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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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At least 253 records · Page 14
All sourcesNASA NTRSDOE OSTI
NASA NTRS2006

Advanced Health Management System for the Space Shuttle Main Engine

Pratt & Whitney Rocketdyne, Inc., in cooperation with NASA-Marshall Space Flight Center (MSFC), has developed a new Advanced Health Management System (AHMS) controller for the Space Shuttle Main Engine (SSME) that will increase the probability of successfully placing the shuttle into the intended orbit and increase the safety of the Space Transportation System (STS) launches. The AHMS is an upgrade o the current Block II engine controller whose primary component is an improved vibration monitoring system called the Real-Time Vibration Monitoring System (RTVMS) that can effectively and reliably monitor the state of the high pressure turbomachinery and provide engine protection through a new synchronous vibration redline which enables engine shutdown if the vibration exceeds predetermined thresholds. The introduction of this system required improvements and modification to the Block II controller such as redesigning the Digital Computer Unit (DCU) memory and the Flight Accelerometer Safety Cut-Off System (FASCOS) circuitry, eliminating the existing memory retention batteries, installation of the Digital Signal Processor (DSP) technology, and installation of a High Speed Serial Interface (HSSI) with accompanying outside world connectors. Test stand hot-fire testing along with lab testing have verified successful implementation and is expected to reduce the probability of catastrophic engine failures during the shuttle ascent phase and improve safely by about 23% according to the Quantitative Risk Assessment System (QRAS), leading to a safer and more reliable SSME.

Davidson, Matt↗
NASA NTRS2021

Advanced Air Mobility and Safety Management Systems

Our current air transportation system has underserved markets, including local, regional, intraregional, and urban transportation of both people and cargo. Recent advances in aviation technology such as small highly-automated vehicles, electric aircraft, and automated air traffic are enabling business opportunities in these markets. Advanced Air Mobility, or AAM, refers to a community effort to overcome the gaps in operational rules, safety analysis, and overall acceptance, so that these new operations will be possible. For full details, please see: https://www.nasa.gov/aam As we think about how we can safely introduce these new operations, fundamental questions about how the structure of Safety Management Systems can be applied to AAM, and how that structure can be used to help us overcome the necessary technical and societal obstacles arise. Two of these questions are: • How do we tailor the requirements and desired level of monitoring and assessment to achieve safety given the breadth of possible operations and the associated risk of those operations? • How do we aid innovation by rapidly evaluating the safety of novel operations without losing associated rigor? We assume that a Safety Management System that enables these future systems will incorporate knowledge of the acceptable level of risk, and will utilize data science to automate the core monitor, assess and mitigate functions that will allow us to respond to risks and hazards in time to prevent safety incidents. In 2018, the National Academies proposed an In-Time Aviation Safety Management System (IASMS) that would advance these goals. (https://www.nap.edu/catalog/24962/in-time-aviation-safety-management-challenges-and-research-for-an) The National Academies made a clear distinction between in-time systems, in which hazards could be identified and risks mitigated in time to prevent incidents, and real-time systems, since many hazards and risks do not need real-time data and analysis to detect and mitigate.

In-Time Aviation Safety Management System↗
NASA NTRS2020

Evaluation of Low Cost, User-Centered Alerting Devices for the Mitigation of Flight Crew Spatial Disorientation

The National Aeronautics and Space Administration (NASA) is conducting research into technologies which have the potential to reduce flight crew Spatial Disorientation (SD). While flight deck technology has advanced rapidly over the past fifty (50) years, the reported occurrences of flight crew SD have not decreased. The Cost-Effective Devices for Alerting Research (CEDAR) effort has focused on the identification and development of low cost, user-centered alerting solutions for the purpose of mitigating the occurrence of flight crew SD. This effort seeks to evaluate both existing technologies as well as new and emerging technologies which have a viable path to implementation in commercial aviation within the next five (5) years. This research is intended to develop a proof-of-concept for real-time SD mitigation which could eventually be utilized to improve safety in future air transport operations. NASA has partnered with the United States Naval Aeromedical Research Unit in Dayton, OH (NAMRU-D) to conduct flight crew SD research utilizing their Disorientation Research Device (DRD), dubbed “The Kraken”. This high-tech simulator features never-before-seen capabilities for side-by-side commercial aviation flight crew SD research, and is capable of re-creating the forces necessary to induce SD illusions in a safe and repeatable manner. Prototype SD mitigation solutions were incorporated into this simulator for scenario-based testing and evaluation using airline pilots within a contextually representative operational environment. SD mitigation technology prototypes designed to provide haptic feedback for both alerting and guidance, as well as innovative visual and aural alerting displays were evaluated. In December 2014, as a result of analyzing eighteen (18) loss-of-control events, the Commercial Aviation Safety Team (CAST) recommended research into flight deck technologies that have potential to mitigate the problems and contributing factors that lead to flight crew loss of airplane state awareness (ASA) and conditions likely to produce SD. The aviation community (government, industry and academia) have been charged with conducting research into cost-effective, user-centered flight deck alerting systems to alert flight crews; especially for the two conditions that produced SD (sub-threshold rolls and the somatogravic illusion). Somatogravic illusions are defined as illusions in which “there is a false perception of attitude on exposure to a force vector that differs in direction and/or magnitude from the normal gravitational force”. The sub-threshold roll illusion (aka the “leans” illusion) is a false sensation of roll attitude. A prolonged roll of less than two degrees becomes physiologically imperceptible to the pilot, and can lead to an incorrect perception of aircraft orientation. The sub-threshold roll illusion forms the entry point for the “graveyard spiral”, a maneuver in which the pilot’s corrective action (based on their false perception of aircraft orientation) causes the aircraft to spiral down into the ground. In both of these SD illusions, it is when the pilot attempts to correct the aircraft’s attitude (based on a false perception of its state) that problems arise, sometimes with lethal consequences.

Ronald J Daiker↗
DOE OSTI2025

Survey Report on Commercial Off-The-Shelf (COTS) Tracking Tools

Radioactive/nuclear (R/N) materials are integral parts of many business sectors such as medicine, industry, and research. In the United States alone, approximately 3 million packages containing R/N materials are shipped annually via highways, rail, air, and water. These materials are utilized in medical diagnostics and treatments, industrial radiography, and scientific research. The secure and efficient transportation of R/N materials is paramount to public safety and national security. Recent incidents involving the loss of R/N materials during transportation highlight significant security and safety concerns. For instance, in December 2024, a package containing four encapsulated Selenium-75 sources was reported lost in transit from the Czech Republic to Madrid, raising alarms about the security of such shipments. Similarly, a Germanium-68 pin source was reported lost in transit in New Jersey in December 2024, underscoring the risks associated with transporting radioactive materials.

98 NUCLEAR DISARMAMENT, SAFEGUARDS, AND PHYSICAL P↗
DOE OSTI2025

Decay heat analysis for advanced reactor spent fuel transportation and storage applications

Accurate characterization of nuclide inventories and decay heat in spent nuclear fuel is critical for ensuring its safe handling, storage, transportation, and disposal. Although extensive research has been conducted on light-water reactor fuel, advanced reactors present unique challenges due to their diverse core configurations, fuel characteristics, neutron energy spectra, and burnup levels. Building upon previous efforts that developed representative reactor core models for various advanced reactor types and fuels, this study evaluates reactor-specific decay heat characteristics. The results highlight significant variations across advanced reactor types as well as across reactor designs within the same reactor type, and they provide comparison to typical commercial light-water reactor fuel. For example, thermal-spectrum reactor fuels were observed to have an approximately 100-fold decrease in decay heat over the first decade of cooling, whereas the reduction was 10-fold for fast-spectrum reactor fuels. Mass-specific decay heat at discharge can differ by three orders of magnitude among the fast and thermal reactor systems considered. Overall, for the analyzed advanced reactor fuel, fewer than 17 nuclides account for over 99% of total decay heat at 0.5 years, and that number drops to fewer than 7 nuclides at 100 years of cooling. By quantifying reactor-specific decay heat trends and nuclide contributions, this work provides a technical basis to support the development of spent fuel management strategies for advanced reactor fuels as well as safety evaluations for storage, transportation, and long-term waste disposal.

Advanced reactors↗
DOE OSTI2026

Detect the Unobservable: Abnormality Detection in mixed Autonomy for Lane Change Maneuver with Following Vehicles’ Trajectories Only

Highly Automated Vehicles (HAVs) and Advanced Driver-Assistance Systems (ADAS) are transforming modern transportation with enhanced mobility, safety, and efficiency. Despite their advantages, cybersecurity vulnerabilities in these systems can lead to abnormal behavior, posing significant risks to surrounding human-driven vehicles (HDVs) in mixed traffic environments. Here, this article addresses the challenge of detecting abnormal lateral movements of HAVs/ADAS vehicles using only trajectory profiles of following HDVs. Specifically, we propose a novel modeling approach that captures both normal and abnormal lateral behaviors through vehicle kinematics, integrated decision-making processes, vehicle control using symbolic regression for lane change vehicles. Additionally, we introduce an abnormality detection framework that relies on observable HDV data, even in occlusion scenarios. The framework evaluates the sensitivity of various car-following models to detect abnormal behaviors, providing insights into the interaction between HAVs/ADAS and HDVs in mixed autonomy systems.

Connected and Automated vehicles↗
DOE OSTI2020

Nuclear Criticality Safety Assessment of Criticality Control Containers without Moderation Control at the Waste Isolation Pilot Plant

The Waste Isolation Pilot Plant (WIPP) provides for safe, permanent disposal of government-owned transuranic (TRU) and TRU mixed wastes. Receipt and disposal of waste at the WIPP site began in March 1999. The Sandia report, Consideration of Nuclear Criticality When Disposing of Transuranic Waste at the Waste Isolation Pilot Plant, addressed potential nuclear criticality safety issues based on the projected inventory characteristics known at the time [1]. As designs for inventory, waste forms, and disposal packages have changed, new analyses have been performed, and updates have been made to address any potential effects to the WIPP safety basis. New analyses performed include Saylor 2017 [2] and Brickner 2019 [3], which address certain waste containers with specified loadings under post-closure conditions. Both examined several hypothetical scenarios and included analyses to bound (from a criticality potential standpoint) credible configurations that could occur at WIPP during the repository regulatory post-closure disposal time period for feature, event, and process (FEP) considerations—10,000 years. During this post-closure period at WIPP, the screening of FEPs is governed by the risk-based standards and implementing regulations of the US Environmental Protection Agency (EPA) (i.e., 40 CFR 191 and 40 CFR 194, respectively) [4,5]. An FEP screening can be based on either a low-consequence or low-probability rationale. A low-probability rationale includes either (a) a qualitative rationale that the FEP is not credible or (b) a quantitative demonstration that the probability is less than 10-4 in 104 years. In this evaluation, a qualitative lowprobability rationale of not credible is used by demonstrating that bounding configurations of the waste are not critical. The demonstration of subcriticality is through quantitative calculations, but a probability of criticality is not evaluated. Rather, the rationale for this evaluation is that bounding configurations with an effective neutron multiplication factor (keff) well below the upper subcriticality limit (USL) make criticality incredible. Reference [2] documented a nuclear criticality assessment of the WIPP repository for disposal of dilute surplus plutonium materials using the Dilute and Dispose Approach and packaging in criticality control overpacks (CCOs). The CCO is the waste disposal container recently designed to allow for up to 380 fissile gram equivalent (FGE) 239 Pu per drum, which is a higher fissile loading than typical waste containers. The CCO consists of a criticality control container (CCC) positioned by upper and lower plywood spacers within a standard 55 gal drum. The CCC is used to establish a geometry control for fissile materials during transportation and WIPP emplacement operations. The current WIPP waste acceptance criteria for CCO payloads limit beryllium to less than or equal to 1% by weight of the waste contents and require the waste form to be non-machine compacted. Reference [2] considered two scenario progressions—room closure from salt creep, hereafter referred to as the reconfigured dry scenario, and flooding with brine, hereafter referred to as the reconfigured wet scenario. The subsequent drying out of the reconfigured wet scenarios was also considered. For all scenarios, subcriticality was maintained when 50 g of B 4 C (acting as a neutron absorber) per CCC was intermixed within the plutonium disposition waste form. The analysis used a waste form description that limits the amount of moderation that could be present within the waste form (i.e., it limits the amount of water and polyethylene that could be present based on planned processing conditions). This analysis to evaluate increased limits on the amount of moderation that could be present was performed as a companion to Reference [2] to address concerns associated with verifying moisture and/or plastic contents of waste materials following packaging of dilute surplus plutonium in the CCO. To that end, this analysis used the models and methods from Reference [2] to evaluate a more generic base waste form consisting of water and polyethylene that is more similar (and nearly identical) to the generic waste forms utilized in other models/analyses supporting the TRU Package Transporter Model II (TRUPACTII) safety analysis [6] (all are without moderation controls). The waste form in this analysis uses a base mixture of 75% water and 25% polyethylene, the total amount of which is varied to determine the optimum moderation to fissile material (H/Pu) ratio. The fissile loading is maintained at up to 380 FGE 239 Pu (modeled as PuO 2 ) per CCO with an additional 545 g of beryllium (to bound the 1% by weight contents restriction) and 50 g of B 4 C intermixed per CCO. The beryllium content (1% by weight) is based on the total allowed waste weight (this does not include packaging and container weights). Figures ES-1 and ES-2 display summary results, showing that with this model including 50 g of B 4 C per CCO, the system keff remains under 0.85 for all moderator amounts and provides a significant margin against post-closure criticality under postulated bounding conditions for compaction. Figure ES-1 compares an infinite model with a room model at the initial emplacement spacing and under full radial compaction. Full radial compaction places each CCC in direct contact and does not credit any anticipated spacing associated with current post-closure geomechanical modeling of the repository [7]. The effects of variations in the H/Pu ratio were evaluated by varying the amount of the water/polyethylene component of the waste model, with fissile loading maintained at 380 239 Pu FGE. Similarly, Figure ES-2 illustrates how various amounts of B 4 C per CCO influence k eff at different radial compactions, all at the H/Pu ratio of 200 (in the room array model). Therefore, while the results from Saylor 2017 [2] modeled more realistic process limits associated with packaging of dilute surplus plutonium, this analysis demonstrates that limits on moderation (plastic and water content) are not necessary to ensure subcriticality in the WIPP repository, provided the requisite B 4 C absorber is present.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2024

Value of abstraction in performance assessment – When is a higher level of detail necessary?

In this study, different approaches in performance assessment (PA) of the long-term safety of a repository for radioactive waste were examined. This investigation was carried out as part of the DECOVALEX-2023 project, an international collaborative effort for research and model comparison. One specific task of the DECOVALEX-2023 project was the Salt Performance Assessment Modelling task (Salt PA), which aimed at comparing various models and methods employed in the performance assessment of deep geological repositories in salt. In the context of the Salt PA task, three distinct teams from SNL (United States), Quintessa Ltd (United Kingdom), and GRS (Germany) examined the consequences of employing different levels of abstractions when modelling the repository's geometry and implementing various features and processes, using the example of a simple hypothetical repository structure in domal salt. Each team applied their own tools: PFLOTRAN (SNL), QPAC (Quintessa) and LOPOS (GRS). These differ essentially regarding numerical concept and degree of detail in the representation of the underlying physical processes. The discussion focused on when simplifications can be appropriately applied and what consequences result from them. Furthermore, it was explored when and if a higher level of fidelity in geometry or physical processes is required.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
NASA NTRS1982

Pilot selection and training

Personality and situational factors relevant to individual and group performance in highly demanding environments, such as those faced by astronauts or by jet transport crew, are discussed. It is emphasized that although technical competence and proficiency in pilot selection are prerequisites for safety, operating a modern jet transport is a group endeavor that requires the effective coordination of the entire crew. A self-report test battery for measuring positive and negative personality traits of pilot candidates, termed the Personal Characteristics Inventory, is described.

Helmreich, Robert L.↗
DOE OSTI2023

Package Performance Study: A Historical Perspective and Planning for a Path Forward

The topic of spent nuclear fuel (SNF) transportation often draws public attention and concerns regarding safety, and with large-scale shipping campaigns expected in the future, public interest is anticipated to substantially increase. In 1999, the U.S. Nuclear Regulatory Commission (NRC) began an initiative called the Package Performance Study (PPS) that initially focused on SNF transportation cask responses to severe transportation accidents. A public participation approach was to be used to help guide the scope and parameters of the study, which was also to consider using full-scale physical testing of a SNF transportation cask, where appropriate. In 2010, the NRC decided not to go forward with physical testing as proposed. In 2006, the National Academy of Sciences (NAS) conducted a study on SNF and high-level radioactive waste transportation in the United States. The NAS study recommended that full-scale cask testing, as well as other accepted methodologies, continue to be used as part of the package performance evaluation. In 2012, the Blue Ribbon Commission on America’s Nuclear Future (BRC) recommended conducting the PPS with a full-scale rail transportation cask for the purpose of building public trust and confidence in the safety of SNF transport. In 2021, the U.S. Department of Energy (DOE) restarted a consent-based siting process, focusing on how to site federal facilities for the interim consolidated storage of SNF using a consent-based approach. Large-scale SNF transportation would be necessary for any such interim storage facility. As the planning activities begin for future large-scale shipping campaigns, the DOE is considering options for conducting a DOE-led PPS to help build public trust and confidence in the transportation of SNF. Therefore, the DOE is gathering information related to the previous NRC-led PPS efforts, as well as applicable international experience with the testing of SNF packages. This paper discusses previous NRC efforts, as well as the current status of a DOE-led PPS, which is in the early planning stages.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2020

Assessment of Existing Transportation Packages for Use with HALEU

Commercial light water reactor operators and fuel vendors in the United States are pursuing changes to fuel that include increased 235 U enrichment. Economic studies generally anticipate maximum near-term fuel assembly designs with up to 8 wt.% 235 U. Many next-generation nuclear reactor designs require high-assay low-enriched uranium (HALEU) (19.75 wt.% > 235 U > 5 wt.%) fuel. One necessary element for the commercial-scale use of HALEU is the ability to safely transport large quantities of enriched fuel material in multiple forms. However, there is uncertainty as to whether subcriticality requirements can be satisfied with existing package designs and whether existing critical benchmark experiment data are sufficient to support criticality safety code validation for HALEU transportation applications. This study assesses the potential to use currently licensed transportation packages for the transportation of increased enrichment unirradiated U fuel forms. The assessment uses selected package designs that represent the five categories of fuel form-boiling water reactor pins and assemblies, pressurized water reactor pins and assemblies, UF 6 , U-metal and tristructural isotropic (TRISO) particles, and UO 2 pellets or powder-and focuses on demonstrating subcriticality and identifying benchmark critical experiments appropriate for use in criticality computer code validation. Key quantities of interest that relate to subcriticality are limiting conditions (e.g., optimum moderation), package or package array k eff , package capacity, and package transportation array size. The SCALE TSUNAMI-3D and TSUNAMI Indices and Parameters codes are used for sensitivity and uncertainty calculations and for identification of candidate critical benchmark experiments for code validation. The primary metric for identifying candidate benchmarks is the similarity coefficient, c k . For each fuel form category, a representative package is evaluated. Results provided for each package evaluation include enrichment and packaging limits (e.g., maximum transportation array size as a function of enrichment) and benchmark critical experiment similarity coefficients. Results indicate that there are viable means for increasing enrichments into the HALEU range across the spectrum of fuel forms with differing increase amounts available for different packages. Sources of subcriticality margin to offset increased enrichment reactivity include reduced transportation array size, reduced fissile mass, burnable absorber credit, and safety analysis margin harvesting. For all packages except the DN-30, numerous critical benchmark experiment candidates for validation were identified.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Modeling the impact of smoke from prescribed fire on road visibility

Prescribed fires are planned to achieve conservation and fuel reduction objectives while minimizing smoke ground concentration to limit health impacts and road visibility impairment. Prescribed burns cannot indeed be conducted if those hazards are not within predefined limits. This paper proposes a new framework to evaluate road visibility that overcomes the limitation of the state of the art model, VSMOKE. The framework leverages the fast-running framework QUIC-Fire/QUIC-SMOKE to capture fire and smoke dynamics, and the timing and duration of hazardous conditions on the road network close to the burn unit (within 50–100 km). The paper presents parametric study using a real burn plot at Fort Stewart (GA, USA), under hypothetical wind conditions to understand the interplay between buoyancy and smoke dilution. Here, results showed that faster winds caused fire escape while slower winds did not achieve a complete burn. Furthermore, faster winds featured brief road visibility reduction below braking distance.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2023

Evaluating Connected and Automated Vehicles in Co-Simulation Environment of Traffic Microsimulation and Vehicle Dynamics

Connected and automated vehicles (CAVs) have the potential to improve many aspects of the current transportation systems such as safety, mobility, and energy efficiency. In order to evaluate the benefits and impacts of a CAV, the CAV control algorithm is typically implemented on vehicles simulated in a traffic microsimulation environment. However, traffic microsimulation usually lacks detailed vehicle and powertrain dynamics, making it challenging to fully understand how a CAV control algorithm will perform and respond on an actual vehicle. Whether the same benefits measured in the simulation will also be observed in real-world remains an open question. One potential approach to fill in this gap is to conduct a co-simulation of traffic microsimulation with detailed vehicle and powertrain dynamics models, often developed in MATLAB Simulink. However, current microsimulation tools such as VISSIM and SUMO do not have a ready-to-use interface for co-simulation with vehicle dynamics and Simulink. Also, even if such an interface exists, it will be tool-specific, making it challenging to shift from one tool to another or test CAV controls in different tools. There are needs for tool-agnostic co-simulation as different microsimulation tools have their pros and cons, and researchers often need to use different tools based on the purposes of the simulation, project needs, and applications. In this work, Flexible Interface for X-in-the-loop Simulation (FIXS) is developed that can support the co-simulation of microsimulation, CAV control algorithm, and vehicle dynamics model in Simulink. Enabled by the FIXS, the benefit and performance of a CAV control algorithm can be better understood with the consideration of vehicle responses and dynamics. The connection to VISSIM and SUMO is handled internally by the interface, and users can easily switch tools by changing a configuration file. The co-simulation capability is demonstrated for a VISSIM eco-approach and departure CAV scenario and a SUMO cooperative merging scenario for both a passenger CAV and a class 8 heavy-duty connected and automated trucks.

Shao, Yunli↗
DOE OSTI2024

Virtual Trajectories for I–24 MOTION: Data and Tools

This paper introduces a toolbox for generating virtual trajectories, which we call VT-tools v1.0, to address challenges in analyzing large but imperfect trajectory datasets. VT-tools v1.0 is able to generate virtual trajectories from large raw datasets that are typically challenging to process due to their size. We also provide a set of these virtual trajectories resulting from I–24 MOTION INCEPTION v1.0 data and demonstrate the practical utility of these trajectories in as-sessing speed variability and travel times across different lanes within the INCEPTION dataset. The virtual trajectory toolbox opens future research on traffic waves and their impact on energy. The VT-tools v1.0 Python implementation and sample data are publicly available at https://i24motion.org.

42 ENGINEERING↗
DOE OSTI2023

SAM Code Development for Source Term Modeling in Fluoride-salt-cooled High-temperature Reactors

The SAM code is under development and supported by DOE-NE’s Nuclear Energy Advanced Modeling and Simulation program as a modern system-level modeling and simulation tool for advanced non-light water reactor safety analyses. These advanced reactor concepts incorporate novel and improved approaches to achieve safety and economic feasibility. Many concepts leverage higher operating temperatures for improved efficiency with a variety of coolants and structural materials to support those needs. Such design choices may also pose unique radiological source term risks. There are continuous efforts to incorporate new physics and phenomena relevant to advanced reactor concepts, including capabilities to enable system-level source term modeling. The Pebble-Bed Fluoride-salt-cooled High-temperature Reactor (PB-FHR) is a promising candidate among advanced nuclear reactor concepts with its improved passive safety characteristics and high thermal efficiency. In addition to past efforts to support the development and utilization of SAM for PB-FHR safety analysis, the species transport modeling capabilities in SAM have been extended to simulate source term phenomena in concepts like the PB-FHR. The PB-FHR concept utilizes pebble-form TRISO fuel and FLiBe salt coolant to provide robust barriers to the release of almost all fission products and radiological source terms. However, tritium poses a unique radiological risk due to its significant production from neutron interactions with 6 Li and 9 Be in the FLiBe as well as its high mobility at elevated temperatures where it can permeate through structural metals. Secondly, the use of graphite at elevated temperatures poses the risk of oxidation damage to any structural components or fuel pebbles that are exposed to accidental air ingress. This report summarizes progress made in modeling these phenomena in SAM, which leverages the system-level multi-physics thermal hydraulic simulation to support an effective engineering-scale source term modeling capability. A tritium transport model is developed to simulate the various transport pathways in FHR and MSR concepts and is presented through verification and validation examples as well as demonstrations simulating experimental test loops and reference plant FHR models. A graphite oxidation model is also introduced to calculate local oxidation rates and is presented with initial validation results.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
NASA NTRS1972

Study of aircraft in intraurban transportation systems, San Francisco Bay area

The nine-county San Francisco Bay area is examined in two time periods (1975-1980 and 1985-1990) as a scenario for analyzing the characteristics of an intraurban, commuter-oriented aircraft transportation system. Aircraft have dominated the long-haul passenger market for some time, but efforts to penetrate the very-short-haul intraurban market have met with only token success. Yet, the characteristics of an aircraft transportation system, speed and flexibility, are very much needed to solve the transportation ills of our major urban areas. The aircraft intraurban system is a technically feasible alternative to ground transportation systems. Although requiring some subsidy, it becomes socially viable where substantial commuter traffic exists at ranges of 10 to 15 mi or more and where topographic features constrain ground travel. The general problem areas of community noise, air traffic congestion, ground transportation interface, pollution, and safety appear to have workable solutions.

Source record↗
NASA NTRS1972

Program for the exploitation of unused NASA patents

The program to exploit unused NASA patents through the use of a multidisciplinary approach involving faculty students, and research staff is reported. NASA patents were screened for their applicability outside the space program, specific applications were identified, and the technical and commercial feasibility of these applications was established. Also application of this technology by governmental agencies outside the space program was sought. The program was specifically interested in energy absorbing devices such as those developed for lunar soft landings. These energy absorbing devices absorb large amounts of mechanical energy but are, in general, not reusable. Some of these devices can also operate as structural elements until their structural load capacity is exceeded and they become activated as energy absorbers. The capability of these devices to operate as structural elements and as energy absorbing devices makes them candidates for many applications in the fields of transportation and materials handling safety where accidents take a large toll in human injury and property damage.

Fay, R. J.↗