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DOE OSTI2023

Efficient and choreographed quality-of- service management in dense 6G verticals with high-speed mobility requirements

Future 6G networks are envisioned to support very heterogeneous and extreme applications (known as verticals). Some examples are further-enhanced mobile broadband communications, where bitrates could go above one terabit per second, or extremely reliable and low-latency communications, whose end-to-end delay must be below one hundred microseconds. To achieve that ultra-high Quality-of-Service, 6G networks are commonly provided with redundant resources and intelligent management mechanisms to ensure that all devices get the expected performance. But this approach is not feasible or scalable for all verticals. Specifically, in 6G scenarios, mobile devices are expected to have speeds greater than 500 kilometers per hour, and device density will exceed ten million devices per square kilometer. In those verticals, resources cannot be redundant as, because of such a huge number of devices, Quality-of-Service requirements are pushing the effective performance of technologies at physical level. And, on the other hand, high-speed mobility prevents intelligent mechanisms to be useful, as devices move around and evolve faster than the usual convergence time of those intelligent solutions. New technologies are needed to fill this unexplored gap. Therefore, in this paper we propose a choreographed Quality-of-Service management solution, where 6G base stations predict the evolution of verticals at real-time, and run a lightweight distributed optimization algorithm in advance, so they can manage the resource consumption and ensure all devices get the required Quality-of-Service. Prediction mechanism includes mobility models (Markov, Bayesian, etc.) and models for time-variant communication channels. Besides, a traffic prediction solution is also considered to explore the achieved Quality-of-Service in advance. The optimization algorithm calculates an efficient resource distribution according to the predicted future vertical situation, so devices achieve the expected Quality-of-Service according to the proposed traffic models. An experimental validation based on simulation tools is also provided. Results show that the proposed approach reduces up to 12% of the network resource consumption for a given Quality-of-Service.

42 ENGINEERING↗

DOE OSTI2022

Providing Levelized Cost and Waiting Time Inputs for HDV Hydrogen Refueling Station Planning: A Case Study of U.S. I-75 Corridor

Widespread use of diesel fuels in freight transportation leads to greenhouse gas (GHG) emissions that play an important role in air pollution. The air pollution, as well as the energy crisis, drives the transition from diesel fuel to cleaner and more energy-efficient fuels such as hydrogen fuels. With such a transition, the strategic planning and optimization of supporting refueling infrastructure along the national highway for heavy-duty vehicles (HDVs) become a necessity. Cost and service level are two essential factors to be considered in hydrogen refueling station location and capacity optimization. The service level in this study is assessed by the delay (waiting time) at fueling stations as well as the fueling demand fulfilled. To this end, this study presents a methodology to provide waiting time (delay) and levelized hydrogen fuel cost inputs under different station configurations (number of dispensers and fill rates) for hydrogen refueling station planning. Determining the station configurations based on the trade-off between the two inputs is further discussed. Particularly, this study points out that the levelized cost and waiting time are affected by hourly demand patterns and estimates the two inputs under different peak hour fueling demand scenarios. The results suggest that, with the same daily demand, the cost, as well as the waiting time, increases obviously with the peak hour demand. In the case study, the cost grows at least 30% when the peak hour visit frequency of the daily total visits increases from 5% (evenly distributed pattern) to 10% (the most common pattern for existing diesel fueling stations along I-75). Accounting for this peak hour effect in hydrogen refueling station planning is recommended. Overall, the waiting time model and cost analysis provide key inputs for optimizing hydrogen refueling station location and configurations based on anticipated refueling demand patterns. The paper is the second in a series that aims to build a comprehensive modeling plan and optimize hydrogen refueling infrastructure along the Interstate 75 (I-75) corridor for HDVs.

Liu, Yuandong↗

DOE OSTI2022

Lifting and Dropping VMs to Dynamically Transition Between Time- and Space-sharing for Large-Scale HPC Systems

As HPC environments increasingly integrate with edge based systems, system architectures will need to handle a broader class of workloads and scheduling requirements. One result of this shift will be the need to simultaneously support bulk-synchronous parallel (BSP) and on-demand service based applications on the same infrastructure. This in turn will require that future resource management approaches utilize both space-shared as well as time-shared resource scheduling strategies. In this work we introduce the concept of "VM-lifting'' (and its inverse "VM-Dropping'') which allows dynamically switching an HPC workload between space-shared and time-shared scheduling regimes. Our work targets co-kernel based HPC system software environments, in which multiple specialized OS kernels execute natively on dedicated physical resource partitions inside a single compute node. With VM-lifting, a native co-kernel can be migrated at runtime to and from locally hosted Virtual Machine Environments due to changing scheduling requirements of the node. This allows an HPC node to be dynamically (re-)configured as either a time-shared Infrastructure-as-a-Service (IaaS) resource or a dedicated space shared resource based on the current workload demands. We have implemented this approach in the context of the Hobbes Exascale System Software stack and have demonstrated that a node can be reconfigured with minimal impact on the running applications.

Gordon, Nick↗

DOE OSTI2024

QoS-aware edge AI placement and scheduling with multiple implementations in FaaS-based edge computing

Resource constraints on the computing continuum require that we make smart decisions for serving AI-based services at the network edge. AI-based services typically have multiple implementations (e.g., image classification implementations include SqueezeNet, DenseNet, and others) with varying trade-offs (e.g., latency and accuracy). The question then is how should AI-based services be placed across Function-as-a-Service (FaaS) based edge computing systems in order to maximize total Quality-of-Service (QoS). To address this question, we propose a problem that jointly aims to solve (i) edge AI service placement and (ii) request scheduling. These are done across two time-scales (one for placement and one for scheduling). Here we first cast the problem as an integer linear program. We then decompose the problem into separate placement and scheduling subproblems and prove that both are NP-hard. We then propose a novel placement algorithm that places services while considering device-to-device communication across edge clouds to offload requests to one another. Our results show that the proposed placement algorithm is able to outperform a state-of-the-art placement algorithm for AI-based services, and other baseline heuristics, with regard to maximizing total QoS. Additionally, we present a federated learning-based framework, FLIES, to predict the future incoming service requests and their QoS requirements. Our results also show that our FLIES algorithm is able to outperform a standard decentralized learning baseline for predicting incoming requests and show comparable predictive performance when compared to centralized training.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2026

How Improved Forecasting Can Increase the Bulk Power System Value of Price-Responsive Electric Vehicle Managed Charging

Personal light-duty vehicle (LDV) electric vehicle managed charging (EVMC) can reduce power system costs by better aligning electric vehicle (EV) charging with locations and times of low energy cost or infrastructure use. The need to coordinate charging demand across thousands to millions of vehicles while preserving mobility service is a barrier to realizing the value of EVMC. Price-responsive dispatch mechanisms like time-of-use rates (TOU) and hourly real-time prices (RTP) are attractive compared to direct load control (DLC) because they only require one-way communications and local controls. However, increasing participation in price responsive mechanisms can induce costly-to-serve spikes in load and otherwise increase, rather than decrease, production costs. We quantify the ability of improved EVMC forecasting to sustain savings from price responsive mechanisms beyond the limit of 14% of LDVs actively participating observed in previous work. Perfect forecasting of price-responsive EV load makes TOU and RTP value-competitive with a low-error DLC formulation with up to 27% (within-week flexibility) to 45% or more (within-session flexibility) of LDVs participating in EVMC in an envisioned New England power system with 84% clean energy. Additional costs of implementing DLC should be no more than tens of dollars per vehicle-year if DLC is to be value-competitive with accurately forecast price-responsive EVMC for double-digit percentage shares of LDVs participating.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2025

A Review of Value of Solar Studies In Theory and In Practice

This brief summarizes a collection of state- and utility-commissioned value-of-solar (VoS) studies and related literature, with a focus on who commissioned the study, which value and cost categories were discussed and/or quantified, and the methods used. Our objective is to compile information on prior VoS studies to inform state regulators and other stakeholders that may pursue related studies or integrate findings into rate design. The brief is organized into three parts: 1) an introduction to distributed solar photovoltaic (DPV) compensation; 2) a review of theoretical research on VoS; and 3) a review of VoS studies. The vast majority of VoS studies have served an informational role of quantifying the net benefits of PV. Three studies were commissioned in states or utility service territories that subsequently implemented VoS tariffs in California, New York, and Austin, Texas. When applied as a tariff, VoS aims to compensate PV output as efficiently as possible by doing so at rates that reflect the marginal benefits and costs of PV through value and cost categories that may vary temporally and/or geographically. This could lead to higher compensation in locations and times where more PV output is more valuable and consequently drive adoption in those locations to provide more societal benefits. Value and cost factors can be broadly grouped into five categories: generation, transmission, distribution, other utility, and other social categories. Those conducting VoS studies must weigh various tradeoffs when deciding which categories to include and quantify. Tradeoffs include prioritizing values based on their magnitude of value or cost impact, as well as taking into account the feasibility of data collection and accurate quantification. Values of higher magnitude and estimation feasibility are quantified in the majority of studies, including the earliest of studies conducted in the 2000s and 2010s. Additionally, some values of higher magnitude but low feasibility in the earliest of studies have become quantifiable in recent years. There are some values with low average system-wide levels but very high magnitude in specific locations or hours. The value magnitude in some cases can be tied to DPV penetration with low value in areas with little congestion and/or low penetration and vice versa. In these cases, values that are easier to quantify are often incorporated, while those that are more difficult are often addressed via a placeholder value. The placeholder value is paired with a discussion around data needs and methods to improve future estimates, as well as a conversation about when these value categories may increase in magnitude and necessitate more rigorous quantification. This brief summarizes findings from two meta-analyses of VoS studies that took place between 2005 and 2018, as well as findings from four additional studies published from 2018 to 2023. Table ES-1 summarizes the various value and cost categories included in each respective study and whether they were quantified, discussed, or omitted. Values such as avoided energy, capacity, transmission capacity, line losses, and avoided environmental costs are quantified in every study. Some categories were deemed harder to quantify and less impactful at the time of the study, so they were discussed but not quantified (e.g., ancillary services). Other categories, including many at the distribution level, were very locationally and/or temporally specific and dependent on high DPV penetration. These were sometimes quantified and at other times discussed. Notably, when it came to utility costs, integration costs were discussed in all cases, though they were deemed to have a small impact. Other utility costs were omitted for the most part; however, the utility-commissioned study (by NorthWestern Energy in Montana) included both lost utility revenue and programmatic/administrative cost categories. While there are some similarities across studies, each had fairly unique methods that are detailed in the body of this brief.

14 SOLAR ENERGY↗

DOE OSTI2024

Residual Dose Rates Analyses from Vent Lines Shield Block on the Target Cart at Spallation Neutron Source

The target carriage supports the mercury target vessel in the Spallation Neutron Source (SNS) in a cantilevered fashion and supplies the liquid mercury flowing to and from the target vessel. The target carriage is designed to move the target vessel into its target monolith position to receive the proton beam and then remove it horizontally back into an adjacent service cell, where the target vessel can be exchanged about 2-3 times per calendar year. At the time of the performed studies, the SNS mercury target can accept a proton beam at 1 GeV energy and 1.4 MW power; however, it will be upgraded to receive 1.3 GeV energy at 2 MW by the end of 2024 year [1]. The cart is practically a shield block on wheels to minimize fluxes and dose rates in the service cell downstream of the carriage. There are vent lines located inside a passage on top of the target carriage, and they are covered by a stepping-up steel shield block (vent lines shield block). Vent lines are permanently attached to the shield block. New vent lines with a different design are going to be installed. These lines are shielded by the new steel block to which the vent lines are attached. The estimate of the residual dose rates from the block after it is extracted from the target carriage is performed to estimate the radiation fields and to decide on the type of storage container to be used.

Popova, Irina I↗

DOE OSTI2020

Linking Small-Scale Flight Manoeuvers and Density Profiles to the Vertical Movement of Insects in the Nocturnal Stable Boundary Layer

Huge numbers of insects migrate over considerable distances in the stably-stratified night-time atmosphere with great consequences for ecological processes, biodiversity, ecosystem services and pest management. We used a combination of meteorological radar and lidar instrumentation at a site in Oklahoma, USA, to take a new look at the general assistance migrants receive from both vertical and horizontal airstreams during their long-distance flights. Movement in the nocturnal boundary layer (NBL) presents very different challenges for migrants compared to those prevailing in the daytime convective boundary layer, but we found that Lagrangian stochastic modelling is effective at predicting flight manoeuvers in both cases. A key feature for insect transport in the NBL is the frequent formation of a thin layer of fast-moving air – the low-level jet. Modelling suggests that insects can react rapidly to counteract vertical air movements and this mechanism explains how migrants are retained in the jet for long periods (e.g. overnight, and perhaps for several hours early in the morning). This results in movements over much longer distances than are likely in convective conditions, and is particularly significant for the reintroduction of pests to northern regions where they are seasonally absent due to low winter temperatures.

54 ENVIRONMENTAL SCIENCES↗

DOE OSTI2023

Thin film charged particle detectors

Silicon tracking detectors have grown to cover larger surface areas up to hundreds of square meters, and are even taking over other sub-detectors, such as calorimeters. However, further improvements in tracking detector performance are more likely to arise from the ability to make a low mass detector comprised of a high ratio of active sensor to inactive materials, where dead materials include electrical services, cooling, mechanical supports, etc. In addition, the cost and time to build these detectors is currently large. Therefore, advancements in the fundamental technology of tracking detectors may need to look at a more transformative approach that enables extremely large area coverage with minimal dead material and is easier and faster to build. The advancement of thin film fabrication techniques has the potential to revolutionize the next-to-next generation of particle detector experiments. Some thin film deposition techniques have already been developed and widely used in the industry to make LED screens for TVs and monitors. If large area thin film detectors on the order of several square meters can be fabricated with similar performance as current silicon technologies, they could be used in future particle physics experiments. This paper aims to review the key fundamental performance criteria of existing silicon detectors and past research to use thin films and other semi-conductor materials as particle detectors in order to explore the important considerations and challenges to pursue thin film detectors.

Solid state detectors↗

DOE OSTI2022

High-Mileage Courier Fleet Vehicle Laboratory Battery Pack Testing

For one of each of the AVTA's plug-in hybrid electric vehicles, battery electric vehicles, and some hybrid electric vehicles tested in high-mileage courier fleets, the high-voltage traction battery packs were removed from the vehicle and tested at the beginning and end of fleet testing. For some vehicles, batteries also were tested at periodic intervals during fleet testing. Standard reference performance tests were conducted to characterize battery degradation over time. This dataset contains results from two or more rounds of battery tests for 21 distinct year/make/model vehicles (see reference ["INL Advanced Vehicle Testing Activity: On-road Logger and Laboratory Battery Pack Testing Vehicle List"](https://avt.inl.gov/sites/default/files/pdf/reports/DatasetVehicleList.pdf) for full list of vehicles). Each round of battery testing included the "Static Capacity Test" and the "Hybrid Pulse Power Characterization (HPPC) Test", conducted according to test procedures published in the United States Advanced Battery Consortium ["Battery Test Manual For Power-Assist Hybrid Electric Vehicles"](https://www.uscar.org/commands/files_download.php?files_id=57), ["Battery Test Manual For Plug-In Hybrid Electric Vehicles"](https://www.uscar.org/commands/files_download.php?files_id=168), and ["Electric Vehicle Battery Test Procedures Manual"](https://www.uscar.org/commands/files_download.php?files_id=5) prior to the time of testing. These tests were performed by Intertek Testing Services, North America. (This dataset will be shared by API; a small sample of the vehicle battery and test data has been extracted and is available for download while the API is being developed.)

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2026

High-Mileage Courier Fleet Vehicle Laboratory Battery Pack Testing

For one of each of the AVTA's plug-in hybrid electric vehicles, battery electric vehicles, and some hybrid electric vehicles tested in high-mileage courier fleets, the high-voltage traction battery packs were removed from the vehicle and tested at the beginning and end of fleet testing. For some vehicles, batteries also were tested at periodic intervals during fleet testing. Standard reference performance tests were conducted to characterize battery degradation over time. This dataset contains results from two or more rounds of battery tests for 21 distinct year/make/model vehicles (see reference ["INL Advanced Vehicle Testing Activity: On-road Logger and Laboratory Battery Pack Testing Vehicle List"](https://avt.inl.gov/sites/default/files/pdf/reports/DatasetVehicleList.pdf) for full list of vehicles). Each round of battery testing included the "Static Capacity Test" and the "Hybrid Pulse Power Characterization (HPPC) Test", conducted according to test procedures published in the United States Advanced Battery Consortium ["Battery Test Manual For Power-Assist Hybrid Electric Vehicles"](https://www.uscar.org/commands/files_download.php?files_id=57), ["Battery Test Manual For Plug-In Hybrid Electric Vehicles"](https://www.uscar.org/commands/files_download.php?files_id=168), and ["Electric Vehicle Battery Test Procedures Manual"](https://www.uscar.org/commands/files_download.php?files_id=5) prior to the time of testing. These tests were performed by Intertek Testing Services, North America. This dataset is shared by API; a small sample of the vehicle battery and test data has been extracted and is also available for download.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2022

Long-Term Stability of PVD/Sputtered Au Electrical Contacts to Thermoelectric Bi 2 Te 2 : Re-evaluation of SAND2015-7203

The fabrication of long-lived electrical contacts to thermoelectric Bi 2 Te 3 -based modules is a challenging problem due to chemical incompatibilities and rapid diffusion rates. Previously, technical guidance from SAND report 2015-7203 selected electroplated Au as the preferred method for fabrication of long-lived contacts because of concerns that the grain structure of sputtered/physical vapor deposited (PVD) Au contacts can evolve during aging. We have re- evaluated PVD Au contacts and show that they are appropriate for long-life service. We measure grain size and morphology at different aging times under accelerated temperature gradient conditions, and we show that the PVD Au contacts are stable and remain relatively unchanged. The PVD Au fabricated here is not subject to the deterioration observed in the previous report.

36 MATERIALS SCIENCE↗

DOE OSTI2022

Long-Term Stability of PVD/Sputtered Au Electrical Contacts to Thermoelectric Bi 2 Te 2 (Re-evaluation of SAND2015-7203)

The fabrication of long-lived electrical contacts to thermoelectric Bi 2 Te 3 -based modules is a challenging problem due to chemical incompatibilities and rapid diffusion rates. Previously, technical guidance from SAND report 2015-7203 selected electroplated Au as the preferred method for fabrication of long-lived contacts because of concerns that the grain structure of sputtered/physical vapor deposited (PVD) Au contacts can evolve during aging. We have re-evaluated PVD Au contacts and show that they are appropriate for long-life service. We measure grain size and morphology at different aging times under accelerated temperature gradient conditions, and we show that the PVD Au contacts are stable and remain relatively unchanged. The PVD Au fabricated here is not subject to the deterioration observed in the previous report.

36 MATERIALS SCIENCE↗

DOE OSTI2025

Pooled Rideshare in the U.S.: An Exploratory Study of User Preferences

Pooled ridesharing offers on-demand, one-way, cost-effective transportation for passengers traveling in similar directions via a shared vehicle ride with others they do not know. Despite its potential benefits, the adoption of pooled rideshare remains low in the United States. This exploratory study aims to evaluate potential service improvements and features that may increase users’ willingness to adopt the service. The study analyzed transportation behaviors, rideshare preferences, and willingness to adopt pooled rideshare services among 8296 U.S. participants in 2025, building on findings from a 2021 nationwide survey of 5385 U.S. participants. The study incorporated 77 actionable items developed from the results of the 2021 survey to assess whether addressing specific user-generated topics such as safety, reliability, convenience, and privacy can improve pooled rideshare use. A side-by-side comparison of the 2021 and 2025 data revealed shifts in transportation behavior, with personal rideshare usage increasing from 22% to 28%, public transportation from 21% to 27%, and pooled rideshare from 6% to 8%, while personal vehicle (79%) use remained dominant. Participants rated features such as driver verification (94%), vehicle information (93%), peak time reliability (93%), and saving time and money (92–93%) as most important for improving rideshare services. A pre-to-post analysis of willingness to use pooled rideshare utilizing the actionable items as per respondents’ preferences showed improvement: “definitely will” increased from 15.9% to 20.1% and “probably will” rose from 35.6% to 47.7%. These results suggest that well-targeted service improvements may meaningfully enhance pooled rideshare acceptance. This study offers practical guidance for Transportation Network Companies (TNCs) and policymakers aiming to improve pooled rideshare as well as potential future research opportunities.

Transportation Network Companies (TNCs)↗

DOE OSTI2025

Smart Contracts for Power Grid Applications Using the Advanced DLT Cyber Grid Guard Testbed

In this study is presented two power system applications with distributed ledger technology (DLT) and smart contracts (SC) that were assessed in a Cyber-Grid-Guard System (CGGS) advanced testbed, with protective relays, power meters, communication devices, DLT devices, synchronized time source, clock displays and real time simulator. This CGGS testbed was set in the Advanced Protection Lab, 252 lab space of the Grid Research Integration and Deployment Center (GRID- C), at Oak Ridge National Laboratory. In power grids, customer-owned distributed energy resources (DERs) are more frequent than in the past, and the numbers of points of interconnection (POI) with customer-owned DERs have increased. Disruptive operation from DERs presents a risk to grid operations, and protective relays located at the POI are used to isolate out-of-tolerance or poorly behaving of DERs. Ensuring the integrity of data from the relays at the POI, and DLT could enhance the security of the power grids. The first application is a SC to define and control the allowable total power factor (TPF) of the DER (wind farm) output, and the terms of the SC are implemented using DLT with a CGGS for a customer-owned DER. The TPF SC was implemented by the CGGS using DLT. The experimental model was performed with a real-time simulator using a CGGS and relay in-the-loop. The data collected from the CGGS were used to execute the TPF SC. The TPF limits were between +0.9 and +1.0, and the breakers’ operation in the POI was controlled by the relay using the SC. The events were collected from the real-time simulator, CGGS, and SEL 700GT relay to validate a successful application of the TPF SC using DLT. The second application is a SC to measure and control the allowable voltage service limits (VSL) by the CGGS using DLT. The tests were performed by using a real-time simulator, CGGS and relay in-the-loop. The data was collected from the CGGS that executed the SC. The main constraints were defined based on ANSI C84.1 service voltage limits, and the operation of the breakers in the POI. The events were collected from the CGGS, and SEL 700GT relay to assess a successful operation of the VSL SC using DLT.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2022

Utilizing commercial heating, ventilating, and air conditioning systems to provide grid services: A review

The modern power grid faces multiple challenges due to an increase in the adoption of renewable generation, such as dynamically balancing supply and demand at different time scales. Demand side management in buildings plays a vital role in achieving this balance because buildings can provide grid services through a variety of building assets. However, the development of grid-interactive, efficient buildings is still in its infancy, and a systematic and holistic understanding of grid service delivery strategies in terms of energy efficiency, load shifting, load shedding and load modulating is still limited. This paper is a comprehensive review of the development and application of building-level control strategies for utilizing heating, ventilating, and air conditioning systems to provide grid services. These strategies have been investigated through numerical and experimental studies. Control algorithms, such as heuristic rule-based control and model-based control, have been used to enable the automatic control delivery of grid services. The advantages and disadvantages of the strategies are summarized and discussed. Finally, research trends are also identified, which include considering predicted mean vote-based and occupant-based thermal comfort, modeling of occupant behavior, integrating power grid operations with building control, and combining different demand flexibility modes in the control design.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2020

Potential Advantages to Employing an Onsite Laboratory at FUSRAP Sites Contaminated with Radionuclides and Metals - 20353

Various factors that support an evaluation of the relative costs, advantages and disadvantages of utilizing an onsite laboratory or an offsite laboratory for remediation of Formerly Utilized Sites Remedial Action Program (FUSRAP) sites contaminated with radionuclides and metals are presented. In terms of how much more quickly an onsite laboratory provides results versus an offsite laboratory, the results of this study provide tools for calculating the amount of cost savings per day for excavation of contaminated soils for various scenarios including: - State, municipal or local property remediation where the remediation schedule becomes time-critical due to the extra cost and inconvenience to the town or municipality caused by the need for increased security and safety personnel, possible road closures and detours, and the inconvenience to the public due to modified or decreased services of State or municipal facilities; - Residential property where the remediation schedule becomes time-critical due to the inconvenience to the homeowner as well as the importance of maintaining good community relations; - Commercial property where the remediation schedule becomes time-critical due to the hardship and potential loss of revenue endured by the property owner; - Open area where treatment of excavation water is required, and - Open area where treatment of excavation water is not required. For every scenario, the number of matrices, radionuclide and metal contaminants of concern and the project duration are important factors. The costs for the onsite laboratory included the capital costs associated with setting up the lab such as trailer(s) or building(s), power and water hookup, analytical testing equipment, balances, computers, desks and bookcases; support equipment such as hot plates, filtration assemblies, safety equipment, ovens, etc.; and supplies such as glassware, pipettes, filters, etc. and ongoing costs such as labor, chemicals and reagents, standards, cost of the laboratory obtaining certification and maintenance. Offsite laboratory sample testing costs are generally very competitive and typically substantially lower than onsite laboratory costs if only the sample testing costs are considered. The great disadvantage of using an offsite laboratory is that they often cannot guarantee rapid turnaround times for results which creates project delays associated with the remediation process including delays determining the completeness of the characterization and remediation processes, delays in backfilling a property and additional costs for treating wastewater (excavation water, stormwater or both). These costs will vary greatly depending upon the area of the country in which the project is located due to the wide range of labor costs for the onsite laboratory and field workers, as well as the contaminants of interest, matrices and most importantly the size of the impacted area and the number of properties located in that area. This paper provides guidelines for calculating the cost savings that may be realized if an onsite laboratory can generate results more quickly than an offsite laboratory by estimating the costs associated with the remediation process for the various scenarios noted above such as work crew labor costs, excavator and dump truck equipment rentals, wastewater treatment costs (if applicable) and the additional costs incurred by homeowners, commercial property owners and towns/municipalities that are reimbursed by the potentially responsible parties. Key assumptions involve the typical quickest turnaround time provided by the onsite and offsite laboratories. Costs for the operation of a wastewater treatment system and the remediation of a site area or property were provided by personnel who have been involved in the operation of a large FUSRAP site in New Jersey for many years. This study provides valuable information for determining the most cost-effective approach for analysis of project samples and therefore may be used on upcoming FUSRAP projects. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2024

Using Mobile Charging Drones to Mitigate Battery Disruptions of Electric Vehicles on Highways

Our research explores innovative solutions to address the challenge of battery disruptions in electric vehicles (EVs) on highways. We propose a centralized fleet ownership model where a company manages a fleet of Mobile Charging Drones (MCDs) guided by a k-VRP (Vehicle Routing Problem) framework. This model is designed to tackle a multi-objective optimization issue with three primary goals: reduction of the overall operating costs, decrease in the cumulative waiting time, and minimization of the combined operating costs and waiting times. This approach extends beyond the usual VRP constraints, encompassing specific limitations for both MCDs and disrupted EVs (DEVs). Additionally, our study delves into the concept of decentralized fleet ownership through the lens of crowdsourcing. Preliminary numerical analyses indicate that the capital cost of MCDs is a significant factor on the charging service, and the system performance is sensitive to DEV owner's value of time (VOT) when VOTs are relatively low.

battery disruption↗