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DOE OSTI2020

Empirical Study of Effect of Dynamic Travel Time Information on Driver Route Choice Behavior

The objective of this paper is to study the effect of travel time information on day-to-day driver route choice behavior. A real-world experimental study is designed to have participants repeatedly choose between two alternative routes for five origin-destination pairs over multiple days after providing them with dynamically updated travel time information (average travel time and travel time variability). The results demonstrate that historical travel time information enhances behavioral rationality by 10% on average and reduces inertial tendencies to increase risk seeking in the gain domain. Furthermore, expected travel time information is demonstrated to be more effective than travel time variability information in enhancing rational behavior when drivers have limited experiences. After drivers gain sufficient knowledge of routes, however, the difference in behavior associated with the two information types becomes insignificant. The results also demonstrate that, when drivers lack experience, the faster less reliable route is more attractive than the slower more reliable route. However, with cumulative experiences, drivers become more willing to take the more reliable route given that they are reluctant to become risk seekers once experience is gained. Furthermore, the effect of information on driver behavior differs significantly by participant and trip, which is, to a large extent, dependent on personal traits and trip characteristics.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2022

The Financial Performance of Family versus Non-Family Firms Operating in Nautical Tourism

This article analyses the financial performance of family versus non-family firms operating in nautical tourism, in 2015–2019. The sample of 39 Portuguese companies was collected from the SABI database. We use a regression of financial performance, measured by three alternative proxies: return on assets, return on equity and operating profit margin, on liquidity, leverage, turnover of assets, asset structure, company size and age. The regressions are performed across Nuts II regions on mainland and across types of firms (family and non-family). The results uncover several patterns. First, family firms are larger and older, make higher investments and therefore are less liquid. Second, liquidity, leverage and investment in tangible assets impact negatively and significantly the corporate financial performance, while the turnover of assets, size and age impacts positively and significantly. Third, the sign of the impacts depends on the measure of performance. Finally, firms in the Northern region show superior performance, which can be explained by the higher share of family firms. These findings can serve as a roadmap for managers when selecting strategies to improve performance. Additionally, they will contribute to the understanding of tourism destination dynamics and competitiveness.

Santos, Eleonora (ORCID:0000000346930804)↗

DOE OSTI2023

Optimizing Hydrogen Fueling Infrastructure Plans on Freight Corridors for Heavy-Duty Fuel Cell Electric Vehicles

The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen-based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This article introduces the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy-duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional-specific vehicle fuel economy and weight, vehicle origin and destination (O-D), and vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal public access locations for hydrogen refueling (constrained by existing fueling stations), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. The framework discussed in this article can be expanded and applied to a larger interstate system, expanded regional corridor, or other transportation network. This article is the third in a series of papers that defined the model development to optimize a national hydrogen refueling infrastructure ecosystem for HD commercial vehicles.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2023

Optimizing Long Term Hydrogen Fueling Infrastructure Plans on Freight Corridors for Heavy Duty Fuel Cell Electric Vehicles

The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This paper develops a long-term plan for refueling infrastructure deployment using the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional specific vehicle fuel economy and weight, vehicle origin and destination (OD), vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal long term public access locations for hydrogen refueling (constrained by existing fueling stations and dispensing technology), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. So the framework discussed in this paper can be expanded and applied to additional electrified powertrains as well as a larger interstate system, expanded regional corridor, or other transportation networks.

08 HYDROGEN↗

DOE OSTI2025

Hydrogen and Electric Charging Infrastructure for Heavy-Duty Trucks: A Nationally Scalable Megaregion Assessment

Decarbonizing regional and long-haul freight is challenging due to the limitations of battery-electric commercial vehicles and infrastructure constraints. Hydrogen fuel cell medium- and heavy-duty vehicles (MHDVs) offer a viable alternative, aligning with the decarbonization goals of the Department of Energy and commercial entities. Historically, alternative fuels like compressed natural gas and liquefied propane gas have faced slow adoption due to barriers like infrastructure availability. To avoid similar issues, effective planning and deploying zero-emission hydrogen fueling infrastructure is crucial. This research develops deployment plans for affordable, accessible, and sustainable hydrogen refueling stations, supporting stakeholders in the decarbonized commercial vehicle freight system. It aims to benefit underserved and rural energy-stressed communities by improving air quality, reducing noise pollution, and enhancing energy resiliency. This research also provides a blueprint for replacing diesel in over-the-road Class 8 freight truck applications with hydrogen fueling solutions. The study focuses on the Texas Triangle Megaregion (I-45, I-35, and I-10), the I-10 corridor between San Antonio, TX, and Los Angeles, CA, and the I-5/CA-99 corridors between Los Angeles, CA, and San Francisco, CA. This area represents a significant portion of U.S. heavy-duty freight movement, carrying ~8.5% of the national freight volume. Using the OR-AGENT (Optimal Regional Architecture Generation for Efficient National Transport) modeling framework, the study conducts an advanced assessment of commercial vehicles, road and freight networks, and energy systems. The framework integrates data on freight mobility, traffic, weather, and energy pathways to deliver a region-specific, optimized vehicles powertrain architectures, infrastructure deployment solutions, operational logistics, and energy pathways. By considering all vehicle origin-destination pairs utilizing these corridors and all feasible fueling station location options, the framework's genetic algorithm identifies the minimum number and optimal locations of hydrogen refueling stations, ensuring no vehicle is stranded. It also determines fuel schedules and quantities at each station. A roadmap for station deployment based on multiple adoption trajectories ensures a strategic rollout of hydrogen refueling infrastructure.

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

DOE OSTI2024

Truly conserving with conservative remapping methods

Abstract. Conservative mapping of data from one horizontal grid to another should preserve certain integral or mean properties of the original data. This may be essential in some model applications, including ensuring realistic exchange of energy and mass between coupled model components. It can also be essential for certain types of analysis, such as evaluating how far a system is from an equilibrium state. For some common grids, existing remapping algorithms may fail to perfectly represent the shapes and sizes of grid cells, which leads to errors in the remapped fields. A procedure is presented here that enables users to rely on the mapping weights generated by remapping algorithms but corrects for their deficiencies. With this procedure, for a given pair of source and destination grids, a single set of remapping weights can be applied to remap any variable, including those with grid cells that are partially or fully masked.

58 GEOSCIENCES↗

DOE OSTI2023

CORPSE model with litter decomposition parameters derived from the LIDET dataset

This is a version of the CORPSE model (Carbon, Organisms, Rhizosphere and Protection in the Soil Environment, Sulman et al. 2014) that uses litter decomposition parameters derived from a modified Monte Carlo simulation using the LIDET litter decomposition dataset (Long-term Intersite Decomposition Experiment Team, Harmon 2013). The code also includes the Baseline parameters, and the eight other best parameter sets identified in a modified Monte Carlo simulation. Related publication:Juice, S.M., Ridgeway, J.R., Hartman, M.D., Parton, W.J., Berardi, D.M., Sulman, B.N., Allen, K.E., & Brzostek, E.R. Reparameterizing litter decomposition using a simplified Monte Carlo method improves litter decay simulated by a microbial model and alters bioenergy soil carbon estimates. Description of files:The folder "Input Files" contains one folder for each LIDET site with data necessary to run the model. Note that "(site)" in the filenames below indicates where the LIDET site code appears (see Table 1 for site codes). Data streams include: CORPSE_full_spinup_litter.csv, CORPSE_full_spinup_rhizo.csv, CORPSE_full_spinup_bulk.csv, litterbag_init_100g_6spp.csv: initial C and N (kg C or N/m2) pool values for each soil layer, the litterbag_init_100_6spp.csv file is for the litterbag layer and is the same file for all sites. All initial C and N files have the same columns (Column - Description - Units) uFastC - Unprotected fast decomposing carbon - kg carbon/m2 uSlowC - Unprotected slow decomposing carbon - kg carbon/m2 uNecroC - Unprotected necromass carbon - kg carbon/m2 pFastC - Protected fast decomposing carbon - kg carbon/m2 pSlowC - Protected slow decomposing carbon - kg carbon/m2 pNecroC - Protected necromass carbon - kg carbon/m2 livingMicrobeC - Carbon in living microbial biomass - kg carbon/m2 uFastN - Unprotected fast decomposing nitrogen - kg nitrogen/m2 uSlowN - Unprotected slow decomposing nitrogen - kg nitrogen/m2 uNecroN - Unprotected necromass nitrogen - kg nitrogen/m2 pFastN - Protected fast decomposing nitrogen - kg nitrogen/m2 pSlowN - Protected slow decomposing nitrogen - kg nitrogen/m2 pNecroN - Protected necromass nitrogen - kg nitrogen/m2 inorganicN - Inorganic nitrogen - kg nitrogen/m2 CO2 - Carbon in carbon dioxide - kg carbon/m2 livingMicrobeN - Nitrogen in living microbial biomass - kg nitrogen/m2 soilT (site) DOY274start.csv: Average daily soil temperature (oC) interpolated from previously calculated monthly values used in DayCent LIDET simulations (Bonan et al., 2013). soilT (site) DOY274start.csv: Average daily soil volumetric water content (VWC) scalar interpolated from previously calculated monthly values used in DayCent LIDET simulations (Bonan et al., 2013). litter production.csv: Average daily litter production values for each site, data sources listed in Table S3 of related publication. litter (site) CN.csv: C:N ratio for each species from LIDET dataset (Table 2, Harmon 2013). (site).csv: Table indicating number of observations for each species decomposed at each site. Instructions: Save the model code ("CORPSE_LIDET.R") and "Input Files" folder in the same folder. Also make a folder for the model output (e.g., "results_Baseline") in the same folder. Set the working directory (setwd) in the model code to the folder with the files saved in step #1. Select the parameter set to use for the litter and litterbag compartments, comment out all other parameter sets. Run code. Output will be saved in the folder made in step 1. Output destination can be changed as necessary in code section called "Running the model." Table 1 LIDET sites and site codes used in model files. Site Code - Site AND - H.J. Andrews Experimental Forest BNZ - Bonanza Creek Experimental Forest BSF - Blodgett Research Forest CDR - Cedar Creek Natural History Area CPR - Central Plains Experimental Range HBR - Hubbard Brook Experimental Forest HFR - Harvard Forest JUN - Juneau KBS - Kellogg Biological Station KNZ - Konza Prairie Research Natural Area NWT - Niwot Ridge/Green Lakes Valley OLY - Olympic National Park OLY Conifer forest SEV - Sevilleta National Wildlife Refuge SMR - Santa Margarita Ecological Reserve UFL - University of Florida VCR - Virginia Coast Reserve Table 2 LIDET species and species codes used in model files (6 common species). Species - Species Code Sugar maple (Acer saccharum) - ACSA Drypetes (Drypetes glauca) - DRGL Red pine (Pinus resinosa) - PIRE Chestnut oak (Quercus prinus) - QUPR Western redcedar (Thuja plicata) - THPL Wheat (Triticum aestivum) - TRAE References:Bonan, G. B., Hartman, M. D., Parton, W. J., & Wieder, W. R. (2013). Evaluating litter decomposition in earth system models with long-term litterbag experiments: an example using the Community Land Model version 4 (CLM4). Global Change Biology, 19(3), 957-974. https://doi.org/https://doi.org/10.1111/gcb.12031 Harmon, M. (2013). LTER Intersite Fine Litter Decomposition Experiment (LIDET), 1990 to 2002. Long-Term Ecological Research. Forest Science Data Bank, Corvallis, OR. [Data set]. Accessed http://andlter.forestry.oregonstate.edu/data/abstract.aspx?dbcode=TD023. https://doi.org/10.6073/pasta/f35f56bea52d78b6a1ecf1952b4889c5. Sulman, B. N., Phillips, R. P., Oishi, A. C., Shevliakova, E., & Pacala, S. W. (2014). Microbe-driven turnover offsets mineral-mediated storage of soil carbon under elevated CO2. Nature Climate Change, 4, 1099 - 1102. https://doi.org/10.1038/nclimate2436

Juice, Stephanie↗

DOE OSTI2026

Data Interfaces for Automated Vehicle Services - A Municipality Perspective

As Automated Vehicle (AV) services proliferate, data sharing between AV operators and municipal agents is assuming greater importance. Information on the dynamic nature of the road system such as incidents to avoid, weather hazards (such as flooding), construction and detours, as well as active safety concerns (e.g. - riots) is important for AV operators. Such information cannot be directly sensed from a vehicle's sensor array, but instead must be communicated in a timely and trustworthy channel. Municipalities are interested in pushing this information to AV operators to support emergency response efforts, reduce traffic in construction zones, and generally improve operation of the system. Similarly, information on vehicle safety such as disengagements, as well as critical information on the use of roadway system (trips, origin and destination patterns) are important performance factors for municipalities to understand utilization and plan for appropriate infrastructure. As mobility shifts to on-demand options, the need for safe and coordinated pick-up and drop-off zones will increase (potentially reducing parking needs). For all of these reasons, communication flows between AV operators and municipalities are becoming increasingly important. This paper investigates the functions, emerging practices and protocols for sharing of such critical data, and identifies gaps in and challenges in existing practices. Additionally, case studies are used to highlight the impacts of data sharing between AV operators and municipalities.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2022

Deep learning-driven insights into super protein complexes for outer membrane protein biogenesis in bacteria

To reach their final destinations, outer membrane proteins (OMPs) of gram-negative bacteria undertake an eventful journey beginning in the cytosol. Multiple molecular machines, chaperones, proteases, and other enzymes facilitate the translocation and assembly of OMPs. These helpers usually associate, often transiently, forming large protein assemblies. They are not well understood due to experimental challenges in capturing and characterizing protein-protein interactions (PPIs), especially transient ones. Using AF2Complex, we introduce a high-throughput, deep learning pipeline to identify PPIs within the Escherichia coli cell envelope and apply it to several proteins from an OMP biogenesis pathway. Among the top confident hits obtained from screening ~1500 envelope proteins, we find not only expected interactions but also unexpected ones with profound implications. Subsequently, we predict atomic structures for these protein complexes. These structures, typically of high confidence, explain experimental observations and lead to mechanistic hypotheses for how a chaperone assists a nascent, precursor OMP emerging from a translocon, how another chaperone prevents it from aggregating and docks to a β-barrel assembly port, and how a protease performs quality control. This work presents a general strategy for investigating biological pathways by using structural insights gained from deep learning-based predictions.

60 APPLIED LIFE SCIENCES↗

DOE OSTI2025

Biomass for Carbon Removal and Storage (BiCRS) Counterfactual Decision Tree

Counterfactual is the term used to describe a "business-as-usual" scenario which used as a baseline to compare against a new project, allowing the calculation of net impacts for a life cycle analysis (LCA). The choice of counterfactual is critical for determining the results from LCA and must be carefully justified to ensure a fair and accurate comparison. Using forest residues as an example, this decision tree illustrates decision points to be considered for sustainable biomass sourcing and provides a framework for estimating the carbon emissions or storage under the "business-as-usual” scenarios for biomass otherwise destined for use in Biomass for Carbon Removal and Storage (BiCRS) projects.

09 BIOMASS FUELS↗

DOE OSTI2020

Predicting Biological Cleanliness: An Empirical Bayes Approach for Spacecraft Bioburden Accounting

To comply with the international planetary protection policy set forth by the Committee on Space Research and NASA Agency level requirements, spacecraft destined to biologically sensitive planetary bodies have to minimize terrestrial biological contamination. Analysis, testing and inspection are the standard forward verification activities that are used to demonstrate compliance with the biological contamination requirements. For testing of spacecraft surface areas, a swab or wipe sample is collected from surfaces prior to last access and subsequently processed in the lab using NASA Approved Planetary Protection Methods for Culture Based Assays. Raw data resulting from this assay is then statistically treated employing a mathematical paradigm stemming from the 1970’s Viking Lander Project to generate the bioburden density and total microbial bioburden present. This standard approach arbitrarily accounts for error and provides an upper conservative bound as it reports the maximum number of spores estimated to be present on flight hardware surfaces. A bioburden density estimate factors in the following variables: the observed bioburden count, representative volume processed, sampling efficiencies. Notably, to account for error in the approach, a 0 observed count is arbitrarily changed to a count of 1 for each hardware grouping. The data generated by spacecraft bioburden verification campaigns in the past have resulted in <80% of wipes and <90% of swabs containing a bioburden count of 0. As such, having a robust and well documented statistical approach for dealing with the probability of low incident rates is necessary to be able to estimate spacecraft bioburden. Being able to statistically describe the bioburden distribution and associated confidence level is a gamechanger for the development of bioburden allocations during mission design and will allow for tighter management of risk throughout spacecraft build. Thus, Empirical Bayes statistical approach was evaluated to estimate the microbial bioburden on spacecraft to mitigate the aforementioned mathematical concerns and provide a probabilistic bioburden distribution of the flight hardware surface. For application of this approach to performing bioburden calculations, a range of non-informative prior assumptions on hardware surfaces are explored for Bayesian analyses while informative priors using posterior distributions from prior assays are utilized for Empirical Bayes analyses. Several non-informative priors are currently under investigation to assess fitness including use of these priors to serve as a foundation to build off of NASA specification values or a basis of risk to account for unknowns during the integration and testing process. Informative priors under consideration are generated using sampled bioburden values from hardware originating within like processing environments (e.g. vendor cleaning process or similar assembly process), temporal spacecraft status events as a prediction for hardware cleanliness of future samples, and heritage system bioburden actuals to predict allocation for subsequent missions. Informative priors and probabilistic bioburden distributions are then validated using data sets from the Mars Exploration Rover, Mars Science Laboratory, and InSight missions. Using Empirical Bayes approach to generate a probabilistic bioburden distribution as demonstrated through mission use cases provides a valid approach for use in the end-to-end requirements verification process.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2020

The Floating Chameleon: Floating Nuclear Power Plants and the Nexus of Maritime and Nuclear Security Law

During the 63rd regular session of the International Atomic Energy Agency (IAEA) General Conference, as part of Norway's statement to the General Conference, Mr. Auden Halvorsen, State Secretary for Norway, made the following statement about transportable nuclear power plants (TNPPs): "Deployment of transportable nuclear power plants—TNPPs—demands our attention. The Agency must intensify its conversations of all aspects of the safety and security of such facilities. . . . The scope and applicability of existing requirements and instruments need to be clarified and developed including dialogue with the International Maritime Organization [IMO]." Ensuring the security of TNPPs is essential for their deployment and implementation. TNPPs may be floating nuclear power plants (FNPPs), which bring together elements of nuclear security related to the nuclear power plant with elements of maritime security. Insofar as an FNPP weds the principles of nuclear and maritime security, it also weds the two domains, the ancient traditions and contemporary practices of maritime law with the contemporary practices of nuclear law. Fundamentally, this raises the question, what are the legal requirements for the security of a FNPP? Although both maritime law and nuclear law have established regimes for security through various legal instruments, does an FNPP expose gaps between the current international legal instruments? The previous question of whether international legal regimes define requirements for the security of FNPPs, but a threshold question remains: what is an FNPP? For purposes of nuclear and maritime security, is an FNPP a facility, is an FNPP a vessel and therefore a transport, or does an FNPP change its status based upon temporal and spatial considerations such as when it is docked at a port generating power or in transit to its destination? This set of questions, and others addressed later in this article, highlights that the issue is not merely a question about security but intersects elements of safety whether an FNPP is in uncharted waters of the international regime for both nuclear and maritime law. Here, this paper addresses many of the questions posed above related to the security regulations for an FNPP.

98 NUCLEAR DISARMAMENT, SAFEGUARDS, AND PHYSICAL P↗

DOE OSTI2020

Software defined networking multiple operating system rotational environment

Systems, methods, and storage media for utilizing software defined networking for a multiple operating system rotational environment, executing on a computing device are disclosed. Some implementations may: receive a request from a user device; modify a packet of the request with a destination address and a port of a first server; forward the modified packet of the request to a controller server; receive a flow modification from the controller server based on the modified packet; and modify further received packets from the user device based on the received flow modification.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2020

Carbon-Carbon Aeroshell Chemical Reaction Model in an Open RPS in Martian Environment

A new RPS is being designed to be open to the vacuum of space to improve its thermal efficiency during deep space missions. This design, however, could lead to some potential complications if it is ever used in the low-pressure gas environment of mission destinations like Mars. This report documents the development of a chemical kinetics reaction model of the FWPF carbon-carbon aeroshell in the Martian gaseous environment. This model uses an “infinite sink” assumption where the RPS is open to the Martian environment with open exchange of flowing gases, so the gas chemistry over the aeroshell does not change with the reaction and represents the worst case scenario of the chemical reaction of the FWPF in the Martian environment. The model combines the kinetics equation of both oxidation reactions that would occur on Mars: the Langmuir-Hinshelwood kinetics of the Boudouard reaction of CO2 with the chemical kinetics of O2 oxidation of the carbon-carbon. The FWPF chemical reaction model was benchmarked using the Opila’s experimental chemical reaction test data (1) in a simulated Martian environment to increase the validity of the model’s predicted mass loss rate. The output of the benchmarked chemical reaction model showed a trade-off between the maximum temperature of the aeroshell to have less than 10% reaction at the mission life. For example, an RPS with a five-year intended mission life on Mars has a maximum aeroshell temperature of 835 K / 562 °C, increasing the mission life to ten years reduces the maximum operating temperature to 810 K / 527 °C. If the aeroshell operating temperature in the new RPS on the surface of Mars is 960 Kelvin, the model calculates that the life is limited to 0.22 years / 81 days. Increasing the aeroshell temperature to 1343 Kelvin, further reduces the life to 0.375 days / 9 hrs. This illustrates the thermally activated nature of the chemical kinetics model in limiting the life of the aeroshell.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2020

Method and system for routing based on a predicted connectivity quality

A system and method for routing based on a predicted connectivity quality is disclosed. The method includes receiving, by a controller, map information corresponding to a geographical area. The method also includes receiving, by the controller, wireless connectivity information corresponding to the geographical area. The method also includes generating output data of at least one route between a starting location and a destination location within the geographical area. The generating is based on the wireless connectivity information.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2021

RouteE: A Vehicle Energy Consumption Prediction Engine

The emergence of connected and automated vehicles and smart cities technologies create the opportunity for new mobility modes and routing decision tools, among many others. To achieve maximum mobility and minimum energy consumption, it is critical to understand the energy cost of decisions and optimize accordingly. The Route Energy prediction model (RouteE) enables accurate estimation of energy consumption for a variety of vehicle types over trips or sub-trips where detailed drive cycle data are unavailable. Applications include vehicle route selection, energy accounting and optimization in transportation simulation, and corridor energy analyses, among others. The software is a Python package that includes a variety of pre-trained models from the National Renewable Energy Laboratory (NREL). However, RouteE also enables users to train custom models using their own data sets, making it a robust and valuable tool for both fast calculations and rigorous, data-rich research efforts. The pre-trained RouteE models are established using NREL's Future Automotive Systems Technology Simulator paired with approximately 1 million miles of drive cycle data from the Transportation Secure Data Center, resulting in energy consumption behavior estimates over a representative sample of driving conditions for the United States. Validations have been performed using on-road fuel consumption data for conventional and electrified vehicle powertrains. Transferring the results of the on-road validation to a larger set of real-world origin-destination pairs, it is estimated that implementing the present methodology in a green-routing application would accurately select the route that consumes the least fuel 90% of the time. The novel machine learning techniques used in RouteE make it a flexible and robust tool for a variety of transportation applications.

47 OTHER INSTRUMENTATION↗

DOE OSTI2020

Effect of Power Plant Capacity on the CAPEX, OPEX, and LCOC of the CO2 Capture Process in Pre-Combustion Applications - Abstract

Aspen Plus v8.8 was used to simulate the pre-combustion CO2 capture process from a typical fuel gas stream at different power plant capacities ranging from 54.3 to 543 MW. Polyethylene glycol polydimethyl siloxane (PEGPDMS-1) was used as a physical solvent to capture CO2 in a countercurrent packed-bed absorber containing a structured packing (Mellapak 250Y). The process pressure was 51.4 bar and the solvent temperature was varied from 10 to 40 oC. The internal diameter of the absorber ranged from 1.9 to 7 m and the packing height from 13.9 to 45.5 m. The physico-chemical properties were obtained and modeled using the Perturbed Chain-Statistical Associating Fluid Theory (PC-SAFT) Equation-of-State (EOS). Four process constraints were imposed in Aspen Plus: (1) no flooding in the absorber, (2) the absorber height to diameter ratio (H/D) is greater than or equal 6, (3) at least 90 mol% of the CO2 capture from the fuel gas stream, and (4) the CO2 stream destined to sequestration sites should contain less than 600 ppm water concentration and less than or equal 0.5 mol% of fuel gases (H2, CO, CH4). The plant lifetime was assumed to be 30 years with an annual discount rate of 10% and an annual maintenance cost of 4% of the total capital expenses. Seven power plants with different capacities were used and for each plant, the corresponding CO2 capture process was simulated. The absorber flooding was checked using the generalized pressure drop correlation (GPDC) by Leva [1] and the capital expenditure (CAPEX), operating expenditure (OPEX), and levelized costs per ton of CO2 captured (LCOC) were calculated [2-5]. Normalized by the largest power plant capacity (543 MW) used in the simulation, the results indicated that the capital and operating expenditures increased, however, the LCOC decreased with increasing plant capacity. This behavior was due to the increased annual tonnage of the CO2 captured with plant capacity as shown in Figure 1. The calculated CAPEX, OPEX, LCOC and the tonnage of CO2 captured for the 543 MW power plant were about 52 MM$, 22 MM$/year, 7.46 $/ton and 4 MM ton/year.

Ashkanani, Husain↗

DOE OSTI2020

An Optimization-Based Strategy for SAV Fleet Repositioning

With the emergence of autonomous technology, shared autonomous vehicles (SAVs) will potentially be the prevalent transportation mode for urban mobility. On one hand, relying on SAV fleets can provide several operational benefits. On the other hand, SAVs can increase travel distance and add congestion due to unoccupied trips such as pickup and repositioning trips. One important aspect for a SAV fleet's success is to serve the incoming requests at reasonably low waiting time. This is achieved by an adequate fleet size that is spatially distributed thoughtfully so that incoming requests can be served by a nearby vehicle. Unfortunately, it is challenging to keep a satisfactory spatial distribution of vehicles due to imbalances in the origin and destination patterns of incoming requests. This paper focuses on the impact of SAV relocation on traveler wait times using a novel optimization-based algorithm for repositioning. POLARIS, an agent-based tool, is used for a case study of Bloomington, Illinois to quantify the benefits of allowing SAV repositioning. On average, the wait times were around 20% lower with repositioning for all adequate fleet sizes. SAVs were available more uniformly across the region's zones, and proportional to trip-making at different times of day. In addition, enabling repositioning led to a higher share of demands being served. These benefits, however, are achieved at the expense of 6% added vehicles miles traveled.

Agent-Based Simulation↗