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DOE OSTI2015

Idaho National Laboratory’s Analysis of ARRA-Funded Plug-in Electric Vehicle and Charging Infrastructure Projects: Final Report

Battelle Energy Alliance, LLC, managing and operating contractor for the U.S. Department of Energy’s (DOE) Idaho National Laboratory (INL), is the lead laboratory for U.S. Department of Energy’s Advanced Vehicle Testing Activity (AVTA). INL’s conduct of the AVTA resulted in a significant base of knowledge and experience in the area of testing light-duty vehicles that reduced transportation-related petroleum consumption. Due to this experience, INL was tasked by DOE to develop agreements with companies that were the recipients of The American Recovery and Reinvestment Act of 2009 (ARRA) grants, that would allow INL to collect raw data from light-duty vehicles and charging infrastructure. INL developed non-disclosure agreements (NDAs) with several companies and their partners that resulted in INL being able to receive raw data via server-to-server connections from the partner companies. This raw data allowed INL to independently conduct data quality checks, perform analysis, and report publicly to DOE, partners, and stakeholders, how drivers used both new vehicle technologies and the deployed charging infrastructure. The ultimate goal was not the deployment of vehicles and charging infrastructure, cut rather to create real-world laboratories of vehicles, charging infrastructure and drivers that would aid in the design of future electric drive transportation systems. The five projects that INL collected data from and their partners are: • ChargePoint America - Plug-in Electric Vehicle Charging Infrastructure Demonstration • Chrysler Ram PHEV Pickup - Vehicle Demonstration • General Motors Chevrolet Volt - Vehicle Demonstration • The EV Project - Plug-in Electric Vehicle Charging Infrastructure Demonstration • EPRI / Via Motors PHEVs – Vehicle Demonstration The document serves to benchmark the performance science involved the execution, analysis and reporting for the five above projects that provided lessons learned based on driver’s use of the vehicles and recharging decisions made. Data is reported for the use of more than 25,000 vehicles and charging units.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2015

Status Report on Activities of the Systems Assessment Task Force, OECD-NEA Expert Group on Accident Tolerant Fuels for LWRs

The Organization for Economic Cooperation and Development /Nuclear Energy Agency (OECD/NEA) Nuclear Science Committee approved the formation of an Expert Group on Accident Tolerant Fuel (ATF) for LWRs (EGATFL) in 2014. Chaired by Kemal Pasamehmetoglu, INL Associate Laboratory Director for Nuclear Science and Technology, the mandate for the EGATFL defines work under three task forces: (1) Systems Assessment, (2) Cladding and Core Materials, and (3) Fuel Concepts. Scope for the Systems Assessment task force includes definition of evaluation metrics for ATF, technology readiness level definition, definition of illustrative scenarios for ATF evaluation, parametric studies, and selection of system codes. The Cladding and Core Materials and Fuel Concepts task forces will identify gaps and needs for modeling and experimental demonstration; define key properties of interest; identify the data necessary to perform concept evaluation under normal conditions and illustrative scenarios; identify available infrastructure (internationally) to support experimental needs; and make recommendations on priorities. Where possible, considering proprietary and other export restrictions (e.g., International Traffic in Arms Regulations), the Expert Group will facilitate the sharing of data and lessons learned across the international group membership. The Systems Assessment Task Force is chaired by Shannon Bragg-Sitton (INL), while the Cladding Task Force will be chaired by a representative from France (Marie Moatti, Electricite de France [EdF]) and the Fuels Task Force will be chaired by a representative from Japan (Masaki Kurata, Japan Atomic Energy Agency [JAEA]). This report provides an overview of the Systems Assessment Task Force charter and status of work accomplishment.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2015

Light Water Reactor Sustainability Program: Reactor Safety Technologies Pathway Technical Program Plan

In the aftermath of the March 2011 multi-unit accident at the Fukushima Daiichi nuclear power plant (Fukushima), the nuclear community has been reassessing certain safety assumptions about nuclear reactor plant design, operations and emergency actions, particularly with respect to extreme events that might occur and that are beyond each plant’s current design basis. Because of our significant domestic investment in nuclear reactor technology (99 operating reactors in the fleet of commercial LWRs with five under construction), the United States has been a major leader internationally in these activities. The U.S. nuclear industry is voluntarily pursuing a number of additional safety initiatives. The NRC continues to evaluate and, where deemed appropriate, establish new requirements for ensuring adequate protection of public health and safety in the occurrence of low probability events at nuclear plants; (e.g., mitigation strategies for beyond design basis events initiated by external events like seismic or flooding initiators). The DOE has also played a major role in the U.S. response to the Fukushima accident. Initially, DOE worked with the Japanese and the international community to help develop a more complete understanding of the Fukushima accident progression and its consequences, and to respond to various safety concerns emerging from uncertainties about the nature of and the effects from the accident. DOE R&D activities are focused on providing scientific and technical insights, data, analyses methods that ultimately support industry efforts to enhance safety. These activities are expected to further enhance the safety performance of currently operating U.S. nuclear power plants as well as better characterize the safety performance of future U.S. plants. In pursuing this area of R&D, DOE recognizes that the commercial nuclear industry is ultimately responsible for the safe operation of licensed nuclear facilities. As such, industry is considered the primary “end user” of the results from this DOE-sponsored work. The response to the Fukushima accident has been global, and there is a continuing multinational interest in collaborations to better quantify accident consequences and to incorporate lessons learned from the accident. DOE will continue to seek opportunities to facilitate collaborations that are of value to the U.S. industry, particularly where the collaboration provides access to vital data from the accident or otherwise supports or leverages other important R&D work. The purpose of the Reactor Safety Technology R&D is to improve understanding of beyond design basis events and reduce uncertainty in severe accident progression, phenomenology, and outcomes using existing analytical codes and information gleaned from severe accidents, in particular the Fukushima Daiichi events. This information will be used to aid in developing mitigating strategies and improving severe accident management guidelines for the current light water reactor fleet.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2015

Fuel Cell Powered Lift Truck

This project, entitled “Recovery Act: Fuel Cell-Powered Lift Truck Sysco (Houston) Fleet Deployment”, was in response to DOE funding opportunity announcement DE-PS36-08GO98009, Topic 7B, which promotes the deployment of fuel cell powered material handling equipment in large, multi-shift distribution centers. This project promoted large-volume commercialdeployments and helped to create a market pull for material handling equipment (MHE) powered fuel cell systems. Specific outcomes and benefits involved the proliferation of fuel cell systems in 5-to 20-kW lift trucks at a high-profile, real-world site that demonstrated the benefits of fuel cell technology and served as a focal point for other nascent customers. The project allowed for the creation of expertise in providing service and support for MHE fuel cell powered systems, growth of existing product manufacturing expertise, and promoted existing fuel cell system and component companies. The project also stimulated other MHE fleet conversions helping to speed the adoption of fuel cell systems and hydrogen fueling technology. This document also contains the lessons learned during the project in order to communicate the successes and difficulties experienced, which could potentially assist others planning similar projects.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2016

Gum-compliant uncertainty propagations for Pu and U concentration measurements using the 1st-prototype XOS/LANL hiRX instrument; an SRNL H-Canyon Test Bed performance evaluation project

An SRNL H-Canyon Test Bed performance evaluation project was completed jointly by SRNL and LANL on a prototype monochromatic energy dispersive x-ray fluorescence instrument, the hiRX. A series of uncertainty propagations were generated based upon plutonium and uranium measurements performed using the alpha-prototype hiRX instrument. Data reduction and uncertainty modeling provided in this report were performed by the SRNL authors. Observations and lessons learned from this evaluation were also used to predict the expected uncertainties that should be achievable at multiple plutonium and uranium concentration levels provided instrument hardware and software upgrades being recommended by LANL and SRNL are performed.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2016

Arctic Shield 2015 Field Campaign Report

During the week of July 13, 2015, the U.S. Coast Guard’s (USCG) Research and Development Center partnered with Conoco Phillips through a Cooperative Research and Development Agreement to conduct a Search and Rescue (SAR) exercise off of Oliktok Point, Alaska. The Coast Guard was interested in exploring how unmanned aircraft systems (UAS) can be used to enhance capabilities for its SAR mission and gain a better understanding of how it could work jointly with private industry for response operations in remote regions. Participants in the exercise included Coast Guard Pacific Area Command, Coast Guard Cutter Healy, Coast Guard District Seventeen, Coast Guard Air Station Kodiak, and Conoco Phillips. Joining Conoco Phillips were their partners Insitu (a Boeing company), Era Helicopter, and Era Helicopter’s partner Priority One. Other government agencies supporting the exercise were the U.S. Department of Energy’s (DOE) Atmospheric Radiation Measurement (ARM) Climate Research Facility, the National Oceanic and Atmospheric Administration, the Federal Aviation Administration, and the North Slope Borough of the state of Alaska. The exercise scenario involved a simulated small aircraft crash offshore where the survivors took refuge in a 6-man life raft. The aircraft’s last known position and asset availability required the Coast Guard to coordinate the response with Conoco Phillips. This included the use of an Insitu-operated ScanEagle UAS, flown from DOE-ARM’s Sandia National Laboratory-operated facility at Oliktok Point, and manned aircraft provided by both the Coast Guard’s Forward Operating Location in Deadhorse and Era Helicopter. Lessons learned from this exercise will help the Coast Guard understand how to best collaborate with private industry on the North Slope during response operations and develop requirements for UAS performing Coast Guard missions in the Arctic environment. For the ARM facility, the exercise demonstrated some of the opportunities and constraints of using UAS in the Arctic for research purposes.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2016

Exe-Guard Project

The exe-Guard Project is an alliance between Dominion Virginia Power (DVP), Sandia National Laboratories (SNL), Dartmouth University, and Schweitzer Engineering Laboratories (SEL). SEL is primary recipient on this project. The exe-Guard project was selected for award under DE-FOA-0000359 with CFDA number 81.122 to address Topic Area of Interest 4: Hardened platforms and Systems. The exe-Guard project developed an antivirus solution for control system embedded devices to prevent the execution of unauthorized code and maintain settings and configuration integrity. This project created a white list antivirus solution for control systems capable of running on embedded Linux® operating systems. White list antivirus methods allow only credible programs to run through the use of digital signatures and hash functions. Once a system’s secure state is baselined, white list antivirus software denies deviations from that state because of the installation of malicious code as this changes hash results. Black list antivirus software has been effective in traditional IT environments but has negative implications for control systems. Black list antivirus uses pattern matching and behavioral analysis to identify system threats while relying on regular updates to the signature file and recurrent system scanning. Black list antivirus is vulnerable to zero day exploits which have not yet been incorporated into a signature file update. System scans hamper the performance of high availability applications, as revealed in NIST special publication 1058 which summarizes the impact of blacklist antivirus on control systems: Manual or “on-demand” scanning has a major effect on control processes in that they take CPU time needed by the control process (Sometimes close to 100% of CPU time). Minimizing the antivirus software throttle setting will reduce but not eliminate this effect. Signature updates can also take up to 100% of CPU time, but for a much shorter period than a typical manual scanning process. Control systems are vulnerable to performance losses if off-the-shelf blacklist antivirus solutions aren’t implemented with care. This investment in configuration in addition to constant decommissioning to perform manual signature file updates is unprecedented and impractical. Additionally, control systems are often disconnected or islanded from the network making the delivery of signature updates difficult. Exe-Guard project developed a white list antivirus solution that mitigated the above drawbacks and allows control systems to cost-effectively apply malware protection while maintaining high reliability. The application of security patches can also be minimized since white listing maintains constant defense against unauthorized code execution. Security patches can instead be applied in less frequent intervals where system decommissioning can be scheduled and planned for. Since control systems are less dynamic than IT environments, the feasibility of maintaining a secure baselined state is more practical. Because upgrades are performed in infrequent, calculated intervals, it allows a new security baseline to be established before the system is returned to service. Exe-Guard built on the efforts of SNL under the Code Seal project. SNL demonstrated prototype Trust Anchors on the project which are independent monitoring and control devices that can be integrated into untrustworthy components. The exe-Guard team started with the lessons learned under this project then designed commercial solution for white list malware protection. Malware is a real threat, even on islanded or un-networked installations, since operators can unintentionally install infected files, plug in infected mass storage devices, or infect a piece of equipment on the islanded local area network that can then spread to other connected equipment. Protection at the device level is one of the last layers of defense in a security-in-depth defense model before an asset becomes compromised. This project provided non-destructive intrusion, isolation and automated response solution, achieving a goal of the Department of Energy (DOE) Roadmap to Secure Control Systems. It also addressed CIP-007-R4 which requires asset owners to employ malicious software prevention tools on assets within the electronic security perimeter. In addition, the CIP-007-R3 requirement for security patch management is minimized because white listing narrows the impact of vulnerabilities and patch releases. The exe-Guard Project completed all tasks identified in the statement of project objective and identified additional tasks within scope that were performed and completed within the original budget. The cost share was met and all deliverables were successfully completed and submitted on time. Most importantly the technology developed and commercialized under this project has been adopted by the Energy sector and thousands of devices with exe-Guard technology integrated in them have now been deployed and are protecting our power systems today

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2016

Two-Column Aerosol Project (TCAP) Field Campaign Report

This study included the deployment of the Department of Energy (DOE) Atmospheric Radiation Measurement (ARM) Climate Research Facility’s Mobile Facility (AMF), ARM Mobile Aerosol Observing System (MAOS) and the ARM Aerial Facility (AAF). The study was a collaborative effort involving scientists from DOE national laboratories, NOAA, NASA, and universities. The AAF and MAOS were deployed for two approximately month-long Intensive Operational Periods (IOPs) conducted in June 2012 and February 2013. Seasonal differences in the aerosol chemical and optical properties observed using the AMF, AAF, and MAOS are presented in this report. The total mass loading of aerosol is found to be much greater in the summer than in the winter, with the difference associated with greater amounts of organic aerosol. The mass fraction of organic aerosol is much reduced in the winter, when sulfate is the dominant aerosol type. Surprisingly, very little sea-salt aerosol was observed in the summer. In contrast, much more sea salt aerosol was observed in the winter. The mass loading of black carbon is nearly the same in both seasons. These differences lead to a relative increase in the aerosol light absorption in the winter and an associated decrease in observed single-scattering albedo. Measurements of aerosol mixing state were made using a single-particle mass spectrometer, which showed that the majority of the summertime aerosol consisted of organic compounds mixed with various amounts of sulfate. A number of other findings are also summarized in the report, including: impact of aerosol layers aloft on the column aerosol optical depth; documentation of the aerosol properties at the AMF; differences in the aerosol properties associated with both columns, which are not systematic but reflect the complicated meteorological and chemical processes that impact aerosol as it is advected away from North America; and new instruments and data-processing techniques for measuring both aerosol and cloud properties that were deployed for the first time during the TCAP. Key lessons learned during TCAP include the need for closer coordination between the AMF, MAOS, and the AAF so that all AMF instruments can be online and functioning during the AAF IOPs. Based on experiences from TCAP, it is also important for instrument mentors, or other relevant individuals, to review data on a regular basis to ensure that data quality remains high during the entire deployment. TCAP was marked by two important meteorological events including the passage of Hurricane Sandy at the end of October 2012 and the occurrence of one of the largest New England blizzards in recorded history. During Sandy the AMF received some, generally minor, damage and was largely functional a short time after the storm. The blizzard led to extensive power outages on Cape Cod and a multi-day interruption of measurements by the AMF, MAOS, and AAF. In each case, however, the ARM Facilities were returned to service and functioning as soon as was reasonably possible.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2016

Plug-in Electric Vehicle Policy Effectiveness: Literature Review

The U.S. federal government first introduced incentives for plug-in electric vehicles (PEVs) through the American Clean Energy and Security Act of 2009, which provided a tax credit of up to $7,500 for a new PEV purchase. Soon after, in December 2010, two mass-market PEVs were introduced, the plug-in hybrid electric vehicle (PHEV) Chevrolet Volt and the battery electric vehicle (BEV) Nissan LEAF. Since that time, numerous additional types of PEV incentives have been provided by federal and regional (state or city) government agencies and utility companies. These incentives cover vehicle purchases as well as the purchase and installation of electric vehicle supply equipment (EVSE) through purchase rebates, tax credits, or discounted purchase taxes or registration fees. Additional incentives, such as free high-occupancy vehicle (HOV) lane access and parking benefits, may also be offered to PEV owners. Details about these incentives, such as the extent to which each type is offered by region, can be obtained from the U.S. Department of Energy (DOE) Alternative Fuel Data Center (http://www.afdc.energy.gov/). In addition to these incentives, other policies, such as zero-emission vehicle (ZEV) mandates,1 have also been implemented, and community-scale federal incentives, such as the DOE PEV Readiness Grants, have been awarded throughout the country to improve PEV market penetration. This report reviews 18 studies that analyze the impacts of past or current incentives and policies that were designed to support PEV adoption in the U.S. These studies were selected for review after a comprehensive survey of the literature and discussion with a number of experts in the field. The report summarizes the lessons learned and best practices from the experiences of these incentive programs to date, as well as the challenges they face and barriers that inhibit further market adoption of PEVs. Studies that make projections based on future policy scenarios and those that focus solely on international markets are not included in this report. Studies that only provide an overview of the current market without discussing how incentives influence the market are also not included.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2016

High-Temperature Salt Pump Review and Guidelines - Phase I Report

Fluoride salt cooled high-temperature reactor (FHR) concepts include pumps for forced circulation of the primary and secondary coolants. As part of a cooperative research and development agreement between the Shanghai Institute of Applied Physics and the Oak Ridge National Laboratory (ORNL), a research project was initiated to aid in the development of pumps for high-temperature salts. The objectives of the task included characterization of the behavior of an existing ORNL LSTL pump; design and test a modified impeller and volute for improved pump characteristics; and finally, provide lessons learned, recommendations, and guidelines for salt pump development and design. The pump included on the liquid salt test loop (LSTL) at ORNL served as a case study. This report summarizes the progress to date. The report is organized as follows. First, there is a review, focused on pumps, of the significant amount of work on salts at ORNL during the 1950s 1970s. The existing pump on the LSTL is then described. Plans for hot and cold testing of the pump are then discussed, including the design for a cold shakedown test stand and the required LSTL modifications for hot testing. Initial hydraulic and vibration modeling of the LSTL pump is documented. Later, test data from the LSTL will be used to validate the modeling approaches, which could then be used for future pump design efforts. Some initial insights and test data from the pump are then provided. Finally, some preliminary design goals and requirements for a future LSTL pump are provided as examples of salt pump design considerations.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2016

Characterization of a Commercial Silicon Beta Cell

Silicon detectors are of interest for the verification of the Comprehensive Nuclear-Test-Ban Treaty (CTBT) due to their enhanced energy resolution compared to plastic scintillators beta cells. Previous work developing a figure-of-merit (FOM) for comparison of beta cells suggests that the minimum detectable activity (MDA) could be reduced by a factor of two to three with the use of silicon detectors. Silicon beta cells have been developed by CEA (France) and Lares Ltd. (Russia), with the PIPSBox developed by CEA being commercially available from Canberra for approximately $35k, but there is still uncertainty about the reproducibility of the capabilities in the field. PNNL is developing a high-resolution beta-gamma detector system in the shallow underground laboratory, which will utilize and characterize the operation of the PIPSBox detector. Throughout this report, we examine the capabilities of the PIPSBox as developed by CEA. The lessons learned through the testing and use of the PIPSBox will allow PNNL to strategically develop a silicon detector optimized to better suit the communities needs in the future.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2016

Deployment of Wind Turbines in the Built Environment: Risks, Lessons, and Recommended Practices

Built-environment wind turbine (BEWT) projects are wind energy projects that are constructed on, in, or near buildings. These projects present an opportunity for distributed, low-carbon generation combined with highly visible statements on sustainability, but the BEWT niche of the wind industry is still developing and is relatively less mature than the utility-scale wind or traditional distributed wind sectors. The findings from this report cannot be extended to wind energy deployments in general because of the large difference in application and technology maturity. This paper investigates the current state of the BEWT industry by reviewing available literature on BEWT projects as well as interviewing project owners on their experiences deploying and operating the technology. The authors generated a series of case studies that outline the pertinent project details, project outcomes, and lessons learned. This paper integrates those information sources into recommended practices that can be utilized by future stakeholders to evaluate the feasibility of BEWTs for their unique applications and sites.

17 WIND ENERGY↗
DOE OSTI2016

2014 AFCI Glovebox Event Executive Summary

One of the primary INL missions is to support development of advanced fuels with the goal of creating reactor fuels that produce less waste and are easier to store. The Advanced Fuel Cycle Initiative (AFCI) Glovebox in the Fuel Manufacturing Facility (FMF) is used for several fuel fabrication steps that involve transuranic elements, including americium. The AFCI glove box contains equipment used for fuel fabrication, including an arc melter – a small, laboratory-scale version of an electric arc furnace used to make new metal alloys for research – and an americium distillation apparatus. This overview summarizes key findings related to the investigation into the releases of airborne radioactivity that occurred in the AFCI glovebox room in late August and early September 2014. The full report (AFCI Glovebox Radiological Release – Evaluation, Corrective Actions and Testing, INL/INL-15-36996) provides details of the identified issues, corrective actions taken as well as lessons learned

42 ENGINEERING↗
DOE OSTI2016

Off-Gas Adsorption Model Capabilities and Recommendations

Off-gas treatment is required to reduce emissions from aqueous fuel reprocessing. Evaluating the products of innovative gas adsorption research requires increased computational simulation capability to more effectively transition from fundamental research to operational design. Early modeling efforts produced the Off-Gas SeParation and REcoverY (OSPREY) model that, while efficient in terms of computation time, was of limited value for complex systems. However, the computational and programming lessons learned in development of the initial model were used to develop Discontinuous Galerkin OSPREY (DGOSPREY), a more effective model. Initial comparisons between OSPREY and DGOSPREY show that, while OSPREY does reasonably well to capture the initial breakthrough time, it displays far too much numerical dispersion to accurately capture the real shape of the breakthrough curves. DGOSPREY is a much better tool as it utilizes a more stable set of numerical methods. In addition, DGOSPREY has shown the capability to capture complex, multispecies adsorption behavior, while OSPREY currently only works for a single adsorbing species. This capability makes DGOSPREY ultimately a more practical tool for real world simulations involving many different gas species. While DGOSPREY has initially performed very well, there is still need for improvement. The current state of DGOSPREY does not include any micro-scale adsorption kinetics and therefore assumes instantaneous adsorption. This is a major source of error in predicting water vapor breakthrough because the kinetics of that adsorption mechanism is particularly slow. However, this deficiency can be remedied by building kinetic kernels into DGOSPREY. Another source of error in DGOSPREY stems from data gaps in single species, such as Kr and Xe, isotherms. Since isotherm data for each gas is currently available at a single temperature, the model is unable to predict adsorption at temperatures outside of the set of data currently available. Thus, in order to improve the predictive capabilities of the model, there is a need for more single-species adsorption isotherms at different temperatures, in addition to extending the model to include adsorption kinetics. This report provides background information about the modeling process and a path forward for further model improvement in terms of accuracy and user interface.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2016

Drive Electric Vermont Case Study

Currently in the United States, the heavy majority of plug-in electric vehicle (PEV) sales have been in highly conducive, selected, metropolitan areas; opposed to more broad distribution across the country. The U.S. Department of Energy’s EV Everywhere Grand Challenge is looking carefully at the barriers and opportunities that exist to enable small and midsize communities to partake in the PEV market and benefit from the economic and environmental advantages of PEVs. In order to gain insight into these challenges and barriers, DOE selected a success story (i.e., Drive Electric Vermont) as the subject of this case study, as the state of Vermont is tied with Detroit, Michigan in having the highest percentage of 2014 (most recent complete data) PEV registrations for cold weather U.S. cities and has seen more than a sixfold increase in charging stations over the last three years. The overall objective of this case study was to use the lessons learned from Drive Electric Vermont to determine what activities are most effective at encouraging acquisitions of PEVs and deployment of charging infrastructure in small to midsize communities, prioritizing and sequencing their implementation, identifying robust means for extrapolation, and applying this understanding to other small to midsize communities across the nation. The Drive Electric Vermont Program was formed in 2012 with a goal of increasing the use of electrified transportation in Vermont through policy development, education and outreach, and infrastructure development. The Drive Electric Vermont Program can be broadly broken into four components: (1) strategic planning/leadership, (2) stakeholder/partnership development, (3) education and outreach, and (4) incentives. The early phases of the program focused heavily on strategic planning, and stakeholder and partnership development, followed by a transition to education and outreach activities, charging infrastructure development, and grant and incentive programs that support charging infrastructure deployment and PEV purchases. Future plans include an additional round of consumer/dealer PEV incentives, continuation of the marketing campaign, and utilization of consumer surveys to develop new campaign themes and to optimize information distribution channels. In Vermont, the number of PEVs grew from 88 in July 2012 to 1,113 in January 2016, with a high percentage of the PEVs being plug-in hybrids (i.e., 865) versus all electric vehicles (i.e., 248). The most popular PEVs are Toyota’s Prius Plug-in and Ford’s C-Max Energi, which make up a combined 48% of the total PEV ownership in the state. The PEVs are predominantly clustered in four counties: Lamoille, Caledonia, Washington, and Chittenden. There is no evident correlation between community size and PEV penetration; however, over 70% of PEV owners are in communities of 1,000 to 10,000 people. On the other hand, there is a close correlation between where PEVs are registered and where they publically charge. The number of PEV charging stations in Vermont grew from 17 in January 2013 to 111 in January 2016, at a variety of charging venues, including retail, parking (short term and long term), workplace, dealerships, hotels, education, leisure, and hospitals. The vast majority of the charging venues contain Level 2 electric vehicle supply equipment (EVSE) solely or combined with Level 1 EVSE or direct current fast charging. The average power transferred per charging event for communities across Vermont ranged from 4.8 to 13.8 kWh for direct current fast charging and 1.0 to 11.9 kWh for and Level 2 EVSE. Over half the charging locations offer free charging. For those that do require payment, different pricing models are employed, including monthly memberships, hourly payment (where there is often a higher fee for the first hour followed by a lower hourly fee for the remaining hours), and energy use based on kWh drawn from the EVSE. There is no correlation between pricing models and community size and region, the strongest correlation is by network provider. Charging events across Vermont generally correlate with east-west bands of chargers (Figure ES-1) running from Burlington to Montpelier and in the area of Rutland.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2014

University of Utah, Energy Commercialization Center

During the Energy Commercialization Center’s (ECC) three years in operation, the only thing constant was change. The world of commercialization and cleantech evolved significantly during the time the ECC was formed and operating, including: the availability of cleantech funding lessoned, the growth of incubators and accelerators skyrocketed, the State of Utah created an office dedicated to energy development, the University of Utah was both praised and criticized for its success in commercialization, and the Federal government temporarily shut down. During the three-year grant there were three principle investigators on the grant, as well as three directors for the University’s Commercialization Office. Change can be hard for an organization,but as we instruct the companies we support, “Fail fast and fail often, because it is the fastest path to success.” Although there were some unanticipated challenges along the way, the local ecosystem is stronger because of the ECC’s efforts. Perhaps the greatest lesson learned was the importance of aligned incentives between key stakeholders in the commercialization process and the need for resources at the company and individual entrepreneur levels. The universities have systems and incentives to commercialize technologies, but creating value and companies generally rest with the individuals and entrepreneurs. Unfortunately the ECC was unable to create a viable mechanism to transfer the commercialization process that successfully aligned incentives and achieve a more effective ecosystem within the Rocky Mountain West. However, the ECC was successful in adding value to the individual ecosystems, and connecting national resources to regional and local needs. Regarding the ECC’s effectiveness in developing a cleantech commercialization ecosystem, initial inroads and relationships were established with key stakeholders. However, incentives, perceived or real competition, differences in commercialization processes, and culture all played a role in inhibiting the development and distribution of a regional ecosystem and commercialization process. Had the University and the ECC been able to develop a software platform, some of these challenges may have been overcome, but without the final development and release of the Western Innovation Network, the ECC realistically could not scale and distribute a commercialization platform. Further, cleantech startups need to engage in a more intensive customer validation process, and establish strong community connections if they are to succeed in commercializing their products. The university system incentivizes research and access to research funding and risk capital is competitive, so by nature collaboration on commercialization was difficult. Each of the local ecosystems within the Rocky Mountain West was unique. Utah did not, and does not, have a system outside of the universities to support entrepreneurs and cleantech commercialization. Through the ECC’s efforts developing a regional ecosystem, it became clear that successful ecosystems had a community and associated mechanisms that supported local entrepreneurs and startups. Most importantly the ECC aided in the creation of Utah’s cleantech ecosystem, one that supports entrepreneurs and startup companies that need help and support in their efforts to commercialize clean technologies. The absence of support for clean tech from state government and local organizations was a significant impediment to cleantech commercialization. To overcome this challenge, the ECC has formed Sustainable Startups. Sustainable Startups is a new non-profit organization designed to build a culture and community in Utah that supports and understands the importance of cleantech and sustainable development. While the ECC generated mixed success in building a regional commercialization ecosystem for cleantech, the organization did provide tremendous benefit to startups and the broader public. Over 60 companies were given direct business development support by the ECC, many of whom then generated direct economic development impacts. In addition, the ECC served an important role as community convener, educator and relationship builder through hosting numerous public and private events including: Energize 2013; Millennial Train whistle stop; business plan competition supporter; Clean Tech Open Accelerator organizer; Sustainable Startups Series developer, and much more. While the ECC did not fully apply, develop, and transmit the University of Utah’s TCO commercialization model to cleantech, it nevertheless assisted numerous inventors, entrepreneurs and institutions in furthering the growth of clean energy and energy efficiency technologies. The TCO’s commercialization model was not applied to regional clean tech initiatives for several main reasons. First, flaws with the commercialization model were realized after the ECC’s formation. Second, leadership changes within the TCO and ECC hampered early organizational development and implementation initiatives. Third, misaligned incentives between the ECC, regional universities, institutions, and the State of Utah resulted in a lack of collaboration and knowledge transfer regarding commercialization. In principle, everyone was aligned and willing to collaborate, but reality was much different and challenging.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2015

Advancing System Flexibility for High Penetration Renewable Integration (Chinese Translation)

This is a Chinese translation of NREL/TP-6A20-64864. This report summarizes some of the issues discussed during the engagement on power system flexibility. By design, the focus is on flexibility options used in the United States. Exploration of whether and how U.S. experiences can inform Chinese energy planning will be part of the continuing project, and will benefit from the knowledge base provided by this report. We believe the initial stage of collaboration represented in this report has successfully started a process of mutual understanding, helping Chinese researchers to begin evaluating how lessons learned in other countries might translate to China's unique geographic, economic, social, and political contexts.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2016

Case Study for the ARRA-funded Ground Source Heat Pump Demonstration at Denver Museum of Nature & Science

High initial costs and lack of public awareness of ground-source heat pump (GSHP) technology are the two major barriers preventing rapid deployment of this energy-saving technology in the United States. Under the American Recovery and Reinvestment Act (ARRA), 26 GSHP projects were competitively selected and carried out to demonstrate the benefits of GSHP systems and innovative technologies for cost reduction and/or performance improvement. This report highlights the findings of a case study of one such GSHP demonstration projects that uses a recycled water heat pump (RWHP) system installed at the Denver Museum of Nature & Science in Denver, Colorado. The RWHP system uses recycled water from the city’s water system as the heat sink and source for a modular water-to-water heat pump (WWHP). This case study was conducted based on the available measured performance data from December 2014 through August 2015, utility bills of the building in 2014 and 2015, construction drawings, maintenance records, personal communications, and construction costs. The annual energy consumption of the RWHP system was calculated based on the available measured data and other related information. It was compared with the performance of a baseline scenario— a conventional VAV system using a water-cooled chiller and a natural gas fired boiler, both of which have the minimum energy efficiencies allowed by ASHRAE 90.1-2010. The comparison was made to determine energy savings, operating cost savings, and CO2 emission reductions achieved by the RWHP system. A cost analysis was performed to evaluate the simple payback of the RWHP system. Summarized below are the results of the performance analysis, the learned lessons, and recommended improvement in the operation of the RWHP system.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗