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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

The Port of Los Angeles Zero- and Near-Zero-Emission Freight Facilities Shore to Store Project

The City of Los Angeles Harbor Department (Harbor Department, Port of Los Angeles) partnered with Equilon Enterprises LLC (d/b/a Shell Oil Products US) (Shell), Toyota Motor North America (Toyota), and Kenworth Truck Company (Kenworth) partnered with the Port of Hueneme, United Parcel Service, Total Transportation Services Inc., Southern Counties Express, Toyota Logistics Services, Air Liquide, National Renewable Energy Laboratory, Coalition For A Safe Environment, and the South Coast Air Quality Management District to introduce hydrogen fuel into the Southern California drayage truck market by demonstrating near-commercial heavy-duty hydrogen fuel cell electric trucks at and between freight facilities throughout the region, while continuing to lay the groundwork for battery-electric operations. The Shore to Store project built on project team experience to help realize our vision of zero-emission freight operations in the future. Ten Kenworth zero-emission Class 8 fuel cell electric trucks, integrated with Toyota’s fuel cell drive technology, were operated by United Parcel Service, Total Transportation Services Inc., Southern Counties Express, and Toyota Logistics Services in commercial service. The demonstration fleet fueled at the Shore to Store hydrogen fueling stations that were built in Ontario, California, and Wilmington, California. An additional station at the Port of Long Beach (Portal Station) was available for fueling the fleet. Portal Station was supported by grants from the California Energy Commission and South Coast Air Quality Management District and used as match funding for the Shore to Store project. The Port of Hueneme demonstrated two battery-electric yard tractors, and Toyota Logistics Services demonstrated two zero-emission forklifts at their warehouse facility, showcasing elements of the entire supply chain operating with zero emissions. This project showcased a snapshot of the zero-emission supply chain of the future, providing a model by which freight facilities can support zero-emission operations. The Shore to Store project: Demonstrated the technical feasibility of zero-emission hydrogen fueled Class 8 heavy-duty trucks and electric cargo handling equipment in rigorous goods movement operation throughout the Southern California region. Cumulatively completed 59,212 miles of zero-emission operation, with 21,650 miles driven in-service with the fleets, using hydrogen fuel cell electric Class 8 heavy-duty trucks. Operated zero-emission yard tractors for a total of 2,749.6 hours. Created direct localized emission reductions in designated disadvantaged communities, including those in zip codes 90220, 90247, 90248, 90731, 90744, 90802, and 91761. For the 59,212 miles of zero-emission operation, reduced emissions by an estimated total of 15.5 kg NOX (0.163 g/km), 1.01 kg SOX (0.0106 g/km), and 304.8 metric tonnes of CO2e (3.2 kg/km) compared to diesel baseline vehicles including both tailpipe emissions and the emissions from producing the fuel sources.

08 HYDROGEN↗
DOE OSTI2022

Safety-Related Instrumentation and Control Pilot Upgrade: Initial Scoping Phase Implementation and Lessons Learned

In May 2016, the U.S. Nuclear Regulatory Commission (NRC) staff provided a digital instrumentation and control (I&C) regulatory infrastructure integrated action plan to the NRC for approval. One of the objectives of that plan was to establish a clear regulatory structure with reduced regulatory uncertainty to enable the expanded safe use of digital I&C in commercial nuclear reactors while continuing to ensure safety and security. To achieve this end, the NRC, with collaboration from industry, developed a streamlined License Amendment Request Alternate Review (AR) process for safety-related (SR) digital I&C upgrades. In spite of this effort, the industry has remained reluctant to perform such I&C upgrades because of perceived regulatory and financial risks associated with being the first or an early adopter of the AR process for SR I&C upgrades. The U.S. Department of Energy Light Water Reactor Sustainability Program at the Idaho National Laboratory performed Initial Scoping Phase research to help break this impasse by supporting a SR I&C Pilot Upgrade, working with MPR Associates, ScottMadden Inc., and Exelon Generation. Exelon’s Limerick Generating Station (LGS) was selected as the target for this research. This paper summarizes the Initial Scoping Phase engineering and operations, licensing, and project management activities necessary to bound the scope, schedule, and estimated cost of the project sufficiently to enable utility management authorization of Conceptual Design Phase activities. These efforts and associated products are intended to provide a template to support larger industry efforts to perform similar upgrades as a foundation stone for a digital transformation that will improve plant safety, reliability, and operational performance while lowering plant total cost of ownership. As a result of the combined effort of Exelon Generation and research participants, Conceptual Design Phase activities for the subject upgrade at LGS were approved by Exelon. Further, the U.S. Department of Energy also awarded a $50 million cost share award to Exelon in order to pave the way for SR I&C modernization and associated control room upgrades across the U.S. nuclear fleet. Additional research reports are planned for the Conceptual Design Phase, Detailed Design Phase, and the Implementation Phase of the LGS project to document the process followed and promulgate lessons learned to industry.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2020

Cummins Electric Truck with Range-Extending Engine (ETREE) Project (Final Technical Report)

The Cummins Electric Truck with Range Extending Engine (ETREE) program designed, developed, and demonstrated a range extending electric vehicle that employs an electrified propulsion system installed in a class 6 commercial vehicle (Peterbilt 220). This project was relevant to industry and the greater public because at the time of the project there were two keys to widespread electrified commercial vehicle adoption yet to be realize: 1) For pure electrified vehicle adoption, battery improvements are needed: Cost must decrease, and energy density must increase. 2) Electric vehicles must overcome fleet operator risks such as: operations in cold climates, hilly terrain, or where majority of conventional trucks are replaced with electrified vehicles. In the near to medium term these adoption hurdles were address by the objectives of this project. A plug-in hybrid vehicle that could be operated in all electric mode for most of its workday optimizing the use of grid energy with the ability to supplement energy demand with the onboard range extending engine. This project’s architecture provided ability to match a conventional class 6 commercial vehicle range and performance characteristics prior to the ubiquitous adoption of battery electric vehicle charging infrastructure as well. Additionally, the vehicles produced as part of this project can be considered a prototype for a commercially viable heavily electrified commercial vehicle because most of the physical hardware used for the project is commercially available in the market today. The ETREE program met its main objectives and demonstrated 65% fuel consumption reduction as compared to a conventional class 6 vehicle while meeting performance and range expectations. This was achieved by drawing upon the strengths of the assembled team: Cummins, PACCAR, the Ohio State University, Argonne National Laboratory and the National Renewable Energy Laboratory.

20 FOSSIL-FUELED POWER PLANTS↗
DOE OSTI2021

Electrifying Transit: A Guidebook for Implementing Battery Electric Buses

This guidebook is organized to give transit decision-makers and relevant stakeholders an overview of BEB facts, data, and considerations important for planning their implementation in a variety of jurisdictions. First, the benefits and barriers for BEB are identified. Second, BEB basics in terms of the major components, including a) the bus, b) the battery, and c) the numerous charging options. BEB introduces new, high demand loads as the buses are charging and thus have a number of interactions with the electricity grid and the utility, which are explored third. Operation and maintenance of BEBs are considered fourth as BEBs should not be operated and maintained in the same approach as diesel buses. Fifth, the costs of BEB prices are summarized – and the choices of bus and battery are explored in how they impact BEB prices. Funding and financing options that support BEBs and their charging stations are also explored. Safety is a key consideration for BEBs and the guidebook touches upon codes and standards, hazards, and emergencies. The final section examines project execution, bringing together information from all the other sections so that long-term planning, route analysis, and fleet and infrastructure planning can be considered in the preparation of BEB deployment, and then deployment can be evaluated on a regular basis. A final conclusion revisits the information covered in the guidebook.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2026

Agent-Based, Bottom-Up Medium- and Heavy-duty Electric Vehicle Economics, Operation, Charging and Adoption (Research Performance Final Report)

This is the research performance final report for the project entitled: Agent-Based, Bottom-Up Medium- and Heavy-duty Electric Vehicle Economics, Operation, Charging and Adoption This project was able to achieve the DOE’s goals of developing new modeling tools to understand MDHD vehicle operation and adoption. The first modeling tool is a fleet-level techno-economic analysis model capable of estimating energy use and associated environmental and cost impacts for electrified and conventional vehicles of any MDHD vocation, using real-world cost and operations data, including approaches to optimizing schedules for charging and/or vehicle dispatch. The second modeling tool is a system-level, bottom-up, agent-based adoption model capable of generating geographically-resolved estimates of market projections for MDHD vehicles and charging infrastructure. These tools will be developed and published to serve dual purposes as analysis tools for researchers, and decision-support tools for decision makers within the MDHD system.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

eMosaic: Electrification Mosaic Platform for Grid Informed Smart Charging Management (Final Scientific/Technical Report)

ABB (Prime Contractor), in collaboration with its partners at the Utah State University (USU), Idaho National Laboratory, Rocky Mountain Power (RMP), and Electric Power Engineers (EPE), have performed research, development, and wide scale demonstration of a scalable and resilient Electrification Mosaic (eMosaic) platform for Smart Charge Management (SCM) for Electric Vehicle Infrastructure. Work was completed under DE EE0009194, titled “eMosaic Electrification Mosaic Platform for Grid Informed Smart Charging Management”, funded by the US Department of Energy. The project members developed algorithms that provide localized and bulk grid services and that reduce and stabilize costs all the way down the supply chain to the PEV owner through SCM. This platform aggregates telemetry from multiple data sources as pieces of the larger picture including personal, private fleet or transportation EVs, fast chargers and other supply equipment, weather service information, and geographically distributed charging sites such as public lots, garage and retail, and private or shared usage depots. ABB and the project team designed, tested, and improved a charging management system at local/edge and cloud levels. The ultimate objective of the project was to convincingly demonstrate that the developed secure eMosaic plat-form can be readily and favorably adopted by diverse utilities and site owners at scale. This was achieved through a demonstration plan with field deployment at several physical sites across 4 states and additional scalable simulation from high fidelity charging models.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

Heavy-Duty Vehicle Activity Updates for MOVES Using NREL Fleet DNA and CE-CERT Data

The U.S. Environmental Protection Agency's (EPA's) Motor Vehicle Emission Simulator (MOVES) is a publicly available tool used by researchers and policymakers to help understand motor vehicle emission sources at a national, county, and project level. Estimates of heavy-duty activity in the most recent version of the model at the time this work was conducted, MOVES2014, was identified as an area in need of improvement. The start activity in MOVES2014 is based on a limited and dated data set. In addition, MOVES2014 relies on drive cycles that represent on-network activity but do not account for idling activity that occurs on off-network roads, such as at a distribution center, while the truck is queuing or during loading and unloading. As a result, MOVES2014 may currently underestimate the number of starts and idle and soak time for heavy-duty trucks in real-world operation. The National Renewable Energy Laboratory (NREL) has previously leveraged its expansive Fleet DNA database of heavy-duty vehicles to idle and start activity for six of the nine heavy-duty vehicle source types of classes in the MOVES model. The data available in Fleet DNA from 416 conventional, diesel-powered vehicles provided activity estimates from more than 120,000 hours of operation throughout 14,682 vehicle days between October 2006 and January 2016. NREL calculated start fraction, starts per day, soak fraction, and idle fraction by hour of the day for each vehicle type, state, and vocation, and provided results in .CSV files that can be translated to MOVES table inputs. The idle and start activity from this initial analysis of Fleet DNA data was used to develop default idle and start data for heavy-duty vehicles in MOVES3. Satisfied with the results from the Fleet DNA data used for MOVES3, the EPA asked NREL to extend this start/soak/idle analysis using additional data from a larger number of vehicles for a potential future update to the MOVES model. Such a data set was achieved from a project led by the University of California at Riverside, College of Engineering, Center for Environmental Research & Technology (CE-CERT) and funded by California Air Resources Board. Specifically, this data set consists of 90 heavy-duty vehicles operated mainly in California, which can be separated into five of the nine heavy-duty vehicle classes in the MOVES model. In addition, the heavy-duty activity database collected by CE-CERT provided activity estimates from more than 44,000 hours of operation throughout 4,724 vehicle days between November 2014 and September 2016. This report details the analysis of the heavy-duty activity database collected from the University of California at Riverside by providing graphical analysis and context for the start, soak, and idle distributions. The comparison of the related results from both the Fleet DNA and CE-CERT data sets are documented as well.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Phase 1 Engagement Summary: Rural Alabama

An Alabama community coalition received technical assistance through the U.S. Department of Energy's Communities Local Energy Action Program (LEAP) to expand awareness of alternative transportation fuels through stakeholder engagement efforts. Phase 1 of the project centered on outreach, relationship-building, and the identification of community priorities. Through two workshops held in October and December 2024, the coalition engaged over 120 stakeholders - including county commissioners, school district representatives, and public and private fleet operators. These sessions included presentations from technical experts and industry partners, as well as a vehicle showcase and structured discussions to assess stakeholder needs and concerns. This report summarizes these efforts and identifies three key priority areas for Phase 2 of the project.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

FFTF Acceptance and Startup Testing for GAIN

The Fast Flux Test Facility (FFTF) is the most recent liquid metal reactor (LMR) to be designed, constructed, and operated by the U.S. Department of Energy (DOE). The 400-MWt sodium-cooled, fast-neutron flux reactor plant was designed for irradiation testing of nuclear reactor fuels and materials for liquid metal fast breeder reactors. Following the demise of the breeder reactor program in the United States, FFTF continued to play a key role in providing a test bed for demonstrating performance of advanced fuel designs and demonstrating operation, maintenance, and safety of advanced liquid metal reactors. FFTF operations ceased in April 1992 after a determination by DOE that no combination of proposed missions was financially feasible over a ten-year period. The reactor is currently deactivated and in a long-term surveillance and maintenance (S&M) mode. This report provides information on the extensive and rigorous process that was used to conduct turnover from construction followed by acceptance and startup testing of the FFTF. This paper is in support of the Gateway for Accelerated Innovation in Nuclear (GAIN), which provides the nuclear energy community with access to the technical, regulatory, and financial support necessary to move new or advanced nuclear reactor designs toward commercialization while ensuring the continued safe, reliable, and economic operation of the existing nuclear fleet. The information obtained from the design, startup, and operation of the FFTF provides valuable insight for follow-on reactor projects, such as the Versatile Test Reactor (VTR), in the areas of plant system and component design, component fabrication, fuel design and performance, prototype testing, site construction, reactor startup and operations, and reactor deactivation and decommissioning (D&D). The focus of this report is on the process used to startup the FFTF and to ensure that operations could be conducted efficiently and safely. A reference section is provided of documents detailing the successful turnover and testing process implemented for startup of the reactor and its supporting systems. The documents listed can be retrieved upon request and are believed useful for future reactor startup endeavors.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2023

Demonstrating Load-Shaping Capabilities of Cost Minimizing Heat Pump Water Heater Controls with Varying Price Profiles

Increased penetration of photovoltaics and electrification of traditionally gas appliances are exacerbating existing challenges in cost-effectively balancing electricity grid supply and demand. Decarbonization without incurring expensive transmission and distribution system capacity increases requires shifting building loads from peak demand times to peak renewable production times. Grid operators are evaluating new ways of encouraging load shifting, including using time-varying price structures to provide a financial incentive. If devices incorporate price-responsive controls, a price profile could be designed to yield a wide variety of load curves as needed to optimize grid functionality. Heat pump water heaters (HPWHs) are an ideal device for price-responsive controls because the storage tank enables them to optimize the timing of electricity consumption without impacting hot water delivery service. This paper presents work demonstrating how price-responsive controls for HPWHs can provide different load profiles, as needed to stabilize the grid, in response to different price profiles. HPWH manufacturers now include web API and CTA-2045 communication capabilities which enable sending load shaping control signals. Pilot studies and preliminary programs have utilized these capabilities with uniform control strategies to reduce 4-9 PM electricity consumption. However, no studies have developed flexible controls capable of both a) responding to constantly varying price profiles and b) customizing logic to match the needs of each HPWH. Berkeley Lab's CalFlexHub project is pioneering price-driven load flexibility by developing and deploying cost-minimizing controls utilizing setpoint setting signals for fleets of HPWHs in response to varying price profiles. Control development is based on simulations using the Flexible Heat Pump Water Heater Performance Predictor which captures the control decisions of a residential, integrated HPWH manufacturer’s on-board controller. The proposed cost-reducing controls respond to constantly changing price profiles, providing the ability to change the price profile to generate load curves as needed to maintain grid stability. Preliminary simulations studying the load shaping capabilities of price-responsive controls on a fleet of 60 HPWHs have demonstrated an average of a) 135.4% increases in load during low-price periods, b) >36.8% reductions in electricity peak-price period, and c) 6.2% electricity cost savings.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2025

EVs@Scale High Power Charging Pillar

Slide deck assesses a portfolio of EVs, EVSEs, and Fleets that are expected to utilize High Power Charging (>200kW) to understand charging rates, grid impacts, and asset utilization. Provide DOE, project partners, stakeholders, and the public with analysis on the capability of HPC performance of today's charging infrastructure.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Climate Vulnerability Assessment and Resilience Planning for Idaho National Laboratory

Idaho National Laboratory’s (INL’s) mission is to discover, demonstrate, and secure innovative nuclear energy solutions, other clean energy options, and critical infrastructure. This INL’s Climate Vulnerability Assessment and Resilience Plan (VARP) was developed to enable and sustain that mission while ensuring the viability of operations considering expected climate change impacts. The VARP was developed according to the narrative requirements from the “Vulnerability Assessment and Resilience Planning Guidance, Version 1.2” document issued in February 2022. A prescribed process was used to identify mission-critical systems and components, determine historical and expected climate impacts, and develop resilient solutions. Experts from across INL, including operations staff, researchers, and climate scientists supplied input to the process. Analyses of climate modeling sources revealed that under scenarios of higher and lower greenhouse gas emissions (Representative Concentration Pathway (RCP) 4.5 and RCP 8.5), INL anticipates an increase in climate hazards, including drought, heat waves, wildfire, and precipitation. Increased frequency and duration of climatic hazards forecasts high impacts on certain mission-critical asset and infrastructure types. Utilizing the VARP Risk Assessment Tool, projected high climate hazard impacts across multiple asset and infrastructure types at the INL include energy generation and distribution systems, Site buildings, specialized or mission-critical equipment, and transportation and fleet infrastructure. Some of these mission-critical asset and infrastructure types maintain high adaptive capacity to climatic changes; however, others may need additional adaptive capacity to withstand increased frequency and duration of climate hazards. INL identified close to 300 resilient solutions that were consolidated into 11 solution categories to be tracked in the Department of Energy Sustainability Dashboard. The identified solutions are a starting point for future project development and analysis. These data are intended to inform decision makers on climate issues and potential solutions across INL and associated communities. The VARP is not intended to be a budget tool or project decision document on its own, but rather one of many tools used by decision makers to establish resilient priorities. This initial document provides the framework and foundation to resilient solutions. In the coming years, each solution needs to be fully developed, costed, and prioritized based on mission-critical risk and funding priorities.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

CMIP6-based Multi-model Hydropower Projection over the Conterminous US, Version 1.1

This dataset presents a suite of hydropower projections for the conterminous United States (CONUS), derived from multiple downscaled and bias-corrected Global Climate Models (GCMs) from the Coupled Model Intercomparison Project Phase 6 (CMIP6). The CMIP6 GCMs are downscaled using either statistical (DBCCA) or dynamical (RegCM) approaches, based on two meteorological reference datasets (Daymet and Livneh). The resulting downscaled precipitation, temperature, and wind speed data are then used to drive two calibrated hydrologic models (VIC and PRMS), enabling simulations of projected future hydrologic responses across the CONUS. Simulated total runoff is subsequently employed to drive two hydropower models (WMP, now implemented as mosartwmpy-power, and WRES) to evaluate how climate change may affect future hydropower production for both federal and non-federal hydropower fleets. This dataset was developed to support the SECURE Water Act Section 9505 Assessment for the U.S. Department of Energy (DOE) Water Power Technologies Office (WPTO). For further details, see Broman et al. (2024), Thurber et al. (2024), Kao et al. (2022), and Zhou et al. (2023).

Voisin, Nathalie [Pacific Northwest National Labor↗
DOE OSTI2026

DOE EV Data Collection - Charging Data

Charging data are collected from one of three sources, each with varying levels of additional information. These sources, in approximate order from most to least additional information, are: • The electric vehicle supply equipment (charger) • Onboard the vehicle itself • From a utility submeter. Many chargers provide software that allows for the collection and reporting of charging session data. If unavailable, data may be recorded by the charging vehicle’s onboard systems. If neither of these options is available, data can be acquired from utility submeters that simply track the energy flowing to one or more chargers. Data collected directly from the electric vehicle supply equipment (EVSE) are typically the most accurate and highest frequency. However, it is not always possible to discern which exact vehicle is being charged during any one session. EVSE-side data can be identified where a single charger ID but a range of vehicle IDs are present (e.g., CH001, EV001-EV005). Data collected from the vehicle’s onboard systems usually does not provide information on which exact charger is being used. Vehicle-side data can be identified where a single Vehicle ID but a range of Charger IDs are present (e.g., EV001, CH001-CH005). Data collected from utility submeters provide no information on which specific vehicle is charging or which specific charger is in use. Submeter data can be identified where multiple Vehicle IDs and multiple Charger IDs are present, but only a single Fleet ID is present (e.g., EV001-EV005, CH001-CH005, Fleet01). The **Charge Data Daily/Session Dictionaries** contains definitions for each available parameter collected as part of an individual charging session, aggregated at either a daily or session level. The parameters available will vary between vehicles and chargers. The **Charger Attributes** table contains specific charger characteristics, coded to at least one anonymous Charger ID and linked to either a single or a range of Vehicle IDs. Vehicle ID can be used as a key between charging data and vehicle attribute tables. The **Charger Attributes Data Dictionary** contains definitions for each available parameter collected on the physical and operational characteristics of the charging hardware itself. The **Vehicle Attributes Data Dictionary** contains definitions for each available parameter associated with a vehicle’s physical and functional attributes and fleet context. The **Vehicle Attributes** table contains specific vehicle characteristics, coded to an anonymous Vehicle ID. This Vehicle ID can be used as a key between vehicle data and vehicle attribute tables, and in cases where charging data are supplied, links a vehicle with the charger(s) that supplied it power. The **Charging Data** tables contain the data from each charger’s operations, coded to at least one anonymous Charger ID and linked to either a single or a range of Vehicle IDs. Vehicle ID can be used as a key between charging data and vehicle attribute tables. Data is being uploaded quarterly through 2023 and subject to change until the conclusion of the project.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Zero Emission Cargo Transport (ZECT) II Demonstration: South Coast Air Quality Management District (Final Report)

The South Coast Air Quality Management District (South Coast AQMD), California Air Resources Board (CARB) and Southern California Association of Governments (SCAG) — the agencies responsible for preparing the State Implementation Plan required under the federal Clean Air Act — have agreed that attainment of federal air quality standards for the region will require a transition to the broad use of zero and near-zero emission energy sources in cars, trucks and other equipment. Accordingly, the 2012 South Coast AQMD Air Quality Management Plan, the SCAG 2012 Regional Transportation Plan, and the “Vision for Clean Air: A Framework for Air Quality and Climate Control Planning” all identify the need to immediately enact a phasing in of zero and near-zero emission technologies to meet air quality goals. In 2014, South Coast AQMD was awarded grant funding under the US Department of Energy Zero Emission Cargo Transport (ZECT) II Demonstration program to develop and demonstrate zero-emission drayage trucks for goods movement operations between the Port of Los Angeles (POLA) and Port of Long Beach (POLB) near dock rail yards and warehouses: 1) development and demonstration of zero-emission fuel cell range extended electric drayage trucks and 2) development and demonstration of hybrid electric drayage trucks. The purpose of this project was to accelerate deployment of zero emission cargo transport technologies to reduce harmful diesel emissions, petroleum consumption and greenhouse gases in the surrounding communities along the goods movement corridors that are impacted by heavy diesel traffic and the associated air pollution. Between 2014 – 2024, six ZECT II zero-emission fuel cell drayage truck platforms, including fuel cell range extended and CNG hybrid trucks, were successfully designed, developed, integrated, built, tested, and demonstrated with drayage fleet operators in transportation corridors within areas of the South Coast AQMD jurisdiction in Southern California such as in and around POLA and POLB. Portable hydrogen refueling was deployed to support the fuel cell vehicles. The project had real-time improvement with on-going debugging and optimizations while the vehicles were under demonstration. All platforms demonstrated sufficient or excess power, torque, and energy to support 82,000lbs Gross Vehicle Weight Rating and gradeability to perform their daily duty cycles. Collectively, the trucks drove over 23,000 miles during their respective demonstration phases. The ZECT II project was the first of its kind to demonstrate the commercial viability that supported the additional technology breakthroughs for Class 8 zero emission trucks and validations as well as the regulatory basis for all the zero-emission regulation that we know today, such as the Innovative Clean Transit regulation, Advanced Clean Trucks and Clean Fleet regulations.

08 HYDROGEN↗
DOE OSTI2022

Advancing Platooning with ADAS (Advanced Driver-Assistance Systems) Control Integration and Assessment

Application of Cooperative Adaptive Cruise Control (CACC) to heavy duty trucks known as truck platooning has shown fuel economy improvements on the test track under ideal driving conditions. However, limited test data is available to assess the truck platooning under real-world driving conditions. Under this Cummins-led project that was funded by the U.S. Department of Energy, truck platooning with CACC has been tested on a real-world interstate highway and the results of the project are reviewed in this report. At first, the real-world driving conditions were characterized using National Renewable Energy Laboratory (NREL) Fleet DNA database to define test factors, including route, terrain, and highway traffic. Afterward, both test track and on-highway testing guided by SAE J1321 procedures were conducted to assess truck platooning under controlled and real-world driving conditions. On-highway testing was done on a highway route in Indiana, consisting of low, medium, and high road grade segments. The highway test results of 2-truck and 3-truck platooning showed considerably reduced fuel savings compared to the controlled test track data, which mainly stems from the traffic or high-grade portions of the route. However, integration of Cummins powertrain and vehicle eco-driving features such as predictive cruise control and neutral coasting called ADEPT™ on the lead truck showed an improvement of fuel saving for the trucks in CACC operation. Furthermore, the importance of tire connectivity in efficient and safe operation of the trucks in platooning is characterized.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Grid connection barriers to renewable energy deployment in the United States

Bulk-power grid connection is an emerging bottleneck to the entry of wind, solar, and storage but has been understudied due to a lack of data. We create and analyze two novel interconnection datasets with more than 38,000 project-level observations that provide new information documenting interconnection challenges in the United States. Active grid connection requests are more than double the total installed capacity of the US power plant fleet (2,600 vs. 1,280 GW). The time required to secure a connection has increased by 70% over the last decade, and withdrawal rates remain high at 80%, suggesting a constrained transmission system that jeopardizes energy transition targets. Wide distributions of interconnection costs indicate the inherent uncertainty of the interconnection process. Interconnection requests that identify large transmission upgrades tend to withdraw from the process. These findings suggest the need for interconnection reforms, tighter links between long-term transmission planning and project-level interconnection processes, and more interconnection outcome transparency.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Phase 1 NuScale SMR FOAK Nuclear Demonstration Readiness Project (Final Scientific/Technical Report)

The overarching objective of the Phase 1 NuScale SMR First-of-a-Kind (FOAK) Nuclear Demonstration Readiness Project was to enhance competitiveness of the U.S. nuclear industry by enabling timely deployment of the NuScale small modular reactor (SMR). The scope of this Phase 1 project continued to advance the licensing and design maturity, particularly in those areas related to supporting customer readiness, supply chain integration, cost competitiveness, and cost confidence. This investment provided by the Government has accelerated development of these designs and technologies so that the existing domestic fleet of nuclear power plants remains viable and the most mature in the nuclear industry. The intent is to have the new, advanced U.S. designs be deployed as early 2026, and be globally competitive. As a part of the First-of-a-Kind Nuclear Demonstration Readiness Project, NuScale has been developing an advanced reactor design, leading the path for other development projects or complex technology advancements for existing plants that have significant technical and licensing risk. The NuScale Power team (NuScale) is advancing licensing, engineering, supply chain development, testing, and other required activities to enhance the innovation and competitiveness of the U.S. nuclear industry by enabling timely deployment of the NuScale SMR. Specifically, NuScale is performing the following activities in Phase 1. Fully supporting the NRC review of the NuScale DCA to ensure approval of a final safety evaluation report by the end of 2020. Improving plant cost confidence and cost competitiveness through design and supply chain advancement, incorporation of constructability best practices, and margin recovery to increase plant power output. Accelerating design maturity, technology development, and operational program readiness to support a customer commitment for plant deployment. The Department of Energy (DOE) Office of Scientific and Technical Information (OSTI), a unit of the Office of Science, fulfills agency-wide responsibilities to collect, preserve, and disseminate both unclassified and classified scientific and technical information (STI) emanating from DOE-funded research and development (R&D) activities at DOE national laboratories and facilities and at universities and other institutions nationwide. This scientific and technical report provides summaries of the analyses and research that was performed by NuScale under this project that achieves the objective of disseminating information to the nuclear industry to ensure the innovations realized are shared for the benefit of the industry at large.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗