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508 records · Page 29
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Olefin methylation over iron zeolites and the methanol to hydrocarbons reaction

The effect of olefin addition to a stream of dimethyl ether on the methanol homologation reaction is investigated using iron-substituted zeolites Fe-beta and Fe-ZSM-5. The reaction was investigated using plug-flow microreactors in the temperature range of 240–400 °C, at a total pressure of 0.239 MPa and a WHSV of 6.12 (g DME/ gcat -hr). For Fe-beta (Si/Fe= 9.2) catalysts, isobutene co-feeding almost doubles dimethyl ether (DME) consumption rate and shifts selectivity towards larger olefins with carbon numbers from 5 to 7. Addition of isobutene above 6.3%, however, resulted in a reduction of DME consumption rates, an effect assigned to the replacement of surface methoxy groups for adsorbed olefins in the zeolite pores. Below a temperature of 340 °C hydride-transfer rates are negligible; reaction rates are stable for over 5.5 h and the products consist almost exclusively of olefins and a small amount of methane. Above 360 °C the onset of catalytic hydride transfer processes is observed leading to fast catalyst deactivation rates and an increase in the concentration of aromatic species. Iron ZSM-5 (Si/Fe = 21.4) catalysts under similar reaction conditions consumes methanol faster than Fe-beta at approximately three times the TOF (on a per iron basis). The Fe-ZSM-5 catalyst was selective to a distribution of products (C5 to C8) as compared to Fe-beta which was selective to primarily C5 and C7. Co-feeding larger olefins (2-methyl-2-butene, 2,3-dimethyl-2-butene, 2,3,3-trimethyl-1-butene, and 2,4,4-trimethyl-2-pentene) at a 3.9% olefin concentration over Fe-beta changed selectivity towards cracking products (C4 compounds such as isobutene). As the size of the olefin increases, a reduction of DME consumption rate is also observed. Here these results show that co-feeding olefins with DME over Fe-zeolites is a promising route to increase methylation rates at relatively low temperatures producing larger branched olefins and that the product distribution is highly dependent on the zeolite pore size and structure of the olefin.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

Opportunities to Implement Solutions to Achieve Remedial Action Objectives in Consideration of Stakeholder Interests - 20365

A case study in the implementation of a soils excavation and removal project conducted at a Formerly Utilized Sites Remedial Action Program (FUSRAP) Maywood Superfund Site (FMSS) vicinity property; an active commercial business, in a densely populated area, with significant operational, technical and, logistical constraints that were expected to limit areas that could be remediated. The United States Army Corps of Engineers-led (USACE) team successfully navigated complex overlapping stakeholder interests to achieve a more efficient and complete removal of contaminated soils and debris while minimizing unnecessary excess costs to the Government. This paper centers on FUSRAP activities at the FMSS vicinity property located at 149-151 Maywood Avenue, Maywood, Bergen County, New Jersey. For most of its FUSRAP history, this ∼109,000 square meter (27-acre) property housed a now-demolished ∼26,000 square meter (6.5-acre) warehouse operated by Sears Logistics Services, a unit of the Sears Roebuck Company (Figure 2). Sears ended its property lease and vacated the warehouse in December 2016. Given that long history and for the purposes of this paper, the property will be referred to as the 'Sears property' or simply 'the property.' The Sears property is approximately 109,000 square meters (27-acres) and is currently zoned for commercial use. The property is bound to the north and northwest by 100 West Hunter Avenue (the Stepan Company), to the northeast by 205 Maywood Avenue, to the east by Maywood Avenue, to the south by 23 West Howcroft Road, and to the west by businesses on NJ Route 17 and the NJ Route 17 roadway. Until December 2016, the property housed a warehouse and distribution center operated by Sears Logistical Services. On-site structures were demolished by the property owner in 2017. The warehouse covered the north section of the property along the Stepan Company property line. A railroad spur from the adjacent property now known as the Maywood Interim Storage Site (MISS) ended at the northeast corner of the warehouse. Wetlands were located east of the warehouse; the rest of the property was covered with paved parking lots and grassed areas. During remediation at the property, opportunities frequently arose where the project team was able to coordinate effectively with stakeholders to sequence remediation activities to facilitate removal of otherwise inaccessible soils and identify opportunities for materials reuse when supported by residual radiological and chemical levels. Some specific opportunities include: - remediating individual truck loading dock bays to maintain tenant operations; - working along a busy highway and in a utility corridor containing a 30-inch high pressure gas main; - remediating Lodi Brook and associated wetlands requiring bypass pumping and other diversionary structures to maintain local community stormwater drainage; - protecting during remediation and supporting access to facilitate tenant/owner maintenance of critical fire protection and water supply system service lines buried in contaminated soils and necessary for safe warehouse operations; and - coordinating with stakeholders to ensure non-radiological contaminants of concern for the site (unaffiliated with FUSRAP) were addressed by the responsible party in a manner that maximized benefit to all parties while supporting an efficient overall site remediation program. Once the property was vacant and the warehouse structure and radiologically non-impacted above-grade structures were demolished, the project identified an opportunity to significantly reduce the volume of waste associated with the foundation of the former warehouse, a foundation suspected of being partially constructed in radiologically contaminated soils. The project developed and implemented supplemental radiological verification survey and sampling strategies based on radiological cross-contamination risk potential with process flow-charts and screening-level based decision points; a program that classified saw-cut sections of concrete based on observed residual surface radioactivity conditions using a combination of gamma sensitive sodium-iodide scans and beta sensitive Geiger-Muller direct measurements. The proposed approach was reviewed with stakeholders with feedback, including consideration of applicable State of New Jersey Site Remediation Program criteria and guidance before implementation. Once classified, additional sampling was performed at frequencies driven by screening. The sampling methods, stockpile sampling frequencies, criteria and, approach to data evaluation were developed in consideration of existing site cleanup standards, regional background ranges, State of New Jersey radiological remediation program guidance, and specific stakeholder input With the property remediation and survey efforts nearly completed, it is relevant to examine retrospectively the objectives, assumptions and limitations in the remedial design (i.e., what was planned) versus what was able to be accomplished through effective teaming. Benefits to other environmental remediation site programs include better understanding of how to work effectively with stakeholders to achieve win-win outcomes, and approaches to site remediation, waste minimization and materials reuse that were successful in their overall outcomes. (authors)

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

Pan-Arctic daily streamflow at 0.5-degree resolution

Data was derived using daily runoff from models participating in the Coupled Model Intercomparison Project, version 6 (CMIP6) that have been routed through the Model for Scale Adaptive River Transport (MOSART) routing model to represent streamflow at individual streamflow gage locations. Data from 750 streamflow gage locations are represented, which are indexed by gage id according to the metadata.csv file. Streamflow gage location sites were based on gage records downloaded from the United States Geological Survey (USGS), National Water Data (HYDAT) Archive from Canada, and the State Hydrological Institute of Russia. Data are available from 11 Earth System Models (ESMs) in total at a daily timestep with a duration of 1920-2099 (1850-2014 for E3SM only). The spatial domain of the modeled data is 0.5 degree resolution. Earth System Models and Units of mean daily streamflow are presented in cubic meters per second (cms). Data files consist of 11 Earth System Model mean daily streamflow output per gage location in .csv format, 1 metadata file in .csv format and 1 Readme file in .docx format (13 files in total). These data were used to benchmark CMIP6 modeled representations of streamflow against gage records.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2017

Airborne Trajectory Management (ABTM): A Blueprint for Greater Autonomy in Air Traffic Management

The aviation users of the National Airspace System (NAS) - the airlines, General Aviation (GA), the military and, most recently, operators of Unmanned Aircraft Systems (UAS) - are constrained in their operations by the design of the current paradigm for air traffic control (ATC). Some of these constraints include ATC preferred routes, departure fix restrictions and airspace ground delay programs. As a result, most flights cannot operate on their most efficient business trajectories and a great many flights are delayed even getting into the air, which imposes a significant challenge to maintaining efficient flight and network operations. Rather than accepting ever more sophisticated scheduling solutions to accommodate the existing constraints in the airspace, a series of increasingly capable airborne technologies, integrated with planned improvements in the ground system through the Federal Aviation Administration (FAA) Next Generation Air Traffic Management System (NextGen) programs, could produce much greater operational flexibility for flight path optimization by the aviation system users. These capabilities, described in research coming out of NASA's Aeronautics Research Mission Directorate, can maintain or improve operational safety while taking advantage of air and ground NextGen technologies in novel ways. The underlying premise is that the nation's physical airspace is still abundant and underused, and that the delays and inefficient flight operations resulting from artificial structure in airspace use and procedural constraints on those operations may not be necessary for safe and efficient flight. This article is not an indictment of today's NAS or the people who run it. Indeed, it is an exceptional achievement that Air Traffic Management (ATM) - the complex human/machine conglomeration of communications, navigation and surveillance equipment and the rules and procedures for controlling traffic in the airspace - has both the capacity and enables the degree of efficiency in air travel that it does. But it is also true that sixty years of the "radar religion" (i.e., reliance on radar-based command and control) has produced several generations of ATM system operators and researchers who believe that introducing automation within the existing functional structure of ATM is the only way to "modernize" the system. Even NextGen, which began as a proposal for "transformational" change in the way ATC is performed, has morphed over the last decade and a half to become just the inclusion of Global Positioning System (GPS) for navigation, Automatic Dependent Surveillance Broadcast (ADS-B) for surveillance, and Data Communications (Data Comm) for communications, while still operating in rigidly structured airspace with human controllers being responsible for separation and traffic flow management (TFM) within defined sectors of airspace, using the same horizontal separation standards that have been in use since raw primary radar was introduced in the 1950s. No system as massive as the current NAS ATM can be replaced with a better system while simultaneously meeting the transportation and other aviation needs of the nation. A new generation of more flexible operations must emerge and yet coexist in harmony with the current operation (i.e., share the same airspace without segregation), thereby enabling a long-term transformation to take place in the way increasing numbers of flights are handled. Market forces will be the ultimate driver of this transformation, and investment realities mandate that real benefits must accrue to the first operators to adopt these new capabilities. In fact, the kinds of missions envisioned in the emerging world of UAS operations, unachievable under conventional ATM, demand that this transformation take place. Airborne Trajectory Management (ABTM) is proposed as a series of transformational steps leading to vastly increased flexibility in flight operations and capacity in the airspace to accommodate many varied airspace uses while improving safety. As will be described, ABTM enables the gradual emergence of a new paradigm for user-based trajectory management in ATM that brings tangible benefits to equipped operators at every step while leveraging the air and ground investments of NextGen. There are five steps in this ABTM transformation.1 NASA has extensively studied the first and last of these steps, and a roadmap of increasing capabilities and benefits is proposed for bridging between these operational concepts.

Cotton, William B.↗