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NASA NTRS2019

Building an Economical and Sustainable Lunar Infrastructure to Enable Human Lunar Missions

To enable return of human missions to the surface of the Moon sustainably, a new study was initiated to assess the feasibility of developing an evolvable, economical and sustainable lunar surface infrastructure using a public-private partnerships approach. This approach would establish partnerships between NASA and private industry to mutually develop lunar surface infrastructure capabilities to support robotic missions initially and later evolve to full-scale commercial infrastructure services in support of human missions. These infrastructure services may range from power systems, communication and navigation systems, thermal management systems, mobility systems, water and propellant production to life support systems for human habitats. The public-private partnerships approach for this study leverages best practices from NASA's Commercial Orbital Transportation Services (COTS) program which introduced a new innovative and economical approach for partnering with industry to develop commercial cargo transportation services to the International Space Station (ISS). In this approach, NASA and industry partners shared cost and risk throughout the development phase which led to dramatically reducing development and operations costs of these transportation services. Following this approach, a Lunar COTS concept was conceived to follow this model and gradually develop cost-effective surface infrastructure capabilities in partnership with industry to provide economical, operational services for small-scale robotic missions. To support human missions, this work has now been extended to analyze full-scale lunar infrastructure systems. This infrastructure system will have capabilities to support human missions from a few days to several months and will also maximize the use of existing lunar resources, such as, water from ice deposits at the lunar poles. The plan includes a gradual buildup of these capabilities using a phased-development approach that will eventually lead to operational infrastructure services. By partnering with industry to develop and operate the infrastructure services using the COTS model, this plan will also result in significant cost savings, reduced risk and increased reliability. This paper will describe the Lunar COTS concept goals, objectives and approach for developing an evolvable, economical and sustainable human lunar infrastructure as well as the challenges and opportunities for development.

Lunar Surface Systems↗

NASA NTRS1998

Fluid Dynamics Research on Supersonic Aircraft

This report Contains the lecture notes prepared for a Special Course on 'Fluid Dynamics Research on Supersonic Aircraft' organized by the Research and Technology Organization (RTO) Applied Vehicle Technology Panel (AVT). The Course was held at the von Karman Institute for Fluid Dynamics (VKI) Institute, Rhode-Saint-Genese, Belgium 25-29 May 1998. The following topics were covered: History and Economics of Supersonic Transports, Supersonic Aerodynamics, Sonic Boom Theory and Minimization, Multi-Point Design Challenges, Vortex Plume Interactions, Propulsion System Design. Presentations on the major world wide supersonic transport programs were also included. The material assembled in this publication was prepared under the combined sponsorship of the RTO Applied Vehicle Technology Panel, the Consultant and Exchange Program of RTO, and the von Karman Institute (VKI) for Fluid Dynamics.

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DOE OSTI2020

SMART Mobility. Urban Science Capstone Report

The U.S. Department of Energy’s Systems and Modeling for Accelerated Research in Transportation (SMART) Mobility Consortium is a multiyear, multi-laboratory collaborative, managed by the Energy Efficient Mobility Systems Program of the Office of Energy Efficiency and Renewable Energy, Vehicle Technologies Office, dedicated to further understanding the energy implications and opportunities of advanced mobility technologies and services. The Urban Science (US) Pillar focuses on maximum-mobility and minimum-energy opportunities associated with emerging transportation and transportation-related technologies specifically within the urban context. Such technologies, often referred to as automated, connected, efficient (or electrified), and shared (ACES), have the potential to greatly improve mobility and related quality of life in urban areas. Although all the SMART Mobility research pillars share some commonalities, Urban Science strives to model, analyze, and gain insights from the perspective of human settlements (the “city”) as a living organism. This is especially critical as the United States is one of the most urbanized countries, and as more and more of the global population migrates to urban areas.1 The urban mobility system consists of a complex network that reaches well beyond roads and vehicles and includes significant investments in public transit, private mobility services (such as taxis and transportation network companies, or TNCs), significant parking reserves, and curb management practices, not to mention the abundance of emerging on-demand micromobility services for the movement of people and goods such as e-bikes and scooters, which make the urban space a dynamic laboratory for mobility. Urban spaces also concentrate employment, markets, services, and attractions, which are the destinations for most trips. The concentration of human activities and ensuing density also creates the need and emphasis for space efficiency in urban environments, which is often less of a constraint in suburban or rural contexts. This mixture of transportation and mobility infrastructure and practice, combined with global urbanization trends, make urban spaces a critical focus of research for developing energy-efficient mobility systems (EEMS).

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

NASA NTRS1970

Space Transportation System Technology Symposium: Operations, Maintenance, and Safety (Including Cryogenic Systems) - Volume 5

The prospect of undertaking a reusable launch vehicle development led the NASA Office of Manned Space Flight (OMSF) to request the Office of Advanced Research and Technology (OART) to organize and direct a program to develop the technology that would aid in selecting the best system alternatives and that would support the ultimate development of an earth-to-orbit shuttle. Such a Space Transportation System Technology Program has been initiated. OART, OMSF, and NASA Flight and Research Centers with the considerable inputs of Department of Defense personnel have generated the program through the efforts of several Technology Working Groups and a Technology Steering Group. Funding and management of the recommended efforts is being accomplished through the normal OART and OMSF line management channels. The work is being done in government laboratories and under contract with industry and universities. Foreign nations have been invited to participate in this work as well. Substantial funding, from both OART and OMSF, was applied during the second half of fiscal year 1970. The Space Transportation System Technology Symposium held at the NASA Lewis Research Center, Cleveland, Ohio, July 15-17, 1970, was the first public report on that program. The Symposium goals were to consider the technology problems, their status, and the prospective program outlook for the benefit of the industry, government, university, and foreign participants considered to be contributors to the program. In addition, it offered an opportunity to identify the responsible individuals already engaged in the program. The Symposium sessions were intended to confront each presenter with his technical peers as listeners, and this, I believe, was substantially accomplished. Because of the high interest in the material presented, and also because the people who could edit the output are already deeply involved in other important tasks, we have elected to publish the material essentially as it was presented, utilizing mainly the illustrations used by the presenters along with brief words of explanation. Those who heard the presentations, and those who are technically astute in specialty areas, can probably put this story together again. We hope that more will be gained by compiling the information in this form now than by spending the time and effort to publish a more finished compendium later.

Source record↗

NASA NTRS1970

Space Transportation System Technology Symposium: Propulsion - Volume 4

The prospect of undertaking a reusable launch vehicle development led the NASA Office of Manned Space Flight (OMSF) to request the Office of Advanced Research and Technology (OART) to organize and direct a program to develop the technology that would aid in selecting the best system alternatives and that would support the ultimate development of an earth-to-orbit shuttle. Such a Space Transportation System Technology Program has been initiated. OART, OMSF, and NASA Flight and Research Centers with the considerable inputs of Department of Defense personnel have generated the program through the efforts of several Technology Working Groups and a Technology Steering Group. Funding and management of the recommended efforts is being accomplished through the normal OAR T and OMSF line management channels. The work is being done in government laboratories and under contract with industry and universities. Foreign nations have been invited to participate in this work as well. Substantial funding, from both OART and OMSF, was applied during the second half of fiscal year 1970. The Space Transportation System Technology Symposium held at the NASA Lewis Research Center, Cleveland, Ohio, July 15-17, 1970, was the first public report on that program. The Symposium goals were to consider the technology problems, their status, and the prospective program outlook for the benefit of the industry, government, university, and foreign participants considered to be contributors to the program. In addition, it offered an opportunity to identify the responsible individuals already engaged in the program. The Symposium sessions were intended to confront each presenter with his technical peers as listeners, and this, I believe, was substantially accomplished. Because of the high interest in the material presented, and also because the people who could edit the output are already deeply involved in other important tasks, we have elected to publish the material essentially as it was presented, utilizing mainly the illustrations used by the presenters along with brief words of explanation. Those who heard the presentations, and those who are technically astute in specialty areas, can probably put this story together again. We hope that more will be gained by compiling the information in this form now than by spending the time and effort to publish a more finished compendium later.

Source record↗

NASA NTRS1970

Space Transportation System Technology Symposium: Biotechnology - Volume 7

Source record↗

NASA NTRS1994

On the use of the systems approach to certify advanced aviation technologies

The field of human factors is as varied and diverse as the human subject itself. But one of its most important applications is the facilitation of safety and efficiency in a particular working environment through the implementation of paradigms known about humans and their working relationship with machines and systems. During the period since World War II (which is often viewed as the birth of Human Factors) no area has been the subject of more human factors research than aviation. And in no time during that epoch is the influence of human factors more important, nor more imperative than it is today. As technology driven designs have been finding their way into the national airspace system (NAS), there has been growing concern within the aviation industry itself, the Federal Aviation Administration (FAA), and the general public for a means by which to certify complex systems and the advanced aviation technologies that will be responsible for transporting, directing, and maintaining our airborne travel. While it is widely agreed human factors certification is desirable, the philosophy that will underlie the approach is debatable. There are, in general, two different approaches to certification: (1) the top-down or systems approach; and, (2) the bottom-up or monadical approach. The top-down approach is characterized by the underlying assumption that certification can be best achieved by looking at the system as a whole, understanding its objectives and operating environment, then examining the constituent parts. In an aircraft cockpit, this would be accomplished by first examining what the aircraft is supposed to be (e.g., fighter, general aviation, passenger), identifying its operating environment (IFR, VMC, combat, etc.) and looking at the entire working system which includes the hardware, software, liveware and their interactions; then, evaluative measures can be applied to the subsystems (e.g., individual instruments, CRT displays, controls). The bottom-up approach is founded on the philosophy that the whole can be best served by first examining it constituent elements. This approach would perform the above certification completely antithetically, by looking at the individual parts and certifying good human factors applications to those parts under the basic assumption that the whole is equal to the sum of its parts.

Wise, Mark A.↗

DOE OSTI2021

Interactive Web Application for Traffic Simulation Data Management and Visualization

As traffic simulation software becomes more effective for realistically simulating and analyzing traffic dynamics and vehicle interactions on the mesoscopic and microscopic level, the management, dissemination, and collaborative visualization of traffic simulation results produced by individual transportation planners presents a significant challenge. Existing online content management systems have a very limited capability in allowing users to query specific traffic simulation scenarios and geospatially visualize simulation results through shareable and interactive web interfaces. This paper presents a web-based application for promoting the archiving, sharing, and visualization of large-scale traffic simulation outputs. The application is developed to enhance cyber-physical controls, communications, and public education for collaborative transportation planning. Unique features of the web application include: (a) allowing users to upload their new traffic simulation scenarios (parameters and outputs), as well as search existing scenarios using easily accessible interfaces; (b) optimizing simulation output files with heterogeneous data formats and projected coordinate systems for web-based storage and management using a scalable and searchable data/metadata standard; (c) standardizing user-uploaded simulation outputs using web interfaces and data processing libraries with parallel computing capacity; and (d) providing shareable web visual interfaces for visualizing the traffic flow and signal information stored in simulation outputs (e.g., regional traffic patterns and individual vehicle interactions) and visually comparing multiple simulation outputs both spatially and temporally. Furthermore, the paper presents the conceptual design and implementation of this application, and demonstrates the application’s performance for sharing, comparing, and visualizing simulation outputs from VISSIM and SUMO, two commonly used traffic simulation software programs.

96 KNOWLEDGE MANAGEMENT AND PRESERVATION↗

DOE OSTI2020

SRS Composite Analysis Monitoring Plan (FY2019 Model Validation)

Using a projected end-state date of 2065 (SRNS 2015b), the Savannah River Site (SRS) Composite Analysis (CA) modeling for each facility and waste site began on the inventory year assigned to it so that source depletion and radionuclide transport out of the system could be appropriately captured. Some SRS waste sites that have already achieved their end states (i.e. end-state inventories and end-state configuration) are currently contributing to the potential off-site public dose through source release, groundwater transport, discharge to on-site surface streams, and stream transport to the CA point of assessments (POAs). The inventory year assigned to these waste sites is 2002 or before. This means that SRS CA results from 2002 and beyond are a reasonable representation for these waste sites that have already achieved their end states and are currently contributing to the potential off-site public dose. The SRS Annual Environmental Report (AER) monitoring can differentiate and separate liquid pathway data allowing the data representing only waste sites at their end state to be produced. Because the SRS CA has projected reasonable end-state impacts from 2002 and beyond, and the AER monitoring can differentiate and separate operating and end-state contributions to annual liquid pathway release, an opportunity exists to use the AER monitoring data to validate the SRS CA model. The CA model validation program uses a graded and systematic approach for taking corrective action, starting with an SRS established administrative dose limit of 15 mrem/yr, below which no action is required. Based on the location of the 2010 SRS CA POAs, the only potential exposure pathway for the public is through surface water. The completion of the FY2019 CA model validation indicates that the SRS CA projected dose, while generally conservative, provides a reasonable representation of the maximum annual doses. These doses are well below the administrative limit; therefore, no additional action is required.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2022

Model Validation for the FY2021 SRS Composite Analysis Monitoring Plan

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRS1977

Shelf stable meals for public sector uses

The NASA Meal System was developed with three simple concepts in mind: (1) nutritious, conventional foods are packaged in single-serving units and assembled into complete meals; (2) the meals have an extended shelf-life and can be transported and stored without need for refrigeration or freezing; (3) preparation of the meal by the consumer is an easy task which is accomplished in ten minutes or less. The meal system was tested in 1975 and 1976 by different groups of elderly individuals. NASA and the LBJ School of Public Affairs sponsored a national conference to report on the demonstration of the meal system for the elderly and to explore potential uses of the system for social services, institutional feeding programs, disaster relief, and international aid. The proceedings of the conference and how different groups assessed the potential of the meal system are reported.

Schmandt, J.↗

NASA NTRS1993

RighTime: A real time clock correcting program for MS-DOS-based computer systems

A computer program is described which effectively eliminates the misgivings of the DOS system clock in PC/AT-class computers. RighTime is a small, sophisticated memory-resident program that automatically corrects both the DOS system clock and the hardware 'CMOS' real time clock (RTC) in real time. RighTime learns what corrections are required without operator interaction beyond the occasional accurate time set. Both warm (power on) and cool (power off) errors are corrected, usually yielding better than one part per million accuracy in the typical desktop computer with no additional hardware, and RighTime increases the system clock resolution from approximately 0.0549 second to 0.01 second. Program tools are also available which allow visualization of RighTime's actions, verification of its performance, display of its history log, and which provide data for graphing of the system clock behavior. The program has found application in a wide variety of industries, including astronomy, satellite tracking, communications, broadcasting, transportation, public utilities, manufacturing, medicine, and the military.

Becker, G. Thomas↗

DOE OSTI2025

Low-cost buffer storage for solar industrial steam applications

Motivation and importance: Many industrial process heat consumers operate throughout the day, and deep decarbonization with solar energy requires thermal energy storage. Thermal energy storage provides an additional operational benefit of firm delivery of steam – essential to reducing the risk of costly production interruptions. The group of process heat consumers that use steam for biofuels production for the California transportation fuels market is incentivized through the Low Carbon Fuel Standard (LCFS) to reduce their carbon intensity through the use of solar steam. Examples include ethanol and dimethyl ether production. The production of these and other fuels involves distillation driven by steam reboilers with steam pressures in the range 100-280 psig. These pressures can be delivered from the type of thermal energy storage that has been the focus of this project – a steam accumulator Sunvapor, Inc. (SVI) calls a “Bullet Steam Accumulator” or “BSA TM ”. Our project adds to the understanding of the design and integration of steam accumulators charged by solar thermal energy in a biofuels production facility, and similar facilities that consume process steam. The fuel application requires a demanding level of Process Safety Management not found in other steam applications. The type of steam accumulator SVI engineered and built integrates steam generation and storage in one vessel to reduce cost. Achieving a first of a kind permit to operate such a first device has also added to the understanding of the industrial application of such systems. Goals: The overall goal of the project has been to demonstrate the advantages that a “Bullet Steam Accumulator” (BSA™) can provide to solar steam integration with a manufacturing process. The industrial host has already been convinced of the potential of the available solar steam to lower than carbon intensity score. They have been interviewed for a number of publications such as that tout the advantages SVI’s system brings to their operations. Accomplishments: At the end of 2023 Sunvapor placed in service the country’s first industrial solar boiler with thermal energy storage. At the same time, this placement in service represents the first pilot commercial system to decarbonize biofuels production through the use of solar thermal energy. While the full technical effectiveness will be shown as soon as the customer’s plant is able to consume the available steam, the economic feasibility was indicated early in the project when the combination of costs and steam pricing required to meet investor expectations was determined. The project represents a reference pilot from which a full-scale commercial system may be expanded. This pilot is a necessary first step in providing the full potential benefits to the public, including decarbonization of transportation fuels. The decarbonization of the separation steps in fuels production may be the most cost-effective and nearest term solar fuel. Co-benefits include a reduction of air pollutants such as NOx and particulate matter, and job creation for the construction, operation and maintenance of industrial solar facilities.

14 SOLAR ENERGY↗

NASA NTRS1978

Planning for airport access: An analysis of the San Francisco Bay area. Introduction and conclusions

The problems of airport access are examined and recommendations are made based on current transportation availability, public costs, and future transportation demand. Major conclusions presented include: (1) access must be considered in the contex of the overall urban transportation system, (2) expensive and inflexible travel modes designed primarily for airport access are not justifiable, (3) VTOL and STOL are presently too expensive for large-scale commercial use, and (4) the automobile will continue to be the predominant access mode in the future.

Source record↗

NASA NTRS1992

Advanced Transport Operating System (ATOPS) color displays software description microprocessor system

This document describes the software created for the Sperry Microprocessor Color Display System used for the Advanced Transport Operating Systems (ATOPS) project on the Transport Systems Research Vehicle (TSRV). The software delivery known as the 'baseline display system', is the one described in this document. Throughout this publication, module descriptions are presented in a standardized format which contains module purpose, calling sequence, detailed description, and global references. The global reference section includes procedures and common variables referenced by a particular module. The system described supports the Research Flight Deck (RFD) of the TSRV. The RFD contains eight cathode ray tubes (CRTs) which depict a Primary Flight Display, Navigation Display, System Warning Display, Takeoff Performance Monitoring System Display, and Engine Display.

Slominski, Christopher J.↗

DOE OSTI2020

Development of the Mobile Systems for Conditioning of Disused Sealed Radioactive Sources in Serbia - 20105

Sealed radioactive sources (SRS) are being used worldwide in the field of medicine, agriculture, industry and research. They can be found in mobile as well as stationary devices. SRS contains radioactive material that is (a) permanently sealed in a capsule or (b) closely bounded and in a solid form. The capsule or material of an SRS should be strong enough to maintain leak tightness under the conditions of use and purpose for which the source was designed, also in case of accidents. In this case only emitted radiation is utilized. Firstly, the hazard from external radiation has to be considered, but the possibility of contamination due to fracture of the capsule should not be disregarded. The radioactive sources are composed of the radiating isotope contained in the filling medium, the single or double isotope holder that partially or totally surrounds the filling medium, the outer cover that contains the parts mentioned above and the capsule closed airtightly by welding or using some other method. The capsule must be tested for leakage periodically. If the SRS is no longer needed (e.g. replaced by a different technique) or it becomes useless for the intended application (e.g. the activity becomes too weak, the equipment containing the source works poorly or becomes obsolete, the source is damaged or leaking) it is considered disused. Disused sealed radioactive sources (DSRS) are typically conditioned and disposed if a facility is available. If the disposal option is not available, conditioned DSRS should be stored under proper conditions. In some cases, the radionuclide(s) in DSRS can be recovered/recycled or the DSRS can be repurposed for other applications. Conditioning of DSRS ensures containment of the radioactive material, provides confinement for leaking sources, provides sufficient radiation shielding, reduces storage/disposal volume by allowing consolidation of multiple sources into a single storage/disposal container, facilitates transport operations and contributes to safety and security as well. Typically, conditioning technologies are deployed either as permanently installed stationary systems in centralized or mobile on-site waste processing facilities, or in a mobile configuration. Centralized stationary facilities provide a single processing location for multiple users that requires transport of the waste to the facility. On the other hand, mobile systems may be provided for the selection and application of the optimum technology for a specific waste stream (such as DSRS) by bringing the process to the point where the waste is generated. In addition, mobile systems could offer additional flexibility by sharing equipment among multiple waste generating sites for processing campaigns that vary in duration, from very short periods to several years. The term 'mobile processing system' refers to any radioactive waste processing system or component which is designed to be transportable and which is not considered permanently installed. Two mobile system for conditioning of disused sealed radioactive sources are developed in the Public Company Nuclear Facilities of Serbia. Development of these mobile systems was supported by SRB9005 national project via Technical Cooperation of the IAEA. The first mobile system, built inside the 20 feet ISO container, will be used for conditioning of DSRS category 3 to 5. The second mobile system, built inside the 7 m long vehicle (Iveco Daily Van), will be used for dismantling of ionizing smoke detectors mostly with Am-241 sources. Designs of the mobile systems were defined in cooperation with two companies from Belgium (Belgoprocess and Leniko) and a Croatian company Ekoteh as well as with the support of the IAEA experts. The generic safety assessment and operational procedures for the mobile systems are developed. Based on safety assessment the acceptance criteria and operational limits and conditions are established. Operational procedures include: (a) equipment and material requirements, (b) assembling procedure of the mobile unit, (c) procedure for acceptance of devices for dismantling and conditioning, (d) dismantling procedure for devices to recover the DSRS, (e) characterization of DSRS, (f) encapsulation procedure of DSRS, (g) disassembling procedure of the mobile unit, and (h) keeping records, identification and traceability. In addition, radiation safety, health safety, security and emergency preparedness plans are prepared. The generic safety assessment and operational procedures could be updated with site specific requirements, DSRS inventory, and different needs for future customers. Developed mobile systems could be used in all situations when it is feasible to perform conditioning of DSRS on the spot in the county and worldwide. Development of these mobile units was just the first step to create the Reference Center for Radioactive Waste Treatment and Disused Radioactive Sources Conditioning for Small Facilities which can become a regional training center in the future, and/or as a tool for comprehensive national search and secure programmes. In the next phases development of e-learning platforms and blended learning packages as well as application for the IAEA Qualified Technical Centre (QTC) for the management of DSRS is foreseen. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

NASA NTRS2020

UAM Vision Concept of Operations (ConOps) UAM Maturity Level (UML) 4

This Vision ConOps is intended as a foundation to engage members of the UAM community and provide a consensus on the future vision of UAM operations. It provides a concept for more detailed discussion and a basis for the exploration of ideas using a common framework to inform the continued development and integration of UAM as part of the broader transportation system. Advanced Air Mobility (AAM) encompasses a range of innovative aviation technologies (small drones, electric aircraft, automated air traffic management, etc.) that are transforming aviation’s role in everyday life, including the movement of goods and people. Urban Air Mobility (UAM) represents one of the most exciting and complex AAM concepts with highly automated aircraft, providing commercial services to the public over densely populated cities. This concept has generated tremendous interest and industry investment. UAM envisages a future in which advanced technologies and new operational procedures enable practical, cost-effective air travel as an integral mode of transportation in metropolitan areas. It represents one of the most exciting and complex AAM concepts with highly automated aircraft providing commercial services to the public over densely populated cities. For this reason, the National Aeronautics and Space Administration (NASA) selected UAM as the initial goal of its AAM efforts and the focus of this Vision Concept of Operations (ConOps) document. UAM Community Vision ConOps: This Vision ConOps effort was led by experts from NASA’s Aeronautics Research Mission Directorate (ARMD) in collaboration with the Federal Aviation Administration (FAA) and Deloitte’s Ecosystem Advisory Group (a cohort of advisers with aviation, aerospace, and regulatory expertise). To develop this Vision ConOps, NASA, FAA, and Deloitte built upon the current body of aeronautical research and consulted with more than 100 stakeholder organizations. This UAM community includes entities ranging from legacy aviation leaders to innovators and new market entrants. Stakeholders consulted included the federal government, state and local government, aerospace original equipment manufacturers (OEMs), local transportation organizations, prospective UAM operators, academia, industry standards-setting bodies, airports, service suppliers, and others (as described in Appendix G). This input was captured through the following methods: • A series of more than two dozen interviews with industry experts, federal regulators, state and local governments, and industry trade groups provided insight into the challenges of UAM integration into the National Airspace System (NAS), as well as technology developments and a variety of perspectives as to how UAM systems will integrate. • A series of two-day community workshops enabling active, detailed engagement of nearly 100 industry, academic, federal, and state stakeholder individuals. These workshops, hosted by NASA and Deloitte, explored UAM concepts in detail, and stakeholders were invited to collaboratively analyze and propose solutions to some of the greatest conceptual challenges behind UAM at an intermediate state. • A review of more than 160 sources of UAM literature from across government, industry, and academia, which are listed in Appendix H. • The public sharing of workshop input and document drafts for review and input across the UAM community. Feedback in the form of more than 1,000 comments and inputs on the document was received from industry groups, individual companies, academia, and government (federal, state, and local), among others. Although effort was made to incorporate inputs from across the UAM stakeholder group, not all comments could ultimately be incorporated in this version. The team resolved conflicting comments or ideas while maintaining consistency with the known direction of regulators and ensuring the document was coherent and consistent. It is recognized that this is a rapidly evolving area and that concepts will likely change over time; as such, this Vision ConOps is a living document and is expected to evolve as concepts mature. The ConOps does, however, provide a vision of UAM concepts and solutions based on the broad insights from across the UAM stakeholder community at the time of its publication and is intended to serve as a UAM North Star for continued research and development of UAM. As a broad Vision ConOps, is not a detailed engineering document; rather, it focuses primarily on outlining a broad, high-level vision across all aspects of a UAM transportation system.

Urban Air Mobility↗

DOE OSTI2023

Consequence-Driven Cybersecurity for High-Power Electric Vehicle Charging Infrastructure

Cybersecurity of high-power charging infrastructure for electric vehicles (EVs) is critical to the safety, reliability, and consumer confidence in this publicly accessible technology. Cybersecurity vulnerabilities in high-power EV charging infrastructure may also present risks to broader transportation and energy-infrastructure systems. Here, this paper details a methodology used to analyze and prioritize high-consequence events that could result from cybersecurity sabotage to high-power charging infrastructure. The highest prioritized events are evaluated under laboratory conditions for the severity of impact and the complexity of cybersecurity manipulation. Mitigation solutions and strategies are presented to secure the vulnerabilities that potentially lead to high-consequence events. These mitigations can be immediately implemented by industry or executed during the design stage.

25 ENERGY STORAGE↗