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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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The original version of this Article contained a typographical error in the spelling of the author Jianming Bai, which was incorrectly given as Jianmin Bai. Tis has now been corrected in the PDF and HTML versions of the Article.
The original version of this Article contained errors in the author affiliations.
In the version of this Article originally published, the author Baran Eren was mistakenly affiliated with the Harbin Institute of Technology, China; it has now been corrected to Materials Science Division, Lawrence Berkeley National Laboratory, Berkeley, CA, USA.
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 describes a general approach for assessing climate change vulnerabilities of an electricity system and evaluating the costs and benefits of certain investments that would increase system resilience. It uses Tennessee Valley Authority (TVA) as a case study, concentrating on the Cumberland River basin area on the northern side of the TVA region. The study focuses in particular on evaluating risks associated with extreme heat wave and drought conditions that could be expected to affect the region by mid-century. Extreme climate event scenarios were developed using a combination of dynamically downscaled output from the Community Earth System Model and historical heat wave and drought conditions in 1993 and 2007, respectively.
The agenda for this presentation covers the Model Authorized Product — Realization (MAPR); Project Background; Data Collected; Observations & Findings; Next Steps; MBE Level 3+; Research on 3D interactive viewable(s) (3DIV).
This report summarizes the experience and results from a demonstration of a fuel cell electric bus operated by the Orange County Transportation Authority (OCTA). This report presents evaluation results for the FCEB in comparison to baseline buses in similar service. The focus of the analysis is on the most recent year of service, from June 2017 through May 2018.
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.
The Model Authorized Product Realization (MAP-R) project was a collaboration between Sandia National Laboratories (SNL) and Kansas City National Security Campus (KCNSC) to advance the Nuclear Security Enterprise's (NSE) ability to quantify the differences between the current drawing centric/drawing-based process and a part centric/model-based process. In short, MAP-R identified the key business benefits of the part centric model-based process using quantifiable data. MAP-R builds upon the past, but leverages current advances in technology, processes/standards, and the motivation of our current workforce to use a part-centric/model- based design and manufacturing method.
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.