SEARCH · Search NASA
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Chapter 5 of Solid-Liquid Separation Technologies: Applications for Produced Water. In this chapter we employed a molecular statistical thermodynamic-based model to predict the behavior of barite-containing species at high temperatures and high pressures.
Capturing the multidimensionality of a bounded social-environmental system (SES) presents a range of challenges to interdisciplinary researchers due to the need to integrate divergent scientific paradigms, scalar data, and social theories. Contemporary Arctic circumpolar SESs studied under conditions of rapid and unprecedented climatic, ecological, economic, and sociopolitical change, defy any singular established methodological approach that aims to schematize and interpret the system for decision-making purposes. As a small interdisciplinary team working within a large Arctic SES modeling effort, we have found that developing systems models to support resilience in the Arctic requires an understanding of system dynamics that is attentive to holistic indicators of change, measured both quantitatively and qualitatively. Using the Alaska North Slope Borough as a case study, we apply three convergent frameworks to capture significant dimensions of the system for improved problem definition in confronting the challenges of Arctic climate change. We describe contemporary “oil and gas” social-ecological system components and dynamics, the historical processes and transformations that fundamentally altered the system, and the scientific projections for the most likely catalysts of future change. This analysis results in a typology for defining subnational Arctic hydrocarbon SESs. We conclude that the future of oil and gas development as a policy pathway in different locations experiencing rapid climate change can be evaluated when difficult-to-quantify variables are included.
Abstract not provided.
This report provides an analysis of the effects of raw water leaching at the U.S. SPR using the Sandia Solution Mining Code (SANSMIC). A new version of the code has been established in the past year (implemented in Python and C++ code) and was used for this annual report. Additionally, the setup, running, and post-processing of leaching modeling has now been streamlined into a single Python notebook environment for each cavern run.
This report provides an analysis of the effects of raw water leaching at the U.S. SPR during calendar year 2025 using the Sandia Solution Mining Code (SANSMIC). The setup, running, and post-processing of leaching modeling has now been streamlined into a single Python notebook environment for each cavern run. A comprehensive investigation of nearest neighbor cavern distances is included.
Explore the source record for details and available documents.
NLR and EDEN will partner together to develop renewable, biodegradable alternatives to polyfoam (polyurethane) polymer foams. The initial focus will be on developing cellulose-based foam with tunable mechanical properties. NLR will produce and test the cellulose-based foam materials and characterize its microstructure and mechanical properties. Relationships between mechanical performance formulation and fabrication methods will be developed.
TMS 2022, Virtual, February 27–March 3, 2022
The present disclosure relates to a composition that includes a first repeat unit that includes where x is between 1 and 1,000, inclusively, and R1 includes at least one of a first hydrocarbon chain and/or a first hydrocarbon ring. In some embodiments of the present disclosure, R1 may further include at least one of an oxygen atom, a nitrogen atom, a sulfur atom, and/or a phosphorus atom.
We present a thermodynamic model to predict the solubility of various minerals found in the oil field. The contribution of major model components is discussed.
This work was focused on developing novel methods to facilitate rapid data to knowledge transformation for subsurface applications, particularly those related to unconventional oil and gas.
Explore the source record for details and available documents.
Ethanol to middle distillates (ETMD) is a promising pathway to produce sustainable liquid fuels to decarbonize the hard-to-electrify transportation sectors due to (1) the abundant sugar/starch and lignocellulosic biomass, (2) the existing deployment scale of fuel ethanol production (similar to 29 billion gallons per year globally), and (3) emerging opportunities in C2+ alcohol synthesis from CO2. Here we report a conceptual market-responsive biorefinery centered around a new ETMD pathway based on one-step ethanol to butene-rich olefins (ETO) over a Cu-Zn-Y/Beta catalyst. Specifically, this ethanol conversion pathway comprises one-step ETO, oligomerization, and hydrotreating. This ETO is distinct from that in the conventional ethanol-to-jet process which is based on two-step ethanol to ethylene and ethylene oligomerization to butenes. Butene-rich olefins can be shifted to butadiene-rich products by simply changing the reaction atmosphere from hydrogen to inert gas over the same ETO catalyst. Leveraging the experimental results, baseline techno-economic analysis (TEA) and sensitivity analysis indicate that the ethanol conversion cost is $0.60 per gallon gasoline equivalent (GGE), with opportunities for further cost reduction via improving the liquid hydrocarbon yield and space velocities, and process optimization on balancing dewatering of ethanol feed prior to the ETO step. The minimum fuel selling price (MFSP) of liquid hydrocarbons derived from corn starch ethanol with butadiene as coproduct is $1.64 per GGE, in the range that is cost competitive with petroleum kerosene-type jet fuel. Projected MFSP for cellulosic ethanol (corn stover) derived hydrocarbons is below $3.00 per GGE and co-production of butadiene further reduces the MFSP to $1.70 per GGE. The Well-to-Wake life-cycle analysis indicates that 85% greenhouse gas emission reduction can be achieved when using corn stover compared to petroleum reference and the associated carbon credits will provide significant economic incentives to favor the cellulosic ethanol-derived hydrocarbon fuels. This study demonstrates a low-cost pathway to middle distillate fuels leveraging existing ethanol infrastructure, where catalysis innovation drives the reduction of process complexity and flexible coproduction of a value-added chemical product.
This study reports on analyses of natural, geologic CO 2 migration paths in Farnsworth Oil Field, northern Texas, where CO 2 was injected into the Pennsylvanian Morrow B reservoir as part of enhanced oil recovery and carbon sequestration efforts. We interpret 2D and 3D seismic reflection datasets of the study site, which is located on the western flank of the Anadarko basin, and compare our seismic interpretations with results from a tracer study. Petroleum system models are developed to understand the petroleum system and petroleum- and CO 2 -migration pathways. We find no evidence of seismically resolvable faults in Farnsworth Field, but interpret a karst structure, erosional structures, and incised valleys. These interpretations are compared with results of a Morrow B well-to-well tracer study that suggests that inter-well flow is up-dip or lateral. Southeastward fluid flow is inhibited by dip direction, thinning, and draping of the Morrow B reservoir over a deeper, eroded formation. Petroleum system models predict a deep basin-ward increase in temperature and maturation of the source rocks. In the northwestern Anadarko Basin, petroleum migration was generally up-dip with local exceptions; the Morrow B sandstone was likely charged by formations both below and overlying the reservoir rock. Based on this analysis, we conclude that CO 2 escape in Farnsworth Field via geologic pathways such as tectonic faults is unlikely. Abandoned or aged wellbores remain a risk for CO 2 escape from the reservoir formation and deserve further monitoring and research.
The Gasoline Engine and Fuels Offering Reduced Fuel Consumption and Emissions (GEFORCE) project was proposed in response to the U.S. Department of Energy’s Funding Opportunity Announcement 0991 by a team made up of the members of the Coordinating Research Council (CRC) and the research staff at Oak Ridge National Laboratory (ORNL.) The project focused on investigating the potential benefits that might be attained through synergistic use of specific engine technology together with fuels formulated to represent potential directions that high-octane fuels of the future might progress. A stated objective in the DOE FOA was to demonstrate a 25% reduction in petroleum consumption through optimization of the engine technologies together with a suitable fuel. An advanced engine was constructed and used with a matrix of research fuels to investigate potential avenues for efficiency improvement. The engine incorporated technologies expected to become mainstream for boosted engines in the next 10 to 20 years. These included increased compression ratio, a two-stage turbocharger, and cooled external exhaust gas recirculation (EGR). The fuel matrix was designed to investigate impacts from research octane number (RON), volumetric ethanol content, and the final boiling point of the fuel. The engine calibration was optimized for each fuel individually and data collected to enable vehicle system modelling that projected energy consumption, fuel economy, tailpipe CO₂ emissions, and impact on petroleum consumption for an industry-average mid-size sedan. The engine calibration and data collection were carried out at IAV in Michigan and is the subject of a separate report. IAV provided the engine data to Oak Ridge National Laboratory to support the vehicle modelling portion of the project. The vehicle modelling results show the following trends: Ethanol content does have a consistently strong influence on the fuel economy results for all cycles and all fuels. Among the fuels of a nominal RON level, increasing ethanol content consistently lowers fuel economy, with the 30% ethanol fuels always providing the lowest fuel economy for a given RON level. However, in some cases the energy consumption improvement allows the 30% ethanol fuels to match the fuel economy of the ethanol-free fuel P. These observations underscore the importance of both engine efficiency and fuel volumetric energy content on vehicle fuel economy.; There was no consistent trend in the projected energy consumption results for differences in fuel T90 for all fuels and cycles. Fuel economy projections did show a consistent trend, with the higher T90 fuel providing slightly greater fuel economy when compared to the low T90 fuel of the same ethanol content. The observed trends were consistent with differences in the heating value of the fuels.; The 102-RON fuels provided reduced energy consumption and greater fuel economy for the advanced engine on all drive cycles. The engine compression ratio of 11.5 was higher than would typically be used in a turbocharged engine when 92-RON fuel use is expected. Hence, the engine experiences more efficiency degradation from knock avoidance when using the 92-RON fuels. This degradation causes the fuel economy results for the 92-RON fuels to be lower than those for the 102-RON fuels.; Fuels E and F (92-RON, 30% ethanol) are projected to achieve 10% or greater reduction in petroleum consumption, with fuels K (102-RON, 30% ethanol) and O (97 RON, 30% ethanol) achieving greater than a 20% reduction. Fuel L (102-RON, 30% ethanol) achieves greater than 25% reduction, meeting the petroleum reduction target of the project. All of the fuels that achieve 10% or greater reduction in petroleum consumption are 30% ethanol blends.; Increasing final boiling point increased fuel economy at fixed ethanol content when the 102-RON fuels were used. This trend is a result of differences in the volumetric energy content of the fuels and the projected energy consumption values for the fuels. In the case of the 102-RON fuels, increasing final boiling point also resulted in an increase in the energy content of the fuel. There was not a consistent trend between the energy content and final boiling point for the 92-RON fuels at fixed ethanol content.
The California Energy Commission's Clean Transportation Program (CTP) supports a wide range of alternative, low-carbon fuel and vehicle projects. This report improves upon the 2014 Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) Benefits Report(the former name of the Clean Transportation Program), which focused on two components of benefit calculation: expected benefits and market transformation benefits. The "expected benefits" are defined as benefits that accrue because of the direct displacement of petroleum-based fuels or vehicle technologies. The "market transformation benefits" accrue because of CTP funding shifting the underlying market dynamics and accelerating the adoption of alternative fuel vehicles. This report documents the updated methods used in the benefits analysis in 2014 and applies them for this 2021 Clean Transportation Program Benefits Report. The project team used data collected from CTP projects funded from 2009 to the third quarter of 2021 to estimate the benefits between 2021 and 2030. CTP projects valued at $\$898.3 million$ were assessed (out of $\$1.04 billion$ funded) to estimate expected benefits of 249 million gallons per year petroleum reduction and 2.79 million metric tons per year of carbon dioxide equivalent greenhouse gas (GHG) reduction in 2030. Market transformation benefits are additive to the expected benefits and were estimated with high and low ranges for the 315 relevant projects evaluated. The market transformation benefits' GHG reductions are estimated as 2.2 million to 6.2 million metric tons of carbon dioxide equivalent per year and the petroleum reductions as 145.3 million to 671.5 million gasoline gallon equivalents per year in 2030. Combining both benefit types, the CTP projects can make significant progress toward meeting California's long-term GHG and petroleum fuel use reduction goals.