Search NASA⌕ Search

SEARCH · Search NASA

Results for “ownership”

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.

At least 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Blockchain for Fault-Tolerant Grid Operations

Radial topology and vast geographic coverage make distribution systems prone to widespread power outages upon the failure of a single (or multiple) upstream component. Fault-handling algorithms depend heavily on correct estimations of the system’s state to effectively isolate the affected area and reduce the number of affected customers while maintaining operational safety. The work described here leverages the core features of distributed, consensus-based decision-making processes and the immutability of blockchain, and demonstrates their value in improving fault-tolerant grid operations. In this work, blockchain was used to create a trusted data-sharing platform that enables independent actors to reconstruct the system state; this enables distributed resources to make intelligent decisions with limited knowledge. Although the process requires data sharing, its algorithms have been designed to limit the amount of private information that is exchanged, which helps preserve business-sensitive data and maintain customer privacy. In addition, by reducing the information that must be shared, the communication requirements are also reduced; (however, an in-depth analysis of the communication requirements is beyond the scope of this project). The proposed use cases are intended to represent a foundational basis for third parties to develop functional solutions that can eventually be deployed in the field. To further provide guidance, the envisioned use cases have incorporated design requirements that consider the blockchain characteristics and a need to limit information from surrounding resources, which preserve the assumption and the possibility that such resources could belong to different entities. This report presents a detailed design of the three use cases with the tools needed to enable the analysis being tested. The implemented gross error detection method can detect mismatches when the error exceeds 3.8 times the sensor’s rated accuracy. Detection of the circuit breaker state successfully identified the correct states across all simulation tests. A distribution-system power-flow solution in the simulator OpenDSS generally possesses a convergency tolerance of 0.01% on the voltage magnitude. The evaluation of possible reconnection using voltage magnitude—preserving the data ownership—has a voltage magnitude difference smaller than 0.001% from the OpenDSS result. The results preserving data ownership have a difference within the expected power flow tolerance with full knowledge of the system, which surpasses expectations.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2023

Alternative Fuel Vehicle Usage and Owner Demographics in New York State

With mounting concerns over climate change and the environmental impact of fossil fuels, the United States has witnessed a growing interest in alternative fuel vehicles (AFVs). In 2021, approximately 1.5 million battery EVs (BEVs), 0.8 million plug-in hybrid EVs (PHEVs), and 5.5 million hybrid EVs (HEVs) were registered in the United States. In the state of New York, a total of 51,900 BEVs, 44,600 PHEVs, and 221,600 HEVs were registered in 2021. The current report presents the results of an analysis of AFV adoption patterns in New York State and the rest of the United States based on data from the 2017 National Household Travel Survey (NHTS). Overall, the report reveals the demographics and mobility factors (e.g., household income, homeownership, and trip length) that contribute to the adoption of AFVs. This study provides insights that can inform policy decisions aimed at promoting sustainable transportation solutions.The 2017 NHTS data showed that the percentage of households owning at least one AFV is lower in New York City compared with that in other regions of New York State. From the NHTS samples, of the 25 households that owned at least one BEV in New York State, 15 households (60%) lived within a 5-mile radius, based on the great circle distance, of the nearest charging station, and 23 households (92%) lived within a 10-mile radius of the nearest charging station. Furthermore, among the 40 households in New York State that own at least one PHEV, 48% (19 households) lived within a 5-mile radius of the closest EV charging station, and 83% (33 households) lived within a 10-mile radius of the nearest charging station. The rest of the United States had a higher percentage of households that own at least one AFV compared with that of New York State. A comparison was made between EV adoption levels using NHTS and EValuateNY, which is a tool that gathers statistics on the electric car market in New York State. The estimates obtained from New York State household samples in NHTS were slightly lower than the data provided by EValuateNY. In New York State and the rest of the United States, households with higher incomes tended to have a higher proportion of AFV ownership compared with those with lower incomes. For example, households in New York State earning $\$ $150,000 or more had an approximately 6% share of owning at least one AFV, which was markedly higher than those earning less than $\$ $100,000 (less than 3%). Additionally, homeowners in New York State and the rest of the United States also exhibited a significantly higher share of AFV ownership compared with that of renters. In New York State, households that own at least one AFV tended to travel farther and had longer travel times compared with their counterparts without an AFV. In terms of households with at least one AFV, households with HEVs tended to have more person trips, longer person miles of travel, and more vehicle miles traveled, resulting in longer travel times than that of households with BEVs or PHEVs. Notably, households with AFVs had a slightly lower share of family and personal business trips but a higher share of social and recreational trips compared with households without AFVs. Additionally, households with at least one AFV tended to have a slightly higher share of walking trips than their counterparts without an AFV. However, the comparisons were not statistically significant. These travel patterns observed in New York State were consistent with those observed in other regions of the United States.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Tracking the Sun: Pricing and Design Trends for Distributed Photovoltaic Systems in the United States (2023 Edition) [Slides]

Berkeley Lab’s annual Tracking the Sun report describes trends among grid-connected, distributed solar photovoltaic (PV) and paired PV+storage systems in the United States. For the purpose of this report, distributed solar includes residential systems, roof-mounted non-residential systems, and ground-mounted systems up to 5 MW-AC. Ground-mounted systems larger than 5 MW-AC are covered in Berkeley Lab’s companion annual report, Utility-Scale Solar. The latest edition of the report is based on 3.2 million systems installed through year-end 2022, representing more than 80% of systems installed to date. The report describes and discusses key trends related to: -Project characteristics, including system size, module efficiencies, prevalence of paired PV with storage, use of module-level power electronics, third-party ownership, mounting configurations, panel orientation, and non-residential customer segmentation ownership -Median installed-price trends, both nationally and by state -Variability in pricing according to system size, state, installer, equipment type, and other factors, relying on both descriptive and econometric analysis The report also includes a multi-variate regression analysis to estimate the effects of key pricing drivers for residential systems installed in 2022.

14 SOLAR ENERGY↗
DOE OSTI2024

Kansas City, Missouri, Streetlight Electric Vehicle Charging: Strategies and challenges for site selection of streetlight electric vehicle infrastructure in Kansas City, Missouri (Final Report)

Public streetlight charging, whether on streets in central business districts or residential areas, provides easy charging access for apartment residents and homeowners alike. While most electric vehicle (EV) drivers charge at home, they do so in garages or on driveways they own. For renters and residents of multifamily housing (MFH), however, this may not be an option. EVs have a lower cost of ownership compared to conventional vehicles, and a used EV may be an affordable option for a lower-income household. But without easy access to charging, even a low-cost used EV may not be an option for a prospective buyer. An affordable curbside charging network has the potential to expand EV adoption into neighborhoods that have to date seen minimal interest and uptake of the technology and associated charging infrastructure. Streetlight charging networks can provide an economical, scalable, and effective approach to providing equitable and convenient charging. Metropolitan Energy Center (MEC) is dedicated to the mission of creating resource efficiency, environmental health, and economic vitality in the Kansas City region and beyond. Since 1983, MEC has provided resources, outreach, and training to make alternative fuels and energy efficiency commonplace. MEC led a streetlight charging pilot project that installed limited EV charging infrastructure on the streetlight system in Kansas City, Missouri, to demonstrate and test the benefits of curbside charging for EVs at existing on-street parking locations. The project aimed to cost-effectively expand the charging network in Kansas City to support residential charging and provide infrastructure in one or more charging deserts throughout the city. This pilot evaluates the impact and overall success of streetlight charging based on community feedback, utilization of charging infrastructure, technical feasibility, and cost. The project has pursued a data- and community-driven site selection process designed to identify sites with high demand and high opportunity for EV charging. This project was funded by the U.S. Department of Energy (DOE) and awarded to MEC through a competitive proposal process. The novelty and complexity of this project required an organization that could facilitate collaboration across levels of government, community members, and industry partners. For the past 25 years, through Kansas City Regional Clean Cities, MEC has worked with numerous public and private fleets on a variety of projects to improve the environmental performance and efficiency of the regional vehicle fleet. To advance affordable, efficient, and clean transportation efforts, DOE Clean Cities and Communities coalitions create local networks of public and private sector stakeholders and engage communities. Rooted within their local communities, the coalitions serve as experts and ambassadors, bringing to bear the collective knowledge, experience, and practical know-how of the entire network from within DOE, its national laboratories, and diverse stakeholders in the field. MEC and its project partners made in-kind contributions to leverage federal dollars for the benefit of the Kansas City community. Findings from this project will help determine the best applications for streetlight charging technologies to maximize funding impact and serve community needs. The team evaluated locations based on expected charging demand, technical feasibility, safety considerations, and enhanced charging network siting needs. Throughout the project, the team gathered feedback and evaluated ways to make public charging for EVs available to all community members. The insights will help Kansas City and other communities streamline future efforts to support EV drivers through public charging in the city right-of-way. Furthermore, this project will inform citywide guidance for future installations. MEC is committed to a transparent and publicly accessible approach that encourages the collaborative evaluation of streetlight charging. The project has engaged the community to proactively identify and evaluate the benefits and impacts of streetlight charging. It was a priority for the project to ensure the benefits of this pilot are distributed equitably to all members of the Kansas City community and that new charging opportunities and associated resources are available in diverse neighborhoods across the city. The charging infrastructure supports an affordable curbside charging network that will enable more drivers to choose EVs and provide easy charging access for all community members interested in driving an EV. The community feedback received through this project informed future resources and opportunities to make EVs more accessible to all members of the Kansas City community. MEC worked with several community partners on this project, including Missouri University of Science and Technology (MST), Pennsylvania State University (Penn State), the National Renewable Energy Laboratory (NREL); the city of Kansas City, Missouri; Evergy; Black and McDonald (B&M); LilyPad EV; EVNoire; and Westside Housing Organization (WHO). Project partners contributed to the cost match required for DOE grants through capital expenditures, personnel, and other in-kind contributions. Detailed descriptions of project team organizations can be found in Appendix A. Project Partners. Analysts at NREL and MST/PennState developed site maps based on demand and equity considerations. MEC conducted outreach to community members to garner input on project design and site selection, and received approval from the Missouri Public Service Commission (PSC) for Evergy’s EV charging station ownership. MEC worked with all partners to gather additional siting criteria and developed a site selection evaluation checklist, and partners conducted site visits to proposed installation sites. Next, B&M, Evergy, and the city executed all site agreements, conducted site-specific engineering design, acquired associated permits, and issued notices to proceed site by site or in small batches. Finally, from January to April 2023, the project team installed 23 EV charging stations built on Kansas City’s streetlight system in six council districts. Evergy will own, operate, and monitor the stations for 10 years, sharing charging data with MEC for at least 1 year.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Peer-to-peer communication control for resilient operations of networked cyberphysical systems

This report includes two main accomplishments of the peer-to-peer communication control for resilient operation of networked microgrids project in FY24, which include a scheme for cyberattack-aware coordination of networked microgrids for supporting voltages of bulk power systems and a scheme for price signal-based operations of EV-rich networked microgrids with mixed ownership. First, the cyberattack-aware scheme enables networked microgrids to distributedly determine the amount of reactive power injection to support the voltage of bulk power system (BPS) in a fair manner. In this scheme, a risk-informed algorithm is presented to generate the peer-to- peer (P2P) communication graph with minimal risk of attack on communication links. To deal with cyberattacks on MG controllers, the resilient consensus algorithm (CA) is utilized for MG controllers to robustly estimate the total reactive power headroom, from which the MGs can accurately provide the needed amount of reactive power injection for supporting the voltage of BPS. The CA implementation and performance within the P2P communication framework are demonstrated on the IEEE 39-bus system with 6 microgrids contained in the distribution feeder under different cyberattack scenarios. Second, the price-based scheme enables the usage of the real-time price signal for the operations of electric vehicle (EV)-rich networked-microgrids with mixed ownership, in which not all the microgrids can communicate with the distribution system operator (DSO). In this scheme, a max consensus is introduced to enable the real-time price signal to be propagated from the DSO to all the microgrids, from which each microgrid controller will manage the DERs to balance the load demand and the power injection from the EV charging stations within its microgrid. Numerical results over one day with 288 slots of 5-minute intervals on the modified 123-node test feeder including 3 microgrids with high penetration of EV are presented to evaluate how the price signal affects the operations of networked microgrids under different charging strategies of the EV charging stations. The result indicates that our proposed EVCS (dis)charging strategy, which leverages the flexibility of EVs to support the grid through discharging during peak demand, proves to be a cost-effective solution that reduces operational costs while improving the social welfare of EV charging.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

Healthy Buildings Guide for Small Businesses: A Quick Reference to Improve Indoor Air Quality (Restaurants Excluded)

Indoor air pollutant concentrations can be higher than those outdoors, putting occupants at risk. These pollutants come from a variety of sources: materials used to build and furnish indoor spaces, retail products and services, and occupants themselves. Ventilation, temperature, and humidity also affect indoor air quality. It is important to consider the documented benefits of healthy indoor environments at any time – not just during a public health crisis – and it is key to consider the indoor air quality where we do business as well as at home. Small businesses vary in size, services, products, ownership style, and building mechanical systems, yet all benefit from healthy indoor spaces for employees and customers. This guide provides steps, in conjunction with public health guidance, that small businesses can take to improve and maintain indoor air quality. Small businesses often have unique ownership structures – the building owner and business owner can be different parties – so this guide addresses both building and business owner action items. There are many ways to pursue healthy indoor air, including eliminating, minimizing, and/or controlling the contaminants we bring in, and removing or diluting any existing contaminants through ventilation, filtration, air cleaning, and/or disinfection. Best results are achieved through a comprehensive approach combining various strategies, including those discussed in this guide.

air filtration↗
DOE OSTI2022

Guia de Edificios Saludables para Pequenas Empresas: Una Referencia Rapida para Mejorar la Calidad del Aire Interior (Restaurantes Excluidos)

Indoor air pollutant concentrations can be higher than those outdoors, putting occupants at risk. These pollutants come from a variety of sources: materials used to build and furnish indoor spaces, retail products and services, and occupants themselves. Ventilation, temperature, and humidity also affect indoor air quality. It is important to consider the documented benefits of healthy indoor environments at any time - not just during a public health crisis - and it is key to consider the indoor air quality where we do business as well as at home. Small businesses vary in size, services, products, ownership style, and building mechanical systems, yet all benefit from healthy indoor spaces for employees and customers. This guide provides steps, in conjunction with public health guidance, that small businesses can take to improve and maintain indoor air quality. Small businesses often have unique ownership structures - the building owner and business owner can be different parties - so this guide addresses both building and business owner action items. There are many ways to pursue healthy indoor air, including eliminating, minimizing, and/or controlling the contaminants we bring in, and removing or diluting any existing contaminants through ventilation, filtration, air cleaning, and/or disinfection. Best results are achieved through a comprehensive approach combining various strategies, including those discussed in this guide.

air filtration↗
DOE OSTI2024

Freewheeling: What Six Locations, 61,000 Trips, and 242,000 Miles in Colorado Reveal about How E-Bikes Improve Mobility Options

Personal micromobility modes such as bicycles, e-bikes and scooters offer low- or zero-emission transportation alternatives to single occupancy vehicles (SOVs). However, the lack of supporting data has led to a dearth of data-driven research on the usage of personally owned e-bikes, including variations due to weather, geography and demographics. In this paper, we present an overview of the longitudinal findings from the CanBikeCO program, focused on e-bike adoption and use rates across different demographics, trip characteristics, and geographies. The CanBikeCO program recorded travel survey data from late July 2021 to December 31, 2022, from low-income Colorado households who were provided with e-bikes for personal use by the Colorado Energy Office (CEO). This data was collected in six different communities across Colorado following the mini-pilot program that was conducted in Fall 2020. To collect data for the survey, the program used the NREL OpenPATH application, which combines passive data collection with semantic information such as trip mode and purpose labels. To the best of our knowledge, there is no prior travel survey data on personally owned e-bikes with this range and scope. This unique dataset yielded several insights. One is that commute trips among participants had nearly 17% higher shares of e-bikes than all trips combined. E-bikes were stated to most often replace cars (34% of e-bike trips) and personal micromobility (22%). Participants favored walking for trips less than 1 mile, e-bikes for trips 1-3 miles, and e-bikes, cars or shared rides for trips 3-20 miles. Seasonality accounted for a 10% decrease and subsequent recovery in e-bike mileage on a per user basis. E-bikes are also appealing across age groups, even among older individuals, and see decreased utilization similar to regular bikes or walking during winter months. We also find that e-bike use may be related to characteristics of land use and urban form, occupation and income as well as household car ownership. We conclude that, for this population, who are mainly part of low-income households, the emissions added by the use of e-bikes (in the case of replacement of non-motorized modes) are outweighed by the strong single occupancy vehicle (SOV) travel replacement. As a whole, our findings suggest a considerable potential for energy savings and emissions reductions from personal e-bike ownership.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Panel Session 145: Challenges and Opportunities in Establishing a System for Transportation of SNF/UNF

Issues associated with establishing a SNF Transportation System in the U.S. are complex. In part, this is because in the US when discussing SNF, there are two distinct categories. The two categories represent significant differences in ownership, transportation-regulator, and even the physical characteristics of the SNF. Specifically, the physical differences in the SNF include size of the rods, associated quantities to be shipped, cladding material, and radionuclide content/enrichment. The first is commercial SNF (i.e., that associated with nuclear power plants), owned by utilities, until a permanent repository is built with DOE obligated by law to then assume the responsibility for shipping and ownership of the SNF. Since no-permanent repository currently exists, most commercial SNF is stored near the reactor in which it was installed, hence requiring no shipments. Although current shipments of commercial SNF are very limited, the few that do occur are generally performed to support a utilities SNF consolidation effort utility and for post irradiation examination/testing. However, with approximately 83,000 metric tons currently being stored at more than 70 sites around the U.S., when a permanent repository becomes available, the required number of shipments will be extensive. The second category is DOE and research reactor fuel. These fuel rods are generally much smaller in length than commercial fuel rods, with the quantity of rods transported in a shipment significantly less than the number of rods in a typical commercial fuel assembly. Currently, most of the SNF shipments within the U.S come from this category. DOE is currently managing about 2500 metric tons of heavy metal of SNF. This panel focused on updates and status of transportation of SNF/UNF. Panelists provided updates and information on continuing impacts, risk assessment, equipment (rail cars, handling, securement), possible rail routing, and proposed inspection equipment/routing prior to shipments. Panelists with presentations: Preparing for Nuclear Waste Transportation (Daniel Ogg); Challenges and Opportunities in Establishing a System for Transportation of SNF/UNF (Kathy Langan); UNF Transportation: Challenges and Opportunities (Michael Valenzano)

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

A real-time energy and cost efficient vehicle route assignment neural recommender system

Here, this paper presents a neural network recommender system algorithm for assigning vehicles to routes based on energy and cost criteria. In this work, we applied this new approach to efficiently identify the most cost-effective medium and heavy duty truck (MDHDT) powertrain technology, from a total cost of ownership (TCO) perspective, for given trips. We employ a machine learning based approach to efficiently estimate the energy consumption of various candidate vehicles over given routes, defined as sequences of links (road segments), with little information known about internal dynamics, i.e. using high level macroscopic route information. A complete recommendation logic is then developed to allow for real-time optimum assignment for each route, subject to the operational constraints of the fleet. We show how this framework can be used to (1) efficiently provide a single trip recommendation with a top-k vehicles star ranking system, and (2) engage in more general assignment problems where n vehicles need to be deployed over m (m ≤ n) trips. This new assignment system has been deployed and integrated into the POLARIS. Transportation System Simulation Tool for use in research conducted by the Department of Energy's Systems and Modeling for Accelerated Research in Transportation (SMART) Mobility Consortium (SMART, 2024).

Energy consumption↗
DOE OSTI2026

Understanding Advanced Vehicle Technology Adoption Potential in Commercial Fleets Across Major Trucking Sectors

Adopting advanced vehicle technologies, such as battery-electric, hybrid, and hydrogen fuel cell vehicles, can be an effective strategy for reducing fleet owners' operating costs. However, different trucking sectors, such as private and for-hire carriers and short- or long-haul operations, may face unique challenges in adopting those vehicle technologies due to their own operational needs and budget constraints. Current studies on fleet-wide vehicle technology projections frequently overlook such sectoral differences and fail to capture variation in adoption potential across sectors. This study addresses this gap by analyzing the disparities in the total cost of ownership (TCO) and payback period (PBP) among a large and heterogeneous sample of fleet owners. It aims to understand the sectoral differences in the long-term potential for adopting advanced vehicle technologies. Utilizing the 2021 US Vehicle Inventory and Use Survey (US VIUS), which offers data on various commercial vehicle sectors, their operational patterns, and current vehicle assets, this research estimates the TCO and PBP for individual trucks over multiple future years. The results reveal variation in the cost-effectiveness of different vehicle technologies across trucking sectors, as well as the potential technology landscape in both the short and long term. The findings from this study can inform policymakers and practitioners on how to prioritize sectors with lower barriers for advanced vehicle technology adoption and support industries that face challenges in switching to advanced vehicles.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

LIGHT DUTY VEHICLE CHOICE MODELS EXAMINING ALTERNATIVE FUEL TECHNOLOGY PREFERENCES AMONG COMMERCIAL FLEET OWNERS

Agent-based transportation models are critical tool for evaluating energy use, emissions and mobility impacts of transportation. In this context, vehicle ownership models are critical for linking agent activities to their impacts on the transportation system. However, no agent-based freight transportation models to date has been developed that predicts the fuel technology that is preferred by establishments when purchasing a Light Duty Vehicle (LDV) for business purposes. This research addresses this gap by using recently collected survey data to estimate a discrete choice model that can be applied in the agent-based context.

commercial↗
DOE OSTI2024

Zero-Emission Vehicle Adoption Resource Guide for Government Fleets in Jackson County, Illinois

As part of Communities LEAP (Local Energy Action Program), the National Renewable Energy Laboratory (NREL) provided technical assistance to Jackson County, Illinois to help develop their clean energy transition roadmap. Fleet electrification was identified as a potential pathway that could address the environmental injustices, high energy burden, and local pollution experienced by this former coal community. NREL worked with Jackson County, Illinois to develop a resource guide that can assist fleet managers considering a transition to electric light-duty fleet vehicles. To further understand the unique challenges of fleet electrification in Jackson County, NREL met with three leaders within the county who either managed current fleets or were responsible for fleet purchases. This resource guide includes best practices and resources that address many of the frequently asked questions that arose during these discussions. Interested fleets can then use this resource guide to help identify the initial steps needed to plan for vehicle electrification. The resource guide summarizes the basics of electric vehicle (EV) adoption for fleets, funding and incentive pathways, total cost of ownership in comparison to conventional internal combustion engine (ICE) vehicles, charging infrastructure, and pilot programs.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

Community Planning for Solar: Defining Realistic Solar Development Options

This guide is designed to aid in assessing community preferences for solar development and financing alternatives. To evaluate community preferences regarding solar, it is necessary to define the range of realistic options for solar development possible in a community, including potential future targets for solar capacity, the mixes of development possible based on the solar resources available, and potential community benefits and solar ownership structures. This guide can help community officials, volunteers, and regional planning agency staff in constructing a realistic suite of options for solar development, based on existing state and local laws, available solar resources and infrastructure, and economic and financial considerations.

14 SOLAR ENERGY↗
DOE OSTI2022

Community Planning for Solar: Compiling a Community Solar Action Plan

This document provides an annotated outline for a Community Solar Action Plan. This document is designed to assist community officials, volunteers, and regional planning agency staff in preparing a draft Community Solar Action Plan for a municipality, community, or other jurisdiction. Preparing a Community Solar Action Plan is the fifth step in the Community Planning for Solar process (ag.umass.edu/solarplanning). The plan is intended to be the culmination of the planning process. The contents of the plan will include summaries of information gathered as part of foregoing steps in the process, including completion of a Solar Resource and Infrastructure Assessment, administering of a Community Solar Survey, interpretation of survey results, and review of Solar Financing and Ownership Options and tools. Once the Community Solar Action Plan has been drafted, it should be reviewed by municipal board and commission members and presented at an open community forum. Any important comments or revisions can be incorporated before the final Community Solar Action Plan is approved and implemented. The approved Community Solar Action Plan is a living document that guides community solar planning action over time. As conditions change, new information becomes available, or actions progress over the life of the plan, adjustments may be necessary to maintain the plan's relevance. The Monitoring, Evaluating, and Updating Your Community Solar Action Plan fact sheet (Step 6, Item a) describes some things to consider when updating the Community Solar Action Plan over time.

14 SOLAR ENERGY↗
DOE OSTI2024

Rooftop Solar in Lawrence, MA: Community Perspectives, Deceptive Practices, and Financing Options

This report was prepared as part of the U.S. Department of Energy's Communities Local Energy Action Program (Communities LEAP) pilot competitive technical assistance for the Lawrence Massachusetts Stakeholder Coalition (LSC) composed of The City of Lawrence, All In Energy, MassDevelopment, Mill City Community Investments, BlocPower and Groundwork Lawrence, and led by Browning the Green Space. The LSC identified rooftop solar photovoltaics as a top priority for this technical assistance opportunity. Lawrence faces high energy burden and electricity prices, thus rooftop solar can be a tool to help lower those costs. However, the coalition received feedback that some solar companies were using deceptive and unfair practices when marketing, selling, or financing solar energy, costing residents more money than utility rates and increasing the energy burden. This project sought to address rooftop solar community priorities through two pathways: 1. facilitating community engagement to understand community perspectives and experiences with rooftop solar development; and 2. conducting a financial cash-flow analysis highlighting the varying fiscal outcomes for rooftop solar adopters based off rooftop solar leasing, ownership, or buying electricity from the utility (National Grid).

14 SOLAR ENERGY↗
DOE OSTI2026

Aggregation and Grid Security Workshop Report

The Aggregation and Grid Security Workshop - held on June 17-18, 2025, National Laboratory of the Rockies (NLR) in Golden, Colorado - brought together approximately 40 external stakeholders from the energy sector, including VPP owner/operators, aggregators, OEMs, utilities, testing & certification labs, trade associations, and cybersecurity vendors. Led by key facilitators, the workshop focused on addressing cybersecurity challenges and enhancing grid resilience for aggregated Distributed Energy Resources (DERs) and Virtual Power Plants (VPPs). The workshop was catalyzed by recognition that traditional, rearward-looking regulatory frameworks are insufficient to keep pace with technological change. There is a "missing understanding" of risk, an "absent security basis" for managing it, and an "untenable responsibility" due to unclear ownership and requirements. The workshop aimed to shift the mindset from reacting to past crises to proactively preparing for emerging threats, fostering forward resilience through risk simulation and collaborative action. This report summarizes the outcomes of the workshop, marking it a significant step toward a secure, reliable and affordable energy future.

14 SOLAR ENERGY↗
DOE OSTI2026

NLR Core Modeling & Decision Support Capabilities: FASTSim, RouteE, T3CO & OpenPATH

This project is part of the program area to develop and improve core capabilities for the Energy-Efficient Mobility Systems (EEMS) program that enable research, development and deployment of advanced mobility solutions and enhance the EEMS Program's ability to address system-level transportation challenges. Advancements to the Future Automotive Systems Technology Simulator (FASTSim), Route Energy Prediction Model (RouteE), Transportation Technology Total Cost of Ownership (T3CO) and Open Platform for Agile Trip Heuristics (OpenPATH) core capabilities under this project supports the overall EEMS Program goals to effectively evaluate energy and mobility impacts of future transportation technologies and services, and to identify the most promising pathways to reduce transportation costs and environmental harms, and to improve mobility access. This presentation was prepared for the 2026 Annual Merit Review of this project.

33 ADVANCED PROPULSION SYSTEMS↗