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

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At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Detectable ship tracks account for just 5% of aerosol indirect forcing from ship emissions

Ship emissions are a major source of aerosols over oceans, affecting both air quality and energy balance of the climate. However, estimates of their climate forcing diverge between studies relying on visible ship-tracks and those based on models. Here we show that forcing due to visible ship-tracks accounts for just 5% of the total forcing over the southeast Atlantic shipping-lane. Most forcing from ship emissions comes from aerosols that do not form detectable ship-tracks. They are only tips of the iceberg. We make three forcing calculations, one bottom-up based on visible ship-tracks, one top-down based on spatial relationships, and a hybrid approach that combines top-down or model estimated cloud droplet number concentration changes and cloud adjustments. Although the forcing based on machine learning detected ship tracks is an order of magnitude greater than prior results using manually detected ship-tracks, it remains only 5% of that inferred by top-down or cloud adjustment based methods for pre-2020 shipping. The top-down and the combined cloud adjustments methods show similar forcing for the post-2020 reduction in ships’ sulfur emission, although the methods have important regional differences in cloud adjustments that need further investigation. Our results reconcile a long-standing discrepancy in the literature and have important implications for aerosol indirect forcing and marine cloud brightening.

Yuan, Tianle [NASA Goddard Space Flight Center (GS↗
DOE OSTI2026

Post-processed surface meteorological, air-sea flux, SST, wave, and ship navigation/position merged data from NOAA Ship Pisces

These are post-processed surface data from the NOAA Ship Pisces, merged from several instruments. They consist of meteorological, ocean, ship navigation/position, and surface air-sea flux quantities calculated at three different time frequencies. Because the averaging of directions can be complex, they are provided as a courtesy. R1 in the filename indicates "revision 1" or version 1. R2 will include surface waves (TBD).

17 WIND ENERGY↗
DOE OSTI2026

The role of local shipping emissions in aerosol-cloud interactions in the central Arctic

Arctic shipping is projected to increase as sea ice retreats, yet the impact of modern low-sulfur ship emissions on Arctic clouds and radiation remain poorly constrained. We use year-long in situ observations from the MOSAiC expedition to characterize ship-aerosol-cloud interactions for an icebreaker burning ultra-low sulfur fuel (0.1% mass per mass). Exhaust plumes were found to be strongly enriched in Aitken-mode particles, organic aerosol, and black carbon, but showed no detectable enhancement in particulate sulfate. Despite reduced hygroscopicity relative to ambient aerosols, ship emissions substantially increased local cloud condensation nuclei concentrations. A droplet activation parameterization was applied to quantify responses in cloud droplet number concentration ( N d ) to ship-induced perturbations in low-level Arctic clouds. In winter, abundant background accumulation-mode particles from Arctic haze supplied nearly all cloud droplets, while additional particles from ship emissions had little impact on N d . In contrast, during summer months, when unperturbed background aerosol concentrations are low, ship emissions nearly doubled N d compared to average background conditions and increased N d by a factor of five compared to very clean background conditions (25th percentile of background aerosol number concentrations). Longwave radiative transfer simulations for typical conditions of summer Arctic low-level clouds/fog suggest that these ship-induced increases in N d locally (i.e. <100 km downwind) lead to enhanced net surface longwave fluxes and consequent warming, primarily for optically thin clouds (liquid water path (LWP) ⩽ 30 g·m −2 ). For LWP = 10 g · m −2 , ship emissions lead to an increase of 1 W · m −2 in cloud longwave forcing at the surface compared to average unperturbed conditions (+7% relative increase), and up to 4 W · m −2 when compared to very clean background conditions (+22% relative increase). Even ultra-low sulfur fuel emissions can therefore locally and episodically modify Arctic cloud microphysics and radiative properties, especially during summer, implying that future increases in Arctic shipping could have non-negligible regional climate impacts.

Arctic↗
DOE OSTI2024

Exploring the cost and emissions impacts, feasibility and scalability of battery electric ships

The United States’ greenhouse gas (GHG) emissions reduction goals, along with targets set by the International Maritime Organization, create an opportunity for battery electric shipping. In this study, we model life-cycle costs and GHG emissions from shipping electrification, leveraging ship activity datasets from across the United States in 2021. We estimate that retrofitting 6,323 domestic ships under 1,000 gross tonnage to battery electric vessels would reduce US domestic shipping GHG emissions by up to 73% by 2035 from 2022 levels. By 2035, electrifying up to 85% of these ships could become cost effective versus internal combustion engine ships if they cover 99% of annual trips and charge from a deeply decarbonized grid. We find that charging demands from electrifying these ships could be concentrated at just 20 of 150 major ports nationwide. This study demonstrates that retrofitting to battery electric vessels has economic potential and could significantly accelerate GHG emission reductions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

Image masks of global ship tracks for NASA MODIS data products

Ship tracks, long thin artificial cloud features formed from the pollutants in ship exhaust, are satellite-observable examples of aerosol-cloud interactions (ACI) that can lead to increased cloud albedo and thus increased solar reflectivity, phenomena of interest in solar radiation management. In addition to ship tracks being of interest to meteorologists and policy makers, their observed cloud perturbations provide benchmark evidence of ACI that remain poorly captured by climate models. To broadly analyze the effects of ship tracks, high-resolution satellite imagery data highlighting their presence are required. To support this, we provide a hand labelled dataset to serve as a benchmark for a variety of subsequent analyses. Established from a previous dataset that identified ship track presence using NASA’s MODIS Aqua satellite imager, our first-of-its-kind dataset is comprised of image masks: capturing full ship track regions, including their contours, emission points and dispersive patterns. In total, 300 images, or around 2,500 masked ship tracks, observed under varying conditions are provided, and may facilitate training of machine learning algorithms to automate extraction.

Atmospheric dynamics↗
DOE OSTI2026

Arctic shipping under global change: A case study of offshore oil exports

We explore impacts of sea ice thinning and evolutions in the energy sector on future use of the Northern Sea Route (NSR) versus the Suez Canal Route (SCR), using a case study of shipping oil extracted from the offshore Russian Arctic to China. We combine an integrated human-Earth system model with a shipping cost model to incorporate impacts on both oil production and shipping costs under internally consistent scenarios. We find that the NSR could become cost-competitive with the SCR as sea ice thickness declines, especially in an RCP8.5 scenario, due to decreasing fuel and icebreaker escort costs. In a global energy evolution scenario consistent with RCP2.6, high emissions costs on the longer SCR may outweigh the costs associated with thicker sea ice on the NSR. Our novel framework provides integrated projections of NSR shipping traffic driven by a specific commodity likely to be shipped through the Arctic.

Arctic↗
DOE OSTI2025

Testing a Hazmatpac Can with Locking Ring as a Secondary Shipping Container for Radium-224/Lead-212 Generators

A Hazmatpac can, paint can style shipping container with locking ring, was tested for use as an alternative shipping configuration for shipment of radium- 224 /lead- 212 generators. 224 Ra ( t 1/2 = 3.63 d) decays by alpha emission to radon-220 ( t 1/2 = 55.6 s). The potential for the radioactive radon gas to escape the generator column and the shipping container is of particular concern for the safe delivery of 224 Ra/ 212 Pb generators to customers. The purpose of this study was to evaluate whether the Hazmatpac can is a suitable shipping configuration, capable of containing the radon gas that may escape the generator column during transit. A 17.3 mCi 224 Ra/ 212 Pb generator was built and packaged into a Hazmatpac can. The can was smeared by a Radiological Control Technician (RCT) every day for seven days to analyze for radioactive contamination on the outside of the can. Over the course of the study, no radioactive contamination was found on the outside of the can. Therefore, the Hazmatpac can was approved as an alternative shipping configuration for shipment of 224 Ra/ 212 Pb generators.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Ship Motion Testing Needs Evaluation

The American Bureau of Shipping performed an evaluation of national maritime nuclear testing capabilities and determined there currently is an inability to test maritime nuclear power plants in a ship motion environment. A Ship Motion Test Facility (SMTF) is proposed to fill this gap. To inform design of this facility, this report documents an evaluation performed by a panel of technical experts that identifies key physical phenomena associated with maritime nuclear power plant operation that are important to safety and reliability and have a low state of knowledge. This evaluation concluded that all of the major test needs to understand a nuclear plant's behavior in a ship motion environment are for thermal-hydraulics related phenomena. Based on this finding, the evaluation panel concluded that the SMTF would not be required to use nuclear fuel to provide a heat source for the fluids. This would significantly decrease the cost, timeline, and complexity for this test facility to enable the advancement of maritime nuclear technology.

22 - GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2024

Exploring ship track spreading rates with a physics-informed Langevin particle parameterization

Abstract. The rate at which aerosols spread from a point source injection, such as from a ship or other stationary pollution source, is critical for accurately representing subgrid plume spreading in a climate model. Such climate model results will guide future decisions regarding the feasibility and application of large-scale intentional marine cloud brightening (MCB). Prior modeling studies have shown that the rate at which ship plumes spread may be strongly dependent on meteorological conditions, such as precipitating versus non-precipitating boundary layers and shear. In this study, we apply a Lagrangian particle model (PM-ABL v1.0), governed by a Langevin stochastic differential equation, to create a simplified framework for predicting the rate of spreading from a ship-injected aerosol plume in sheared, precipitating, and non-precipitating boundary layers. The velocity and position of each stochastic particle is predicted with the acceleration of each particle being driven by the turbulent kinetic energy, dissipation rate, momentum variance, and mean wind. These inputs to the stochastic particle velocity equation are derived from high-fidelity large-eddy simulations (LES) equipped with a prognostic aerosol–cloud microphysics scheme (UW-SAM) to simulate an aerosol injection from a ship into a cloud-topped marine boundary layer. The resulting spreading rate from the reduced-order stochastic model is then compared to the spreading rate in the LES. The stochastic particle velocity representation is shown to reasonably reproduce spreading rates in sheared, precipitating, and non-precipitating cases using domain-averaged turbulent statistics from the LES.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

Photochemical and Cloud and Aerosol Aqueous Contributions to Regionally-Emitted Shipping and Biogenic Non-Sea-Salt Sulfate Aerosol in Coastal California

Aerosol nonsea-salt sulfate (NSS sulfate) forms in the atmosphere by secondary reactions of emissions from marine phytoplankton and shipping, with gas-phase as well as cloud and aerosol aqueous reactions controlling production. Twelve months of Atmospheric Radiation Measurements (ARM) during the Eastern Pacific Cloud Aerosol Precipitation Experiment (EPCAPE) at Scripps Pier in La Jolla, California, showed the highest NSS sulfate mass concentrations occurred for the northwesterly back-trajectories over 64% of the year, with an average of 0.90 μg/m 3 that contributed 76% of annual NSS sulfate concentration. Multiple Linear Regression (MLR) and a refractory black carbon tracer method attributed 76–80% of the regionally emitted sulfur dioxide (SO 2 ) sources of submicron NSS sulfate to marine biogenic emissions and 20–24% to shipping emissions. MLR for oxidation processes explained 21% of the variability with Downwelling Shortwave Radiation (DSW) driving photochemical reactions to account for 34% of annual regional sulfate production, Upwind Cloud Vertical Fraction (UCVF) controlling cloud-associated oxidation to account for 29%, and relative humidity (RH) describing aerosol-phase oxidation to account for 36%. NSS sulfate was correlated moderately to UCVF during April-June and August but to RH in October-January. These findings show the apportionment of SO 2 emissions to biogenic and shipping sources and provide observational constraints for the mechanisms for sulfate production from SO 2 in the atmosphere.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

Long-lived vectors from electromagnetic cascades at SHiP

We simulate dark-vector, V, production from electromagnetic cascades at the recently approved SHiP experiment. The cascades (initiated by photons from π$^{0}$ → γγ) can lead to 3–4 orders of magnitude increase of the event rate relative to using primary production alone. We provide new SHiP sensitivity projections for dark photons and electrophilic gauge bosons, which are significantly improved compared to previous literature. The main gain in sensitivity occurs for long-lived dark vectors with masses below ~ 50 − 300 MeV. The dominant production mode in this parameter space is low-energy annihilation e$^{+}$e$^{−}$ → V (γ). This motivates a detailed study of backgrounds and efficiencies in the SHiP experiment for sub-GeV signals.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2025

Radiative forcing from the 2020 shipping fuel regulation is large but hard to detect

Reduction in aerosol cooling unmasks greenhouse gas warming, exacerbating the rate of future warming. The strict sulfur regulation on shipping fuel implemented in 2020 (IMO2020) presents an opportunity to assess the potential impacts of such emission regulations and the detectability of deliberate aerosol perturbations for climate intervention. Here we employ machine learning to capture cloud natural variability and estimate a radiative forcing of +0.074 ±0.005 W m -2 related to IMO2020 associated with changes in shortwave cloud radiative effect over three low-cloud regions where shipping routes prevail. We find low detectability of the cloud radiative effect of this event, attributed to strong natural variability in cloud albedo and cloud cover. Regionally, detectability is higher for the southeastern Atlantic stratocumulus deck. These results raise concerns that future reductions in aerosol emissions will accelerate warming and that proposed deliberate aerosol perturbations such as marine cloud brightening will need to be substantial in order to overcome the low detectability.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2026

Design of a shipping fixture for a compact cryomodule hermetic assembly

In support of the development of a conduction-cooled 915MHz superconducting radio frequency (SRF) cryomodule, this study highlights the design of a shipping fixture for transporting the hermetic assembly 4500 km from Jefferson Lab to General Atomics in San Diego, California. The hermetic assembly consists of a 2-cell 915 MHz SRF cavity, a coaxial fundamental power coupler and warm-to-cold transition beam tubes. The two-part shipping assembly consists of an inner frame, providing direct mounting of the components, and an outer frame mounted to the ground transport vehicle. The inner frame is then connected to the outer frame by way of wire-rope isolators. Accelerometer data from ground transportation of previous projects at Jefferson Lab provides the baseline for the expected frequency and magnitude of vibrational and shock events during transit. Modal analyses were carried out in ANSYS on the inner frame assembly and critical components to identify an appropriate wire-rope isolator configuration such that peak loads are mitigated and the incurred frequencies do not correspond with the fundamental modes of the structures.

Accelerator Physics↗
DOE OSTI2025

WFIP3 - SHIP site - NREL Profiling Lidar (Windcube v2.1) / Reviewed data

This dataset contains reviewed data from the profiling lidar (Windcube v2.1) deployed on WFIP3's SHIP. The reviewed files herein are based on the lidar's RTD files (i.e., the real-time raw data files at near 1 Hz resolution). The data have been corrected for the motion of the ship.

17 WIND ENERGY↗
DOE OSTI2025

NOAA ship - NREL Scanning Lidar (Halo XR #235) / Raw Data

These data include raw scanning Doppler lidar measurements from the deployment of the NREL Halo XR+ (s/n 235) at WFIP3's NOAA ship. The raw measurements include uncalibrated beam azimuth angles, radial velocity, backscatter, signal to noise ratio per each line of sight, and range-gate. The location of the ship is provided separately.

17 WIND ENERGY↗