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DOE OSTI2025

Computational Algorithms for Unit Commitment with AC Power Flows (Final Report)

Security-constrained unit commitment (SCUC) is a key component in power system operations. When AC power flow constraints are considered in the SCUC model (AC-SCUC), the problem becomes extremely difficult due to its discrete and non-convex nature, as described in “Grid Optimization Competition Challenge 3 Problem Formulation (GOCC)”. There are four main challenges: (i) Discrete decisions regarding unit online/offline status and start-up/shut-down procedures for every single unit. The number of discrete decision variables increases considerably when a system integrates multiple generators; (ii) Configuration-based combined-cycle formulations, and multi-commodity models that include ramping products, spin/non-spin products, and regulation up/down products. The combined-cycle units introduce additional discrete decision variables and auxiliary service products further complicate the model by connecting multi-commodity products’ continuous and discrete variables; (iii) SCUC models with AC power flow constraints are far more complex due to massive bilinear terms in the large-scale nonlinear power balance equations. The nonlinear power balance equations are further complicated by the discrete step control variables of shunts; (iv) N − 1 contingency analysis. The size of the model increases linearly with the number of contingencies considered, greatly increasing the size of the optimization model. Accordingly, there is an emergent need to develop a robust algorithm capable of deriving a high-quality solution in a short time and passing through contingency tests simultaneously. In this project, we explore innovative techniques to address this challenging problem by integrating advanced polyhedral theory, approximation methods, relaxation strategies, decomposition techniques, and parallel computing. Each technique approaches the problem from a different perspective, leveraging its specific strengths to tackle distinct challenges. Each individual method has demonstrated its effectiveness in the PI’s previous research. Their integration is expected to significantly reduce the computational time required to solve the proposed complex problem. Successful completion of this project has the potential to transform the industry by enhancing optimization solvers capable of handling large-scale day-ahead energy market clearing models within strict time constraints, while incorporating AC power flow constraints. This advancement will lead to reduced overall generation costs and, consequently, increased social welfare.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2025

Evidence of Completion of Milestone 3: Experimental Testbed

Construction and deployment of the experimental testbed encountered scheduling delays, and completion was subsequently further delayed by curtailment of LANL operations due to the COVID-19 pandemic. Between March and October, LANL was in a state of “Limited Operations” such that only certain “mission-critical” work was performed with approximately 25% on-site staffing. In spite of this, much of the lab space preparation was executed and the five initial model house” units were constructed and installed during this period. Still, the pace of construction was impacted by difficulty in coordinating personnel and minimizing contact between workers. Currently, LANL is in the mode of “Normal Operations with Maximum Telework,” which continues to limit the availability of on-site personnel. Nevertheless, Milestone 3 is now complete. This document describes the experiment as it is deployed and provides status for each task for this milestone.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2022

Development and Demonstration of a Fuel-Efficient, Class 8 Tractor & Trailer Engine System (SuperTruck II)

Navistar presents the SuperTruck II (ST II) Final Report to the Unites States Department of Energy (US DOE), which covers the five Budget Periods (BPs) from 10-1-2016 through 6-30-2022. For ST II, Navistar built on the achievements of the SuperTruck I (ST I) Program as a catalyst to continue critical research, design and development, testing, and operations to reach the ambitious goals of the ST II project. This approach allowed Navistar to continue contributing to the essential needs of our nation for safe, efficient, and cost-effective delivery of goods and services, as we reduced negative environmental effects and improved operational productivity. This document contains information specified in DOE F 4600.2, Final Scientific/Technical Report DOE F 241.3, B. SCIENTIFIC/TECHNICAL REPORTS, explaining how we met and exceeded program requirements. Throughout this Final Report, Navistar extracted information from documents prepared during the project that represent our management, design and development, building, and testing efforts to meet and exceed SuperTruck II project goals. Navistar followed Plan requirements to achieve / exceed Project Objectives: a) >100% improvement in vehicle freight efficiency (FE) (on ton-MPG basis) relative to 2009 baseline with stretch goal of 140% improvement [actual: 170%); b) >55% engine brake thermal efficiency (BTE) demonstrated in operational engine at a 65-mph cruise point on a dynamometer – ≥31% increase from 2009 baseline [actual: 55.20% of combined BTE) ; and c) development and implementation of commercially cost effective technologies (in terms of a simple payback). Technology selection / development path focused on developing technologies applicable for production within 3-year approach, while ensuring technology readiness and cost of ownership for end users. The Program was organized into five budget periods: Requirements / Technology Assessment and Initial Hardware Testing; Technology Development and Concept Readiness Demonstration; Technology Finalization and Validation Tractor / Trailer Fabrication, Integration and Commissioning Demonstration; and Fuel Economy (FE) and Brake Thermal Efficiency (BTE) and Program Completion. Leadership was provided by DOE, with tasks performed by laboratories (Argonne National Laboratory, Lawrence Livermore National Laboratory); partners at Bosch, TPI, Dana, and J.B. Hunt; , and support from University of Michigan and Clemson University. Navistar lead this team with Principal Investigator / Contracting Officer; Project Manager (PM); Vehicle, Engine, and Aftertreatment Engineers; Finance Manager, Technical Program Leads, and Legal/IP; and other key personnel. Work also included personnel in risk management; funding / budget / finance. Work involved analysis, development, testing, and down selection of individual/system engine, aftertreatment, and vehicle technologies, with integration of selected technologies into a prototype vehicle for demonstration of fuel-efficiency gain. Work also included component/integrated system level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. As ST II progressed, Navistar performed computer-based modeling / simulations of technologies focused on the primary operational areas: Engine, Aftertreatment, and Vehicle. During the ST II Program, the COVID Virus outbreak unexpectedly challenged by the effects of, which affected staffing, scheduling, design, supplies, availability of materials, production procedures, and testing. The DOE responded by extending the program by three quarters to ensure that project tasks were completed for this vital project. Focus continued on analyzing, developing, testing, and down selecting individual-/system-level engine and vehicle technologies for integration of the final selected technologies into a prototype vehicle that would demonstrate fuel-efficiency gains made possible through these technologies. This included component/integrated system-level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, solar power, distributed and intelligent vehicle power, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. Throughout the program, function, reliability, and performance at all levels were ensured through testing. Proof of this approach was demonstrated in multiple, on-road demonstrations: Scenario A (Flatland) Fuel Economy, Scenario B (Hilly) Fuel Economy, and City Cycle Tests. Other benefits derived from ST II included new/improved products, publications, patents, and next-step capabilities related to electric/hydrogen vehicles and autonomous driving.

Zukouski, Russ↗

DOE OSTI2019

Making Coal Relevant for Small Scale Applications: Modular Gasification for Syngas/Engine CHP Applications in Challenging Environments

This Front-End Engineering Design (FEED) study is funded by the US Department of Energy (DOE), and managed by the National Energy Technology Laboratory (NETL) through a Cooperative Agreement awarded to the University of Alaska Fairbanks (UAF) to perform a technical and cost study for the design and installation of a Hamilton-Maurer International (HMI) gasifier for generating a clean syngas for firing in reciprocating engines. An existing diesel engine generator (DEG) and a commercially available spark ignition engine are used to generate electricity with the low-Btu syngas. Other than the HMI gasifier, only commercially available technologies were assumed for this study. An important objective of this design study was to estimate capital and operating costs of small modular coal and coal/biomass fired generating units to provide wind regulation services. Although this study is based on retrofitting an existing coal fired power plant with the HMI gasifier, sufficient data was developed to characterize greenfield units. The original concept was to provide clean syngas and tars/oils from the gasification process to the existing Colt-Pielstick PC2.6B diesel engine generator (9.6 MWe) installed at the UAF Atkinson Power Plant. The intent was to convert the diesel engine to operate in a dual fuel mode, firing both syngas and tars/oils. As the project progressed, Fairbanks Morse Engine (FME), current licensee for the Colt-Pielstick engine line, was not able to develop a modification package for the engine to allow for syngas firing. Although this type of modification is available for firing natural gas, the capability does not extend to syngas. Western Energy Systems, distributor for Innio Jenbacher, was able to offer the Jenbacher Model JMS620 engine. After review of available options, the project team selected a design configuration using two Jenbacher engines rated at 1965 kWe each to fire the syngas, with the oils/tars directed to the Colt Pielstick diesel to be blended with ultra-low sulfur diesel oil (ULSD). The Jenbacher engines are expected to operate at continuous base load, with some load-following ability, while the existing diesel engine will operate in grid support service, with loads varying from a nominal 25% to 100%. An annual capacity factor for the diesel engine is projected to be between 50% and 60%. The overall gasifier and gas clean-up system is sized to produce enough syngas to adequately fuel three Jenbacher Engines for a nominal power output of 5.9 MWe, but this study assumes that only two Jenbacher engines will be installed due to space constraints in the Atkinson Power Plant, and because of expected air emission permit limitations. There is still potential that the excess syngas capacity equivalent to about 2 MWe could be used as supplemental fuel for the DEG. The exhaust from the Jenbacher engines is passed through heat recovery units to generate low pressure steam, thereby providing a significant portion of the steam required for operating the gasifier. The overall performance of the HMI gasifier/engine configuration is summarized as follows: 1) Overall electric efficiency, Jenbacher and diesel engines, based on gasifier fuel production (syngas and pyrolysis liquids) is 35.2% LHV, 2) Overall cogenerating efficiency (electricity plus steam), based on gasifier fuel production (syngas and pyrolysis liquids) is 54.8% LHV, 3) Overall electric efficiency, Jenbacher and diesel engines, based on coal input, is 29.6% LHV, and 4) Overall cogenerating efficiency, electricity plus steam, based on coal input is 46.0%. This project is estimated to have a Bare Erected Cost (BEC) of $\$$ 33.4 million and a Total Plant Cost (TPC) of $\$$ 45.7 million. Based on the original scope, sending both the clean syngas and the oils and tars to the existing diesel engine, the BEC and TPC values would have been $\$$ 23.3 million and $\$$ 32.1 million, respectively. A variable Cost of Electricity (COE) is calculated to reflect only those costs that will be incurred by incremental operation of the system for the HMI gasifier/Jenbacher engine combination. Operation of the diesel engine is determined separately. The variable COE values are: Case 1: 100% Usibelli Coal: (a) HMI gasifier/Jenbacher Engines -- 8.3 cents/kWh; (b) Diesel Engine -- 20.2 cents/kWh, and Case 2: 80% Usibelli Coal + 20% wood chips (proportion based on Btu input, LHV basis): (a) HMI Gasifier/Jenbacher -- 13.7 cents/kWh; (b) Diesel Engine -- 20.2 cents/kWh. The incremental cost of operating the gasifier/Jenbacher system increases with co-firing of wood chips due to the high cost of this material, over five times as costly as Usibelli coal delivered to the Atkinson Power building. The diesel cost is constant as the oils and tars are priced at the same value as the ULSD for the purposes of fueling the diesel engine. Section 8 of this report provides details of the O&M costs. The overall power system is configured to be modular and scalable to provide a wide range of generating capacity using the same components. This allows for reduction in cost, risk, schedule time to engineer and construct, and provides some degree of repeatability for air permitting.

01 COAL, LIGNITE, AND PEAT↗

NASA NTRS2015

Impact of Airspace Charges on Transatlantic Aircraft Trajectories

Aircraft flying over the airspace of different countries are subject to over-flight charges. These charges vary from country to country. Airspace charges, while necessary to support the communication, navigation and surveillance services, may lead to aircraft flying routes longer than wind-optimal routes and produce additional carbon dioxide and other gaseous emissions. This paper develops an optimal route between city pairs by modifying the cost function to include an airspace cost whenever an aircraft flies through a controlled airspace without landing or departing from that airspace. It is assumed that the aircraft will fly the trajectory at a constant cruise altitude and constant speed. The computationally efficient optimal trajectory is derived by solving a non-linear optimal control problem. The operational strategies investigated in this study for minimizing aircraft fuel burn and emissions include flying fuel-optimal routes and flying cost-optimal routes that may completely or partially reduce airspace charges en route. The results in this paper use traffic data for transatlantic flights during July 2012. The mean daily savings in over-flight charges, fuel cost and total operation cost during the period are 17.6 percent, 1.6 percent, and 2.4 percent respectively, along the cost- optimal trajectories. The transatlantic flights can potentially save $600,000 in fuel cost plus $360,000 in over-flight charges daily by flying the cost-optimal trajectories. In addition, the aircraft emissions can be potentially reduced by 2,070 metric tons each day. The airport pairs and airspace regions that have the highest potential impacts due to airspace charges are identified for possible reduction of fuel burn and aircraft emissions for the transatlantic flights. The results in the paper show that the impact of the variation in fuel price on the optimal routes is to reduce the difference between wind-optimal and cost-optimal routes as the fuel price increases. The additional fuel consumption is quantified using the 30 percent variation in fuel prices during March 2014 to March 2015.

aircraft scheduling↗

DOE OSTI2016

Task Order 22 – Engineering and Technical Support, Deep Borehole Field Test. AREVA Summary Review Report

Under Task Order 22 of the industry Advisory and Assistance Services (A&AS) Contract to the Department of Energy (DOE) DE-NE0000291, AREVA has been tasked with providing assistance with engineering, analysis, cost estimating, and design support of a system for disposal of radioactive wastes in deep boreholes (without the use of radioactive waste). As part of this task order, AREVA was requested, through a letter of technical direction, to evaluate Sandia National Laboratory’s (SNL’s) waste package borehole emplacement system concept recommendation using input from DOE and SNL. This summary review report (SRR) documents this evaluation, with its focus on the primary input document titled: “Deep Borehole Field Test Specifications/M2FT-15SN0817091” Rev. 1 [1], hereafter referred to as the “M2 report.” The M2 report focuses on the conceptual design development for the Deep Borehole Field Test (DBFT), mainly the test waste packages (WPs) and the system for demonstrating emplacement and retrieval of those packages in the Field Test Borehole (FTB). This SRR follows the same outline as the M2 report, which allows for easy correlation between AREVA’s review comments, discussion, potential proposed alternatives, and path forward with information established in the M2 report. AREVA’s assessment focused on three primary elements of the M2 report: the conceptual design of the WPs proposed for deep borehole disposal (DBD), the mode of emplacement of the WP into DBD, and the conceptual design of the DBFT. AREVA concurs with the M2 report’s selection of the wireline emplacement mode specifically over the drill-string emplacement mode and generically over alternative emplacement modes. Table 5-1 of this SRR compares the pros and cons of each emplacement mode considered viable for DBD. The primary positive characteristics of the wireline emplacement mode include: (1) considered a mature technology; (2) operations are relatively simple; (3) probability of a radiological release due to off-normal events are relatively low; (4) costs are relatively low; and (5) maintenance activities are relatively simple. The primary drawback associated with the wireline emplacement mode for DBD is the number of emplacement trips-in to the borehole, which results in a relatively higher probability for a drop event. Fortunately, the WPs can be engineered with impact limiters that will minimize the likelihood of a breach of the WP due to a drop. The WP designs presented in the M2 report appear to be focused on compatibility with the drill-string emplacement mode (e.g., the threaded connections). With the recommendation that the wireline emplacement mode be utilized for the DBFT, some changes may be warranted to these WPs. For example, the development of a WP release connection that is more reliable than the currently credited connection, which is considered to have a high failure probability, and the integration of an impact limiter into its design. The M2 report states the engineering demonstration of the DBFT will occur in the FTB over a 4-year period. AREVA recommends development and testing of the WP emplacement handling equipment occur separately (but concurrently, if not earlier) from the FTB at a mock-up facility. The separation of this activity would prevent schedule interference between the science and engineering thrusts of the project. Performing tests in a mock-up facility would allow additional control and observation compared to the FTB. The mock-up facility could also be utilized as a training facility for future operations. Terminal velocity and impact limiter testing would require the FTB for testing, since these areas would be difficult to reproduce in a limited depth mock-up. Although only at the end of the conceptual stage of design development, DBD appears to be a viable solution for some waste forms produced by the nuclear industry. However, regulatory requirements have yet to be established for pre- and post-closure performance of DBD and should be established as soon as possible. Some of the main areas of focus from a regulatory perspective include: (1) establishing acceptable performance requirements for the long-term behavior of DBD; (2) determining acceptable borehole abandonment criteria; (3) establishing retrievability requirements; (4) developing a consensus on the factor of safety (FoS) for the emplacement mode and WP; and (5) establishing safety and safeguards performance requirements for DBD. Although conservative requirements have been utilized to provide the foundation for the conceptual design of DBD, regulatory requirements and feedback are necessary to confirm recommendations made herein and to ensure the long-term performance of DBD is acceptable. The combination of the M2 report and this SRR is intended to facilitate the completion of the conceptual design for DBD for the Cs and Sr capsules and calcined waste forms. Using the conceptual design, preliminary design activities (the second stage of a three-stage process described in the M2 report) can proceed and the DBFT utilized to support, demonstrate, and confirm engineering elements of this design.

42 ENGINEERING↗

DOE OSTI2022

Front-End Engineering Design for Piperazine with the Advanced Stripper

This Department of Energy (DOE) funded project was executed with the goal of preparing a Front-End Engineering Design (FEED) for the capture and compression of 90% of the CO2 that would normally be emitted from an existing natural gas combined cycle (NGCC) plant. The FEED focused on the application of the piperazine advanced stripper (PZAS) process at Mustang Station of the Golden Spread Electric Cooperative (GSEC), which consists of two gas turbines with common heat recovery steam generator (HRSG). The University of Texas at Austin (UT) served as the prime contractor, and subcontracted AECOM Technical Services and Trimeric Corporation to support FEED development. This project team has worked together to advance PZAS for more than a decade. ExxonMobil, Chevron, and Total provided project co-funding. The objectives of this work included: 1. To advance engineering design such that a comprehensive estimate for the total installed cost of a full-scale PZAS CO2 Capture Plant with CO2 compression can be developed on an existing NGCC power plant. a. These detailed costs can also be used to qualify PZAS and other related second generation (2G) amine scrubbing processes for use on cogeneration facilities in refineries and chemical plants that use gas turbines with HRSGs to produce steam. b. These detailed costs will help qualify 2G amine scrubbing for use on NGCC power plants and establish a more accurate baseline cost to be used as a target by other capture technologies. 2. To provide cost details to be used in the economic optimization of the process features of PZAS and other 2G amine scrubbing processes. 3. To provide DOE with a more detailed understanding of carbon capture costs in a commercial application, enabling DOE to better design its R&D program to improve the economics for carbon capture. 4. To provide the host site and cost share partners with the information necessary to determine whether a commercial project to capture and use CO2 for enhanced oil recovery (EOR) or for sequestration can be justified (when accounting for the 45Q tax credit). A key component of the FEED is the estimated total installed cost, which provides a basis for the likely capital investment necessary to implement the PZAS carbon capture process at this location and scale. In combination with the included economic analysis, which accounts for potential revenue from the produced CO2, potential avenues to profitability are explored. The major findings of the FEED are as follows: The Mustang Station PZAS CO2 Capture Plant estimated total project cost of $698 MM of which $384 MM was direct costs. The annual operating costs were $32.6 MM. The total investment for a PZAS facility at Mustang Station is $725 MM. This estimate includes owner’s cost of $25 million and a contingency of $110 MM. • The study estimated the CO2 capture plant at Mustang Station would generate CO2 at $110/tonne for EOR, assuming a 12% IRR (internal rate of return) and an 85% capacity factor. For CO2 storage, the same case would achieve a 12% IRR at about $114/tonne. At a capacity factor of 52%, the storage and EOR cases would break even when carbon is priced ~$150/tonne. The economic analysis determined that the capacity factor and utility pricing, among other variable factors, had a significant effect on the economics and will need additional studied. • The energy penalty of the PZAS plant would be about 46 MW in connected power and 35 MW in operating load. The natural gas requirement (for the Gas Boiler package) would be about 354 MMBTU/hr. • The FEED revealed no major risks in process maturity. However, some areas were outlined for further engineering during detailed design, which included the Gas Boiler system, general arrangement and site layout, air coolers, schedule development, and optimization of the process for higher CO2 removal. • If PZAS were to be implemented at another host site, additional opportunities for cost reduction for would include cost reduction through use of cooling water and steam extraction.

03 NATURAL GAS↗

DOE OSTI2018

A Novel Mobile Examination and Remediation Facility for On-Site Remediation of Dry Storage Systems - 18389

Most of the spent nuclear fuel (SNF) in dry storage in the United States is safely and securely stored in dual-purpose (i.e., storage and transportation) canisters [1]. However, some of the SNF is stored in storage-only (i.e., non-transportable) packages, or packages that may become nonconforming for continued storage or transportation for a variety of reasons. Currently, the capability to remediate dry storage systems (DSSs) for SNF that are not transportable or that need to be repaired to maintain confinement boundary integrity during storage service does not exist without on-site access to a spent fuel pool. Hence, there is a potential future need for a mobile facility with remediation capabilities that can be used at multiple storage installations. These capabilities would permit needed repairs to an existing DSS to support continued storage or for the dry transfer of fuel to a new conveyance suitable for transport, if necessary. This is a technical paper that does not take into account the contractual limitations under the Standard Contract for Disposal of Spent Nuclear Fuel and/or High-Level Radioactive Waste (Standard Contract) (10 CFR Part 961). Under the provisions of the Standard Contract, DOE does not consider spent nuclear fuel in canisters to be an acceptable waste form, absent a mutually agreed to contract amendment. To the extent discussions or recommendations in this paper conflict with the provisions of the Standard Contract, the Standard Contract provisions prevail. A novel design concept for a Mobile Examination and Remediation Facility (MERF) is proposed with functions and capabilities to remediate a DSS. The proposed MERF would be a multi-purpose facility, remotely operated and computer-controlled with semi-automated equipment to allow trained operators to safely perform remediation activities while keeping worker radiation dose as low as reasonably achievable. It would include a shielded rotating platform with support towers and would use commercial off- the-shelf examination and repair equipment. A slip ring arrangement underneath the rotating platform would allow for the power supply without impeding the continuous rotation and would simplify cable management. The support towers would be mounted on the rotating platform, and each tower would have vertical and horizontal positioning capability for axial and radial tool location. The rotating platform would be attached to the main MERF structure. Capabilities would include visual, surface, and volumetric examinations to fully characterize physical conditions on canister surface before and after a repair; repair techniques, e.g., laser beam welding, friction stir welding, or cold spray, to perform needed remediation activities; and associated equipment for surface preparation such as cutting and grinding equipment. The proposed design would be simple, modular, robust, economically viable, and easily transportable and would have a small footprint. The modular design would present several advantages including compatibility with a variety of different DSSs, on-site assembly, and transportability; it also would be built in interchangeable sections to facilitate decontamination. Further, shielding would be supplemented through interface with the existing transfer cask and storage overpack. Robustness and canister stability would be achieved using pneumatic holders and steel support structures designed with vibration absorbers to reduce impacts and/or a 'pendulum' effect during a seismic event. Thus, the proposed MERF would be designed to: (i) minimize handling of an affected DSS to the extent practicable, (ii) provide radiation shielding and minimize dose to operators and the public during remediation activities, and (iii) enable examination, repair, and repackaging. This paper describes the proposed MERF design concept and capabilities, main components, equipment, different modes of operation, and operating procedures. Structural and safety assessments would need to be performed before final design, licensing, and deployment. The MERF is evaluated with respect to regulatory impact (first of a kind, prior experience), operational impact (safety, security, staffing, ongoing operations, constraints), worker dose (low, medium, high), cost (low, medium, high), schedule (duration, time sequence), and technology readiness level. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2018

Automated Glovebox Work-cell Design - 18370

Los Alamos National Laboratory (LANL) is the primary plutonium science and manufacturing facility in the United States supporting multiple national security programs. It is responsible for completing a high variety of small-batch manufacturing tasks requiring the handling and precision machining of Special Nuclear Materials (SNM). Given the myriad of tasks that must be completed in a limited workspace, LANL intends to utilize flexible, multi-use robotic work-cells capable of completing a variety of mission critical tasks in a single glovebox with no re-tooling needed between batch jobs. This approach would allow LANL more flexibility in its production schedule and to meet its future production and research objectives. In this paper, we present a system that integrates multiple sensors and other manufacturing peripherals into existing glovebox infrastructure. Currently, a technician can place an object in the work area where vision sensors and supervisory software identify the object and its pose and automatically determine which manufacturing task to complete. Pose uncertainty is addressed in real-time by the task planner, eliminating the need for fixtures. Grasps are validated using pressure sensors, payload sensors, and grasp quality metrics to ensure that objects are not dropped or damaged during manipulation. The robot, sensors, and peripherals are controlled using open-source software built utilizing ROS (Robot Operating System), which minimizes redevelopment and allows for re-use and extensibility. Established capabilities support vision, collision-free path planning, and more, minimizing development time. For this effort, particular attention was given to the integration of general peripheral devices (drill, chuck, etc.), which is critical to efficiently utilizing ROS in manufacturing environments. This integration is achieved with an in-development framework that allows for quick integration of peripherals, including I/O devices and motors. Contact tasks utilize the Generalized Contact Control Framework (GCCF) previously developed at UT Austin. GCCF allows application developers to easily define multiple contact control tasks for a single robot. This paper summarizes the key software components necessary to develop the multi-use work-cell including existing ROS components. UT-developed software for grasp validation, peripheral integration, and contact control is presented in more depth. Finally the glovebox system is demonstrated completing a set of tasks with no fixturing necessary. Primary tasks include surface preparation/ablation, drilling, press-fitting, and sorting, as well as supporting material transfer and inspection tasks. The glovebox work-cell reduces cost, operator dose, ergonomic issues, and time loss due to material transfer between gloveboxes that only support one task. If multiple glovebox work-cells are in use, they have the potential to eliminate bottlenecks and scale production capabilities beyond current limits. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗