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The ZEV Ready Framework is a step-by-step planning process for federal fleet electrification. The planning phase covers team coordination, training, policies, financial planning, and identifying candidates for zero-emission vehicles and electric vehicle supply equipment.
The Electric Vehicle (EV) Champion Training Series, hosted by the National Renewable Energy Laboratory (NREL), is tailored for fleet managers, facility managers, and other stakeholders involved in the deployment of EVs and charging stations. This series equips participants with the skills and knowledge necessary to become subject matter experts in EV implementation. This is the first training in a four-part series and serves as an introductory training. This training covers fundamental topics such as EV and charging technology, utility basics, and financial considerations for EVs. Additionally, this session introduces the Federal Fleet ZEV Ready Center framework, a one-stop location for federal fleet electrification resources. Participants will gain a solid foundation to support the effective deployment and management of EVs and their infrastructure. Visit the Federal Fleet ZEV Ready Center website to learn more about the ZEV Ready Center process. EV Champion Training Webinar 1: ZEV and EV Charging Fundamentals will enable attendees to: Identify EV and EV charging technology fundamentals; Recognize EV market and GSA Schedule options; Identify utility basics, incentives, and rates as they relate to EV charging; and Identify methods to calculate life cycle costs for EVs and gasoline vehicles.
The Electric Vehicle (EV) Champion Training Series, hosted by the National Renewable Energy Laboratory (NREL), is tailored for fleet managers, facility managers, and other stakeholders involved in the deployment of EVs and charging stations. This series equips participants with the skills and knowledge necessary to become subject matter experts in EV implementation. This is the second training in a four-part series and serves as an intermediate training. This training covers the first four steps in the ZEV Ready Center process, including how to identify and train your zero-emission vehicle (ZEV) team, align headquarters strategy with site-level planning, identify ZEV opportunities, and identify charging needs for your project sites. Participants will gain a solid foundation to support the effective deployment and management of EVs and their infrastructure.
Zero-emission Medium Duty and Heavy Duty vehicles (MD-HD ZEVs) hold great promise for reducing operational costs through use of more energy eAicient propulsion technology while reducing reliance on fossil fuels. Consistent with the Department of Energy’s focus on energy innovation, ZEVs and the necessary charging and refueling infrastructure to support them represent an important area of focus for technological advancement. Widespread adoption of MD-HD ZEVs can also provide benefits by improving air quality, and lowering carbon emissions in the transportation industry. Powertrain technologies are in production today to reduce tank-to-wheel and well-to-wheel emissions of commercial vehicles to zero or near-zero emissions, but significant development remains to bring down the cost and address the operational limitations of these technologies, particularly for larger vehicles. ZEV technologies have an opportunity to be an important part of a fleet’s mix of powertrains as capital and operational costs come down. However, the greatest challenge preventing widespread adoption of ZEVs may be the lack of adequate charging and hydrogen (H₂) fueling infrastructure.
This paper documents the design and application of ATLAS (Automobile and Technology Lifecycle-Based ASsignment), a comprehensive household vehicle transaction and technology adoption micro-simulator in the San Francisco Bay Area. ATLAS evolves the fleet mix of individual households by simulating the vehicle transaction and choice decisions in response to co-evolving demographics, land use, and vehicle technology simulations. While most existing literature has focused on the aggregate clean vehicle uptake, this paper differentiates distributional effects and decomposes the underlying mechanisms across heterogeneous sub-populations of households. Using scenarios and sensitivity simulations that vary vehicle technology and policy assumptions, we find that Zero Emission Vehicles (ZEVs) penetrate into higher income groups at a faster rate than into lower income groups, which is intuitive and aligns with expectations. Interestingly, the relative income disparity in ZEV ownership shrinks over time across all scenarios, with a ZEV mandate coupled with declining battery cost leading to the greatest reduction in disparity of ZEV ownership by 2050. Federal, state, and local financial incentives influence the redistribution of ZEV uptake across income groups and contribute to narrowing income disparity. Vehicle transaction frequency and new versus used market dynamics are found to be important factors contributing to the income disparity.
The transition to zero-emissions vehicles (ZEVs) in public transit has gained traction due to significant federal investments from the Bipartisan Infrastructure Law (BIL) and the Inflation Reduction Act (IRA). This needs assessment, commissioned by the Joint Office of Energy and Transportation and conducted by researchers at the Idaho National Laboratory, explores the current state of electrification in transit agencies, identifying barriers to implementation, potential funding sources, and operational considerations necessary for a successful transition. The assessment involved qualitative interviews with representatives from 19 transit service providers across diverse geographic regions. Key findings highlight the challenges related to bus facilities and operations, which require careful planning for charging infrastructure and maintenance capabilities to accommodate battery electric buses (BEBs) and hydrogen fuel cell buses (HFCBs). Agencies reported operational hurdles due to the shorter range of BEBs compared to diesel buses, necessitating revised scheduling and routing strategies. Despite these challenges, many agencies expressed optimism about their capacity to adapt. Funding availability emerged as a critical factor influencing the transition to ZEVs. While agencies welcomed increased financial support, particularly from the Low or No Emission Grant Program (Lo-No), concerns about the sustainability of this funding and the ongoing operational costs were prevalent. The need for a comprehensive funding inventory was underscored to ensure transit agencies are aware of all available resources. Technological constraints were significant barriers to ZEV adoption. The limited range of BEBs was frequently cited as a concern, leading to operational challenges and reliability issues. Agencies reported difficulties in sourcing replacement parts, which exacerbated downtime and maintenance challenges. Workforce development and training were identified as pivotal for a successful transition. Many agencies rely heavily on manufacturers for technician training, highlighting the need for scalable training programs that equip staff with the necessary skills to maintain electric powertrains effectively. This assessment offers actionable recommendations for the Joint Office, including enhancing outreach to transit agencies, developing resources for effective utility partnerships, and facilitating comprehensive training programs. Establishing a zero-emission bus evaluation program to track performance metrics such as cost, range, and reliability could provide valuable insights for transit agencies. The needs assessment provides a detailed examination of the challenges and opportunities facing transit agencies in their transition to zero-emissions bus fleets. By addressing these issues through targeted support, stakeholders can collaboratively work towards a cleaner, more sustainable public transportation system that benefits all communities.
A capacitance technique was used to monitor the film thickness separating two steel balls of a unique tribometer while subjecting the ball-ball contact to highly stressed, zero entrainment velocity (ZEV) conditions. All tests were performed under a N2 purge (R.H. < 1.0%) and utilized 52100 steel balls (R(sub a) = 0.02 mm). Tribometer operations and capacitance-to-film-thickness accuracy were verified by comparing the film thickness approximations to established theoretical predictions for test conditions involving pure rolling. Pure rolling experiments were performed under maximum contact stresses and entrainment velocities of 1.0 GPa and 1.0 m/s to 3.0 m/s, respectively. All data from these baseline tests conformed to theory. ZEV tests were initiated after calibration of the tribometer and verification of film thickness approximation accuracy. Maximum contact stresses up to 0.57 GPa were supported at zero entrainment velocity with sliding speeds from 6.0 to 10.0 m/s for sustained amounts of time up to 28.8 minutes. The protective lubricating film separating the specimens at ZEV had a thickness between 0.10 and 0.14 mm (4 to 6 min), which corresponds to an approximate L-value of 4. The film thickness did not have a strong dependence upon variations of load or speed. Decreasing the sliding speed from 10.0 m/s to 1 m/s revealed a rapid loss in load support between 3.0 and 1.0 m/s. The formation of an immobile film formed by lubricant entrapment is discussed as an explanation of the load carrying capacity at these zero entrainment velocity conditions, relevant to the ball-ball contact application in retainerless ball bearings.
Utilizing fueling transactions from internal combustion engine vehicles (ICEVs), the authors estimated how frequently midday public charging would be required for U.S. federal fleet battery electric vehicles (BEVs). Fueling transaction summary statistics are more widely available than trip-level telematics data, making this methodology more accessible and transferable to other researchers and fleet managers considering BEV replacements. For example, readers can easily apply a linear model using only the count of back-to-back fueling events at gas stations over 57 straight-line miles apart to predict days exceeding range. This linear regression predicted binned days exceeding 250 miles at 80% accuracy on a hold-out test set from the same fleet as the training data and 66 % accuracy on a new fleet displaying different driving behaviors. The authors additionally provide linear equations for days exceeding 200 and 300 miles as alternative range estimates to account for differences in BEV range and temperature impacts. Beyond the single-feature linear models which readers can apply, the authors tuned and trained other machine learning models on a variety of fueling transaction statistics including consecutive transaction distances, transaction distance from garage, estimated miles traveled from fuel economy and fuel quantity, and transaction periodicity. Utilizing a subset of 1678 light-duty federal fleet vehicles which contained daily vehicle miles traveled (VMT) in addition to fueling statistics, the authors determined which fueling transaction statistics were most relevant in predicting driving days exceeding 250 miles (an approximation of BEV rated driving range). In support of the U.S. federal fleet transition to zero-emission vehicles (ZEVs), the authors used these statistics and machine learning models to predict the frequency of BEV midday charging. After training models on the subset with VMT, the authors predicted days exceeding rated range for 112,902 light-duty vehicles operating in similar circumstances in the federal fleet using a Support Vector Regressor (SVR). In conclusion, they then used the projections as part of the ZEV Planning and Charging (ZPAC) tool to identify optimal candidates for BEVs for the federal fleet. An anonymized version of ZPAC is included in the supplementary materials.
The aviation industry is increasingly turning to modernize freight facilities by integrating electric Ground Support Equipment (eGSE) to enhance operational efficiency of freight facility moving vehicles and equipment. Airports worldwide are adopting eGSE to streamline cargo movement, reduce fuel and maintenance costs, and improve logistics coordination.1 North America, with its advanced aviation infrastructure, leads this transition, leveraging Internet of things (IoT)-enabled automation and zero emission technologies to boost reliability and reduce human errors.2 Electrification of freight facility moving vehicles and equipment boosts turnaround times, improves equipment reliability, and optimizes logistics coordination, giving operators a competitive advantage. With rising fuel price volatility and the pressure to meet stringent performance benchmarks, airports are focusing on cost-effective, scalable solutions for long-term financial and operational gains. To further accelerate electrification, airports are integrating Zero Emission Vehicles (ZEVs) into rental car fleets and deploying electric baggage carts, requiring strategic investments in charging infrastructure. 3 The shift, however, presents challenges, such as limited technical expertise, high capital costs, and complex procurement processes. By forging strategic partnerships, leveraging advanced technologies, and optimizing infrastructure investments, airports can create a resilient, future-ready ecosystem that enhances the movement of people and goods through electrification-driven efficiency. Supported by the U.S. Department of Energy (DOE) Vehicle Technologies Office (VTO), this electrification effort provides a scalable, cost-effective solution to improve airport freight operations. Through targeted investments and innovation, airports enhance efficiency, reduce costs, and meet performance benchmarks while advancing toward a resilient, electrified future.
A unique tribometer is used to study film forming and pressure supporting abilities of point contacts at zero entrainment velocity (ZEV). Film thickness is determined using a capacitance technique, verified through comparisons of experimental results and theoretical elastohydrodynamic lubrication (EHL) predictions for rolling contacts. Experiments are conducted using through hardened AISI 52 100 steel balls, Polyalphaolefin (PAO) 182 and Pentaerythritol Tetraheptanoate (PT) lubricants, and sliding speeds between 2.0 to 12.0 m/s. PAO 182 and PT are found to support pressures up to 1. 1 GPa and 0.67 GPa respectively. Protective lubricant films ranging in thickness between 90 to 2 10 nm for PAO 182 and 220 to 340 nm for PT are formed. Lubricants experience shear stresses between 14 to 22 MPa for PAO 182 and 7 to 16 MPa for PT at shear rates of 10(exp 7)/sec. The lubricant's pressure supporting ability most likely results from the combination of immobile films and its transition to a glassy solid at high pressures.
Accurate knowledge of the physics of interaction, particle production and transport is necessary to estimate the radiation damage to equipment used on spacecraft and the biological effects of space radiation. For long duration astronaut missions, both on the International Space Station and the planned manned missions to Moon and Mars, the shielding strategy must include a comprehensive knowledge of the secondary radiation environment. The distribution of absorbed dose and dose equivalent is a function of the type, energy and population of these secondary products. Galactic cosmic rays (GCR) comprised of protons and heavier nuclei have energies from a few MeV per nucleon to the ZeV region, with the spectra reaching flux maxima in the hundreds of MeV range. Therefore, the MeV - GeV region is most important for space radiation. Coincidentally, the pion production energy threshold is about 280 MeV. The question naturally arises as to how important these particles are with respect to space radiation problems. The space radiation transport code, HZETRN (High charge (Z) and Energy TRaNsport), currently used by NASA, performs neutron, proton and heavy ion transport explicitly, but it does not take into account the production and transport of mesons, photons and leptons. In this paper, we present results from the Monte Carlo code MCNPX (Monte Carlo N-Particle eXtended), showing the effect of leptons and mesons when they are produced and transported in a GCR environment.
Although genomic anomalies in glioblastoma (GBM) have been well studied for over a decade, its 5-year survival rate remains lower than 5%. We seek to expand the molecular landscape of high-grade glioma, composed of IDH-wildtype GBM and IDH-mutant grade 4 astrocytoma, by integrating proteomic, metabolomic, lipidomic, and post-translational modifications (PTMs) with genomic and transcriptomic measurements to uncover multi-scale regulatory interactions governing tumor development and evolution. Applying 14 proteogenomic and metabolomic platforms to 228 tumors (212 GBM and 16 grade 4 IDH-mutant astrocytoma), including 28 at recurrence, plus 18 normal brain samples and 14 brain metastases as comparators, reveals heterogeneous upstream alterations converging on common downstream events at the proteomic and metabolomic levels and changes in protein-protein interactions and glycosylation site occupancy at recurrence. Recurrent genetic alterations and phosphorylation events on PTPN11 map to important regulatory domains in three dimensions, suggesting a central role for PTPN11 signaling across high-grade gliomas.
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The sequence specificity and programmability of DNA binding and cleavage have enabled widespread applications of CRISPR-Cas12a in genetic engineering. As an RNA-guided CRISPR endonuclease, Cas12a engages a 20-base pair (bp) DNA segment by forming a three-stranded R-loop structure in which the guide RNA hybridizes to the DNA target. Here we use single-molecule torque spectroscopy to investigate the dynamics and mechanics of R-loop formation of two widely used Cas12a orthologs at base-pair resolution. We directly observe kinetic intermediates corresponding to a ~5 bp initial RNA-DNA hybridization and a ~17 bp intermediate preceding R-loop completion, followed by transient DNA unwinding that extends beyond the 20 bp R-loop. The complex multistate landscape of R-loop formation is ortholog-dependent and shaped by target sequence, mismatches, and DNA supercoiling. A four-state kinetic model captures essential features of Cas12a R-loop dynamics and provides a biophysical framework for understanding Cas12a activity and specificity.
Understanding chemical degradation of the proton-exchange membrane in fuel cells is crucial for extending their lifetimes. Herein, various degradation reactions reported in literature are organized and analyzed, including direct radical generation and an indirect (Fenton) pathway. To understand the transport of dissolved H 2 and O 2 crossover gases as they relate to membrane degradation, an agglomerate-scale model is introduced, treating gas, ionomer, and catalyst as discrete phases. The model reveals a key phenomenon: at working potentials, dissolved gases are mostly consumed at the interface between the catalyst layer and the membrane, leaving little gas to cross the membrane. Under open-circuit conditions, dissolved gases are not consumed and can then cross the membrane. This explains high H 2 O 2 concentrations and degradation rates seen in experiments but not captured in previous models. Following mixed-potential theory, crossover gases supply the hydrogen-oxidation and oxygen-reduction reactions, which occur simultaneously on individual Pt particles comprising the Pt band in the membrane, forming reactive species (H 2 O 2 , OH·). Results show crossover gas almost entirely reacts on the Pt band, allowing little to reach the opposite electrode. Furthermore, the micro-scale geometry of the catalyst-layer/membrane interface impacts the gas crossover at working potentials, indicating that cell construction affects membrane durability.
The following types of experiments for a proposed Space Station Microgravity Particle Research Facility are described: (1) growth of liquid water drop populations; (2) coalescence; (3) drop breakup; (4) breakup of freezing drops; (5) ice nucleation for large aerosols or bacteria; (6) scavenging of gases, for example, SO2 oxidation; (7) phoretic forces, i.e., thermophoresis versus diffusiophoresis; (8) Rayleigh bursting of drops; (9) charge separation due to collisions of rimed and unrimed ice; (10) charged drop dynamics; (11) growth of particles in other planetary atmospheres; and (12) freezing and liquid-liquid evaporation. The required capabilities and desired hardware for the facility are detailed.
Aerosol and cloud impacts on the earth's climate become a recent hot topic in climate studies. Having near future earth observing satellites, EOS-AM1 (Earth Observing System-AM1), ENVISAT (Environmental Satellites) and ADEOS-2 (Advanced Earth Observation Satellite-2), it will be a good timing to discuss how to obtain and use the microphysical parameters of aerosols and clouds for studying their climate impacts. Center for Climate System Research (CCSR) of the University of Tokyo invites you to 'Symposium on synergy between satellite-remote sensing and climate modeling in aerosol and cloud issues.' Here, we like to discuss the current and future issues in the remote sensing of aerosol and cloud microphysical parameters and their climate modeling studies. This workshop is also one of workshop series on aerosol remote sensing held in 1996, Washington D. C., and Meribel, France in 1999. It should be reminded that NASDA/ADEOS-1 & -2 (National Space Development Agency of Japan/Advanced Earth Observation Satellite-1 & -2) Workshop will be held in the following week (Dec. 6-10, 1999), so that this opportunity will be a perfect period for you to attend two meetings for satellite remote sensing in Japan. A weekend in Kyoto, the old capital of Japan, will add a nice memory to your visiting Japan. *Issues in the symposium: 1) most recent topics in aerosol and cloud remot sensing, and 2) utility of satellite products on climate modeling of cloud-aerosol effects.
The role of aerosol forcing remains one of the largest uncertainties in estimating man's impact on the global climate system. One school of thought suggests that remote sensing by satellite sensors will provide the data necessary to narrow these uncertainties. While satellite measurements of direct aerosol forcing appear to be straightforward, satellite measurements of aerosol indirect forcing will be more complicated. Pioneering studies identified indirect aerosol forcing using AVHRR data in the biomass burning regions of Brazil. We have expanded this analysis with AVHRR to include an additional year of data and assimilated water vapor fields. The results show similar latitudinal dependence as reported by Kaufman and Fraser, but by using water vapor observations we conclude that latitude is not a proxy for water vapor and the strength of the indirect effect is not correlated to water vapor amounts. In addition to the AVHRR study we have identified indirect aerosol forcing in Brazil at much smaller spatial scales using the MODIS Airborne Simulator. The strength of the indirect effect appears to be related to cloud type and cloud dynamics. There is a suggestion that some of the cloud dynamics may be influenced by smoke destabilization of the atmospheric column. Finally, this study attempts to quantify remote sensing limitations due to the accuracy limits of the retrieval algorithms. We use a combination of numerical aerosol transport models, ground-based AERONET data and ISCCP cloud climatology to determine how much of the forcing occurs in regions too clean to determine from satellite retrievals.