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In the version of this article initially published, the ATLAS Collaboration author names, affiliations and acknowledgements were omitted and have now been included in the HTML and PDF versions of the article.
Correction to: Scientific Datahttps://doi.org/10.1038/s41597-024-03319-8, published online 23 May 2024 In this article the author’s name Marcelo Salles Olinger was incorrectly given as Marcello Salles Olinger. The original article has been corrected.
The original version of this Article contained errors in the author affiliations.
Airports combine aircraft propulsion, ground operations, stationary power systems, and fuel logistics in ways that make emissions reduction technically and operationally complex. Existing studies often assess hydrogen applications in these areas separately, limiting understanding of the shared infrastructure, safety, and operational constraints that shape airport deployment. This review evaluates hydrogen across three airport-relevant operational domains: aviation propulsion, ground support equipment and vehicles, and stationary power systems. Within aviation propulsion, the review examines sustainable aviation fuel production and hydrogen-powered aircraft as two distinct hydrogen-relevant pathways. The Port Authority of New York and New Jersey is used as an illustrative airport system to relate the literature to a real operating context. Drawing on peer-reviewed studies, technical reports, demonstration projects, and public operational information, the review also includes screening-level calculations of hydrogen demand and potential CO 2 e reductions for selected applications. The findings show that hydrogen's role is highly application-specific. Near-term opportunities are strongest where hydrogen serves as a low-carbon process input, supports selected high-utilization ground equipment, or contributes to resilient stationary power-system configurations. Hydrogen-powered aircraft remain a longer-term option because storage, fueling infrastructure, certification, cost, and NO x management continue to constrain deployment. Across all domains, infrastructure readiness, fuel logistics, safety requirements, and leakage management emerge as recurring determinants of viability. Future research should focus on cross-domain infrastructure planning, comparative assessment of hydrogen against alternative pathways, improved treatment of leakage and non-CO 2 effects, and clearer safety and regulatory frameworks for airport deployment.
This report explores the long-term electrification opportunities for the Valley Transit Authority’s (VTA) transit bus fleet. The potential for transit bus electrification at VTA as well as the economic impacts of partial and complete electrification are explored. We use the Revenue Operation and Device Optimization model to determine the optimal charging, operation and lowest capital and operating cost solution to achieve different levels of electrification to meet their existing routes. This study finds that, relying on only depot charging, around 70% of the daily trips by VTA’s transit bus fleet can be replaced with battery electric buses (BEBs) today. The benefits and drawbacks of five methods for improving the electrification potential beyond that achievable with only depot charging are discussed including (1) increase charger power, (2) purchase of larger vehicle batteries, (3) en-route charging, (4) purchasing additional buses and swapping them to enable the existing routes/blocks1 to be met, and (5) route/block redesign. A strategy is developed to enable full fleet electrification by increasing charger power or allowing intraday charging as a proxy for the options mentioned above. This method allows us to develop an understanding of the impacts and trade-offs of full fleet electrification. Two charging strategies are examined. Immediate charging, when the bus is charged as soon as it arrives at a depot or en-route charging station, and smart charging, which uses a controller to determine the best times to charge to achieve the lowest charging cost, while maintaining the same trip schedules. Smart charging is effective at reducing the peak power consumption, which can be reduced by between 31% and 65% compared to immediate charging. This translates directly to lower electricity demand charges and lower costs for possible distribution system upgrades. The total lifetime net present value (NPV) costs for different scenarios are presented in Figure ES-1. Scenarios are separated into three sections. The first stacked bar on the left is the base case (business-as-usual) where all buses are diesel hybrids, the next four bars include partial and full fleet electrification utilizing only immediate charging, and the last four bars include partial and full fleet electrification utilizing smart charging. The results show that smart charging scenarios are within ±4% of the lifetime NPV cost of the diesel-hybrid only (business-as-usual) scenario. The scenarios with full fleet electrification (i.e., including intraday charging) are 4% lower cost and those with partial fleet electrification (i.e., without intraday charging) are 2%–3% higher. However, it is important to note that the intraday charging scenarios do not include any additional costs for the equipment necessary to achieve intraday charging (e.g., additional chargers, larger batteries, new route design). Additionally, it is worth noting that the Low Carbon Fuel Standard (LCFS) credit received for implementing electric buses is essential to achieving these results.
Michael Bernardin’s retirement actually looks a little more like a second career. This one, though, as an author of books. Bernardin retired last year after 35 years as a nuclear physicist that culminated with his role as the Associate Lab Director for Weapons Physics. Since then, he’s continued accessing the collections of the National Security Research Center, which is the Lab’s classified library.
The goal of this project was to establish an energy utility department within the existing Pueblo of Acoma Utility Authority (PAUA). The ultimate goal is for PAUA to establish a self-sustaining energy utility department within its existing organization, to help fulfill its mission of providing safe and reliable utilities services to the community at an affordable cost, while promoting conservation and efficiency.
This curriculum is intended to teach about administrative authorizations, explain the course subjects in detail, and provide references and guides to help after viewing the training.
This curriculum is intended to: Teach you about Exception Authorization; Explain the course subject in detail; and Provide references and guides to help you after viewing the training.
This curriculum is intended to: Teach you about the Engineering Evaluation Authorization; Explain the course subject in detail; and Provide references and guides that will help beyond this training.
This curriculum is intended to: Teach you about the Product Definition Authorization; Explain the course subject in detail; and Provide references and guides that will help beyond this training.
This curriculum is intended to: Teach you about Change Product Definition Authorization; Explain the course subject in detail; and Provide references and guides to help you after viewing the training.
This curriculum is intended to: Teach you about the Engineering Authorization (EA) System; Explain the course subject in detail; Provide references and guides that will help beyond this training.
This report presents early results from a deployment of fuel cell electric buses (FCEBs) operated by Orange County Transportation Authority (OCTA) in Southern California. The ten FCEBs, produced by New Flyer, feature an electric drive propulsion system powered by a Ballard fuel cell system. The project team is collaborating with the U.S. Department of Energy (DOE) and DOE's National Renewable Energy Laboratory (NREL) to evaluate the buses in revenue service. The goal of this evaluation is to compare the FCEB performance to that of conventional technology and to track progress over time toward meeting the technical targets set by DOE and the Department of Transportation (DOT). The FCEBs were delivered beginning in late-2019, and were placed in service on February 9, 2020. The data period covers February 2020 through July 2021. NREL collects data on ten 2016 model year compressed natural gas (CNG) buses as a baseline comparison at OCTA.
This report identifies current best understanding of federal agencies that are responsible for the safe transportation and handling of nuclear materials during various phases of space launch activities and how they interact. It explores the following questions: (1) Which federal agencies have roles, responsibilities, and statutory authorities related to the launch, orbit, and reentry of nuclear materials and components? (2) What relevant current/recent activities are those federal agencies involved in?
The Port Authority of New York and New Jersey (PANYNJ) is focused on achieving meaningful reductions in emissions as part of its environmental sustainability efforts. To reach its 2030 target for reducing Scope 1 and Scope 2 carbon dioxide equivalent (CO2e) emissions and its goal of net-zero emissions by 2050, PANYNJ is exploring a range of energy solutions, including hydrogen technologies. This report evaluates the potential role of hydrogen in reducing emissions across key operational areas: vehicles, equipment, stationary power, aviation propulsion, and marine propulsion. It examines hydrogen's technical feasibility, infrastructure needs, and economic implications within PANYNJ's operational context. The findings aim to inform decisions as PANYNJ transitions to cleaner energy sources and reduces environmental impacts. Based on the existing literature and stakeholders' feedback, the report outlines both opportunities and challenges associated with hydrogen integration, providing insights to guide PANYNJ's future sustainability initiatives.
Nuclear research articles can provide information about early nuclear proliferation indicators such as influential research entities and technology capability levels of a country, but detection of nuclear activities typically occurs after they have started. We investigate the extent to which nuclear research articles can be used to infer whether a research entity will acquire or develop a nuclear technology before it happens. Early detection of nuclear proliferation or technology development indicators from data is challenging due to partial observability, sparse and unlabeled information, and confounding signals from multiple concurrent activities. This paper presents the early detection problem as a sequential decision-making, goal inference problem, where the objective is to characterize and predict an individual’s, organization’s, or a country’s intent (unobserved goal-directed behavior) towards developing a nuclear capability from partially observed sequences of their research publications, using inverse reinforcement learning and Bayesian goal inference methods. A computational framework is presented, and its application demonstrated using 29,196 Scopus records for a case study related to a civil nuclear capability. The case study results serve as a proof-of-concept demonstration for inference of technology-directed research activity of authors who publish in the nuclear domain. The inference method, combined with advanced computing, may be used to assess and monitor activities pertaining to early developmental stages of a nuclear technology or capability, which in turn can help to identify and prioritize activities with nuclear proliferation potential for further investigation.
Open-source software (OSS) is a critical component of open science, but contributions to the OSS ecosystem are systematically undervalued in the current academic system. The Journal of Open Source Software (JOSS) contributes to addressing this by providing a venue (that is itself free, diamond open access, and all open-source, built in a layered structure using widely available elements/services of the scholarly publishing ecosystem) for publishing OSS, run in the style of OSS itself. A particularly distinctive element of JOSS is that it uses open peer review in a collaborative, iterative format, unlike most publishers. Additionally, all the components of the process—from the reviews to the papers to the software that is the subject of the papers to the software that the journal runs—are open. We describe JOSS’s history and its peer review process using an editorial bot, and we present statistics gathered from JOSS’s public review history on GitHub showing an increasing number of peer reviewed papers each year. We discuss the new JOSSCast and use it as a data source to understand reasons why interviewed authors decided to publish in JOSS. JOSS’s process differs significantly from traditional journals, which has impeded JOSS’s inclusion in indexing services such as Web of Science. In turn, this discourages researchers within certain academic systems, such as Italy’s, which emphasize the importance of Web of Science and/or Scopus indexing for grant applications and promotions. JOSS is a fully diamond open-access journal with a cost of around US$\$$5 per paper for the 401 papers published in 2023. The scalability of running JOSS with volunteers and financing JOSS with grants and donations is discussed.