SEARCH · Search NASA

Results for “rail”

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

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 145 records · Page 8

All sources NASA NTRS DOE OSTI

DOE OSTI2021

Economic solution for low carbon process heat: A horizontal, compact high temperature gas reactor

In 2018, nuclear energy generated 55% of United States’ and one third of the world’s carbon free electricity, making nuclear energy a key tool in efforts to mitigate climate change before 2050. However, the current nuclear technology, light water reactors (LWRs), is limited to 300°C, so it cannot be used to decarbonize industrial process heat which accounts for 12% of US greenhouse gas emissions. High temperature gas reactors (HTGRs) can meet the high temperature demand with carbon free nuclear heat. The estimated cost of HTGRs, such as the Next Generation Nuclear Plant (NGNP), are even higher than state-of-the-art LWRs. In this paper, we expanded our nuclear cost estimating tool to include HTGRs and find that the NGNP overnight capital costs were 32% higher than an advanced LWR per unit capacity. The higher cost will naturally result in larger risk to cost overrun as recently experienced by larger LWRs in western nations. With a design-to-build mindset to minimize cost and construction risk, we introduce the horizontal, compact HTGR (HC-HTGR). The reactor core and steam generator are mounted horizontally on rails and in-line with one another, decreasing the size of the reactor building relative to the power capacity four times when compared to traditional HTGRs. The HC-HTGR reduced overnight civil structure costs by 42%, indirect costs by 38%, and total capital costs by 20% from NGNP. We discussed the required engineering of new systems for the HC-HTGR including vessel supports, the reactor cavity cooling system, and steam generator design. Finally, we estimated the fuel and operations costs of the HC-HTGR, and a survey of low-carbon industrial process heat technology showed the HC-HTGR can deliver a highly competitive levelized cost of heat in the range of $6.13–12.48/GJ.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗

DOE OSTI2021

Shared automated vehicle fleet operations for first-mile last-mile transit connections with dynamic pooling

Shared automated vehicles (SAVs) have the potential to promote transit ridership by providing efficient first-mile last-mile (FMLM) connections through reduced operational costs to fleet providers and lower out-of-pocket costs to riders. To help plan for a future of integrated mobility, this paper investigates the impacts of SAVs serving FMLM connections, as a mode that provides flexibility in access/egress decisions and is well coordinated with train station schedules. To achieve this objective, a novel dynamic pooling algorithm was introduced to match SAVs with riders while coordinating the riders' arrival times at the light-rail station to a known train schedule. Microsimulations of SAVs and travelers throughout two central Austin neighborhoods show how larger service areas, higher levels of SAV demand, and longer arrival times between successive trains require larger SAV fleet sizes and higher SAV utilization rates to deliver close traveler wait times. Four-person SAVs appear to perform similar to 6-seat SAVs but will cost less to provide. Using a dynamic pooling algorithm tightly coordinated with train arrivals (every 15 min) delivers 87% of travelers to their stations in time to catch the next train, whereas uncoordinated assignments deliver just 58% of travelers in time.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2020

Stereoscopic high-speed microscopy to understand transient internal flow processes in high-pressure nozzles

The flow and cavitation behavior inside fuel injectors is known to affect spray development, mixing and combustion characteristics. We discuss that while diesel fuel injectors with converging and hydro-eroded holes are generally known to limit cavitation and feature higher discharge coefficients during the steady period of injection, less is known about the flow during transient periods corresponding to needle opening and closing. Multiple injection strategies involve short injections, multiplying these aspects and giving them a growing importance as part of the fuel delivery process. In this study, single-hole transparent nozzles were manufactured with the same hole inlet radius and diameter as the Engine Combustion Network Spray D nozzle, mounted to a modified version of a common-rail Spray A injector body and needle. Needle opening and closing periods were visualized with stereoscopic high-speed microscopy at injection pressures relevant to modern diesel engines. Time-resolved sac pressure was extracted via elastic deformation analysis of the transparent nozzles. Sources of cavitation were observed and tracked, enabling the identification of a gas exchange process after the end of injection with ingestion of chamber gas into the sac and orifice. We observed that the gas exchange contributed widely to disrupting the start of injection and outlet flow during the subsequent injection event.

42 ENGINEERING↗

DOE OSTI2020

High precision strike point control to support experiments in the DIII-D small angle slot divertor

Improvements in strike point control enabled tests with the new Small Angle Slot (SAS) divertor installed at DIII-D with precision as tight as ±1 mm, barring brief perturbations from ELMs. Aside from being narrower than previous baffle structures in DIII-D, simulations indicate that performance of the SAS divertor should be very sensitive to strike point position, making the improved strike point control essential for experiments with the SAS divertor. Improved control entails regulating more divertor geometry target locations than before and setting higher gain on the strike point target. This is achieved by tasking more poloidal field (PF) shaping coils with divertor topology control, fine tuning of the coil configuration and algorithm gains, and adding regulation of the power supply common rail. Here, the result is that although more variables are controlled, precision is better: high frequency jitter in the strike point position is lower on average compared to related discharges with standard divertor shape control.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2024

An assessment of controlled source EM for monitoring subsurface CO 2 injection at the wyoming carbonSAFE geologic carbon storage site

Here we evaluate if electromagnetic (EM) geophysical methods for monitoring geologic carbon storage (GCS) efforts at the Wyoming CarbonSAFE project adjacent to the Dry Fork Station power plant near Gillette, Wyoming. This first involved acquiring both electric and magnetic fields at eleven different locations ranging in distance from immediately adjacent to 4 km from the plant. Passive EM measurements were made to provide spectral EM noise measurements generated by electricity production at the plant and to determine if useful magnetotelluric (MT) data can be successfully collected in the region. The processed data indicate that useful MT data can be collected as long as the site is located more than 2km away from the power plant as well as active roads and rail lines. Controlled source EM data were collected using three different source configurations, two of which connected to steel casings used to complete the injection wells. Comparing the EM noise measurements to the CSEM data show measurable electric and magnetic field signals at all sites. Next a series of three-dimensional (3D) numerical models were built that simulate resistivity changes caused by the proposed CO2 injection at depths ranging from 2.4 to 3.0km. These models were used to simulate various EM measurement configurations. The modeling shows that casing-source CSEM monitoring can provide sensitivity to the injected CO 2 if source electrodes are connected to the bottom of one or both of the injection wells.

58 GEOSCIENCES↗

DOE OSTI2021

Hydrogen carriers: Production, transmission, decomposition, and storage

Recognizing the potential role of liquid hydrogen carriers in overcoming the inherent limitations in transporting and storing gaseous and liquid hydrogen, a complete production and use scenario is postulated and analyzed for perspective one-way and two-way carriers. The carriers, methanol, ammonia and toluene/MCH (methylcyclohexane), are produced at commercially viable scales in a central location, transmitted by rail or pipelines for 2000 miles, and decomposed near city gates to generate fuel-cell quality hydrogen for distribution to refueling stations. In terms of the levelized cost of H 2 distributed to the stations, methanol is less expensive to produce (1.22 dollars per kg-H 2 ) than MCH (1.35 dollars per kg-H 2 ) or ammonia (2.20 dollars per kg-H 2 ). Levelized train transmission cost is smaller for methanol (0.63 dollars per kg-H 2 ) than ammonia (1.29 dollars per kg-H 2 ) or toluene/MCH system (2.07 dollars per kg-H 2 ). Levelized decomposition cost is smaller for ammonia (0.30-1.06 dollars per kg-H 2 ) than MCH (0.54-1.22 dollars per kg-H 2 ) or methanol (0.43-1.12 dollars per kg-H 2 ). Over the complete range of demand investigated, 10-350 tpd-H 2 , the levelized cost of H2 distributed to stations is aligned as methanol « ammonia ~ MCH. With pipelines at much larger scale, 6000 tpd-H 2 , the levelized cost decreases by ~1 dollar per kg-H 2 for ammonia and MCH and much less for methanol. Methanol is a particularly attractive low-risk carrier in the transition phase with lower than 50-tpd H 2 demand.

08 HYDROGEN↗

DOE OSTI2023

Life cycle assessment of railway ties fabricated with ductile cementitious composites and carbonation curing

This paper evaluates the lifecycle economic and environmental benefits of implementing CO 2 utilization and storage within advanced engineered cementitious composite (ECC) railway ties. Using CO 2 -treated ECC ties can yield lifecycle benefits primarily due to enhanced material properties – increased lifespan in this case – instead of due to the stored CO 2 that would otherwise enter the atmosphere. Sequestration-based policies such as 45Q in the United States would therefore not incentivize deployment of ECC railway ties, despite their considerable CO 2 avoidance opportunities. To reach these conclusions, cradle-to-grave lifecycle models were developed for ECC ties and conventional concrete ties and evaluated under 1000 possible use-phase scenarios. The models incorporated premature tie failures – consistent with real-world observations – that were used to study a wide range of non-linear impacts arising from the random nature of tie failures and replacements. The results show that past studies that neglected premature failure of ties may have underestimated lifecycle greenhouse gas (GHG) emissions of concrete rail ties by nearly three times. Overall, servicing a track with ECC ties instead of concrete ties can reduce the lifecycle costs and GHG emissions by 12% and 21% respectively, based on median values of 1000 model run results. The expected benefits would be larger for entities like Amtrak that plan to expand concrete tie infrastructure despite significant challenges with premature concrete tie failures. Furthermore, the results of this study suggest that the lifespan of ECC ties needs to be at least 25% longer than concrete ties to achieve net lifecycle benefits. The possibility of this should be tested and confirmed under real-world conditions.

42 ENGINEERING↗

DOE OSTI2020

Investigating the interconnectedness of active transportation and public transit usage as a primer for Mobility-as-a-Service adoption and deployment

With the advent of Mobility-as-a-Service packages to reduce car usage and (by extension) greenhouse gas emissions, it is crucial that researchers and practitioners consider mutual determinants and outcomes that link the adoption of multiple alternative modes. This study therefore investigates the joint usage of active travel (walking, cycling, bike-sharing) and public transit (bus, rail) modes with respect to personal and situational contexts. Online survey data (n = 826) were collected across six Midwestern U.S. states using Amazon MTurk. Respondents indicated their average weekly usage of eight travel modes across three trip purposes so that multimodality could be assessed. Several psychological constructs were extracted via (a) the stages of change framework, used to indicate willingness to adopt new behavior, and (b) confirmatory factor analysis conducted on Likert scales rooted in theories of community, identity, norms, personality, and well-being. A multiple-indicators multiple-causes structural equation model is then employed to investigate the process of adopting a modality style that incorporates active and transit modes. The model confirms that compatible physical and social contexts, as well as navigational skills and openness to learning, are key primers of multimodalism. However, a path juncture stemming from neighborhood support for mobility innovation illustrates a potential polarity in outcomes between individuals and communities. In addition, the stage of active mobility adoption is linked to identity and norm activation, offering further guidance on what influences readiness for change. The seamless integration of mobility services is critical to matching the convenience and comfort of the private vehicle; understanding potential pathways to sustainable mobility, though, requires analyses and interventions that are driven by well-being outcomes and grounded in rigorous psychological frameworks. Here, the research findings offer practical guidance for identifying intervention opportunities to be linked with MaaS enrollment while demonstrating the need to illuminate how mobility might relate to social cohesion, identity expression, and various sources of satisfaction.

42 ENGINEERING↗

DOE OSTI2021

Ride-hailing and taxi versus walking: Long term forecasts and implications from large-scale behavioral data

Introduction: Although ride-hailing and taxi trips can potentially reduce single-occupant vehicle trips and auto ownership, they can also replace pedestrian trips. Because physical activity is associated with improved health outcomes, the extent to which ride-hailing and taxi travel captures walking's mode share is of interest to policymakers. Methods: Based on large-scale behavioral data from the 2017 U.S. National Household Travel Survey, this paper reports on the development of a full Bayesian logistic regression model for determining the mode split between (1) ride-hailing and taxi and (2) walk while accounting for unobserved heterogeneity. The results from the stand-alone model inform two longer-term travel forecasting scenarios: a) higher risk of walk trips converting to ride-hailing and taxi, specifically in the future with high prevalence of automated vehicles, b) higher probability of such trips remaining as walking. Results: The results revealed that some of the important characteristics that increase the likelihood of a traveler using the ride-hailing and taxi mode versus walking include having a longer trip, using a smartphone to access the internet, having an interest in technologies, having a medical condition, and living in a metropolitan area with rail access. Further, the results from the first scenario suggest that an overall increase of up to 2.9% in the ride-hailing and taxi mode share may be expected. The second scenario shows that between 68% and 76% of ride-hailing and taxi trips could be diverted to walking if supportive pedestrian infrastructure were provided in the case study locations. The planning process can be adapted to consider not only congestion, crash, and emissions impacts of such shifts but also the effects of a loss of physical activity. Conclusions: The study findings show how the ride-hailing and taxi mode competes with walking. Further, the findings enable planners to update their regional travel forecasting models; policy makers can thus encourage active travel by prioritizing pedestrian infrastructure investments that may divert ride-hailing and taxi trips to walking. However, equity should be a key consideration to ensure that addressing the competition between these two modal choices does not hinder the provision of pedestrian facilities in communities that depend on walking.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2026

Cascading economic losses from port disruptions under capacity constrained multimodal freight networks

This study quantifies how throughput disruptions at major seaports cascade through capacity-constrained multimodal freight networks and interregional production systems. We couple an agent-based model (ABM) multimodal freight simulation that resolves rerouting, terminal queueing, and inventory drawdown under binding modal and facility capacities with a multiregional output loss input-output (MRIIM) model that propagates realized delivery shortfalls across regions and sectors. The framework is demonstrated for the Port of Los Angeles using Freight Analysis Framework flows and Bureau of Economic Analysis input-output accounts and is evaluated over a 52-week horizon under deterministic sector targeted shocks and stochastic disruption realizations with uncertain severity and duration. Results indicate nonlinear amplification: realized national losses concentrate in manufacturing and transportation/warehousing even when exogenous port shocks are dispersed, suggesting that congestion spillback and limited short-run substitution can dominate the initial shock allocation. We further evaluate a tabular reinforcement-learning (Q-learning) intervention layer that selects among a small set of implementable system level levers (truck-to-rail and truck-to-barge shift settings) without overriding shipper routing, finding that such interventions reduce total losses for moderate disruptions but yield diminishing returns once substitute modes approach capacity. By linking operational freight behavior to system wide impacts under uncertainty, the proposed ABM-MRIIM pipeline provides a reusable workflow for port disruption stress testing, identification of structurally critical sectors/corridors, and evaluation of resilience interventions under realistic capacity limits.

42 ENGINEERING↗

DOE OSTI2026

Uncertainty quantification and reliability assessment for intermodal freight transportation

Intermodal freight optimization models support cost-effective, low-emission, and timely goods movement by coordinating trucks, rail, and barges. These models determine optimal flows, routing, and modal switches while respecting infrastructure and operational constraints. However, their real-world utility is often undermined by pervasive uncertainties-such as fluctuating transportation costs and emissions, variable terminal capacities, and uncertain freight demand-that distort key performance outcomes, including total system cost, carbon footprint, and transit time reliability. This study presents a structured framework for quantifying uncertainty in intermodal freight transportation (IFT) optimization. The framework evaluates how input uncertainty affects system performance and reliability, a critical need for ensuring that model-based decisions remain robust under real-world variability, especially amid volatile fuel prices, shifting demand, and growing disruptions. It integrates three complementary methods: (1) Sobol-based global sensitivity analysis to identify influential parameters affecting cost, emissions, and transit time, (2) Monte Carlo-based capacity perturbation analysis to assess robustness under probabilistic facility disruptions, and (3) Monte Carlo filtering with Bayesian inference to detect threshold-based performance vulnerabilities. The results highlight diesel truck unit cost as the dominant driver of variability. To improve system resilience, planners should prioritize uncertainty in fuel-related parameters when designing intermodal strategies.

Intermodal freight transportation↗

DOE OSTI2020

Resilience of Urban Transport Network-of-Networks under Intense Flood Hazards Exacerbated by Targeted Attacks

Natural hazards including floods can trigger catastrophic failures in interdependent urban transport network-of-networks (NoNs). Population growth has enhanced transportation demand while urbanization and climate change have intensified urban floods. However, despite the clear need to develop actionable insights for improving the resilience of critical urban lifelines, the theory and methods remain underdeveloped. Furthermore, as infrastructure systems become more intelligent, security experts point to the growing threat of targeted cyber-physical attacks during natural hazards. Here we develop a hypothesis-driven resilience framework for urban transport NoNs, which we demonstrate on the London Rail Network (LRN). We find that topological attributes designed for maximizing efficiency rather than robustness render the network more vulnerable to compound natural-targeted disruptions including cascading failures. Our results suggest that an organizing principle for post-disruption recovery may be developed with network science principles. Our findings and frameworks can generalize to urban lifelines and more generally to real-world spatial networks.

54 ENVIRONMENTAL SCIENCES↗

DOE OSTI2021

High-resolution inelastic x-ray scattering at the high energy density scientific instrument at the European X-Ray Free-Electron Laser

We introduce a setup to measure high-resolution inelastic x-ray scattering at the High Energy Density scientific instrument at the European X-Ray Free-Electron Laser (XFEL). The setup uses the Si (533) reflection in a channel-cut monochromator and three spherical diced analyzer crystals in near-backscattering geometry to reach a high spectral resolution. An energy resolution of 44 meV is demonstrated for the experimental setup, close to the theoretically achievable minimum resolution. The analyzer crystals and detector are mounted on a curved-rail system, allowing quick and reliable changes in scattering angle without breaking vacuum. The entire setup is designed for operation at 10 Hz, the same repetition rate as the high-power lasers available at the instrument and the fundamental repetition rate of the European XFEL. Among other measurements, it is envisioned that this setup will allow studies of the dynamics of highly transient laser generated states of matter.

47 OTHER INSTRUMENTATION↗

DOE OSTI2023

Package Performance Study: A Historical Perspective and Planning for a Path Forward

The topic of spent nuclear fuel (SNF) transportation often draws public attention and concerns regarding safety, and with large-scale shipping campaigns expected in the future, public interest is anticipated to substantially increase. In 1999, the U.S. Nuclear Regulatory Commission (NRC) began an initiative called the Package Performance Study (PPS) that initially focused on SNF transportation cask responses to severe transportation accidents. A public participation approach was to be used to help guide the scope and parameters of the study, which was also to consider using full-scale physical testing of a SNF transportation cask, where appropriate. In 2010, the NRC decided not to go forward with physical testing as proposed. In 2006, the National Academy of Sciences (NAS) conducted a study on SNF and high-level radioactive waste transportation in the United States. The NAS study recommended that full-scale cask testing, as well as other accepted methodologies, continue to be used as part of the package performance evaluation. In 2012, the Blue Ribbon Commission on America’s Nuclear Future (BRC) recommended conducting the PPS with a full-scale rail transportation cask for the purpose of building public trust and confidence in the safety of SNF transport. In 2021, the U.S. Department of Energy (DOE) restarted a consent-based siting process, focusing on how to site federal facilities for the interim consolidated storage of SNF using a consent-based approach. Large-scale SNF transportation would be necessary for any such interim storage facility. As the planning activities begin for future large-scale shipping campaigns, the DOE is considering options for conducting a DOE-led PPS to help build public trust and confidence in the transportation of SNF. Therefore, the DOE is gathering information related to the previous NRC-led PPS efforts, as well as applicable international experience with the testing of SNF packages. This paper discusses previous NRC efforts, as well as the current status of a DOE-led PPS, which is in the early planning stages.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2026

Used Nuclear Fuel Management Using the Next Generation System Analysis Model

The U.S. Department of Energy (DOE) is leading the National effort to manage the back end of the nuclear fuel cycle, encompassing the safe transportation, storage/staging, and/or eventual disposal of used nuclear fuel (UNF) and high-level radioactive waste. The Next Generation System Analysis Model (NGSAM) is DOE’s discrete-event, agent-based simulation tool designed to model the full life cycle of UNF from reactor discharge to final disposal. NGSAM supports the DOE Office of Spent Fuel and High-Level Waste Disposition by enabling a detailed, scenario-based analysis of logistics, infrastructure, and shipping strategies. NGSAM replaces legacy models with a modern, flexible platform built on Repast Simphony and enhanced by the Process Analysis Tool. NGSAM simulates the movement and interaction of individual fuel assemblies with system components such as canisters, casks, railcars, and facilities. The model integrates with the Java Transportation Operations Model to plan and execute transportation scenarios, supporting both constrained and unconstrained resource allocation. Key features include customizable allocation and acceptance algorithms, detailed facility-level operations, and a Quick Edit tool for rapid scenario adjustments. NGSAM supports multimodal transportation modeling (e.g. rail, road, barge) and provides comprehensive cost, schedule, and infrastructure data. NGSAM utilizes data from sources such as DOE’s STANDARDS UNF database and DOE’s Stakeholder Tool for Assessing Radioactive Transportation, while also allowing user-defined inputs for scenario customization. NGSAM enables stakeholders to evaluate complex UNF management strategies, assess system performance under varying assumptions, and inform decision making for future infrastructure investments. Its modular architecture and integration with other Integrated Waste Management System tools make it a critical asset for planning the safe and efficient disposition of the Nation’s growing UNF inventory.

Craig, Brian [Argonne National Laboratory (ANL)]↗

DOE OSTI2021

Residual strain-stress in manganese steel railway crossing determined by synchrotron and laboratory X-rays

The residual stress within the nose of a worn manganese steel railway crossing was investigated. The macroscopic residual stress at the running surface was determined in areas with and without visual faults by laboratory X-rays. To get information about the penetration depth of the residual stress, synchrotron X-ray diffraction was used to map the distribution of local (within grain) residual strains below the running surface. The laboratory X-ray measurements revealed significant compressive stress on the rail running surface. The synchrotron measurements documented that local strains exist through the entire depth investigated. Relations between residual stress, plastic deformation, and crack formation are analysed, leading to a discussion on potentials/limitations of the two experimental methods for investigations of residual stress in large engineering components.

differentia aperture synchrotron diffraction↗

DOE OSTI2024

Corrigendum: Simulations of stand-off runaway electron beam termination by tungsten particulates for tokamak disruption mitigation (2024 Nucl. Fusion 64 056019)

In the original article, we inadvertently omitted a reference which previously introduced the concept of tungsten injection for 'Disruption Mitigation in Tokamak Reactor via Reducing the Seed Electrons of Avalanche.' In that reference, the authors have proposed injection of a tungsten cylinder of 80 mm by 8 mm dimensions, by rail guns, to absorb the runaway seed population. This can be contrasted with another interesting idea of using small tungsten pellets coated with a low Z material for depleting the runaway seeds as an option for upgrade of the ITER Disruption Mitigation System. Interested readers are referred to those two papers on the tungsten injection for runaway seed removal/reduction, and the related issue of not shortening the current quench excessively. The application focus of was not on reducing the runaway seeds in the initial Ohmic-to-runaway current conversion phase, but on safe termination of a fully formed and likely decaying runaway beam that is about to scrape off against the first wall, which can be accelerated by vertical displacement events. This scheme thus serves as a last line of defense against potential wall damage. The choice here is locally released tungsten particulates, similar to the previous idea of using tungsten particulates as a dust shield for the divertor. The most significant finding of is that strong pitch angle scattering, in addition to energy attenuation and absorption, of high-energy runaways by tungsten particulates, provides a transport mechanism by which runaways damage of the first wall can be mitigated by reducing and spreading the runaway wall load. We regret the omission in the original article, and thank the authors of the cited article for bringing this matter to our attention. We also find the possibility of using the injected tungsten rod from to terminate the runaways, as opposed to the cloud of tungsten particulates in intriguing. In that context, it is of interest to mention another possibility of a retractable tungsten metal arm that can be swung out for deployment in runaway termination, which would remove the need for post-mitigation recovery of tungsten debris in injection schemes.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2022

Development of an open-source segmented blade design tool

As wind turbines continue to grow ever larger to reduce the cost of energy, their blades follow suit, with the largest commercial offshore blades extending past 100 m. Massive blades such as these raise key transportation and manufacturing challenges, especially for land-based turbines. Segmented blades are one solution and are garnering increased industry and research interest. In this work, a detailed mechanical joint model is integrated into the Wind-Plant Integrated System Design and Engineering Model (WISDEM ® ), which will facilitate future segmented blade research and optimization. WISDEM is used to design a wind turbine with 100-m segmented blades. This wind turbine design is compared to other machines with 100-m monolithic blades designed for rail-transportability. The designs are compared in terms of blade mass and cost, turbine capital cost, annual energy production, and levelized cost of energy, with monolithic designs being the lightest and most economical. However, this result may vary by wind plant location. A variety of segmentation joint types exist, and they will inevitably vary in parameters such as cost, spanwise location, and physical characteristics. This work examines the sensitivity of wind turbine design drivers and annual energy production to a variety of the aforementioned parameters, using the open-source wind turbine design codes OpenFAST and WISDEM, finding that joint mass, stiffness, and location can have significant effects on design drivers.

17 WIND ENERGY↗