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DOE OSTI2024

The potential of carbon markets to accelerate green infrastructure based water quality trading

Green infrastructure solutions can improve in-stream water quality in lieu of building electricity-consuming gray infrastructure. Permitted under the United States Clean Water Act, these programs allow regulated utilities to trade point-source water quality obligations with non-point source mitigation efforts in the watershed. Carbon financing can provide an incentive for water quality trading. Here we combine data on impaired waters, treatment technologies, and life cycle greenhouse gas emissions in the Contiguous United States, and compare traditional treatment technologies to alternative green infrastructure. We find green infrastructure could save $\$15.6$ billion dollars, 21.2 terawatt-hours of electricity, and 29.8 million tonnes of carbon dioxide equivalent emissions per year while sequestering over 4.2 million tonnes CO2e per year over a 40 year time horizon. Green infrastructure solutions may have the potential to generate $\$679$ million annually in carbon credit revenue (at $\$20$ per credit), which represents a unique opportunity to help accelerate water quality trading.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Adoption of a token-based authentication model for the CMS Submission Infrastructure

The CMS Submission Infrastructure (SI) is the main computing resource provisioning system for CMS workloads. A number of HTCondor pools are employed to manage this infrastructure, which aggregates geographically distributed resources from the WLCG and other providers. Historically, the model of authentication among the diverse components of this infrastructure has relied on the Grid Security Infrastructure (GSI), based on identities and X509 certificates. In contrast, commonly used modern authentication standards are based on capabilities and tokens. The WLCG has identified this trend and aims at a transparent replacement of GSI for all its workload management, data transfer and storage access operations, to be completed during the current LHC Run 3. As part of this effort, and within the context of CMS computing, the Submission Infrastructure group is in the process of phasing out the GSI part of its authentication layers, in favor of IDTokens and Scitokens. The use of tokens is already well integrated into the HTCondor Software Suite, which has allowed us to fully migrate the authentication between internal components of SI. Additionally, recent versions of the HTCondor-CE support tokens as well, enabling CMS resource requests to Grid sites employing this CE technology to be granted by means of token exchange. After a rollout campaign to sites, successfully completed by the third quarter of 2022, the totality of HTCondor CEs in use by CMS are already receiving Scitoken-based pilot jobs. On the ARC CE side, a parallel campaign was launched to foster the adoption of the REST interface at CMS sites (required to enable token-based job submission via HTCondor-G), which is nearing completion as well. In this contribution, the newly adopted authentication model will be described. We will then report on the migration status and final steps towards complete GSI phase out in the CMS SI.

Pérez-Calero Yzquierdo, Antonio↗
DOE OSTI2024

Modeling Distributed Computing Infrastructures for HEP Applications

Predicting the performance of various infrastructure design options in complex federated infrastructures with computing sites distributed over a wide area network that support a plethora of users and workflows, such as the Worldwide LHC Computing Grid (WLCG), is not trivial. Due to the complexity and size of these infrastructures, it is not feasible to deploy experimental test-beds at large scales merely for the purpose of comparing and evaluating alternate designs. An alternative is to study the behaviours of these systems using simulation. This approach has been used successfully in the past to identify efficient and practical infrastructure designs for High Energy Physics (HEP). A prominent example is the Monarc simulation framework, which was used to study the initial structure of the WLCG. New simulation capabilities are needed to simulate large-scale heterogeneous computing systems with complex networks, data access and caching patterns. A modern tool to simulate HEP workloads that execute on distributed computing infrastructures based on the SimGrid and WRENCH simulation frameworks is outlined. Studies of its accuracy and scalability are presented using HEP as a case-study. Hypothetical adjustments to prevailing computing architectures in HEP are studied providing insights into the dynamics of a part of the WLCG and candidates for improvements.

Horzela, Maximilian↗
DOE OSTI2026

Reflections on the Shifting Experiences of Scientific Infrastructure

Infrastructure of all types is fundamental to modern work and life. Computing for scientific work, especially, extends from distributed local research sites, often at the edges of other major systems, outward into globally connected high-performance facilities and infrastructures. This commentary reviews longstanding research on the social characteristics of infrastructure. We reflect on social concerns that affect the ongoing development, use, and maintenance of a wide range of scientific computing and data resources. Reflecting on the social nature of infrastructure is timely for Computing in Science & Engineering readers, given continued emphasis on developing even more expansive platforms for data and artificial intelligence work in science (e.g., the United States’ Genesis Mission). We assert that, regardless of technological advances, the complex nature of scientific research and data will require continued understanding of longstanding and nascent social practices across varied communities. This is fundamentally necessary to build and sustain usable infrastructure or platforms that can productively advance scientific research.

Paine, Drew [Lawrence Berkeley National Laboratory↗
DOE OSTI2025

A Data Processing Pipeline To Extract A Knowledge Graph From Heterogeneous Data For Socio-technical Analysis Of Critical Infrastructure Influence

The code is written in Python and consists of the following pipeline that is implemented in Apache Airflow. This pipeline intends to understand the companies that are directly or indirectly involved with a type of critical infrastructure system at some point in that system's lifecycle. The pipeline takes a configuration file that specifies a list of initial companies to consider, a geographic region of interest, and a set of SEC form types as well as other data sources (e.g. CrunchBase) from which to extract entities and relations. There are four main components to this pipeline as currently implemented: Entity Extraction, Network Construction, Analysis, and Visualization. First, Entity Extraction, is implemented as the `topear-extract_organizations` Apache Airflow workflow. Given an initial query that specifies a geographic region of interest and a time interval, the software will extract CI facilities of interest and organizations that have a direct influence relationship to those facilities (e.g. ownership). During the course of the LDRD, we focused on Electric Vehicle charging stations and this information is available via the Department of Energy (DOE) database on fueling stations maintained by NREL. Within the context of the DOE CESER project, we have focused on Battery Energy Storage Systems (BESS). Second, the Network Extraction component will iteratively construct a social network graph given the set of organizations and people extracted in the previous step. Organizations (and eventually People if desired) are then fed as a query to the `topgear-construct_social_network` Apache Airflow workflow which given a set of initial companies and data sets (e.g. SEC EDGAR form types, OpenCorporates, Crunchbase). This Airflow workflow will iteratively query such data sources to discover relationships with new organizations and people. For example, this module can iteratively query SEC EDGAR for metadata that documents the number of each type of form for the given set of companies and their location. This forms metadata represents a catalog of data sources from SEC EDGAR for the extracted social network knowledge graph. The pipeline then downloads these forms from the website and saves them in a build directory for further processing. These documents are then parsed for entities and relations. Again, we note that in additional to SEC data sources, this step can also pull in information on organizations via API services such as CrunchBase and OpenCorporates or bulk data sources. At the end of this step, the resultant social network, the Critical Infrastructure network, and the edges that encode relationships between organizations and CI facilities, form the Adversarial Socio-Technical Network (ASTN) that informs the analysis. Third, the Analysis component processes these generated ASTN. Previously, that has included the ability to compare prevalence of different vendors for a given infrastructure component type across different regions as well as identify common public and private investors across those vendors. This was demonstrated for EV Charging Stations across several different metropolitan areas within an IEEE PES GridEdge publication. More recently, we have looked at ways to identify infrastructure owners and operators of BESS with the most nameplate capacity across different states as well as other indictors of risk resulting from changes in ownership over time. Finally, the Visualization component consists of an HTML/CSS/JS framework by which users can interact geospatial, operational, and organizational relationships across a given portfolio of Critical Infrastructure facilities. The objective is to provide a library of UI/UX modules that can be repurposed for stakeholder-specific dashboards. All of the modules are related via a common event model that enables UI actions in one view to percolate across the other views.

Weaver, Gabriel [Idaho National Laboratory (INL), ↗
DOE OSTI2021

Electric Vehicle Charging Infrastructure Trends from the Alternative Fueling Station Locator (Q4 2020)

The U.S. Department of Energy’s (DOE’s) Alternative Fueling Station Locator contains information on public and private non-residential alternative fueling stations in the United States and Canada and currently tracks ethanol (E85), biodiesel, compressed natural gas, electric vehicle (EV) charging, hydrogen, liquefied natural gas, and propane stations. Of these fuels, EV charging continues to experience rapidly changing technology and growing infrastructure. This report provides a snapshot of the state of EV charging infrastructure in the United States in the fourth calendar quarter of 2020 (Q4). Using data from the Station Locator, this report breaks down the growth of public and private charging infrastructure by charging level, network, and location. Additionally, this report measures the current state of charging infrastructure compared with the projected amount needed to meet charging demand by 2030. This information is intended to help transportation planners, policymakers, researchers, infrastructure developers, and others understand the rapidly changing landscape for EV charging. This is the fourth report in a series. Previous reports for the first (Q1), second (Q2), and third (Q3) calendar quarters of 2020 can be found in the Alternative Fuels Data Center (AFDC) and National Renewable Energy Laboratory (NREL) publication databases.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Electric Vehicle and Infrastructure Systems Modeling in Washington D.C. and Baltimore

This report documents the Argonne-Exelon effort to develop and utilize an agent-based model (ATEAM) of charging demand and infrastructure expansion applicable to the Washington, DC–Baltimore, MD consolidated metropolitan area. This study extends the ATEAM model time horizon to 10 years (from 2020 to 2030), expands agent behavior modeling capabilities, incorporates more granular and extensive empirical data on charging behavior, and analyzes charging needs for a much larger population of PEVs, in keeping with regional goals for significant adoption of ZEVs. With given targets for annual BEV adoption, five scenarios were developed to examine public infrastructure needs and resulting charging load, considering different home charging availabilities, as well as different PEV consumer profiles and public charging infrastructure deployment strategies. Scenario results show that if new chargers (both L2 and DCFC) are spread more widely (as with ubiquitous deployment strategies), there will be less variation in the number of chargers added to each census tract in the study area. More importantly, widespread public charging infrastructure with ubiquitous deployment strategies reduces unmet charging demand and improves charging success, even with heavy reliance on public charging. About 80 percent of BEV drivers can charge on their first attempt in scenarios with ubiquitous deployment strategies. Moreover, widespread public charging infrastructure better meets the demand for more charging, and in return, increases BEV adoption. Low home charging availability produces higher charging loads in public locations, especially during the early morning (around 8:00 a.m.) and late afternoon (around 6:00 p.m.). The evening peak load indicates that drivers are taking advantage of public charging before heading home. Study results also indicate that even with 20 percent home charging availability in 2030, just 20 percent of drivers attempt to charge on a given day. With their relatively high electric range (200+ miles), the BEVs expected to be on the road in 2030 can handle daily commutes without re-charging for a couple of days.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

ACES: Infrastructure As Code. Model Optimization and Performance Capability

Infrastructure as Code (IaC) refers to managing infrastructure (networks, physical/virtual machines, storage, and connection topology) in a descriptive model/language, rather than configuring it manually or using interactive configuration tools. Just like source code can be compiled to generate the same binary code, IaC enables generating the same environment every time it is applied. IaC is a key DevOps practice and is generally used in conjunction with continuous integration (CI) and continuous delivery (CD). In CI, all code changes are merged into a mainline branch and validated multiple times a day as developers check in their changes to the source code. In CD on the other hand, code changes are automatically packaged for a new release-to-production on a regular basis. This typically enables teams to deliver software changes much more quickly and often. Developing and managing the ACES platform using (IaC) is vital for the robust deployment and continued sustainment of this foundational computing capability. IaC and DevOps practices will help us solve many of the common challenges often encountered in developing and maintaining compute infrastructure. First, it will make the provisioning, deployment, and maintenance of the compute infrastructure across multiple environments much more efficient. Second, these processes help make the overall system much more stable by continuously testing new changes as they are introduced to the system. Third, it allows us to be much more confident of the security controls in place since they can be tested as part of the CI process and all new changes can be audited and tracked. Finally, IaC enables the ACES Platform to be adaptable to the emerging technologies due to its ability to spin up different test beds to evaluate and incorporate these technologies. This document addresses common infrastructure-management challenges, describes what happens if they are not addressed, and highlights the value of utilizing IaC to tackle them. Finally, we will provide a high-level overview of the IaC and DevOps practices being utilized by the ACES Platform team.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

Technoeconomic Analysis of Infrastructure Buildout Scenarios

The success of CCUS deployment in the southeast will depend on the optimized pipeline network from CO 2 point sources to geologic sinks for CO 2 storage. An optimal pipeline framework will reduce both environmental impacts and pipeline building cost. However, finding an optimal pipeline/transport infrastructure design is a non-trivial task and requires simultaneous usage of large volumes of data, computational resources, and a state-of-the-art simulator. Such a transport infrastructure model must consider point sources for CO 2 capture and associated volumes, sinks for CO 2 storage, and transportation from source to sink via pipeline networks. These considerations must be addressed simultaneously and systemically in an optimization process, in which a defined objective function (i.e., capital, variable CO 2 capture, transport, and storage cost function) is required to be minimized with the consideration of practical constraints (e.g., CO 2 flow through pipelines is less than the maximum capacity). Although optimization has been widely used in subsurface resources production and CO 2 storage, its application in large scale CCUS infrastructure design is rarely reported in the literature. SimCCS, developed by Los Alamos National Laboratory, is an open-source CCUS pipeline infrastructure design toolset that facilitates the optimization of pipeline infrastructure networks.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2023

Integrated Research Infrastructure Architecture Blueprint Activity (Final Report 2023)

The complexity of scientific pursuits is increasing rapidly with aspects that require dynamic integration of experiment, observation, theory, modeling, simulation, visualization, machine learning (ML), artificial intelligence (AI), and analysis. Research projects across the Department of Energy (DOE) are increasingly data and compute intensive. Innovative research teams are accelerating the pace of discovery by using high-performance computational and data tools in their research workflows and leveraging multiple research infrastructures. Additionally, several recent high-level U.S. government reports underscore the necessity of a new advanced computing ecosystem for international competitiveness and national security. International competitors are moving forward with major research infrastructure integration efforts that seek to capture a competitive advantage in the global innovation race. Owing to its unparalleled constellation of world-class experimental and observational facilities and high-performance and extreme-scale computational, data, and networking infrastructure, DOE is positioned to be a global leader in this new era of integrated science. However, this new integration paradigm will demand continuing evolution to ensure the U.S. remains a global leader in research and innovation. The DOE Office of Science (SC) has seized on the strategic importance of integration and has adopted a vision for Integrated Research Infrastructure (IRI): To empower researchers to meld DOE’s world-class research tools, infrastructure, and user facilities seamlessly and securely in novel ways to radically accelerate discovery and innovation. To respond to the evolving computational requirements of research and the competitive international innovation landscape, experimental facilities could be connected with high performance computing resources for near real-time analysis, and resources should be provided for merging enormous and diverse data for AI/ML techniques and analysis.

97 MATHEMATICS AND COMPUTING↗
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 OSTI2025

Hydrogen and Electric Charging Infrastructure for Heavy-Duty Trucks: A Nationally Scalable Megaregion Assessment

Decarbonizing regional and long-haul freight is challenging due to the limitations of battery-electric commercial vehicles and infrastructure constraints. Hydrogen fuel cell medium- and heavy-duty vehicles (MHDVs) offer a viable alternative, aligning with the decarbonization goals of the Department of Energy and commercial entities. Historically, alternative fuels like compressed natural gas and liquefied propane gas have faced slow adoption due to barriers like infrastructure availability. To avoid similar issues, effective planning and deploying zero-emission hydrogen fueling infrastructure is crucial. This research develops deployment plans for affordable, accessible, and sustainable hydrogen refueling stations, supporting stakeholders in the decarbonized commercial vehicle freight system. It aims to benefit underserved and rural energy-stressed communities by improving air quality, reducing noise pollution, and enhancing energy resiliency. This research also provides a blueprint for replacing diesel in over-the-road Class 8 freight truck applications with hydrogen fueling solutions. The study focuses on the Texas Triangle Megaregion (I-45, I-35, and I-10), the I-10 corridor between San Antonio, TX, and Los Angeles, CA, and the I-5/CA-99 corridors between Los Angeles, CA, and San Francisco, CA. This area represents a significant portion of U.S. heavy-duty freight movement, carrying ~8.5% of the national freight volume. Using the OR-AGENT (Optimal Regional Architecture Generation for Efficient National Transport) modeling framework, the study conducts an advanced assessment of commercial vehicles, road and freight networks, and energy systems. The framework integrates data on freight mobility, traffic, weather, and energy pathways to deliver a region-specific, optimized vehicles powertrain architectures, infrastructure deployment solutions, operational logistics, and energy pathways. By considering all vehicle origin-destination pairs utilizing these corridors and all feasible fueling station location options, the framework's genetic algorithm identifies the minimum number and optimal locations of hydrogen refueling stations, ensuring no vehicle is stranded. It also determines fuel schedules and quantities at each station. A roadmap for station deployment based on multiple adoption trajectories ensures a strategic rollout of hydrogen refueling infrastructure.

Sujan, Vivek [ORNL] (ORCID:0000000269882342)↗
DOE OSTI2024

Analysis of Infrastructures for Processing Plastic Waste using Pyrolysis-Based Chemical Upcycling Pathways

Modern mechanical recycling infrastructure for plastic is capable of processing only a small subset of waste plastics, reinforcing the need for parallel disposal methods such as landfilling and incineration. Emerging pyrolysis-based chemical technologies can "upcycle" plastic waste into high-value polymer and chemical products and process a broader range of waste plastics. In this work, we study the economic and environmental benefits of deploying an upcycling infrastructure in the continental United States for producing low-density polyethylene (LDPE) and polypropylene (PP) from post-consumer mixed plastic waste. Our analysis aims to determine the market size that the infrastructure can create, the degree of circularity that it can achieve, the prices for waste and derived products it can propagate, and the environmental benefits of diverting plastic waste from landfill and incineration facilities it can produce. We apply a computational framework that integrates techno-economic analysis, life cycle assessment, and value chain optimization. Our results demonstrate that the infrastructure generates an economy of nearly 20 billion USD and positive prices for plastic waste, opening opportunities for compensation to residents who provide plastic waste. Our analysis also indicates that the infrastructure can achieve a plastic-to-plastic degree of circularity of 34% and remains viable under various external factors (including technology efficiencies, capital investment budgets, and polymer market values). Finally, we present significant environmental benefits of upcycling over alternative landfill and incineration waste disposal methods, and comment on ongoing work expanding our modeling methodology to other chemical upcycling pathway case studies, including hydroformylation of specific plastics to chemicals.

Interdisciplinary↗
DOE OSTI2024

Assessment of Alternative Fueling Infrastructure in the United States

NHTSA uses the Corporate Average Fuel Economy (CAFE) Model to analyze potential CAFE standards and their impact on emissions and vehicle fleet composition. The CAFE model analyzes the application of potential technologies to the current automotive industry vehicle fleet to determine the feasibility of future CAFE standards and the associated costs and benefits of the standards. A significant portion of the engineering input development is related to the effectiveness (energy consumption reduction) of each fuel-saving technology and the combination of several fuel-saving technologies, including AFVs. The purpose of this report is to deepen NHTSA's understanding of alternative fueling infrastructure and its potential impact on the adoption of alternative fuel vehicles (AFVs) so that AFVs can be more accurately and comprehensively incorporated into the CAFE Model. This report analyzes the current state of alternative fueling infrastructure in the United States and its relationship to the light-, medium-, and heavy-duty AFV markets; explores the costs associated with alternative fueling infrastructure; investigates trends driving the deployment of alternative fueling infrastructure; explores how the adoption of various vehicle and fuel technologies may look in the future; and analyzes the evolution of alternative fueling corridors.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Exploring impacts of electricity tariff on charging infrastructure planning: An activity-based approach

In the past decade, electric vehicles (EVs) have gained popularity for their efficiency and environmental benefits. Advances in battery technology and charging equipment have yielded long-range EVs and fast-charging. However, many major cities lack adequate charging infrastructure for daily EV use. This study addresses this gap by integrating activity-based modeling, charging behavior simulation, and charging infrastructure optimization. The research utilizes the POLARIS agent-based transportation model to accurately capture user activities, trip patterns, and traffic flows. Additionally, the study investigates the impact of fixed and spatiotemporal electricity rate distributions on optimal charging infrastructure deployment. The framework is applied to the Chicago regional area network and analyzed under various EV ownership scenarios. Further, the results reveal significant impacts of the charging pricing strategy on user decision-making and charging demand distribution. There is also a need for consistent pricing policies in charging infrastructure planning and operational phases to avoid drops in service quality.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

Estimating Fast Charging Infrastructure Requirements to Fully Electrify Ride-Hailing Fleets Across the United States

Ride-hailing electrification is made challenging by a variety of factors, including limited driver access to overnight charging and a nascent network of public direct-current fast charging (DCFC). This article projects the DCFC infrastructure needed to electrify ride-hailing across 384 cities in the United States. Research leveraging a novel infrastructure projection tool, Electric Vehicle Infrastructure Tool for On-Demand Mobility Services model (EVI-OnDemand), estimates that 25,400 DCFC ports capable of charging vehicles at a mean power of 150 kW are required to electrify 1.45 million ride-hailing vehicles in the baseline scenario. Results show that ride-hailing vehicles require 17.5 DCFC ports per 1000 vehicles, three times that of personal electric vehicles (EVs). Infrastructure demand is also shown to vary across cities; 63% more DCFC ports are needed to support 1000 battery EVs in Chicago versus Miami. The analysis also includes sensitivity studies that explore variation in charging demand across input assumptions, finding that charging power, vehicle class, overnight charging access rates, and port utilization influence the network size needed. Projections vary from 18,600 to 41,300 DCFC ports across sensitivity scenarios, indicating that ride-hailing electrification will require significant expansion of access to fast charging even in the most optimistic scenarios, and investments into supporting assets can reduce the scale of the public charging expansion needed.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

2020 Transportation Research Board Workshop: Infrastructure Spatial Sensing at Intersections: The Potential to Enhance Safety and Enable Automation

The sensing technology that is enabling vehicle automation also can revolutionize traffic intersection safety, control, and efficiency. Infrastructure spatial sensing technology refers to the deployment of sensors that can detect and track all objects in the field of view - for example, mounting lidar sensors, radar, and video imaging at an intersection and fusing the data to produce a three-dimensional dynamic operational awareness. Combining such sensing capability with fail-safe vehicle communications can facilitate applications such as eco-approach and departure, optimizing efficient vehicle-signal coordination, and reducing traffic accidents through increasing safety. Furthermore, evidence is mounting suggesting that infrastructure-based sensing is needed in order to safely deploy automated public mobility alongside the normal vehicle and pedestrian traffic in our cities. Six speakers were invited to present their work from various aspects (safety, efficiency, and automation) addressing infrastructure-based sensing at the workshop on Infrastructure Spatial Sensing hosted in Washington DC as part of the Transportation Research Board Annual Meeting in January 12, 2019. A summary of the presentation are included herein.

47 OTHER INSTRUMENTATION↗
DOE OSTI2023

Electrical Infrastructure Cost Model for Marine Energy Systems

The National Renewable Energy Laboratory's Electrical Infrastructure Cost Model is an Excel-based tool designed to estimate the electrical infrastructure costs of marine energy components and subsystems. It incorporates data collected from offshore wind projects, utility projects, and other relevant sources to provide accurate and comprehensive cost projections. With its user-friendly interface, the model allows users to input various parameters related to the system array, electrical cables, and substations. By leveraging industry data, cost trends, and technological advancements, the model generates outputs that include system array sizing, electrical cable specifications and costs, substation specifications and costs, and total electrical infrastructure costs. One of the notable strengths of the model is its flexibility in covering multiple-orders-of-magnitude scaled systems, accommodating projects ranging from proof-of-concept or pilot-scale installations to large-scale offshore systems. By collecting data largely from offshore wind reports and utility projects, the model incorporates real-world conditions and accounts for industry-specific factors. It incorporates cost trends and sizing relationships to deliver cost estimations for electrical infrastructure components, such as electrical cables and substation equipment.

16 TIDAL AND WAVE POWER↗