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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

4D electrical resistivity tomography for assessing the influence of vegetation and subsurface moisture on railway cutting condition

Instability of slopes, embankments, and cuttings on the railway network is increasingly prevalent globally. Monitoring vulnerable infrastructure aids in geotechnical asset management, and improvements to transport safety and efficiency. Here, we examine the use of a novel, near-real-time Electrical Resistivity Tomography (ERT) monitoring system for assessing the stability of a railway cutting in Leicestershire, United Kingdom. In 2015, an ERT monitoring system was installed across a relict landslide (grassed) and an area of more stable ground on either side (wooded), to monitor changes in electrical resistivity through time and space, and to assess the influence of different types of vegetation on the stability of transportation infrastructure. Two years of 4-Dimensional ERT monitoring results are presented here, and petrophysical relationships developed in the laboratory are applied to calibrate the resistivity models in order to provide an insight into hydrogeological pathways within a railway cutting. The influence of vegetation type on subsurface moisture pathways and on slope stability is also assessed – here we find that seasonal subsurface changes in moisture content and soil suction are exacerbated by the presence of trees (wooded area). This results in shrink-swell behaviour of the clays comprising the railway cutting, resulting in fissuring and a reduction in shear strength, leading to instability. As such, it is proposed that on slopes comprised of expansive soils, grassed slopes are beneficial for stability. Insights into the use of 4-D ERT for monitoring railway infrastructure gained from this study may be applied to the monitoring of critical geotechnical assets elsewhere.

58 GEOSCIENCES↗
DOE OSTI2021

POINT: Partially Observable Imitation Network for Traffic Signal Control

Smart traffic signals bring together transportation infrastructure and advance technologies to improve the mobility and efficiency of urban transportation network. Adaptive traffic signal control studies can be categorized into modeling-based approaches and learning-based approaches. In order to take advantages of these two systems, this study developed an offline-online combined Partial Observable Imitation Network for Traffic signal control (POINT). In the offline system, the traffic signal timing optimization problem was formulated as a Mixed Integer Nonlinear Programming (MINLP) given complete traffic information, i.e., second-by-second speeds and locations of all vehicles. Furthermore, the objective of MINLP is to minimize total travel delays considering individual vehicle trajectories under Connected Vehicle (CV) environment. The calculated optimal solutions under various traffic conditions were considered as the ”expert” decisions. In the online system, an imitation neural network model was developed to learn the ”expert” signal plans generated from offline system. Given partial observable traffic conditions in real time, e.g., the aggregate-level of traffic volume, the POINT model can compute the signal timing parameters in the online system. The numerical results demonstrated that the proposed method outperformed other state-of-the-art signal control method under high and unbalanced traffic demand levels in terms of reducing travel delays and queue length.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Transportation Energy Analytics Dashboard (TEAD)

The investment decisions within the nation’s transportation sector have traditionally been prioritized and measured against safety and travel efficiency goals. Increasingly, federal, state, and local policies are requiring consideration of energy use and emissions in the design of our transportation infrastructure. Yet the processes, analytics, and knowledge to include these new metrics into transportation decisions are lacking. Although targeted studies and before and after analysis are performed from time to time, no comprehensive real-time monitoring systems provide energy and emissions to the same level as congestion and safety. To address this gap, the Center for Advanced Transportation Technology (CATT Lab) and the Maryland Transportation Institute (MTI) at the University of Maryland (UMD), in partnership with the National Renewable Energy Laboratory (NREL), have developed a Transportation Energy Analytics Dashboard, or TEAD, to raise awareness of the energy and emission impacts to the same level of observability as that of safety and mobility concerns. The overall goal of this project was to develop and demonstrate an online tool to monitor transportation energy use and emissions in real-time and to archive this data for retrospective analysis. By combining surface transportation energy and emissions evaluation capability with more traditional safety, mobility and reliability system evaluation, our goal is for TEAD to create a dynamic new paradigm in transportation systems management and performance analyses, for both real-time traffic operations, and longer-term planning for project and program investment decision-making.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

Quantifying the Impact of Transportation on Climate - Energy Analytics Dashboard: Preprint

The investment decisions within the nation's transportation sector have traditionally been prioritized and measured against safety and travel efficiency goals. Increasingly, federal, state, and local policies are requiring consideration of energy use and emissions in the design of our transportation infrastructure. Yet the processes, analytics, and knowledge to include these new metrics into transportation decisions are lacking. Although targeted studies and before and after analysis are performed from time to time, no comprehensive real-time monitoring systems provide energy and emissions to the same level as congestion and safety. To address this gap, this paper developed and demonstrated the Transportation Energy Analytics Dashboard, or TEAD, to raise awareness of the energy and emission impacts to the same level of observability as that of safety and mobility concerns.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗
DOE OSTI2022

System Analysis Modeling and Intermodal Transportation for Commercial Spent Nuclear Fuel

The United States Department of Energy (DOE) has long term goals to develop solutions for managing the nation’s spent nuclear fuel (SNF) and high-level waste (HLW) inventory. The Integrated Waste Management (IWM) program under the DOE office of Nuclear Energy (DOE-NE) is employing system-level engineering and analysis principles to inform potential future waste management system architectures. Managing the spent nuclear waste requires the use of system-level analysis software that takes various aspects of the fuel cycle into account like waste generation, on-site/centralized storage, transportation infrastructure, and long-term disposal. The Next Generation System Analysis Model (NGSAM) is an agent-based model that was developed to simulate the transportation and storage of SNF and HLW. As an agent-based model, NGSAM has the capability to detail the interaction and movement of individual components and groups, such as rail cars and casks. The SNF inventory from commercial nuclear reactors is currently in temporary storage at multiple locations spread across the United States. Shipping of SNF from these locations relies on one of three transportation modes: rail, heavy-haul truck, or barge. Out of the three modes identified, rail is generally the most preferred due to the size of the canisters and casks the SNF would be shipped in. However, under some scenarios, a direct rail route might not be readily available to a reactor site or improving the rail infrastructure at shutdown sites might be too cost-prohibitive for utilities to opt for a direct rail transfer. Under such scenarios, using a barge or heavy haul truck to de-inventory the site and transfer the SNF to a nearby intermodal transfer site with adequate rail infrastructure where the payload could be transferred to a rail car might prove to be an attractive option. This work initially presents the various intermodal transportation options that could be used to transfer SNF from reactor sites to rail cars. This is followed by exploring the operational steps in each of these modes to move the SNF from a reactor site and transfer it to a rail car. This work also presents the procedure of implementing the intermodal transfer methodology in NGSAM using various Java methods. Finally, the process times for accomplishing each of the individual steps are furnished. The implementation ideology, assumptions, and future steps are presented in this work.

Gadey, Harish Reddy↗
DOE OSTI2022

Technoeconomic Analysis of Infrastructure Buildout Scenarios

The success of CCUS deployment in the southeast will depend on the optimized pipeline network from CO 2 point sources to geologic sinks for CO 2 storage. An optimal pipeline framework will reduce both environmental impacts and pipeline building cost. However, finding an optimal pipeline/transport infrastructure design is a non-trivial task and requires simultaneous usage of large volumes of data, computational resources, and a state-of-the-art simulator. Such a transport infrastructure model must consider point sources for CO 2 capture and associated volumes, sinks for CO 2 storage, and transportation from source to sink via pipeline networks. These considerations must be addressed simultaneously and systemically in an optimization process, in which a defined objective function (i.e., capital, variable CO 2 capture, transport, and storage cost function) is required to be minimized with the consideration of practical constraints (e.g., CO 2 flow through pipelines is less than the maximum capacity). Although optimization has been widely used in subsurface resources production and CO 2 storage, its application in large scale CCUS infrastructure design is rarely reported in the literature. SimCCS, developed by Los Alamos National Laboratory, is an open-source CCUS pipeline infrastructure design toolset that facilitates the optimization of pipeline infrastructure networks.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2025

Direct Air Capture and Electromicrobial Production (DAC-EMP) (Final Technical Report for ARPA-E Project)

The collaborative effort of UC Berkeley and GE Vernova (formerly GE Research) aimed to develop an integrated, three-step process to directly capture and convert carbon dioxide (CO 2 ) from ambient air into butanol, a platform molecule for diesel and jet fuels. This new process is intended to address the unmet need for carbon-neutral drop-in substitutes for fossil gasoline, which would substantially reduce the carbon footprint of the transportation sector without requiring significant changes to the nation’s transportation infrastructure. The U.S. alone consumes ~120 billion gallons of gasoline per year, and the use of fossil fuels in transportation accounts for ~30% of U.S. greenhouse gas emissions, a major contribution to the ongoing climate crisis. A successful replacement fuel must therefore be produced in a process that has low carbon emissions over its life cycle while demonstrating both scalability and economic competitiveness. The proposed system is tailorable to a wide range of applications and can establish a viable approach for direct capture and conversion of CO 2 to value-added products with much lower land use compared to a biotechnological process relying on corn-derived glucose.

09 BIOMASS FUELS↗
DOE OSTI2026

IPC-Fusion (Infrastructure Perception and Control (IPC): Multisensor Data Fusion Software) [SWR-25-153]

As part of the National Laboratory of the Rockies' (NLR’s) Infrastructure Perception and Control Laboratory, the IPC-Fusion toolkit provides a probabilistic, scalable, multi-sensor fusion framework that integrates (late-stage fusion) heterogeneous object detection data from traffic sensors to enable robust, real-time tracking of roadway occupants. The algorithmic design of the toolkit is motivated by the need for creating a digital twin of traffic at the edge in a scalable and affordable manner. The software operates by combining object-level measurements (such as position and velocity) from a suite of sensors (such as radar, lidar, camera) using Kalman filtering and probabilistic data association techniques to overcome individual sensor limitations and achieve superior tracking performance in complex traffic zones. The framework addresses key challenges including heterogeneous measurement uncertainties, asynchronous data streams, varying spatiotemporal data resolutions, robust data association, and adaptive object lifecycle management. Validated on real-world traffic intersection data including vehicles and pedestrians, IPC-Fusion demonstrates enhanced tracking reliability across scenarios involving occlusions, sensor failures, and varying traffic densities, supporting the broader IPC initiative's goal of transforming transportation infrastructure through advanced perception capabilities for intelligent transportation systems, traffic safety applications, and autonomous vehicle support.

Sandhu, Rimple [National Laboratory of the Rockies↗
DOE OSTI2024

A US perspective on closing the carbon cycle to defossilize difficult-to-electrify segments of our economy

Electrification to reduce or eliminate greenhouse gas emissions is essential to mitigate climate change. However, a substantial portion of our manufacturing and transportation infrastructure will be difficult to electrify and/or will continue to use carbon as a key component, including areas in aviation, heavy-duty and marine transportation, and the chemical industry. In this Roadmap, we explore how multidisciplinary approaches will enable us to close the carbon cycle and create a circular economy by defossilizing these difficult-to-electrify areas and those that will continue to need carbon. Here, we discuss two approaches for this: developing carbon alternatives and improving our ability to reuse carbon, enabled by separations. Furthermore, we posit that co-design and use-driven fundamental science are essential to reach aggressive greenhouse gas reduction targets.

09 BIOMASS FUELS↗
DOE OSTI2026

Biofuel Infrastructure, Logistics, and Transportation (BILT) Model for Supply Chain Analysis: Documentation for BILT

The Biofuel Infrastructure, Logistics, and Transportation (BILT) model for supply chain analysis developed by Oak Ridge National Laboratory for the US Department of Energy is an accounting and optimization model that tracks the entire biomass-to-end-use supply chain (e.g., biomass production, transportation, and processing) for potential feedstocks, pathways, and end uses. This report summarizes the development, function, and operation of the BILT model.

09 BIOMASS FUELS↗
DOE OSTI2021

Location Selection of Fast-Charging Station for Heavy-Duty EVs Using GIS and Grid Analysis

This work presents a systematic methodology for the location selection of fast-charging stations for heavy-duty electric vehicles (EVs) based on both geospatial and electric grid analysis. The geospatial analysis is based on real-world geographic information system (GIS) data of road networks and existing supportive infrastructures. The grid analysis is implemented based on node-level analysis of potential impacts on voltages and power losses in the distribution system. A case study using a realistic, three-phase, unbalanced distribution feeder from California and extracted real-world GIS data is used to demonstrate the intuitiveness and effectiveness of the proposed methodology for the location selection of fast-charging stations for heavy-duty EVs considering both electric and existing transportation infrastructures.

47 OTHER INSTRUMENTATION↗
DOE OSTI2022

Micromobility Integrated Transit and Infrastructure for Efficiency (MITIE)

Nearly omnipresent in many cities of all sizes across the United States, micromobility vehicles-e-scooters, manual bicycles, e-bicycles, and larger seated electric scooters-are notably missing from SMART Mobility research. This project aims to expand the spectrum of modes currently being researched within SMART Mobility by exploring micromobility as an important tool toward meeting energy-efficient mobility goals. It expands on findings from SMART Mobility 1.0 that revealed preferences to reduce transportation-related expenses through use of a network of mobility-as-a-service (MaaS) and other shared mobility options, and builds on findings from a 2019 Vehicle Technology Analysis Program (VTAP) funded micromobility project conducted by our team. We will explore multiple facets of micromobility, including behavior and decision-making, the integration of micromobility within transportation infrastructure, energy estimates, and operations. Guiding research questions include: (1) What are the potential energy savings from low, medium, and high market penetration of micromobility (in passenger, multimodal, and freight domains)? (2) Which scenarios for micromobility use and related enablement of increased public transit use should be modeled/considered in the SMART 2.0 Workflow? (3) To what degree can micromobility supplement/complement transit system operations? (4) What are people's preferences towards micromobility? How do preferences vary across various sociodemographic segments? How can this knowledge inform operations? (5) What are optimal strategies to attain high user adoption and shift users toward more energy-efficient mode choices in terms of micromobility operation? How do these strategies affect energy savings, person-miles traveled, lifecycle energy use, and adoption rates? These questions will be addressed through applied research in five project emphasis areas: (1) Energy estimates of micromobility for Workflow scenarios: Expand and refine previous micromobility work to augment the Workflow approaches to modeling urban travel. (2) Multimodal connection with transit: Utilizing Mobility-Energy Productivity (MEP) tools to evaluate multimodal travel patterns enabled by micromobility, including assessing how to reduce barriers of inequity of access to mobility options and destinations. (3) Mode choice, induced demand, and infrastructure: Understanding the mode shift induced through micromobility to inform energy impact analysis. (4) Energy optimization of micromobility operations: Identification of micromobility operations parameters and development of operations scenarios to better understand present-day micromobility operations for integration into the Workflow, in partnership with BEAM and POLARIS modeling teams. (5) Micro-freight: Characterize the current state of micro-freight activities, including energy effects and geospatial analyses, to inform Workflow.

ADVANCED PROPULSION SYSTEMS,POWER TRANSMISSION AND↗
DOE OSTI2023

Micromobility Integrated Transit and Infrastructure for Efficiency (MITIE)

Nearly omnipresent in many cities of all sizes across the United States, micromobility vehicles-e-scooters, manual bicycles, e-bicycles, and larger seated electric scooters-are notably missing from SMART Mobility research. This project aims to expand the spectrum of modes currently being researched within SMART Mobility by exploring micromobility as an important tool toward meeting energy-efficient mobility goals. It expands on findings from SMART Mobility 1.0 that revealed preferences to reduce transportation-related expenses through use of a network of mobility-as-a-service (MaaS) and other shared mobility options, and builds on findings from a 2019 Vehicle Technology Analysis Program (VTAP) funded micromobility project conducted by our team. We will explore multiple facets of micromobility, including behavior and decision-making, the integration of micromobility within transportation infrastructure, energy estimates, and operations. Guiding research questions include: 1) what are the potential energy savings from low, medium, and high market penetration of micromobility (in passenger, multimodal, and freight domains)? 2) which scenarios for micromobility use and related enablement of increased public transit use should be modeled/considered in the SMART 2.0 Workflow? 3) to what degree can micromobility supplement/complement transit system operations? 4) what are people's preferences towards micromobility? How do preferences vary across various sociodemographic segments? How can this knowledge inform operations? 5) what are optimal strategies to attain high user adoption and shift users toward more energy-efficient mode choices in terms of micromobility operation? How do these strategies affect energy savings, person-miles traveled, lifecycle energy use, and adoption rates? These questions will be addressed through applied research in five project emphasis areas: 1) energy estimates of micromobility for Workflow scenarios: Expand and refine previous micromobility work to augment the Workflow approaches to modeling urban travel; 2) multimodal connection with transit: Utilizing Mobility-Energy Productivity (MEP) tools to evaluate multimodal travel patterns enabled by micromobility, including assessing how to reduce barriers of inequity of access to mobility options and destinations; 3) mode choice, induced demand, and infrastructure: Understanding the mode shift induced through micromobility to inform energy impact analysis; 4) energy optimization of micromobility operations: Identification of micromobility operations parameters and development of operations scenarios to better understand present-day micromobility operations for integration into the Workflow, in partnership with BEAM and POLARIS modeling teams; 5) micro-freight: Characterize the current state of micro-freight activities, including energy effects and geospatial analyses, to inform Workflow.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Willow Biomass Crops Are a Carbon Negative or Low-Carbon Feedstock Depending on Prior Land Use and Transportation Distances to End Users

Few life cycle assessments (LCAs) on willow biomass production have investigated the effects of key geographically specific parameters. This study uses a spatial LCA model for willow biomass production to determine spatially explicit greenhouse gas (GHG) emissions and energy return on investment (EROI), including land use conversion from pasture and cropland or grassland. There were negative GHG emissions on 92% of the land identified as suitable for willow biomass production, indicating this system’s potential for climate change mitigation. For willow planted on cropland or pasture, life cycle GHG emissions ranged from −53.2 to −176.9 kg CO2eq Mg-1. When willow was grown on grassland the projected decrease in soil organic carbon resulted in a slightly positive GHG balance. Changes in soil organic carbon (SOC) associated with land use change, transportation distance, and willow yield had the greatest impacts on GHG emissions. Results from the uncertainty analysis exhibited large variations in GHG emissions between counties arising from differences in these parameters. The average EROI across the entire region was 19.2. Willow biomass can be a carbon negative or low-carbon energy source with a high EROI in regions with similar infrastructure, transportation distances, and growing conditions such as soil characteristics, land cover types, and climate.

09 BIOMASS FUELS↗
DOE OSTI2024

Update on Parallel Process Execution in the Next Generation System Analysis Model

As of the end of 2021, 88,880 metric tons of heavy metal (MTHM) (44,741 MTHM in dry storage; 44,139 MTHM in wet storage) of spent nuclear fuel (SNF) were stored at various reactor sites across the United States [1]. The Office of Storage and Transportation in the Department of Energy is planning for the transportation, storage, and eventual disposal of SNF and high-level radioactive waste (HLW). To aid in this effort and inform decision-makers about the backend of the spent fuel cycle, systems analysis tools capable of analyzing the various options with respect to SNF and HLW management are being used as well as continuously improved to meet the evolving needs of the program. System analysts typically use these tools to vary underlying assumptions (shipping rates, allocation priority, available facilities, start dates, etc.) and study the implications of these changes on site clearance schedules, campaign costs, transportation infrastructure acquisition, etc.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Southeast Regional CO 2 Utilization and Storage Acceleration Partnership (SECARB-USA): Regional Commercialization Plan (Final): Work Products 4.4.b (Regional Commercialization Plan) & 4.3 (Socioeconomic Impacts of CCUS and Workforce Readiness)

Commercialization of carbon capture and storage (CCS) within the SECARB-USA region is scaling up and will continue as governments and private companies expand on current decarbonization efforts. The Inflation Reduction Act (2022) enhanced 45Q tax credits beyond the 2018 Bipartisan Budget Act levels by incentivizing previously uneconomic projects to develop CCS plans and infrastructure. Additionally, the continued interest and support for CCS mitigates the relative risk of commercial-scale projects that are seeking long-term viability to develop capture facilities to accommodate their emissions reduction goals. This multifaceted Commercialization Plan provides an overview of the current status and potential for CCS in the Southeast and the pathways to achieve emissions reduction goals in the region by 2050. Specifically, the study addresses: • The current status of CCS activities in the SECARB region, • Assessment of buildout pathways for CCS projects and carbon transport infrastructure development opportunities, • Estimation of CCS job creation and economic impacts, and • The social justice considerations and public benefits associated with CCS activities in the SECARB-USA region.

42 ENGINEERING↗
DOE OSTI2021

An Algebra of Machine Learners with Applications

Machine learning (ML) methods are increasingly being applied to solve complex, data-driven problems in diverse areas, by exploiting the physical laws derived from first principles such as thermal hydraulics and the abstract laws developed recently for data and computing infrastructures. These physical and abstract laws encapsulate, typically in compact algebraic forms, the critical knowledge that complements data-driven ML models. We present a unified perspective of these laws and ML methods using an abstract algebra (A;⊕,Ⓧ), wherein the performance estimation and classification tasks are characterized by the additive ⊕ operations, and the diagnosis, reconstruction, and optimization tasks are characterized by the difference Ⓧ operations. This abstraction provides ML codes and their performance characterizations that are transferable across different areas. We describe practical applications of these abstract operations using examples of throughput profile estimation tasks in data transport infrastructures, and power-level and sensor error estimation tasks in nuclear reactor systems.

Rao, Nageswara↗
DOE OSTI2026

Data Fusion for the Development of a Multimodal Freight Transload Facilities Dataset in the U.S.

To withstand the growing demand of commodity volume and its strain on the transportation infrastructure, it is necessary to identify the flow of commodities by route and mode. However, a national multimodal freight routing model does not exist for the U.S. The development of such model requires multiple building blocks, such as virtual representations of roadway, railway, and waterway networks, transload facilities (TFs), and access/egress links. Most of these blocks have a robust database in the U.S., except for the TFs. Here, this paper presents the fusion of dispersed and heterogeneous representations of multimodal TFs into a single, comprehensive, geospatial freight TF dataset. The TF dataset is derived from several sources, including the U.S. Army Corps of Engineers Master Docks Plus, the National Transportation Atlas Database, the Intermodal Association of North America, industry publications, and other public information. First, individual datasets were queried and reconciled. A geocoding/reverse geocoding process was applied to get the best street address and latitude/longitude location for each terminal. Then, duplicate terminals were identified by a fuzzy match algorithm based on terminal name and location, and removed. Validation was performed by visual inspection of random facilities. The main contributions of this work are: a publicly available version of the TF dataset, including facility location and multimodal transfer capability of 9,003 facilities, and an enterprise-version with the same facilities but including commodity handling capabilities. The main purpose of developing the TF dataset is to inform multimodal routing algorithms. The proposed TF dataset allows for credibly modeling the multimodal transfer of commodities within shipment routes.

Commodity Routing↗