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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
NASA NTRS2014

A Physics-Based Modeling Framework for Prognostic Studies

Prognostics and Health Management (PHM) methodologies have emerged as one of the key enablers for achieving efficient system level maintenance as part of a busy operations schedule, and lowering overall life cycle costs. PHM is also emerging as a high-priority issue in critical applications, where the focus is on conducting fundamental research in the field of integrated systems health management. The term diagnostics relates to the ability to detect and isolate faults or failures in a system. Prognostics on the other hand is the process of predicting health condition and remaining useful life based on current state, previous conditions and future operating conditions. PHM methods combine sensing, data collection, interpretation of environmental, operational, and performance related parameters to indicate systems health under its actual application conditions. The development of prognostics methodologies for the electronics field has become more important as more electrical systems are being used to replace traditional systems in several applications in the aeronautics, maritime, and automotive fields. The development of prognostics methods for electronics presents several challenges due to the great variety of components used in a system, a continuous development of new electronics technologies, and a general lack of understanding of how electronics fail. Similarly with electric unmanned aerial vehicles, electrichybrid cars, and commercial passenger aircraft, we are witnessing a drastic increase in the usage of batteries to power vehicles. However, for battery-powered vehicles to operate at maximum efficiency and reliability, it becomes crucial to both monitor battery health and performance and to predict end of discharge (EOD) and end of useful life (EOL) events. We develop an electrochemistry-based model of Li-ion batteries that capture the significant electrochemical processes, are computationally efficient, capture the effects of aging, and are of suitable accuracy for reliable EOD prediction in a variety of usage profiles.

Li-ion Batteries↗
NASA NTRS1993

ACTS advanced system concepts and experimentation

Over the course of the first two years of experimentation with the Advanced Communications Technology Satellite (ACTS), many different K/Ka-band applications-oriented experiments will be conducted and evaluated for their commercial viability. In addition, the technological developments and advanced systems concepts associated with the various terminals and the satellite itself will also be examined. Beyond these existing experiments and the current terminal developments, many other new and exciting experiment ideas and advanced system concepts exist. With the additional use of ACTS for the last two years of its lifetime, many of these ideas could be explored. In the mobile satellite communications arena, a particular applications-oriented concept that has yet to be developed is a maritime-mobile experiment. Applications of K/Ka-band mobile satcom technologies to the pleasure cruise industry could provide similar communications services as those that are being developed for the broadband aeronautical experiments. A second applications-oriented experiment that could be of interest is the development of a hybrid satellite-cellular system experiment. In such an experimental system, a mobile K/Ka-band satellite service would extend the coverage of the already existing cellular network. Many new system concepts and terminal developments could also be accomplished. The initial characterization of the K/Ka-band mobile satellite communications propagation channel and evaluation of the currently existing rain compensation algorithms (RCA's) could lead to a second generation RCA development that would improve the overall ACTS Mobile Terminal (AMT) performance. In addition, the development of an enhanced modem to be used with the AMT that utilizes CDMA spread spectrum would also improve the overall terminal efficiency and provide a greater commercial potential for K/Ka-band applications. Other techniques worthy of further exploration and evaluation include the development of new Doppler estimation algorithms and demodulation techniques such as pseudo-coherent demodulation. The possibility of exploring these new and exciting experiment and conceptual ideas, as well as many others, with an extended ACTS satellite lifetime, are examined.

Abbe, Brian S.↗
NASA NTRS1979

Measurements of carbon monoxide, condensation nuclei, and ozone on a B 747SP aircraft flight around the world

Measurements of carbon monoxide, condensation nuclei, and ozone concentrations were obtained during a 54 hour polar flight around the world by an automated instrument package carried by a B-747SP commercial aircraft. These and other data were obtained as part of the NASA Global Atmospheric Sampling Program. All data exhibited longitudinal and hemispheric differences. Analysis of the data indicate increased concentrations of carbon monoxide and condensation nuclei at flight levels in the troposphere over tropical land masses. A background concentration for condensation nuclei was found to be 200 per cu cm for tropical tropospheric maritime air.

Gauntner, D. J.↗
NASA NTRS1975

L-band, 1.2 m parabolic antenna-noise temperature measurement

Extensive antenna-noise temperature measurements at 1.6 GHz (L-band) were made using a 1.2 m (4 ft. diameter) parabolic dish antenna mounted on the flying bridge of a modern 15,690-ton, commercial-container ship. Both in-harbor and at-sea radiometer measurements were made that indicated a steady background, antenna-noise temperature value slightly less than 70 degrees Kelvin (K) at elevation angles of 5 percent, and greater, at 1.6 GHz. A comparison of theoretical and measured values indicate excellent agreement within about 5K for at-sea data. These measurements are helpful to RF equipment designers of maritime, L-band shipboard terminals for operation with the two, geostationary, maritime satellites, Marisat-A and -B.

Taylor, R. E.↗
NASA NTRS1999

Altimeter Data for Operational Use in the Marine Environment

TOPEX/Poseidon has been collecting altimeter data continuously since October 1992. Altimeter data have been used to produce maps of sea surface height, geostrophic velocity, significant wave height, and wind speed. This information is of proven use to mariners as well as to the scientific community. Uses of the data include commercial and recreational vessel routing, ocean acoustics, input to geographic information systems developed for the fishing industry, identification of marine mammal habitats, fisheries management, and monitoring ocean debris. As with sea surface temperature data from the Advanced Very High Resolution Radiometer (AVHRR) in the late 1980s and early 1990s, altimeter data from TOPEX/Poseidon and ERS-1 and -2 are in the process of being introduced to the marine world for operational maritime use. It is anticipated that over the next few years companies that specialize in producing custom products for shipping agencies, fisheries and yacht race competitors will be incorporating altimeter data into their products. The data are also being incorporated into weather and climate forecasts by operational agencies both in the US and Europe. This paper will discuss these products, their uses, operational demonstrations and means of accessing the data.

Digby, Susan↗
DOE OSTI2025

Draft Prototype Microreactor Transportation Safety Program

Microreactors are compact reactors capable of producing less than 50 megawatts of electrical energy. Typically, these reactors are factory-fabricated and designed to be easily transportable by truck, rail, vessel, or air. Microreactor designs often assume that the unit can be transported containing either unirradiated or irradiated fuel. The interest in microreactors is driven by several factors, including the need to generate power on at remote locations, at military installations, at facilities such as data centers, and in areas recovering from natural disasters. The U.S. Department of Defense is actively pursuing the microreactor concept to meet the increasing energy demands of military operations that require portable and dense power sources. Commercial vendors are also exploring microreactor concepts. The report Microreactor Transportation Emergency Planning Challenges (Maheras et al. 2024) outlined the emergency planning challenges associated with the transportation of microreactors by road, rail, and by barge/ship. The successful commercial deployment and redeployment of microreactors will also require the development of microreactor transportation safety programs. The elements in these safety programs are not specific to microreactors; however, the transport of microreactors may pose unique challenges in these areas. This report builds on the report Microreactor Transportation Emergency Planning Challenges (Maheras et al. 2024) and develops the elements of a prototype microreactor transportation safety program that describes the elements that should be contained vendor-developed microreactor transportation safety programs, identifying the unique elements associated with microreactor transport. This will provide vendors and their transportation contractors a basis for their transportation planning and will accelerate the commercial deployment and redeployment of microreactors by identifying those issues unique to microreactor transport. The emphasis of this report is on highway transport of microreactors. This is based on a U.S. Nuclear Regulatory Commission transportation package approval strategy of crawl-walk-run, where transport by highway is evaluated first (Coles et al. 2021, 2024, Maheras et al. 2021), then other surface modes (rail and barge/ship), and finally air transport. Evaluation of maritime transport of microreactors was recently initiated (Rigato et al. 2024, Maheras et al. 2025). The report first discusses microreactors in general and microreactor transportation safety program planning assumptions. The report then provides a description of the transportation safety planning process and provides an extensive discussion of the elements of transportation safety programs. Specific elements examined included transportation roles and responsibilities, transportation planning, transportation mode and route selection, carrier selection, transportation packaging, advance notification of shipments, public information and communications, emergency response plans and procedures, inspections, security, safe parking, shipment tracking, weather and road conditions, medical preparedness, training and exercises, and program evaluation. The report then identifies the unique elements of a transportation safety program associated with microreactor transport. These unique elements were in the areas of: the unusual nature of microreactor designs, compensatory measures, increased radiation dose rates in the vicinity of microreactors, transportation package approval versus 10 CFR 50.59, and the use of a risk-informed transportation package approval process.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2021

Markets and Economic Requirements for Fission Batteries and Other Nuclear Systems

Fission Batteries (FBs) are nuclear reactors defined by five characteristics which enable large-scale deployment: cost competitive, standardized sizes for economic mass production, easy installation and removal, secure and safe unattended operation with high reliability. FBs are not defined by technology or power level. Technical and market considerations suggest that most FBs will produce 20 to 30 MWt. This proceedings reports on the outcomes of two workshops that were held in January 2021 to better define markets and economic challenges for FBs. Three major markets were identified. The largest market is the industrial and commercial heat market. There are about 4000 industrial users (excluding utilities) that require more than one megawatt of heat. The number of customers versus size of heat demand was determined. In a low-carbon world there is the potential for many additional customers—including expanded biofuels production and district heat. The second market is for non-grid electricity. This includes co-generation plants that produce heat and electricity for a single customer. The third market is the maritime market with ~100,000 ships worldwide. In the United States, natural gas is the low-cost energy option today and will remain so unless constraints or taxes impact its use. If restrictions on greenhouse gas emissions, the FB competition includes natural gas with carbon capture, biofuels, hydrogen and grid electricity. Natural gas with carbon capture is not economically viable on a small scale. Biofuels may be expensive but may be the economically preferred option for locations with small energy demands of a few megawatts. Hydrogen is a potential competitor with many of the characteristics of natural gas. Grid electricity is not a competitive source of heat. For FBs to be economically competitive, the price of delivered heat must be $20-50/MWh ($6-15/million BTU). The economically competitive range for non-grid electricity is estimated at $70-100/MWh. These electricity prices are competitive with the retail prices of electricity in many parts of the United States for the customer. FBs are not expected to be competitive selling wholesale electricity to the grid. To achieve the aforementioned cost targets for heat and electricity markets, FB designers must (1) maximize the power output within the constraints of a FB (e.g., truck transportability, passive decay heat removal), (2) drastically reduce the size of onsite staff, (3) adopt core designs with low fuel costs (enrichment and fabrication), and (4) develop a system design that is efficiently manufactured in factories. The business case depends upon more than being just a replacement for natural gas. The largest incentives for adoption of FBs is where they create new markets and new sources of revenue. An example is the paper and pulp industry that burns biomass wastes to provide heat and electricity to make paper. An external heat source could meet the demand for heat and electricity by the paper process and enable converting waste biomass into liquid biofuels rather than burning to provide heat. Other markets, such as data centers, are driven by special energy requirements such as extreme reliability. Most customers are not in the energy business but need heat and electricity to produce a product—a manufactured good, education, retail sales (shopping malls), marine transport or some other product. As a consequence, there will be large incentives to lease rather than own FBs. Leasing avoids the regulatory challenges that remain with the owner of the FB. Leasing creates large incentives for FP standardization of sizes and transportability to maintain the value of the FB at the end of the lease—similar to the leasing of jet engines and aircraft. The economic constraints combined with technical constraints suggest competitive FBs will likely have outputs exceeding 10 MWt. There appear to be little incentives for very long-lived reactor cores because such machines require much larger inventories of fuel. Maintenance requirements and the options to provide technology updates may favor shorter lifetimes (~5 years). The assessment is that there is the potential for FBs to be economically viable and play a major role in global decarbonization in three markets: heat, non-grid electricity and maritime applications.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
NASA NTRS1974

In-harbor and at-sea electromagnetic compatibility survey for maritime satellite L-band shipboard terminal

Geostationary maritime satellites, one over the Pacific and one over the Atlantic Ocean, are planned to make available high-speed communications and navigation (position determination) services to ships at sea. A shipboard satellite terminal, operating within the authorized maritime L-band, 1636.5 to 1645.0 MHz, will allow ships to pass voice, teletype, facsimile, and data messages to shore communication facilities with a high degree of reliability. The shore-to-ship link will also operate in the maritime L-band from 1535.0 to 1543.5 MHz. A significant number or maritime/commercial ships are expected to be equipped with an L-band satellite terminal by the year 1980, and so consequently, there is an interest in determining electromagnetic compatibility between the proposed L-band shipboard terminal and existing, on-board, shipboard communications/electronics and electrical systems, as well as determining the influence of shore-based interference sources. The shipboard electromagnetic interference survey described was conducted on-board the United States Line's American Leader class (15,690 tons) commercial container ship, the "American Alliance" from June 16 to 20, 1974. Details of the test plan and measurements are given.

Source record↗
DOE OSTI2026

Assessing Geospatial and Seasonal Influences on Energy and Cost-Efficiency of Drayage Trucks

The electrification of heavy-duty vehicles is a critical pathway toward improved energy efficiency in the freight sector. The current battery electric truck technology poses several challenges to commercial vehicle operations, such as limited driving range, sensitivity to climate conditions, and long recharging times. Estimating the energy consumption of heavy-duty electric trucks is crucial to assessing the feasibility of fleet electrification and its impact on the electric grid. This article focuses on developing a model-based simulation approach to predict and analyze the energy consumption of electric trucks by considering the impact of weather and geographical conditions on vehicle road load and auxiliary components power consumption, as well as the impact these factors have on driving range. Specifically, drayage trucks employed in logistics around maritime ports are used as a case study, with consideration of seasonal climate variations and geographical characteristics at different locations. The article includes results for three major container ports within the United States, providing region-specific insights into the energy requirements and driving range of the electric drayage trucks in these regions, which will inform decision-makers in integrating electric trucks into the existing drayage operations and plan investments for electric grid development.

Sujan, Vivek [ORNL] (ORCID:0000000269882342)↗
NASA NTRS2000

Proposal Drafted for Allocating Space-to-Space Frequencies in the GPS Spectrum Bands

Radionavigation Satellite Service (RNSS) systems such as the U.S. Global Positioning System (GPS) and the Russian Global Navigation Satellite System (GLONASS) are primarily being used today in the space-to-Earth direction (i.e., from GPS satellite to Earth user) for a broad range of applications such as geological surveying; aircraft, automobile, and maritime navigation; hiking and mountain climbing; and precision farming and mining. However, these navigation systems are being used increasingly in space. Beginning with the launch of the TOPEX/Poseidon remote-sensing mission in 1992, over 90 GPS receivers have flown onboard spacecraft for such applications as real-time spacecraft navigation, three-axis attitude control, precise time synchronization, precision orbit determination, and atmospheric profiling. In addition to use onboard many science spacecraft, GPS has been used or is planned to be used onboard the shuttles, the International Space Station, the International Space Station Emergency Crew Return Vehicle, and many commercial satellite systems such as Orbcomm, Globalstar, and Teledesic. From a frequency spectrum standpoint, however, one important difference between the space and terrestrial uses of GPS is that it is being used in space with no interference protection. This is because there is no frequency allocation for the space-to-space use of GPS (i.e., from GPS satellite to user spacecraft) in the International Telecommunications Union (ITU) regulatory table of frequency allocations. If another space-based or groundbased radio system interferes with a spaceborne GPS user, the spaceborne user presently has no recourse other than to accept the interference. Consequently, for the past year and a half, the NASA Glenn Research Center at Lewis Field and other Government agencies have been working within ITU toward obtaining a GPS space-to-space allocation at the next World Radio Conference in the year 2000 (WRC 2000). Numerous interference studies have been conducted in support of a primary space-tospace allocation in the 1215- to 1260-MHz and 1559- to 1610-MHz RNSS bands. Most of these studies and analyses were performed by Glenn and submitted as U.S. input documents to the international Working Party 8D meetings in Geneva, Switzerland. In the structure of the ITU, Working Party 8D is responsible for frequency spectrum issues in the RNSS and the mobile satellite service (MSS). The full texts of the studies are available from the ITU web site under Working Party 8D contributions. Note that because spaceborne RNSS receivers operate in a receive-only mode with navigation signals already being broadcast toward the Earth, the addition of a space-tospace allocation will not result in interference with other systems. A space-based RNSS receiver, however, could experience interference from systems of other services, including intraservice interference from other RNSS systems. The interference scenarios examined in the studies can be inferred from the following frequency allocation charts. In these charts, services labeled in all capital letters (e.g., "ARNS") have primary status, whereas those labeled with sentence-style capitalization (e.g., "Amateur radio") have secondary status (i.e., a service with secondary status cannot claim interference protection from or cause harmful interference to a service with primary status). Charts showing the ITU frequency allocations in the 960 to 1350 MHZ range and the 1525-1660 MHZ range are discussed and presented.

Spence, Rodney L.↗
DOE OSTI2022

Maritime Fuel Cell Generator Project [FY2018]

Fuel costs and emissions in maritime ports are an opportunity for transportation energy efficiency improvement and emissions reduction efforts. Ocean-going vessels, harbor craft, and cargo handling equipment are still major contributors to air pollution in and around ports. Diesel engine costs continually increase as tighter criteria pollutant regulations come into effect and will continue to do so with expected introduction of carbon emission regulations. Diesel fuel costs will also continue to rise as requirements for cleaner fuels are imposed. Both aspects will increase the cost of diesel-based power generation on the vessel and on shore. Although fuel cells have been used in many successful applications, they have not been technically or commercially validated in the port environment. One opportunity to do so was identified in Honolulu Harbor at the Young Brothers Ltd. wharf. At this facility, barges sail regularly to and from neighboring islands and containerized diesel generators provide power for the reefers while on the dock and on the barge during transport, nearly always at part load. Due to inherent efficiency characteristics of fuel cells and diesel generators, switching to a hydrogen fuel cell power generator was found to have potential emissions and cost savings. Deployment in Hawaii showed the unit needed greater reliability in the start-up sequence, as well as an improved interface to the end-user, thereby presenting opportunities for repairing/upgrading the unit for deployment in another locale. In FY2018, the unit was repaired and upgraded based on the Hawaii experience, and another deployment site was identified for another 6-month deployment of the 100 kW MarFC.

08 HYDROGEN↗
DOE OSTI2024

Proof of Concept of Natural and Synthetic Antifouling Agents in Coatings

Marine biofouling, caused by the deposition and accumulation of marine organisms on submerged surfaces, represents a huge concern for the maritime industries and also contributes to environmental pollution and health concerns. The most effective way to prevent this phenomenon is the use of biocide-based coatings which have proven to cause serious damage to marine ecosystems. Several research groups have focused on the search for new environmentally friendly antifoulants, including marine and terrestrial natural products and synthetic analogues. Some of these compounds have been incorporated into marine coatings and display interesting antifouling activities caused by the interference with the biofilm-forming species as well as by the inhibition of the settlement of macroorganisms. This review highlights the proof-of-concept studies of emerging natural or synthetic antifouling compounds in coatings, from lab-made to commercial ones, performed between 2019 and 2023 and their results in the field or in in vivo laboratorial tests.

Pereira, Daniela↗
DOE OSTI2021

A Comparative Analysis of Lithium-Ion Battery Chemistries for Cold-Climate Maritime Applications

Energy storage, primarily in the form of electrochemical batteries, is critical for enabling integration of marine energy (e.g., power from waves and currents) with end-use applications at sea due to the periodicity of the resources and requirement of consistent, smooth power delivery. Powering high-latitude coastal or ocean-based observing systems has been identified as a high value-proposition use case, exemplifying the concept of Powering the Blue Economy. An existing power system implementation for such a platform uses solar panels coupled to rechargeable lithium-ion batteries, augmented by a non-rechargeable backup bank used to power heaters in winter months. As wave energy is a potential resource for powering this and similar use cases and is strongest when solar power is most limited, it was hypothesized that integration of wave power would alleviate some of the challenges in cold climates related to energy storage. In this work, we investigate the use case scenario in simulation and perform a comparative test of commercially-available lithium-ion battery chemistry formulations to determine the most appropriate choice for the application. The experiment compared the most commonly-used lithium-based battery types (NCM, NCA, and LFP) in laboratory conditions emulating a battery enclosure thermally coupled to freezing seawater using an industrial battery performance tester in PNNL's arctic simulation lab. Battery strings were repeatedly cycled (i.e., charged, discharged, rested) and their usable capacity was measured. Both NCM and NCA strings exhibited degradation upon cycling, while the LFP string maintained stable operation through over 700 complete cycles. Though lower in baseline capacity, LFP are recommended for this and similar low-temperature applications with access to high levels of bulk charging current (e.g., from high-energy wave events) and their use may reduce the cost and complexity of battery conditioning and protection apparatus.

16 TIDAL AND WAVE POWER↗
DOE OSTI2026

Multi-system analysis of offshore geologic carbon storage: a review of open-source data science solutions

Geologic carbon storage projects are maturing worldwide and the footprint of deployment in the offshore is expanding. At present, there are ten projects in operation or that have been completed, more than 50 in construction and development, and dozens of characterization studies completed or underway. Offshore geologic carbon storage offers potential benefits over onshore geologic carbon storage. These offshore projects are generally remote in location, distant from population centers, and avoid complicated pore space rights while having abundant prospective storage potential. Some offshore fields targeted for carbon storage have comparatively fewer prior borehole penetrations except for areas that have been explored for petroleum production, minimizing potential issues such as pressure interference and infrastructure impacts. Yet offshore geologic carbon storage projects face distinctive technical and economic challenges, such as seafloor geohazards (e.g., seabed instability), expensive maritime transport, and meteorological-oceanographic conditions that can damage infrastructure and impact operations. Analytical capabilities and improved computational speeds have advanced engineering, earth and energy sciences in the wake of the arrival of modern data science over the last decade. These advancements have created an opportunity for integrated, multi-systems modeling approaches utilizing artificial intelligence and machine learning that are no longer limited by computational issues. Analytical tools developed alongside this advancement in data science can be leveraged to calibrate the potential advantages and challenges of carbon storage operations in the offshore. New methods and approaches that incorporate data science to analyze multiple aspects of engineered and natural systems can provide insights that complement the characterization and onsite engineering that traditional commercial and operational software addresses. These new methods and approaches can potentially improve the outcome of energy operations and carbon storage. Providing multi-system, science-driven data analytics enhances the knowledge base that offshore developers, operators, and regulatory bodies may draw from to improve offshore site selection and operational efficiency. Here, we provide a brief synopsis of geologic carbon storage efforts to date, an overview of the engineered and natural systems involved in offshore geologic carbon storage, and a review of publicly available, open-source, offshore and/or carbon storage related data- and science-driven tools developed by 2010 or later that are suitable for screening and assessing regions for offshore geologic carbon storage.

artificial intelligence↗
NASA NTRS1975

EMI survey for maritime satellite, L-band, shipboard terminal

The paper presents results of an onboard EMI survey of an L-band shipboard terminal for operation with two geostationary maritime satellites. Significant EMC results include: (1) antenna noise temperature measurements indicate a maximum of 70 K steady background component at 1.6 GHz at sea for elevation angles of 5 degrees and higher; (2) field intensity measurements from 1-10 GHz show that a L-band terminal can operate simultaneously with onboard S-band and X-band navigation radar; (3) radar transmitter case emissions, below deck, in-band from 1535-1660 MHz, at 1 m distance from the cabinet, are equivalent, or greater than above-deck emissions in the same frequency range; and (4) conducted-emission tests of a ship's power lines to both radars show both narrow band and broad band emissions are 15 dB to 50 dB higher than equivalent U.S. commercial power lines from 150 kHz to 32 MHz.

Taylor, R. E.↗
DOE OSTI2025

Simultaneous Control of Unburned NH 3 and NO x Emissions From High Load Dual-Fuel Ammonia Operation on a High-Speed Diesel Engine Using a Cu-SCR System

Dual-fuel ammonia strategies are being investigated as a promising way to utilize NH 3 as an alternative fuel for internal combustion engines in the maritime sector. One of the remaining barriers to implementing dual-fuel NH 3 combustion strategies is understanding ways to minimize unburned NH 3 and nitrogen oxide (NO x ) emissions from these engines, both of which are elevated relative to a conventional diesel baseline. Selective catalytic reduction (SCR) systems are widely used for lean NO x emission controls for engines across transportation and stationary energy applications. SCR systems use a reducing agent, such as NH 3 , to react with NO x in the exhaust, converting it into nitrogen and water. Typically, NH 3 is injected into the exhaust as a urea solution. In dual-fuel NH 3 engines, where unburned NH 3 is present in the exhaust, an SCR system could be used to mitigate both NH 3 and NO x emissions. The presented work evaluates a commercial copper-zeolite SCR and ammonia slip catalyst system, designed for on-road diesel engine applications, for controlling unburned NH 3 and NO x emissions from a dual-fuel NH 3 combustion engine. The aftertreatment system was installed downstream of a single-cylinder four-stroke diesel engine that has been modified for dual-fuel ammonia use. Furthermore, the emissions were characterized by using a Fourier transform infrared spectrometer for both late- and early-injection diesel pilot strategies over three air–fuel equivalence ratios spanning from 1.6 to 1.0 at 1200 rpm and 12.6 bar IMEP g condition (with greater than 95% ammonia energy fraction). Initial findings indicate that the SCR achieves more than 99% NO x conversion with less than 50 ppm NH 3 slip at air–fuel equivalence ratios greater than 1.4 at the operating conditions investigated. However, these benefits are accompanied by additional N 2 O emissions that are formed over the Cu-SCR.

Catalysts↗
DOE OSTI2023

Powering the Blue Economy: Marine Energy at Kelp Farm Sites

Marine energy (ME) has the potential to power businesses in the blue economy. Kelp farms are an emerging maritime market of the blue economy and are predicted to grow, but they are not currently using ME for their power needs. As the number and size of kelp farms increase, more offshore power will be needed onsite for operations, monitoring, and harvesting. ME devices such as tidal current energy converters and wave energy converters (WECs) may be used to supply power for these needs. This article assesses the status of kelp farming in the continental United States, investigates the electricity needs of kelp farms, and examinesthe feasibility of generating the required electricity from wave and tidal current energy. The United States currently has 165 kelp farms that have either active or pending permits. The farms use electricity for boat operations, kelp drying, environmental monitoring, offshore lighting, and the raising and lowering of lines. Most kelp farms are in protected, nearshore waters that do not have significant wave energy resources. The limited available wave energy could be used to power small devices, but WECs have not yet been developed for that application. Some kelp farms are in locations that feature significant tidal energy resources, but small tidal current energy converters that are compatible with existing farm operations are not yet commercially available. As low-power WECs and tidal current energy converters are developed, kelp farms could be research partners and early adopters of the new technologies, which would encourage their broader use by other blue economy businesses.

16 TIDAL AND WAVE POWER↗
DOE OSTI2025

Benchmark study of the DTU OWC chamber with both two-way and one-way absorption

This paper reports on a benchmark study based on small-scale (1:50) measurements of a single, oscillating water column chamber mounted sideways in a long flume. The geometry of the OWC chamber is extracted from a barge-like, attenuator-type floating concept “KNSwing” with 40 chambers targeted for deployment in the Danish part of the North Sea. In addition to traditional two-way energy extraction we also consider one-way energy extraction with passive venting and compare chamber response, pressures and total absorbed energy between the two methods. A blind study was established for the numerical modeling, with participants applying several implementations of weakly nonlinear potential flow theory and commercial Navier–Stokes solvers (CFD). Both compressible and incompressible models were used for the air phase. Potential flow calculations predict more energy absorption near the chamber resonance for one-way absorption than for two-way absorption, but the opposite is found from the experimental measurements. This outcome is mainly attributed to energy losses in the experimental passive valve system, but this conclusion must be confirmed by better experimental measurements. Modeling the one-way valve in CFD proved to be very challenging and only one team was able to provide results which were generally closer to the experiments. The study illustrates the challenges associated with both numerical and experimental analysis of OWC chambers. Air compressibility effects were not found to be important at this scale, even with the large volume of additional air used for the one-way case.

16 TIDAL AND WAVE POWER↗