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All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

‪A Novel Methodology for Longitudinal Studies of Home Thermal Comfort Perception and Behavior

Human-building interactions significantly influence building energy consumption and affect peak energy demand. For example, heating and cooling contribute 46% of daily peak residential energy demand. Grid-interactive efficient buildings (GEBs) can potentially increase energy-demand flexibility and accelerate the adoption of renewables. However, traditional demand response (DR) programs focused on shedding peak loads disregard the human-building interactions leading to occupant thermal frustration. Specifically, they do not model occupants’ ability to override thermostat controls, nor how indoor environmental conditions and sociocultural factors affect the timing and magnitude of overrides. Studies have found 20% of occupants override thermostat setpoints during DR events longer than 6 hours yet lack detail about the motivation that might guide more successful efforts. Balancing energy-demand flexibility with occupant thermal comfort requires understanding dynamic occupant behavior, the underlying psychophysiological drivers, in the context of homes. This paper presents methods for scalable longitudinal studies of residential occupant behavior dynamics to inform the development of psychophysiological occupant-centric building models. Smart sensors were installed to measure local environmental conditions in 20 homes in two regions of the United States. Just-in-time ecological momentary assessments (EMAs) provided qualitative data on occupant thermal comfort and local environmental conditions not captured in Internet-of-Things (IoT) based studies or existing datasets. Participant interviews provided insight into environmental attitudes, mental models, and the role of economics in comfort and behavior, which in turn may affect thermostat interactions. Based on these data, interventions in the next phase of the study will collect data and monitor occupant behavior during simulated DR events.

Kane, Michael↗
DOE OSTI2025

The Sensor Dilemma in Intelligent Transportation Systems

Intelligent Transportation Systems (ITS) are at the forefront in advancing the way we interact and perceive with the transportation network. This revolution is fueled by the significant advancement in sensor perception technologies such as Radar, LiDAR and Video Imaging which are the most popular modalities for ITS. Real-time perception data from these sensors allows intelligent infrastructure side decision making to improve the energy, efficiency and safety at traffic intersections. As traffic departments across the United States are transitioning from traditional loop detectors / emulators and embracing newer technologies, they are often left with a dilemma in choosing a sensor technology for infrastructure-based perception which is reliable, inexpensive, easy to setup and has robust performance in varying weather conditions. However, choosing a sensor which checks all boxes is not straightforward as every sensor type has unique benefits and drawbacks. Radar is excellent at detecting long range vehicles and weather resistance but lacks high resolution. LiDAR is expensive and weather-sensitive, while cameras provide rich visual data at a low cost but are constrained by lighting and visibility. This study examines Radar, LiDAR and camera sensors capabilities to ascertain whether any of these qualifies as the "best" sensor for ITS perception. Through this evaluation, we hope to draw attention to the necessity of National Renewable Energy Laboratory's (NREL) Infrastructure Perception and Control (IPC) framework which presents a multi-sensor track data fusion engine to assimilate multiple data streams in order to provide robust and reliable perception. While no single sensor can meet all the demands of ITS, a hybrid approach combining multiple sensor modalities like Radar, LiDAR and cameras, offers the most robust solution for enhancing the safety and efficiency in intelligent transportation systems.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

SolarSMART 2020 Georgia Survey

The SolarSMART 2020 Georgia Survey dataset provides results from a survey of 1,544 residents of the State of Georgia above the age of 18 on their perceptions of photovoltaic solar energy. The survey includes the following: demographic information for each respondent, their location in the state (by ZIP Code); the type of house they reside within; whether they have or have not adopted solar energy (and if so, how did they adopt solar energy); their personal views and perceptions of solar energy both for themselves and within their community; and their perceptions of who within Georgia and across the United States would or would not be inclined to adopt solar. Respondents were asked to provide their responses to questions addressing the following issues as they pertained to both themselves and their perceptions of others (Georgians and Americans writ large): (a) perception of how home type shape solar adoption; (b) perceptions of personal values (interpersonal, political, environmental); (c) the design of solar and the marketing of it; (d) financial dimensions of adopting solar energy; (d) and favorability towards new technologies. This data was collected via an online survey through a third-party distributor between June and September of 2020. Respondents were from 151 of the 159 counties of the State of Georgia, with representation of both urban and rural residents. In total, the dataset includes 171 variables, with one being an open-ended question coded by the research team. Variables include demographic characteristics (personal, housing, location), multiple-choice single answer, ranked-choice responses to different statements about solar, and a series of two digital map exercises where respondents highlighted geographic regions (states or parts of Georgia) based on whether the believe residents there do, do not, or they do not know if the respondents do or do not adopt solar.

14 SOLAR ENERGY↗
DOE OSTI2025

The Sensor Dilemma in Intelligent Transportation Systems: Evaluating Radar, Lidar and Camera: Preprint

Intelligent transportation systems (ITS) are at the forefront in advancing the way we interact with and perceive the transportation network. This revolution is fueled by the significant advancement in sensor perception technologies such as radar, lidar, and video imaging, which are the most popular modalities for ITS. Real-time perception data from these sensors allow intelligent infrastructure-side decision-making to improve the energy, efficiency, and safety at traffic intersections. As traffic departments across the United States transition from traditional loop detectors and emulators and embrace newer technologies, they are often left with a dilemma in choosing a sensor technology for infrastructure-based perception that is reliable, inexpensive, and easy to set up and that has robust performance in varying weather conditions. However, choosing a sensor that checks all these boxes is not straightforward, as every sensor type has unique benefits and drawbacks. Radar is excellent at detecting long-range vehicles and weather resistance but lacks high resolution. Lidar is expensive and weather-sensitive, while cameras provide rich visual data at a low cost but are constrained by lighting and visibility. This study examines radar, lidar, and camera sensor capabilities to ascertain whether any of these qualifies as the "best" sensor for ITS perception. While no single sensor can meet all the demands of ITS, a hybrid approach combining multiple sensor modalities like radar, lidar, and cameras offers the most robust solution for enhancing the safety and efficiency of ITS. Through this evaluation, we hope to draw attention to the necessity of the National Renewable Energy Laboratory's infrastructure perception and control framework, which presents a multisensor track data fusion engine to assimilate multiple data streams in order to provide robust and reliable perception.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Investigating the influence of environmental information on perceived indoor environmental quality: An exploratory study

Under the assumption that information can impact perception, most research on human sensation and satisfaction with indoor environmental quality (IEQ) parameters has been conducted with respondents uninformed about the test conditions. Therefore, researchers know little about the impact of information on perception. These potential effects are increasingly relevant as quantitative information about indoor environments becomes accessible via low-cost, wirelessly connected sensors. In this experimental study, 48 subjects were exposed to varied indoor environmental conditions and provided with different types of environmental information. The subjects' sensation and satisfaction were compared when they were blinded or provided with quantitative information about and/or qualitative ratings of specific parameters. The results indicate that accurate information on parameter values influenced how the subjects perceived the indoor air quality (IAQ) but not how they perceived the thermal, acoustic, or visual quality. The subjects rated the IAQ more positively when they were informed that there were nonzero ventilation rates. The qualitative ratings influenced the subjects' perceptions of all four environmental factors, but in different directions. The subjects generally had more positive sensation and higher satisfaction when they were told that the parameter values and qualitative ratings were more favorable than the test conditions. However, the improved sensation and satisfaction were often not as good as when the environmental conditions were actually improved and the subjects were provided with accurate information. Here, these findings affirm the critical need for more research on the impacts of information on perceptions of the indoor environment.

42 ENGINEERING↗
DOE OSTI2022

Social Disparities of Pain and Pain Intensity Among Women Diagnosed With Early Stage Breast Cancer

Background: Breast cancer is one of the most commonly diagnosed cancers among women in the United States and pain is the most common side effect of breast cancer and its treatment. Yet, the relationships between social determinants of pain and pain experience/intensity remain under-investigated. We examined the associations between social determinants of pain both at the individual level and the neighborhood level to understand how social conditions are associated with pain perception among early stage breast cancer patients. Methods: We conducted integrated statistical analysis of 1,191 women with early stage breast cancer treated at a large cancer center in Memphis, Tennessee. Combining electronic health records, patient-reported data and census data regarding residential address at the time of first diagnosis, we evaluated the relationships between social determinants and pain perception. Pain responses were self-reported by a patient as a numerical rating scale score at the patient’s initial diagnosis and follow-up clinical visits. We implemented two sets of statistical analyses of the zero-inflated Poisson model and estimated the associations between neighborhood poverty prevalence and breast cancer pain intensity. After adjustment for demographic characteristics, cancer stage, and chemotherapy, pain perception was significantly associated with poverty and blight level of the neighborhood. Results: Among women living in the highest-poverty areas, the odds of reporting pain were 2.48 times higher than those in the lowest-poverty area. Women living in the highest-blight area had 5.43 times higher odds of reporting pain than those in the lowest-blight area. Neighborhood-level social determinants were significantly associated with pain intensity among women diagnosed with early-stage breast cancer. Conclusions: Distressed neighborhood conditions are significantly associated with higher pain perception. Breast cancer patients living in socio-economically disadvantaged neighborhoods and in poor environmental conditions reported higher pain severity compared to patients from less distressed neighborhoods. Therefore, post-diagnosis pain treatment design needs to be tailored to the social determinants of the breast cancer patients.

60 APPLIED LIFE SCIENCES↗
DOE OSTI2025

Community engagement in the development of bioenergy projects from cellulosic urban waste feedstock in Hawaii for sustainable aviation fuel

The purpose of the research project was to reveal the perceptions of residents and communities of the City and County of Honolulu concerning bioenergy projects, feedstock, and sustainable aviation fuel. The perception study was conducted via community-scale surveys, interviews, and town meetings to gather feedback on the preliminary design of a proposed bioenergy project, including feedstock choice and the need for sustainable aviation fuel in Hawaii. Residents on the west side of Oahu were targeted due to their proximity to the proposed plant site location. Findings from this study aim to identify resident perceptions, understanding, and desire for bioenergy projects and new infrastructure to, improve the energy efficiency and sustainability of Hawaiian islands. While Hawaii has created policies and mandates to move toward 100% renewable energy sources by 2045, the focus has been predominately on renewable electricity, largely overlooking other sustainable energy options such as sustainable aviation fuel. There is a lack of research on the community engagement and perceptions of Hawaiian residents on bioenergy projects and sustainable aviation fuel, contributing to the low adoption of bioenergy projects on the islands. Insights from this study aim to add literature on the need for community engagement in the design process, the importance of accepting new sustainable infrastructure, and the production and use of sustainable aviation fuels.

09 BIOMASS FUELS↗
DOE OSTI2025

Secure Route: Roadway Risk Mapping for Transportation Planners

The secure transport of sensitive materials across U.S. road networks pose unique challenges for local, state, and federal agencies. Threats range from random events (e.g., accidents, medical emergencies, mechanical failures) to opportunistic or organized tactical assaults. Although the probability of such attacks is very low, the consequences of material loss to foreign states or terrorists can be catastrophic, qualifying these scenarios as “grey swan” events—low-probability, high-impact occurrences that are predictable but difficult to quantify. Traditional risk assessments struggle in these contexts, necessitating a shift toward subjective risk perception to inform planning. Risk perception in transport planning is shaped by various factors, including knowledge of adversarial capabilities, vehicle defenses, manifest details, and geographic features along the route. Geographic features such as bridges, tunnels, roadside elevation, and gaps in cellular coverage introduce vulnerabilities, while mitigative features include safe havens, police stations, and medical services. Temporal variables such as congestion, accidents, and weather further complicate route planning. Despite their importance, existing routing tools like Google Maps and commercial software do not explicitly account for geographic risk features, requiring planners to rely on personal familiarity with routes—a time-intensive, non-scalable approach. This work addresses these gaps by: (1) developing datasets that catalog geographic risk features along U.S. roadways, (2) eliciting risk perceptions from experienced transportation security experts, and (3) linking these perceptions to roadway conditions and geographic data. We implement these capabilities within Secure Route a novel mapping tool for classifying route segment risks associated with roadway conditions. This system provides transportation planners with an intuitive interface to assess and contextualize risk along potential routes, improving decision-making for secure transport. We present current progress in this effort and identify next steps.

Stewart, Robert [ORNL] (ORCID:0000000281867559)↗
DOE OSTI2025

Final Report for CSP Tower Public Opinion and Education Project

As part of the CSP Plant Optimization Study for the California Power Market (DE-EE0009809) the project wanted to understand the public’s opinion of the technology and and explore the types of community engagement that is needed to support such development. The initial objectives for the public perception activities were twofold. The primary objective was to gather public opinion and feedback from the communities living near the two operating solar power tower plants, Ivanpah and Crescent Dunes, and to distill lessons learned from the community engagement conducted before, during, and after the plants were developed to inform future development. This included outreach to nearby airports. The other objective was to gauge public opinion about large-scale solar, specifically CSP towers, to start educating the public on the benefits and to begin building relationships with communities of interest, initially targeting the Kingman, Arizona area. The objectives shifted after the first exploratory trip to Ivanpah and Kingman, however, as it became apparent that it would be challenging to gather public opinion from the community surrounding Ivanpah that could be useful for other community profiles, and the company wasn’t ready to address the concerns in Kingman. Another area was chosen, therefore, to represent those where future development is possible. The recently published Lawrence Berkeley National Lab Perceptions of Large-Scale Solar Project Neighbors Study exemplified public perception polling based on social science and served as the foundation for the survey questions taken to the field. The intent was to ensure that people knew their input was valued and that the time they spent was valuable for the participant as well. It has been noted in the literature that in-person interaction has greater benefits than activities online or via mail, as well as limits the expense.

14 SOLAR ENERGY↗
DOE OSTI2024

Automated Lane Centering: An Off-the-Shelf Computer Vision Product vs. Infrastructure-Based Chip-Enabled Raised Pavement Markers

Safe autonomous vehicle (AV) operations depend on an accurate perception of the driving environment, which necessitates the use of a variety of sensors. Computational algorithms must then process all of this sensor data, which typically results in a high on-vehicle computational load. For example, existing lane markings are designed for human drivers, can fade over time, and can be contradictory in construction zones, which require specialized sensing and computational processing in an AV. But, this standard process can be avoided if the lane information is simply transmitted directly to the AV. High definition maps and road side units (RSUs) can be used for direct data transmission to the AV, but can be prohibitively expensive to establish and maintain. Additionally, to ensure robust and safe AV operations, more redundancy is beneficial. A cost-effective and passive solution is essential to address this need effectively. In this research, we propose a new infrastructure information source (IIS), chip-enabled raised pavement markers (CERPMs), which provide environmental data to the AV while also decreasing the AV compute load and the associated increase in vehicle energy use. CERPMs are installed in place of traditional ubiquitous raised pavement markers along road lane lines to transmit geospatial information along with the speed limit using long range wide area network (LoRaWAN) protocol directly to nearby vehicles. This information is then compared to the Mobileye commercial off-the-shelf traditional system that uses computer vision processing of lane markings. Our perception subsystem processes the raw data from both CEPRMs and Mobileye to generate a viable path required for a lane centering (LC) application. To evaluate the detection performance of both systems, we consider three test routes with varying conditions. Our results show that the Mobileye system failed to detect lane markings when the road curvature exceeded ±0.016 m -1 . For the steep curvature test scenario, it could only detect lane markings on both sides of the road for just 6.7% of the given test route. On the other hand, the CERPMs transmit the programmed geospatial information to the perception subsystem on the vehicle to generate a reference trajectory required for vehicle control. The CERPMs successfully generated the reference trajectory for vehicle control in all test scenarios. Moreover, the CERPMs can be detected up to 340 m from the vehicle’s position. Our overall conclusion is that CERPM technology is viable and that it has the potential to address the operational robustness and energy efficiency concerns plaguing the current generation of AVs.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Analysis of the SBP-SAT Stabilization for Finite Element Methods Part I: Linear Problems

In the hyperbolic community, discontinuous Galerkin (DG) approaches are mainly applied when finite element methods are considered. As the name suggested, the DG framework allows a discontinuity at the element interfaces, which seems for many researchers a favorable property in case of hyperbolic balance laws. On the contrary, continuous Galerkin methods appear to be unsuitable for hyperbolic problems and there exists still the perception that continuous Galerkin methods are notoriously unstable. To remedy this issue, stabilization terms are usually added and various formulations can be found in the literature. However, this perception is not true and the stabilization terms are unnecessary, in general. In this paper, we deal with this problem, but present a different approach. We use the boundary conditions to stabilize the scheme following a procedure that are frequently used in the finite difference community. Here, the main idea is to impose the boundary conditions weakly and specific boundary operators are constructed such that they guarantee stability. This approach has already been used in the discontinuous Galerkin framework, but here we apply it with a continuous Galerkin scheme. No internal dissipation is needed even if unstructured grids are used. Further, we point out that we do not need exact integration, it suffices if the quadrature rule and the norm in the differential operator are the same, such that the summation-by-parts property is fulfilled meaning that a discrete Gauss Theorem is valid. This contradicts the perception in the hyperbolic community that stability issues for pure Galerkin scheme exist. In numerical simulations, we verify our theoretical analysis.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

Development and Evaluation of Chip-Enabled Raised Pavement Markers for Lane Line Detection

Increased energy consumption from autonomous vehicle (AV) sensors and computational load as well as upfront costs of sensors are barriers to broad AV adoption. For high quality and reliable perception of the driving environment, incoming data from multiple sensors need to be fused together using advanced computational algorithms, which requires a high compute load. As an alternative, infrastructure-based sensors can be designed to facilitate perception and sensing by supporting vehicle-to-infrastructure (V2I) information exchange. This work presents the initial development and evaluation of a novel energy efficient infrastructure-based sensor. The sensor, a chip-enabled raised pavement marker (CERPM), is capable of wireless communications to exchange environment information with AVs. As a test case, the developed CERPM is applied in real-world driving to perform lane line and drivable region detection for an AV. It is shown that CERPMs can be utilized to effectively detect the lane line and drivable region, which can improve perception while reducing the compute load.

Sharma, Sachin↗
DOE OSTI2026

ObstacleSense: Low-Power Neuromorphic Vision for Corridor Obstacle Awareness in Low-Level ADAS

The automotive industry’s pursuit of Level 5 autonomy is constrained by substantial perception-compute power requirements, often reaching 1, 000 + watts in full autonomy stacks. Reducing this energy burden requires rethinking perception not only at the high-end autonomy level, but also at the foundational Advanced Driver Assistance Systems (ADAS) level where low-power, safety-critical sensing can have broad impact. Neuromorphic vision provides a promising starting point: HD Dynamic Vision Sensors (DVS) can operate below 100 mW at the sensor level by reporting only asynchronous brightness changes. However, low-power sensing alone is insufficient if downstream perception reintroduces dense, energy-intensive computation. In particular, many event-driven object-detection pipelines still rely on CNN backbones, while purely spiking alternatives often trade away accuracy or ignore deployment constraints. We introduce ObstacleSense, a highly compact, CNN-free hybrid ANN–SNN framework for Level 0–1 forward-corridor obstacle awareness. Instead of performing full-scene object detection with a convolutional feature backbone, ObstacleSense targets the safety-critical question of whether the ego corridor is occupied and how far the nearest obstacle is. The architecture combines polarity-conditioned event encoding, lightweight temporal spiking dynamics, axial spatial mixing, and coarse-to-fine range estimation within a regular fixed-grid compute pattern. This design avoids the dense CNN backbone commonly used in event-based detection while maintaining a small state footprint suitable for eventual small-FPGA deployment. Before hardware mapping, we evaluate the software implementation using a model-side power proxy derived from MACs, weight and activation traffic, and spiking state updates under shared FP16 assumptions. On simulated CARLA event corpora, the deployment-oriented model achieves 0.9464 objectness F1, 0.9978 grid-level mAP, and 0.8987 m distance Mean Absolute Error at an estimated 1.92 mW proxy cost, while maintaining performance on unseen generalization test sequences.

Johnson-Scott, Zac [ORNL]↗
DOE OSTI2022

Maximum likelihood estimation of difference scaling functions for suprathreshold judgments

Maximum likelihood estimation (MLE) has been used to produce perceptual scales from binary judgments of triads and quadruples. This method relies on Thurstone’s theory of a stochastic perceptual process where the perceived difference of two stimuli is the difference in their perceived strengths. It is possible that the perception of a suprathreshold difference is overestimated when adding smaller differences, a phenomenon referred to as diminishing returns. The current approach to construct a perceptual scale using MLE does not account for this phenomenon. We present a way to model the perception of differences using MLE and Thurstone’s theory, adapted to allow the possibility of diminishing returns. This method is validated using Monte Carlo simulated responses to experimental triads and can correctly model diminishing returns, the absence of diminishing returns, and the opposite of diminishing returns both in the cases when a perceptual scale is known and when the true perceived strengths of the stimuli are unknown. Additionally, this method was applied to empirical data sets to determine its feasibility in investigations of perception. Ultimately, it was found that this analysis allows for more accurate modeling of suprathreshold difference judgments, a more complete understanding of the perceptual processes underlying comparisons, and the evaluation of Thurstone’s theory of difference judgments.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2025

Considerations for Maritime Nuclear Technologies, Economic Viability and Public Acceptance

The Maritime Nuclear Application Group (MNAG) is a working group convened by the National Reactor Innovation Center at Idaho National Laboratory (INL), the American Bureau of Shipping, and Morgan, Lewis, and Bockius LLP. This report documents an MNAG examination of considerations relevant to implementing nuclear technology in commercial maritime applications. In general, two types of use case are examined: maritime nuclear power plants and nuclear reactors used on board shipping vessels for propulsion and other ship needs. The report finds that there may be economic benefits related to maritime nuclear technologies, including the flexible deployment of maritime nuclear reactors, which would allow them to complement land-based nuclear projects, and operational differences for nuclear cargo ships that may lead to an overall increase in revenue. High-level analyses in this report show that, based on general small modular reactor and microreactor cost estimates developed by INL, maritime nuclear reactors may be economically competitive for electricity production in remote regions and for use in the propulsion of large cargo ships. Besides economic viability, public acceptance will be key to implementing maritime nuclear technologies. The report discusses the public’s current perception of nuclear technologies. Engaging with the public will be important to improving this perception. The report discusses some key benefits and risks associated with maritime nuclear technologies. Benefits include the creation of jobs, the production of reliable energy, and the potential to improve air quality. Risks that concern the public are the potential for radioactive releases during operation and decommissioning, as well as those related to waste management. Communicating the benefits and the risks of maritime nuclear technologies will be essential to improving public perception.

22 - GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2023

Quantifying automated vehicle benefits in reducing driving stress: a simulation experiment approach

Driving is a stressful activity because of the mental workload required to maneuver a vehicle in certain travel contexts, such as congested traffic, multi-modal networks requiring complex interaction with surrounding vehicles, and aggressive driving. Autonomous vehicles (AVs), on the other hand, can reduce the mental workload by performing most of the driving tasks and providing users with a comfortable ride. This study develops a pathway model to relate different health determinants, including travel reliability, safety, driving comfort, and value of time, to Autonomous vehicles driving and studies their impact on the value of driving stress. A case study example of Autonomous vehicles simulation is used to determine the impact of these health determinants. The value of driving stress in Autonomous vehicles is estimated as a function of the value of these individual health determinants. The results show that the perception of safe or unsafe driving in Autonomous vehicles is the most important factor in changing the perception of driving stress in Autonomous vehicles. Similarly, perceptions of comfortable driving in Autonomous vehicles and reduced workload with a higher value of time also reduce driving stress in Autonomous vehicles. These results allow Autonomous vehicles adoption models to explicitly consider driving stress reduction as a benefit and can improve understanding of Autonomous vehicles adoption, which may require quantitative analysis of underlying motivating benefits, including driving stress reduction.

Khattak, Zulqarnain H.↗
DOE OSTI2022

EARLY FLOWERING 3 and Photoperiod Sensing in Brachypodium distachyon

The proper timing of flowering, which is key to maximize reproductive success and yield, relies in many plant species on the coordination between environmental cues and endogenous developmental programs. The perception of changes in day length is one of the most reliable cues of seasonal change, and this involves the interplay between the sensing of light signals and the circadian clock. Here, we describe a Brachypodium distachyon mutant allele of the evening complex protein EARLY FLOWERING 3 (ELF3). We show that the elf3 mutant flowers more rapidly than wild type plants in short days as well as under longer photoperiods but, in very long (20 h) days, flowering is equally rapid in elf3 and wild type. Furthermore, flowering in the elf3 mutant is still sensitive to vernalization, but not to ambient temperature changes. Molecular analyses revealed that the expression of a short-day marker gene is suppressed in elf3 grown in short days, and the expression patterns of clock genes and flowering time regulators are altered. We also explored the mechanisms of photoperiodic perception in temperate grasses by exposing B. distachyon plants grown under a 12 h photoperiod to a daily night break consisting of a mixture of red and far-red light. We showed that 2 h breaks are sufficient to accelerate flowering in B. distachyon under non-inductive photoperiods and that this acceleration of flowering is mediated by red light. Finally, we discuss advances and perspectives for research on the perception of photoperiod in temperate grasses.

54 ENVIRONMENTAL SCIENCES↗