fleets in the United States

The electrification of U.S. federal, state, and municipal fleets is accelerating rapidly, driven by an increased availability of competitive electric vehicle (EV) options and supportive policies and targets. The dataset described in this report, accessible at data.nrel.gov/submissions/280, provides a critical foundation for identifying fleet electricity demand, projecting these future demands, and developing actionable strategies to support the widespread electrification of government fleets. The dataset incorporates available fleet data, including 54% of federal agency vehicles approved for analysis (notably, the U.S. Postal Service is absent). Additionally, it includes data from 50,000 state government vehicles and 94,000 local government vehicles. While this represents a small fraction of the 4.4 million vehicles owned by state and local governments reported by the Federal Highway Administration (2022), the framework supports future expansion as more fleet inventory data become available.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Vehicle Automation Benefits and Challenges for Passenger Transport System Beyond Automated Driving

The National Renewable Energy Laboratory has been researching the implementation of fully automated passenger transport systems to be operated within dense urban settings, referred to as Automated Mobility Districts, based on roadway vehicle automation as opposed to track or train-based automation. This research, now in its third phase, is presently addressing the full spectrum of benefits and challenges of full automation of passenger transport systems with respect to fleet electrification and the associated multimodal, large fleet operational management, benefits beyond simply automating the driving tasks. The focal points summarized in the paper and presentation address the benefit-analysis of fleet automation to address added complexities imposed on the multi-fleet operational management when there is a simultaneous implementation of an on-demand service mode that connects with and optimizes the effectiveness of legacy transit systems and new sub-regional autonomous vehicle fleets, with specific emphasis on enhanced ability to better meet peak ridership demand. The research also begins to address challenges in operations arising from lack of personnel present to handle unexpected customer and system needs. Combined, this research articulates vehicle automation benefits and challenges beyond simply automating the driving tasks, addressing additional operational benefits automation provides to address the added complexities imposed by electrification and on-demand modes of operation.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Forecasting EV Charging Demand on the Distribution System

The U.S. transportation and electricity sectors have historically operated independently, but the growth of electric vehicles (EVs) is driving their convergence. After decades of stagnant demand, utilities must prepare for rising load growth, driven in part by transportation electrification. Utilities must anticipate when and where these new loads will materialize to effectively manage EV growth and maintain grid reliability. This presentation outlines NREL's approach to developing high-resolution EV load datasets for distribution planning, with insights from the Multi-State Transportation Electrification Impact Study on EV and load forecasting, infrastructure requirements, and managed charging strategies.

25 ENERGY STORAGE↗
DOE OSTI2025

Synopsis of NREL's Automated Mobility District (AMD) Research Program and Associated Publications

An automated mobility district (AMD) envisions a system of integrated mobility options that serves major activity centers such as campuses, central business districts, and large medical facilities. The National Renewable Energy Laboratory (NREL) has been investigating the implementation prospects for fully automated passenger transport systems that are deployed to operate within dense urban settings. This document provides a synopsis of findings revealed over the last three phases of work, which have yielded insights into the creation and management of AMDs anticipated to use automated vehicle (AV) technology over the next decade. Phase I and Phase II tracked the deployment and lessons learned from 10 early-stage demonstrations of automated shuttle deployments, and their associated insights into the challenges for automated driving systems to achieve safe operations within district-scale deployments. Phase III began in-depth investigations of critical subsystem components, as automation, electrification, and on-demand service continue to converge within initial AMD operations. These directed studies focus on elements of electrification, curbfront/station management, the role of infrastructure sensing, and overall integration of AMD safety management in central, simultaneous coordination of multiple AMD fleets. Future research in AMDs includes systems engineering methodology (more frequently referred to as "digital twins") for planning, design, testing, and ongoing operation of AMDs; location (or co-location) of management functions; and human supervision and passenger communications for safety and security in unattended vehicles. The synopsis references the foundational research products (papers and presentations) that have been published through conference proceedings, journal articles, and NREL reports.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Spatially Resolved Domicile Charging Demands for Light-, Medium-, and Heavy-Duty Electric Vehicles in Virginia

The use of plug-in electric vehicles (PEVs) and resulting grid impacts are likely to grow rapidly, and evaluation of optimal smart charge management and grid integration strategies is warranted now. Evaluating distribution grid impacts requires fine-grained models of PEV operations to estimate charging loads across diverse vehicles at high spatial resolution. We propose such a model and consider a high-electrification scenario in Richmond and Newport News, Virginia. Our framework considers four categories of vehicle that are amenable to early aggressive electrification: light-duty passenger vehicles (LDV), trucks and vans with a focus on delivery or other local operations, school buses, and transit buses. These vehicles have a relatively consistent domicile, reducing the need for public charging infrastructure rollout to electrify. We apply a recent LDV model and propose new models for each vocation of medium- and heavy-duty vehicle, leveraging telematics data. We demonstrate our framework in Virginia and find energy demands in the region may total 15 GWh day, with most consumed by LDV. However, considering power demand at high spatial resolution reveals a different trend: LDVs have relatively small peak loads at specific sites (peak site demand around 800 kW) compared to average and high demand medium- and heavy-duty vehicle charging sites (peak site demand around 6,000 kW at a transit bus depot, 1,500 kW at a local freight hub, and 1,000 kW at a school). Our framework yields insights on the relative impacts of each vocation and enables future work to tailor grid integration strategies to each vehicle category.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Electrify Monterey Bay

The Electrify Monterey Bay project, delivered by Central Coast Energy Services (CCES) under DOE Weatherization Assistance Program Enhancement & Innovation (E&I) funding, was designed to demonstrate scalable, low-income residential electrification across the Monterey Bay region over a 36-month performance period. The original production goal was to electrify at least 50 households; CCES exceeded this benchmark by completing electrification work in 86 households. Targeting criteria prioritized households located in disadvantaged communities and/or with an energy burden >6.5% (defined as average household energy costs divided by average household countable income). Across participating households, the average energy burden was 28%, indicating a high-need population and supporting the program’s equity and affordability objectives.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2026

Future Projections of Lifecycle Cost and Greenhouse Gas Emissions of Light-Duty Vehicles

Vehicles with electrified powertrains carry the promise of significant reductions in greenhouse gas (GHG) emissions from a lifecycle analysis (LCA) standpoint compared to conventional internal combustion engine (CICE) vehicles. However, trade-offs exist between different types of electrified powertrains in terms of cost, consumer acceptance, and GHG reduction efficacy for different operating conditions. The open-source tool CarGHG was developed with an aim to enable the exploration of a plethora of parametric study scenarios, including the cost of electrification technologies, different driving patterns and charging habits, and the cost and carbon intensity of electricity and fuel blends. This paper introduces the framework of CarGHG, then showcases total cost of ownership (TCO) and LCA GHG results for select models of light-duty vehicles. Another capability of CarGHG, which is the ability to estimate the performance of “virtual” vehicle models (perceived vehicle design specifications not yet on the market), is utilized to explore future scenarios of electrification and low-carbon fuel blends for Small Sports Utility Vehicles (SUVs), a popular light-duty vehicle segment in North America. With opportunities, but also uncertainties, in future scenarios, it is likely wise to continue pursuing multiple ways towards the reduction of LCA GHG.

Hamza, Karim↗
DOE OSTI2026

Assessing Geospatial and Seasonal Influences on Energy and Cost-Efficiency of Drayage Trucks

The electrification of heavy-duty vehicles is a critical pathway toward improved energy efficiency in the freight sector. The current battery electric truck technology poses several challenges to commercial vehicle operations, such as limited driving range, sensitivity to climate conditions, and long recharging times. Estimating the energy consumption of heavy-duty electric trucks is crucial to assessing the feasibility of fleet electrification and its impact on the electric grid. This article focuses on developing a model-based simulation approach to predict and analyze the energy consumption of electric trucks by considering the impact of weather and geographical conditions on vehicle road load and auxiliary components power consumption, as well as the impact these factors have on driving range. Specifically, drayage trucks employed in logistics around maritime ports are used as a case study, with consideration of seasonal climate variations and geographical characteristics at different locations. The article includes results for three major container ports within the United States, providing region-specific insights into the energy requirements and driving range of the electric drayage trucks in these regions, which will inform decision-makers in integrating electric trucks into the existing drayage operations and plan investments for electric grid development.

Sujan, Vivek [ORNL] (ORCID:0000000269882342)↗
DOE OSTI2026

Techno-Economic Evaluation of Electrified Vehicle Options in Drayage Fleets

The electrification of drayage fleets offers potential economic and operational benefits, but the financial viability of electrified vehicles remains sensitive to battery cost, energy price, and fleet usage patterns. While total cost of ownership (TCO) is a useful benchmark, fleet operators and investors are equally concerned with investment performance metrics such as payback period (PB) and Internal Rate of Return (IRR), which better reflect financial risks and investment return timelines. This study develops a unified techno-economic framework that jointly evaluates TCO, PB, and IRR to determine when electrified trucks become cost-effective alternatives to diesel trucks. Building on a previously developed cost modeling tool and using real-world telematics data from a Class 8 drayage fleet at the Port of Savannah, the analysis incorporates projected battery cost trajectories, electricity and diesel price trends, vehicle efficiency improvements, and multiple battery capacities. Parameter ranges reflect widely cited projections and observed drayage-duty-cycle variability. A surrogate-modeling method approximates economic performance across thousands of battery cost–electricity price combinations, enabling high-resolution identification of conditions that achieve TCO parity, acceptable PB thresholds, and target IRR levels. Additionally, the study estimates the evolving share of the fleet that can feasibly electrify over time under multiple economic metrics. This integrated framework offers a novel, data-driven approach to inform risk-aware decision-making for fleet electrification and supports investment planning under evolving cost and operational conditions.

Sun, Ruixiao [ORNL] (ORCID:0000000341768676)↗
NASA NTRS1979

Lightning as an indication of storm severity

There is a substantial case for the theory that cloud electrification is related primarily to strong convection and the sizeable relative air motion that it implies; therefore, the electrification and subsequent discharge rates can be related to the air motion environment of thunderstorms. The isoceraunic contour map used by the WMO for observing and measuring thunderstorm occurrence contains no information on flash rates, flash density, flash relationship to storm severity, or flash variation with meteorological environment. A constant-view geosynchronous lightning mapper would permit simultaneous studies of the lightning discharge patterns and the meteorological environment of storms, thus establishing whether or not there is a reliable enough relationship to use the observed flash rates and characteristics as supplemental guidance for storm forecast refinement.

Dodge, J. C.↗
NASA NTRS1983

Planetary lightning - Earth, Jupiter, and Venus

The principal characteristics of lightning on earth are reviewed, and the evidence for lightning on Venus and Jupiter is examined. The mechanisms believed to be important to the electrification of terrestrial clouds are reviewed, with attention given to the applicability of some of these mechanisms to the atmospheres of Venus and Jupiter. The consequences of the existence of lightning on Venus and Jupiter for their atmospheres and for theories of cloud electrification on earth are also considered. Since spacecraft observations do not conclusively show that lightning does occur on Venus, it is suggested that alternative explanations for the experimental results be explored. Since Jupiter has no true surface, the Jovian lightning flashes are cloud dischargaes. Observations suggest that Jovian lightning emits, on average, 10 to the 10 J of optical energy per flash, whereas on earth lightning radiates only about 10 to the 6th J per flash. Estimates of the average planetary lightning rate on Jupiter range from 0.003 per sq km per yr to 40 per sq km per yr.

Williams, M. A.↗
NASA NTRS1994

The vertical profile of radar reflectivity of convective cells: A strong indicator of storm intensity and lightning probability?

Reflectivity data from Doppler radars are used to construct vertical profiles of radar reflectivity (VPRR) of convective cells in mesoscale convective systems (MCSs) in three different environmental regimes. The National Center for Atmospheric Research CP-3 and CP-4 radars are used to calculate median VPRR for MCSs in the Oklahoma-Kansas Preliminary Regional Experiment for STORM-Central in 1985. The National Oceanic and Atmospheric Administration-Tropical Ocean Global Atmosphere radar in Darwin, Australia, is used to calculate VPRR for MCSs observed both in oceanic, monsoon regimes and in continental, break period regimes during the wet seasons of 1987/88 and 1988/89. The midlatitude and tropical continental VPRRs both exhibit maximum reflectivity somewhat above the surface and have a gradual decrease in reflectivity with height above the freezing level. In sharp contrast, the tropical oceanic profile has a maximum reflectivity at the lowest level and a very rapid decrease in reflectivity with height beginning just above the freezing level. The tropical oceanic profile in the Darwin area is almost the same shape as that for two other tropical oceanic regimes, leading to the conclustion that it is characteristic. The absolute values of reflectivity in the 0 to 20 C range are compared with values in the literature thought to represent a threshold for rapid storm electrification leading to lightning, about 40 dBZ at -10 C. The large negative vertical gradient of reflectivity in this temperature range for oceanic storms is hypothesized to be a direct result of the characteristically weaker vertical velocities observed in MCSs over tropical oceans. It is proposed, as a necessary condition for rapid electrification, that a convective cell must have its updraft speed exceed some threshold value. Based upon field program data, a tentative estimate for the magnitude of this threshold is 6-7 m/s for mean speed and 10-12 m/s for peak speed.

Zipser, Edward J.↗
NASA NTRS1999

An Optimal Relation of Radar Reflectivity to Lightning Rate

Thunderstorms separate charge. Most places they lift positive charge or lower negative, a few places they lift negative or lower positive. The electrical generator is stronger in some parts of the cloud than in others. Our long term goal is to map this generator. Cloud physicists tell us that uncharged ice and water particles become charged by collision, and that the charge transferred depends on size, temperature and humidity. There is still some disagreement about exactly how the charge transferred depends on size, temperature, and humidity. In principle, if we knew this ice physics, and also knew the distribution of particles everywhere in the storm, and the winds everywhere and the temperature and humidity everywhere, then we could compute everywhere the electrical power of the thunderstorm generator. In practice it is difficult to know all these things, particularly the distribution of particles, so it is difficult to use real thunderstorms to falsify cloud electrification theories. We here take one small step towards computing that map of electrical generator power, by relating radar reflectivity profiles of 2000 storms to lightning flash rates of those storms. This small step by itself doesn't falsify any existing electrification theories; it merely places weak constraints on the relation of electric generator power to cloud ice.

Heckman, S.↗
NASA NTRS2012

A Review of Low Frequency Electromagnetic Wave Phenomena Related to Tropospheric-Ionospheric Coupling Mechanisms

Investigation of coupling mechanisms between the troposphere and the ionosphere requires a multidisciplinary approach involving several branches of atmospheric sciences, from meteorology, atmospheric chemistry, and fulminology to aeronomy, plasma physics, and space weather. In this work, we review low frequency electromagnetic wave propagation in the Earth-ionosphere cavity from a troposphere-ionosphere coupling perspective. We discuss electromagnetic wave generation, propagation, and resonance phenomena, considering atmospheric, ionospheric and magnetospheric sources, from lightning and transient luminous events at low altitude to Alfven waves and particle precipitation related to solar and magnetospheric processes. We review in situ ionospheric processes as well as surface and space weather phenomena that drive troposphere-ionosphere dynamics. Effects of aerosols, water vapor distribution, thermodynamic parameters, and cloud charge separation and electrification processes on atmospheric electricity and electromagnetic waves are reviewed. We also briefly revisit ionospheric irregularities such as spread-F and explosive spread-F, sporadic-E, traveling ionospheric disturbances, Trimpi effect, and hiss and plasma turbulence. Regarding the role of the lower boundary of the cavity, we review transient surface phenomena, including seismic activity, earthquakes, volcanic processes and dust electrification. The role of surface and atmospheric gravity waves in ionospheric dynamics is also briefly addressed. We summarize analytical and numerical tools and techniques to model low frequency electromagnetic wave propagation and solving inverse problems and summarize in a final section a few challenging subjects that are important for a better understanding of tropospheric-ionospheric coupling mechanisms.

Simoes, Fernando↗
NASA NTRS2013

Understanding the Relationships Between Lightning, Cloud Microphysics, and Airborne Radar-derived Storm Structure During Hurricane Karl (2010)

This study explores relationships between lightning, cloud microphysics, and tropical cyclone (TC) storm structure in Hurricane Karl (16 September 2010) using data collected by the NASA DC-8 and Global Hawk (GH) aircraft during NASA's Genesis and Rapid Intensification Processes (GRIP) experiment. The research capitalizes on the unique opportunity provided by GRIP to synthesize multiple datasets from two aircraft and analyze the microphysical and kinematic properties of an electrified TC. Five coordinated flight legs through Karl by the DC-8 and GH are investigated, focusing on the inner-core region (within 50km of the storm center) where the lightning was concentrated and the aircraft were well coordinated. GRIP datasets are used to compare properties of electrified and nonelectrified inner-core regions that are related to the noninductive charging mechanism, which is widely accepted to explain the observed electric fields within thunderstorms. Three common characteristics of Karl's electrified regions are identified: 1) strong updrafts of 10-20ms21, 2) deep mixed-phase layers indicated by reflectivities.30 dBZ extending several kilometers above the freezing level, and 3) microphysical environments consisting of graupel, very small ice particles, and the inferred presence of supercooled water. These characteristics describe an environment favorable for in situ noninductive charging and, hence, TC electrification. The electrified regions in Karl's inner core are attributable to a microphysical environment that was conducive to electrification because of occasional, strong convective updrafts in the eyewall.

Cloud mircophysics↗
NASA NTRS2016

Mission Analysis and Aircraft Sizing of a Hybrid-Electric Regional Aircraft

The purpose of this study was to explore advanced airframe and propulsion technologies for a small regional transport aircraft concept (approximately 50 passengers), with the goal of creating a conceptual design that delivers significant cost and performance advantages over current aircraft in that class. In turn, this could encourage airlines to open up new markets, reestablish service at smaller airports, and increase mobility and connectivity for all passengers. To meet these study goals, hybrid-electric propulsion was analyzed as the primary enabling technology. The advanced regional aircraft is analyzed with four levels of electrification, 0 percent electric with 100 percent conventional, 25 percent electric with 75 percent conventional, 50 percent electric with 50 percent conventional, and 75 percent electric with 25 percent conventional for comparison purposes. Engine models were developed to represent projected future turboprop engine performance with advanced technology and estimates of the engine weights and flowpath dimensions were developed. A low-order multi-disciplinary optimization (MDO) environment was created that could capture the unique features of parallel hybrid-electric aircraft. It is determined that at the size and range of the advanced turboprop: The battery specific energy must be 750 watt-hours per kilogram or greater for the total energy to be less than for a conventional aircraft. A hybrid vehicle would likely not be economically feasible with a battery specific energy of 500 or 750 watt-hours per kilogram based on the higher gross weight, operating empty weight, and energy costs compared to a conventional turboprop. The battery specific energy would need to reach 1000 watt-hours per kilogram by 2030 to make the electrification of its propulsion an economically feasible option. A shorter range and/or an altered propulsion-airframe integration could provide more favorable results.

Antcliff, Kevin R.↗
NASA NTRS2018

Short-Haul Revitalization Study Final Report

A feasibility study was performed for an advanced commercial short-haul aircraft to evaluate the potential for increased service for short-haul flights that operate out of regional and community airports. An analysis of potential origin-destination markets and trip distances resulted in a seat capacity selection of 48 passengers and a design range of 600 NM. A down-select of advanced technologies resulted in a hybrid-electric propulsion system being chosen as the primary enabling technology. A conceptual design of the advanced aircraft was developed, and a mission and sizing analysis was performed, comparing variants of the advanced aircraft with different levels of electrification. Fairly aggressive levels of electrification and battery specific energy are needed for the hybridelectric architecture to realize any benefit in terms of total energy cost for the 600 NM design mission. The development and operational costs were estimated for the advanced aircraft and compared to the baseline. This analysis demonstrated the negative effect of the cost to develop the hybrid-electric technology on the eventual operating cost. A market analysis was performed to determine possible passenger demand for the advanced shorthaul aircraft. According to the market analysis, there is potential demand for such an aircraft, but not necessarily in many of the smaller regional and community airports that were the intended beneficiaries of this new aircraft concept.

Marien, Ty V.↗