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

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All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Yellowstone National Park Federal Fleet Tiger Team EVSE Site Assessment [Slides]

The U.S. Department of Energy Federal Energy Management Program (FEMP) helps federal agencies reduce petroleum consumption and increase alternative fuel use through its resources for sustainable federal fleets. A key element of this assistance involves supporting agencies in the transition to zero-emission vehicles (ZEVs). Fleet electrification is part of a federal policy to achieve net-zero emissions economy-wide and a carbon pollution-free electricity sector, established through two executive orders (EOs) - EO 14008: Tackling the Climate Crisis at Home and Abroad and EO 14057: Catalyzing America's Clean Energy Industries and Jobs through Federal Sustainability. This site report supports the development of a ZEV deployment plan for Yellowstone National Park, which can ultimately be incorporated into the overall U.S. Department of the Interior ZEV fleet strategy.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Golden Gate National Recreation Area Federal Fleet Tiger Team EVSE Site Assessment

The U.S. Department of Energy Federal Energy Management Program (FEMP) helps federal agencies reduce petroleum consumption and increase alternative fuel use through its resources for sustainable federal fleets. A key element of this assistance involves supporting agencies in the transition to zero-emission vehicles (ZEVs). Fleet electrification is part of a federal policy to achieve net-zero emissions economy-wide and a carbon pollution-free electricity sector, established through two executive orders (EOs) - EO 14008: Tackling the Climate Crisis at Home and Abroad and EO 14057: Catalyzing America's Clean Energy Industries and Jobs through Federal Sustainability. This site report supports the development of a ZEV deployment plan for the Golden Gate National Recreation Area, which can ultimately be incorporated into the overall U.S. Department of the Interior ZEV fleet strategy.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Which “second-best” climate policies are best? Simulating cost-effective policy mixes for passenger vehicles

In the real-world of political opposition and complex market failures, carbon pricing alone will not achieve deep GHG mitigation targets. Hence, in this study, we search for the most cost-effective “second-best” policies. Focusing on the light-duty vehicle sector in the case of Canada, we compare several policies in terms of effectiveness (regarding 2030 GHG goals) and mitigation costs, namely: (i) a carbon tax; (ii) a vehicle emission standard (or VES); (iii) a zero emissions vehicle (ZEV) mandate, and (iv) combinations of all three at various stringencies. In this effort, we apply the AUtomaker-consumer Model (AUM), which endogenously simulates consumer and automaker decisions and technological change. Comparing individual policies, the regulations are about three times more expensive than the carbon tax. Among “second-best” policies, the VES is cheaper than a ZEV mandate at lower stringencies, but at higher stringencies the two are similarly efficient (both incentivize widespread ZEV deployment). In policy mixes, cost-effectiveness is improved by a carbon tax. Specifically, inclusion of a CDN$100–150/tonne tax can achieve targets while being 30–40% less costly than a regulation alone. We suggest that policymakers implement carbon pricing as stringently as politically feasible (for efficiency), complemented by regulations as needed (for efficacy) to meet GHG targets.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

Comprehensive Review of California's Innovative Clean Transit Regulation: Phase I Summary Report

This report–prepared by NREL and UC Berkeley for the California Air Resources Board (CARB)–provides a comprehensive review conducted for implementation of the Innovative Clean Transit (ICT) regulation and deployment of zero-emission transit buses in California. The ICT regulation requires California transit agencies to begin transitioning to zero-emission vehicle technologies, defining an increasing percentage of new bus purchases that must be zero-emission buses (ZEBs) each year. The purchase requirements begin in 2023, increasing to a 100% ZEB purchase requirement beginning in 2029. This schedule is designed to result in 100% ZEB fleets statewide by 2040. The focus of the Phase I study was on implementation progress, status of standard-size transit buses, and the California transit industry's readiness to meet the 2023 ICT purchase requirements.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Renewable Hydrogen to Vehicle (RH2V) – Operation Verification and Risk Mitigation Studies: Original Agreement (Modification 0) (CRADA Final Report)

Toyota has announced plans for commercial fuel cell vehicle deployment in 2015. To fully realize the benefits of fuel cell vehicles (zero emission with no performance loss in terms of vehicle range and capability), hydrogen produced efficiently from renewable sources is necessary. Most of the hydrogen fueling stations today utilize hydrogen reformed from natural gas (produced onsite or delivered). This enables more stations to be deployed cost-effectively within a network. Producing and using cost-effective renewable hydrogen in fuel cell vehicles will enable realization of the full potential. A viable option of green hydrogen that reliably delivers on the full suite of benefits for Toyota fuel cell vehicle drivers is needed. NREL is in a unique position to analyze and optimize renewable hydrogen production scenarios using the Energy Systems Integration Facility (ESIF), a facility that is specifically designed to evaluate renewable energy integration technologies. As the U.S. Department of Energy's (DOE) primary national laboratory for renewable energy and energy efficiency research and development, NREL has extensive knowledge of photovoltaic systems as well as alternative renewable technologies for efficient and reliable production of green hydrogen.

08 HYDROGEN↗
DOE OSTI2020

The role of infrastructure to enable and support electric drive vehicles: A Transportation Research Part D Special Issue

Widespread vehicle electrification appears to be necessary to achieve timely and deep reductions in greenhouse gases (GHG) and pollutant emissions as well as petroleum use in the transportation sector. The lack of a sufficient refuelling infrastructure has defeated many past efforts to promote alternatives to petroleum fuels. The papers in this special issue on the “Role of Infrastructure to Enable and Support Electric Drive Vehicles” address the diverse challenges posed by a transition from fossil-fuelled internal combustion engine vehicles to vehicles powered by electric motors and the special role of refuelling/recharging infrastructure in this transition. Electric drive vehicles are herein considered to be plug-in electric vehicles (PEVs), including plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and hydrogen fuel cell electric vehicles (FCEVs). BEVs and FCEVs are also known as Zero Emission Vehicles (ZEVs) because their propulsion systems produce no tailpipe emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Sustainable Port Operations: Powered by NREL

Seaports are vital economic hubs that allow the United States to compete on a global scale. But the heavy vehicles and cargo equipment that enable their operations also emit harmful air pollutants and greenhouse gas emissions. For nearly two decades, National Renewable Energy Laboratory (NREL) researchers have worked toward comprehensive seaport decarbonization. They fuse world-class analysis with deep vehicle and transportation systems knowledge to guide strategic deployment of low- and zero-emissions vehicles, charging and refueling infrastructure, and grid improvements. Together, these capabilities can enable sustainable port operations. This fact sheet outlines major seaport and airport decarbonization capabilities across the laboratory, including: fleet research, energy data, and insights for decarbonization; comprehensive hydrogen infrastructure deployment; optimized charging through grid integration; strategic blueprinting for clean, optimized technology deployment; and integrating diversity, equity, inclusion, and accessibility considerations into decarbonization efforts.

ADVANCED PROPULSION SYSTEMS,ENERGY CONSERVATION, C↗
NASA NTRS2008

Lithium Battery Power Delivers Electric Vehicles to Market

Hybrid Technologies Inc., a manufacturer and marketer of lithium-ion battery electric vehicles, based in Las Vegas, Nevada, and with research and manufacturing facilities in Mooresville, North Carolina, entered into a Space Act Agreement with Kennedy Space Center to determine the utility of lithium-powered fleet vehicles. NASA contributed engineering expertise for the car's advanced battery management system and tested a fleet of zero-emission vehicles on the Kennedy campus. Hybrid Technologies now offers a series of purpose-built lithium electric vehicles dubbed the LiV series, aimed at the urban and commuter environments.

Source record↗
DOE OSTI2021

There's No Place Like Home: Residential Parking, Electrical Access, and Implications for the Future of Electric Vehicle Charging Infrastructure

In March 2021, the cumulative sale of plug-in electric vehicles (PEVs), including plug-in hybrid electric vehicles (PHEV) and battery electric vehicles (BEV), reached 1.8 million in the United States (Argonne National Laboratory 2021). However, PEV adoption is still in its infancy; its market share has just reached around 3% of new light-duty vehicle (LDV) sales by the end of 2020 (Alliance for Automotive Innovation 2021). Current trends suggest that PEV market share in the United States is increasing. The U.S. Energy Information Administration's (EIA's) 2020 Annual Energy Outlook forecasts PEV registrations to exceed 8 million vehicles by 2030 (AEO 2020). PEV adoption is expected to be led by states that are regulating the sale of zero emission vehicles (ZEVs) (California Air Resources Board). California continues to push for more aggressive ZEV regulations; the state recently issued an executive order aimed at 100% of LDV sales being ZEVs by 2035 (Office of Governor Newsom). At the federal level, the Biden administration has shown great ambition in encouraging broader electric vehicle (EV) adoption, including setting the goal of installing 500,000 new chargers nationwide (The White House 2021). Access to charging infrastructure is consistently cited as one of the primary barriers to the increased sale of PHEVs and BEVs (Carley et al. 2019). In the United States, PEV charging options are often described using a pyramid structure, with residential charging as the foundation, workplace charging in the middle, and public charging on top (Figure 1). The existing electricity system, which generates, transmits, and distributes electric fuel to residential households, has helped PEVs partially overcome the "chicken and egg" conundrum that has haunted other alternative fuels. Viable home access to electric charging is also an important equity issue, because non-residential PEV charging options (e.g., workplace or public charging stations) are generally more expensive. Households without residential charging access may experience higher total cost of PEV ownership if non-residential charging options are more costly.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Spatial and unobserved heterogeneity in consumer preferences for adoption of electric and hybrid vehicles: A Bayesian hierarchical modeling approach

The transition to low carbon vehicles known as alternative fuel vehicles (AFVs) is well underway. This transition has been motivated partly by consumer demand and partly by legislation such as the Zero Emission Vehicle mandate, which requires manufacturers to sell a certain percentage of their vehicles as AFVs. While the long-term adoption of AFVs (specifically, electric and hybrids) may take several years, there is a need to understand consumer preferences for AFV adoption and the pathways of AFV adoption from a national perspective. Therefore, this study sought to provide information about consumer preferences regarding AFV ownership while considering spatial and unobserved heterogeneity in consumer preferences, which can potentially impact societal transition to low carbon fueled vehicles. The 2017 National Household Travel Survey was used to calibrate Bayesian logit and hierarchical models. Here, the findings of these models reveal that higher gasoline prices contribute toward the adoption of battery electric vehicles. The results also reveal that the perceived disadvantages of AFVs for long commutes are the key barrier in wider adoption of AFVs. Interestingly, frequent use of the internet by consumers revealed a higher likelihood for purchase of hybrid vehicles. Furthermore, West Coast residents are observed to be a large portion of the early adopters and are more likely to purchase hybrids as compared to battery electric vehicles. The knowledge generated by this study has implications for making better informed decisions about AFV adoption and developing incentives to promote wider adoption of AFVs by overcoming their perceived disadvantages.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1993

Techno-economic requirements for automotive composites

New technology generally serves two main goals of the automotive industry: one is to enable vehicles to comply with various governmental regulations and the other is to provide a competitive edge in the market. The latter goal can either be served through improved manufacturing and design capabilities, such as computer aided design and computer aided manufacturing, or through improved product performance, such as anti-lock braking (ABS). Although safety features are sometimes customer driven, such as the increasing use of airbags and ABS, most are determined by regulations as outlined by the Federal Motor Vehicle Safety Standards (FMVSS). Other standards, set by the Environmental Protection Agency, determine acceptable levels of emissions and fuel consumption. State governments, such as in California, are also setting precedent standards, such as requiring manufacturers to offer zero-emission vehicles as a certain fraction of their sales in the state. The drive to apply new materials in the automobile stems from the need to reduce weight and improve fuel efficiency. Topics discussed include: new lightweight materials; types of automotive materials; automotive composite applications; the role for composite materials in automotive applications; advantages and disadvantages of composite materials; material substitution economics; economic perspective; production economics; and composite materials production economics.

Arnold, Scot↗
DOE OSTI2024

Predicting U.S. federal fleet electric vehicle charging patterns using internal combustion engine vehicle fueling transaction statistics

Utilizing fueling transactions from internal combustion engine vehicles (ICEVs), the authors estimated how frequently midday public charging would be required for U.S. federal fleet battery electric vehicles (BEVs). Fueling transaction summary statistics are more widely available than trip-level telematics data, making this methodology more accessible and transferable to other researchers and fleet managers considering BEV replacements. For example, readers can easily apply a linear model using only the count of back-to-back fueling events at gas stations over 57 straight-line miles apart to predict days exceeding range. This linear regression predicted binned days exceeding 250 miles at 80% accuracy on a hold-out test set from the same fleet as the training data and 66 % accuracy on a new fleet displaying different driving behaviors. The authors additionally provide linear equations for days exceeding 200 and 300 miles as alternative range estimates to account for differences in BEV range and temperature impacts. Beyond the single-feature linear models which readers can apply, the authors tuned and trained other machine learning models on a variety of fueling transaction statistics including consecutive transaction distances, transaction distance from garage, estimated miles traveled from fuel economy and fuel quantity, and transaction periodicity. Utilizing a subset of 1678 light-duty federal fleet vehicles which contained daily vehicle miles traveled (VMT) in addition to fueling statistics, the authors determined which fueling transaction statistics were most relevant in predicting driving days exceeding 250 miles (an approximation of BEV rated driving range). In support of the U.S. federal fleet transition to zero-emission vehicles (ZEVs), the authors used these statistics and machine learning models to predict the frequency of BEV midday charging. After training models on the subset with VMT, the authors predicted days exceeding rated range for 112,902 light-duty vehicles operating in similar circumstances in the federal fleet using a Support Vector Regressor (SVR). In conclusion, they then used the projections as part of the ZEV Planning and Charging (ZPAC) tool to identify optimal candidates for BEVs for the federal fleet. An anonymized version of ZPAC is included in the supplementary materials.

25 ENERGY STORAGE↗
DOE OSTI2024

The Debate on Vehicle Triad: Examining the Utilization Patterns of Gasoline, Hybrid, and Electric Vehicles in Households

Light-duty vehicles contribute to approximately half of the transport sector's emissions, a sector challenging to decarbonize owing to the autocentric nature of many American cities. The U.S. Department of Transportation's blueprint outlines three key decarbonization strategies: increasing convenience, improving efficiency, and transitioning to zero-emission vehicles. Among these, the adoption of Electric Vehicles (EVs) offers a promising opportunity to reduce emissions from light-duty vehicles, which are predominantly gasoline-powered. Although substantial literature identifies and addresses factors influencing EV adoption, understanding their utilization within households who own vehicles with mixed fuel types is crucial for accurately assessing their environmental benefits. This paper addresses two key questions: (a) Are EVs utilized more, equally, or less than gasoline vehicles (GVs) and (b) What factors influence mileage utilization patterns in households with multiple vehicle fuel types, accounting for substitution and complementary effects? Analysis of 2022 National Household Travel Survey (NHTS) data indicates that EVs are utilized more than GVs within households that own multiple mixed fuel fleets. Findings reveal that households with a higher number of younger individuals and multiple workers use EVs more extensively, and those with older adults and larger households with multiple vehicles tend to use GVs more. Rural households have higher use of hybrid vehicles (HVs). The study identifies a substitution effect between EVs and GVs, while complementary relationship between HVs and EVs, suggesting nuances in vehicle utilization patterns. This nuanced understanding of vehicle utilization patterns informs the development of targeted policies and infrastructure investments to optimize household transportation efficiency.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

OR-AGENT framework – Architecting electrified heavy-duty drayage applications

The widespread adoption of zero-emission vehicles in heavy-duty (HD) commercial freight transportation faces considerable technoeconomic challenges. For heavy-duty trucks, ensuring high uptime, cost parity with diesel, and safety standards is especially critical as these vehicles operate over long distances with heavy loads, where any downtime or off-nominal behaviors significantly impacts logistics, productivity, and the total cost of ownership. Unlike traditional diesel refueling, BEV charging infrastructure must be co-optimized with vehicle deployment, operational demands, and grid capacity to ensure cost-effective and reliable freight operations. However, the lack of a standardized ownership and service model has led to a fragmented approach—where commercial vehicle operators may invest in, own, and maintain both vehicle/batteries and charging/energy infrastructure. This disconnect may exclude energy service providers from the equation, forcing fleet operators to explore ‘behind-the-fence’ energy solutions that increase capital investment, operational downtime, overhead costs, and, in some cases, net carbon emissions. To address these issues, this study introduces OR-AGENT (Optimal Regional Architecture Generation for Efficient National Transport), a comprehensive modeling framework that integrates powertrain architectures, charging infrastructures, and energy backbone systems into a cohesive strategy. In this paper, OR-AGENT is applied to develop an interconnected systems architecture for energy efficiency and resiliency enhancement of heavy-duty drayage vehicles at the Port of Savannah, GA. This framework showcases an interconnected systems approach to electrifying heavy-duty drayage vehicles at the Port of Savannah, GA. The study assessed BEVs with 400–1200 kWh battery capacities, accounting for seasonal variations in weather and freight routing. A diverse charging mix (150 kW–1250 kW) was evaluated alongside grid capacity constraints, cost, and carbon intensity analysis, leading to the development of a strategic microgrid/Distributed Energy Resources (DER) deployment architecture to ensure a reliable and sustainable transition. However, the findings also highlight the need for alternative zero-emission solutions for remaining trips, such as larger batteries, electrified roadways, hydrogen powertrains, or net-zero emission fuels. In conclusion, the findings are incorporated into a Total Cost of Ownership (TCO) model to identify optimal architectures for an interconnected electrified ecosystem.

Commercial vehicles↗
DOE OSTI2025

EV Champion Training Webinar 2: ZEV and EV Charging Planning [Slides]

The Electric Vehicle (EV) Champion Training Series, hosted by the National Renewable Energy Laboratory (NREL), is tailored for fleet managers, facility managers, and other stakeholders involved in the deployment of EVs and charging stations. This series equips participants with the skills and knowledge necessary to become subject matter experts in EV implementation. This is the second training in a four-part series and serves as an intermediate training. This training covers the first four steps in the ZEV Ready Center process, including how to identify and train your zero-emission vehicle (ZEV) team, align headquarters strategy with site-level planning, identify ZEV opportunities, and identify charging needs for your project sites. Participants will gain a solid foundation to support the effective deployment and management of EVs and their infrastructure.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Zero-Emission Transit Bus Needs Assessment

The transition to zero-emissions vehicles (ZEVs) in public transit has gained traction due to significant federal investments from the Bipartisan Infrastructure Law (BIL) and the Inflation Reduction Act (IRA). This needs assessment, commissioned by the Joint Office of Energy and Transportation and conducted by researchers at the Idaho National Laboratory, explores the current state of electrification in transit agencies, identifying barriers to implementation, potential funding sources, and operational considerations necessary for a successful transition. The assessment involved qualitative interviews with representatives from 19 transit service providers across diverse geographic regions. Key findings highlight the challenges related to bus facilities and operations, which require careful planning for charging infrastructure and maintenance capabilities to accommodate battery electric buses (BEBs) and hydrogen fuel cell buses (HFCBs). Agencies reported operational hurdles due to the shorter range of BEBs compared to diesel buses, necessitating revised scheduling and routing strategies. Despite these challenges, many agencies expressed optimism about their capacity to adapt. Funding availability emerged as a critical factor influencing the transition to ZEVs. While agencies welcomed increased financial support, particularly from the Low or No Emission Grant Program (Lo-No), concerns about the sustainability of this funding and the ongoing operational costs were prevalent. The need for a comprehensive funding inventory was underscored to ensure transit agencies are aware of all available resources. Technological constraints were significant barriers to ZEV adoption. The limited range of BEBs was frequently cited as a concern, leading to operational challenges and reliability issues. Agencies reported difficulties in sourcing replacement parts, which exacerbated downtime and maintenance challenges. Workforce development and training were identified as pivotal for a successful transition. Many agencies rely heavily on manufacturers for technician training, highlighting the need for scalable training programs that equip staff with the necessary skills to maintain electric powertrains effectively. This assessment offers actionable recommendations for the Joint Office, including enhancing outreach to transit agencies, developing resources for effective utility partnerships, and facilitating comprehensive training programs. Establishing a zero-emission bus evaluation program to track performance metrics such as cost, range, and reliability could provide valuable insights for transit agencies. The needs assessment provides a detailed examination of the challenges and opportunities facing transit agencies in their transition to zero-emissions bus fleets. By addressing these issues through targeted support, stakeholders can collaboratively work towards a cleaner, more sustainable public transportation system that benefits all communities.

33 - ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Development and Commercialization of Heavy-Duty Battery Electric Trucks Under Diverse Climate Conditions (DTNA EMG Innovation eCascadia 2.0 Final Technical Report)

During this project DTNA advanced heavy-duty transportation technologies to produce the eCascadia 2.0, a fully commercialized Class 7/8 electric tractor with the range and durability to meet the needs of 70% of freight movement in the United States. The eCascadia2.0 provides flexibility, operational performance, efficiency, and maintenance cost savings to the end user. The most direct outcome of this project is a commercially viable zero-emission heavy duty option with a 250-mile daily range and sufficient payload for regional haul duty cycles. The larger outcome is an acceleration of the market transformation away from petroleum-based fuels. DTNA’s comprehensive sales team, dealer network, customer network and maintenance and support teams will ensure that this is not a standalone zero-emission truck, but rather one that can be produced, marketed, and operated at scale to realize vast greenhouse gas and criteria pollutant emissions reductions, while also bringing zero emission vehicles closer to cost parity.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Refueling Infrastructure Deployment in Low-Income and Non-Urban Communities

The U.S. National Blueprint for Transportation Decarbonization identifies the need to invest in infrastructure supporting low- and zero-emission vehicles, especially in low-income and overburdened communities, to eliminate nearly all greenhouse gas emissions from the transportation sector by 2050. The alternative fuel vehicle refueling property tax credit (26 U.S. Code § 30C) includes eligibility criteria intended to encourage investment in underserved communities based on the economic characteristics or urban character of the census tract in which the fueling infrastructure is installed. Eligible census tracts are those that qualify for the New Markets Tax Credit or that are not located within urban areas as defined by the U.S. Census Bureau. This study quantifies how many fueling-related amenities are currently located in census tracts that qualify and do not qualify for the 30C tax credit based on IRS Notice 2024-20. For existing electric vehicle charging stations, 51% of Level 2 and 60% of Direct Current Fast Charging public stations are located in eligible census tracts. 73% of natural gas, propane, and hydrogen fueling stations are in qualifying census tracts and 75% of biodiesel and renewable fuel stations are in qualifying census tracts. This compares with 73% of existing gas stations in eligible census tracts. For deploying the refueling infrastructure to satisfy future demand, this study shows that truck stops (94%), commercial truck stops (92%), and Federal Highway alternative fuel corridors (89%) are predominantly located in eligible locations. Additionally, significant percentages of the population (62%), light-duty vehicle registrations (64%), and medium- and heavy-duty vehicle registrations (68%) fall within eligible areas.

33 ADVANCED PROPULSION SYSTEMS↗