Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “shared”

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.

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

At least 253 records · Page 14
All sourcesNASA NTRSDOE OSTI
DOE OSTI2013

Consolidated Storage Facilities: Camel's Nose or Shared Burden? - 13112

The Blue Ribbon Commission (BRC) made a strong argument why the reformulated nuclear waste program should make prompt efforts to develop one or more consolidated storage facilities (CSFs), and recommended the amendment of NWPA Section 145(b) 2 (linking 'monitored retrievable storage' to repository development) as an essential means to that end. However, other than recommending that the siting of CSFs should be 'consent-based' and that spent nuclear fuel (SNF) at stranded sites should be first-in-line for removal, the Commission made few recommendations regarding how CSF development should proceed. Working with three other key Senators, Jeff Bingaman attempted in the 112. Congress to craft legislation (S. 3469) to put the BRC recommendations into legislative language. The key reason why the Nuclear Waste Administration Act of 2012 did not proceed was the inability of the four senators to agree on whether and how to amend NWPA Section 145(b). A brief review of efforts to site consolidated storage since the Nuclear Waste Policy Amendments Act of 1987 suggests a strong and consistent motivation to shift the burden to someone (anyone) else. This paper argues that modification of NWPA Section 145(b) should be accompanied by guidelines for regional development and operation of CSFs. After review of the BRC recommendations regarding CSFs, and the 'camel's nose' prospects if implementation is not accompanied by further guidelines, the paper outlines a proposal for implementation of CSFs on a regional basis, including priorities for removal from reactor sites and subsequently from CSFs to repositories. Rather than allowing repository siting to be prejudiced by the location of a single remote CSF, the regional approach limits transport for off-site acceptance and storage, increases the efficiency of removal operations, provides a useful basis for compensation to states and communities that accept CSFs, and gives states with shared circumstances a shared stake in storage and disposal in an integrated national program. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2024

Power Grid Planning with Higher Renewable Share

Power grid planning with a higher renewable share got worldwide attention since the declining cost of renewable energy technologies and greenhouse gas reduction goals continue to drive a transition to a cleaner power grid. Energy professionals from developing countries working to achieve renewable power goals want to learn about NREL's state-of-the-art research efforts in renewable power and power grid planning. Supporting these efforts, the United States Energy Association, Female Leaders in Energy initiative facilitates mid-career female energy professionals from South East Asia to learn from energy professionals from the USA. This presentation gives an overview of NREL scientific research studies on power grid planning with a high renewable share to mid-career female energy professionals.

ENERGY PLANNING, POLICY, AND ECONOMY,POWER TRANSMI↗
DOE OSTI2020

Panel Session 3: Prospects for Shared Solutions for Solving the WM Challenges for Small and Emerging Nuclear Countries

This panel focused on sharing WM solutions for small and emerging nuclear countries. As countries with substantial inventories of spent nuclear fuel pursue their national repository programs with varying degrees of progress, countries with only a few reactors and those at the beginning stages of their nuclear programs face a far different and substantial challenge toward developing a national solution. This session brought together a panel of experts from government and industry to explore shared solutions and next steps building off the recent progress made by international organizations and the recent efforts and lessons learned. Panelists with presentations: The Rationale for a Multinational Repository (Sean Tyson); Perspectives on the Future of the Multi-National Repository Concept (Alan Brownstein); Why Would any Country Accept Foreign Spent Nuclear Fuel? (Charles McCombie); Dual Track Strategy for Small Countries (Leon Kegel)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2022

Synergies between repositioning and charging strategies for shared autonomous electric vehicle fleets

The emergence of on-demand shared autonomous electric vehicle (SAEV) service requires careful charging station planning and a joint charging and repositioning strategy to mitigate empty travel. This study couples charging and repositioning events as a means of improving service quality (rider wait times), reducing empty travel due to repositioning or charging, and improving fleet utilization (average daily trips per vehicle and charging queues). This synergy is explored for the Austin, Texas region using POLARIS, an agent-based model. On average, wait times were 39% lower, and average daily trips served per SAEV increased up to 6.4 (or 28%) compared to SAEV repositioning with heuristic charging. Coupling repositioning with charging decreased the fleet's percent empty travel on average by 1.6%, relative to the scenario treating them as independent events (which varies by charging station design). Sparser charging stations reduce investment costs, and operators can leverage this framework to keep traveler wait times low.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2016

Distributed Control of Inverter-Based Lossy Microgrids for Power Sharing and Frequency Regulation Under Voltage Constraints

This paper presents a new distributed control framework to coordinate inverter-interfaced distributed energy resources (DERs) in island microgrids. We show that under bounded load uncertainties, the proposed control method can steer the microgrid to a desired steady state with synchronized inverter frequency across the network and proportional sharing of both active and reactive powers among the inverters. We also show that such convergence can be achieved while respecting constraints on voltage magnitude and branch angle differences. The controller is robust under various contingency scenarios, including loss of communication links and failures of DERs. The proposed controller is applicable to lossy mesh microgrids with heterogeneous R/X distribution lines and reasonable parameter variations. Simulations based on various microgrid operation scenarios are also provided to show the effectiveness of the proposed control method.

Microgrid Control, Droop Control, Frequency Synchr↗
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 OSTI2017

The Shared Socioeconomic Pathways and their energy, land use, and greenhouse gas emissions implications: An overview

This study presents the overview of the Shared Socioeconomic Pathways (SSPs) and their energy, land use, and emissions implications. The SSPs are part of a new scenario framework, established by the climate change research community in order to facilitate the integrated analysis of future climate impacts, vulnerabilities, adaptation, and mitigation. The pathways were developed over the last years as a joint community effort and describe plausible major global developments that together would lead in the future to different challenges for mitigation and adaptation to climate change. The SSPs are based on five narratives describing alternative socio-economic developments, including sustainable development, regional rivalry, inequality, fossil-fueled development, and middle-of-the-road development. The long-term demographic and economic projections of the SSPs depict a wide uncertainty range consistent with the scenario literature. A multi-model approach was used for the elaboration of the energy, land-use and the emissions trajectories of SSP-based scenarios. The baseline scenarios lead to global energy consumption of 400–1200 EJ in 2100, and feature vastly different land-use dynamics, ranging from a possible reduction in cropland area up to a massive expansion by more than 700 million hectares by 2100. The associated annual CO 2 emissions of the baseline scenarios range from about 25 GtCO 2 to more than 120 GtCO 2 per year by 2100. With respect to mitigation, we find that associated costs strongly depend on three factors: (1) the policy assumptions, (2) the socio-economic narrative, and (3) the stringency of the target. The carbon price for reaching the target of 2.6 W/m 2 that is consistent with a temperature change limit of 2 °C, differs in our analysis thus by about a factor of three across the SSP marker scenarios. Moreover, many models could not reach this target from the SSPs with high mitigation challenges. While the SSPs were designed to represent different mitigation and adaptation challenges, the resulting narratives and quantifications span a wide range of different futures broadly representative of the current literature. This allows their subsequent use and development in new assessments and research projects. Critical next steps for the community scenario process will, among others, involve regional and sectoral extensions, further elaboration of the adaptation and impacts dimension, as well as employing the SSP scenarios with the new generation of earth system models as part of the 6th climate model intercomparison project (CMIP6).

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2017

Measurement of the Shared Momentum Fraction z g using Jet Reconstruction in p + p and Au + Au Collisions with STAR

One key difference in current energy loss models lies in the treatment of the Altarelli-Parisi, AP, splitting functions. It has been shown that the shared momentum fraction , henceforth called Jet Splitting Function z g as determined by the SoftDrop grooming process can be made a Sudakov-safe measurement of the symmetrized AP functions in p+p collisions. The STAR collaboration presents the first z g measurements at $ \sqrt{s}$NN = 200 GeV in p+p and Au+Au collisions, where in Au+Au we use a set of di-jets with hard cores reconstructed with a 2 GeV/c constituent cut. For a jet resolution parameter of R = 0.4, these di-jet pairs were found to be significantly imbalanced with respect to p+p, yet regained balance when all soft constituents were included. As a result, we find that within uncertainties there are no signs of a modified Jet Splitting Function on trigger or recoil sides of this di-jet selection.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
DOE OSTI2020

Joint Design of Multimodal Transit Networks and Shared Autonomous Mobility Fleets

Providing quality transit service to travelers in low-density areas, particularly travelers without personal vehicles, is a constant challenge for transit agencies. The advent of fully-autonomous vehicles (AVs) and their inclusion in mobility service fleets may allow transit agencies to offer better service and/or reduce their own capital and operational costs. This study focuses on the problem of allocating resources between transit patterns and operating (or subsidizing) shared-use AV mobility services (SAMSs) in a large metropolitan area. To address this question, a joint transit network redesign and SAMS fleet size determination problem (JTNR-SFSDP) is introduced, and a bi-level mathematical programming formulation and solution approach are presented. The upper-level problem modifies a transit network frequency setting problem (TNFSP) formulation via incorporating SAMS fleet size as a decision variable and allowing the removal of bus routes. The lower-level problem consists of a dynamic combined mode choice-traveler assignment problem (DCMC-TAP) formulation. The heuristic solution procedure involves solving the upper-level problem using a nonlinear programming solver and solving the lower-level problem using an iterative agent-based assignment-simulation approach. To illustrate the effectiveness of the modeling framework, this study uses traveler demand from Chicago along with the regions existing multimodal transit network. The computational results indicate significant traveler benefits, in terms of improved average traveler wait times, associated with optimizing the joint design of multimodal transit networks and SAMS fleets compared with the initial transit network design.

bi-level programming↗
DOE OSTI2024

Redesigning large-scale multimodal transit networks with shared autonomous mobility services

Here, this study addresses a large-scale multimodal transit network design problem, with Shared Autonomous Mobility Services (SAMS) as both transit feeders and an origin-to-destination mode. The framework captures spatial demand and modal characteristics, considers intermodal transfers and express services, determines transit infrastructure investment and path flows, and generates transit routes. A system-optimal multimodal transit network is designed with minimum total door-to-door generalized costs of users and operators, satisfying transit origin-destination demand within a pre-set infrastructure budget. Firstly, the geography, demand, and modes in each zone are characterized with continuous approximation. The decisions of network link investment and multimodal path flows in zonal connection optimization are formulated as a minimum-cost multi-commodity network flow (MCNF) problem and solved efficiently with a mixed-integer linear programming (MILP) solver. Subsequently, the route generation problem is solved by expanding the MCNF formulation to minimize intramodal transfers. The model is illustrated through a set of experiments with the Chicago network comprised of 50 zones and seven modes, under three scenarios. The computational results present savings in traveler journey time and operator cost demonstrating the potential benefits of collaboration between multimodal transit systems and SAMS.

Autonomous vehicles↗
DOE OSTI2018

Water Sector Assumptions for the Shared Socioeconomic Pathways in an Integrated Modeling Framework

The Shared Socioeconomic Pathways (SSPs) were created without explicit assumptions for the future of the water sector; so, projections of future water demands based on the SSPs often lack a treatment of water technology assumptions that is consistent with the SSP storylines. This report has developed a set of qualitative and quantitative assumptions for future water sector technological advancements in the agricultural, electricity, manufacturing, and municipal sectors within the SSPs, and then applied the resulting scenarios to an Integrated Assessment Model (IAM) to permit analysis of future water demand in a water-constrained world. These scenarios are then compared to another set that excludes the adoption of water-efficient technologies. Water demand impacts of individual SSP assumption categories are analyzed to determine scenario-by-scenario changes. By 2100, global annual water demands range from 3560 km3 to 6600 km3. The results show that, 1) technological change in the water sector can act to reduce water demand in a water limited world by up to 32% in 2100 in the SSP scenarios; 2) the most sustainable scenario produces end-of-century water withdrawals lower than 2010 values; 3) low-income regions will likely be one of the largest drivers of future water demands and exhibit the greatest sensitivity to highly-efficient water technologies; and 4) non-water sector SSP assumptions have significant and differing impacts on demands across SSP scenarios that act to alter global water demands.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2019

Projecting Global Urban Area Growth Through 2100 Based on Historical Time Series Data and Future Shared Socioeconomic Pathways

Improved understanding of the potential growth of urban areas at the national and global levels is needed for sustainable urban development. Current panel data analysis and local scale modeling are limited in projecting global urban area growth with large spatial heterogeneities. In this study, we developed country-specific urban area growth models using the time series data set of global urban extents (1992–2013) and projected the future growth of urban areas under five Shared Socioeconomic Pathways (SSPs). Our results indicate the global urban area would increase roughly 40–67% under five SSPs until 2050 relative to the base year of 2013, and this trend would continue to a growth ratio of more than 200% by 2100. The growth of urban areas under relatively unsustainable development pathways (e.g., regional rivalry SSP3 and inequality SSP4) is smaller compared to other SSPs. Although developing countries would remain as leading contributors to the increase of global urban areas in the future, they may exhibit different temporal patterns, that is, plateaued or monotonically increasing trends. This variation is primarily attributed to the compounding effect of the growth in population and gross domestic product. Our urban area data set presents a first country-level urban area projection under the five SSPs, spanning from 2013 to 2100. This data set has a great potential to support various global change studies, for example, urban sprawl simulation, integrated assessment modeling for sustainable development goals, and investigation of the impact of urbanization on atmospheric emissions, air quality, and human health.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

Projected income data under different shared socioeconomic pathways for Washington state

Abstract High-resolution income projections under different Shared Socioeconomic Pathways (SSPs) are essential for the climate change research communities to devise climate change adaptation and mitigation strategies. To generate income projections for Washington state, we obtain state-level GDP per capita projections and convert them into projected annual household income. The resulting state-level income projections are subsequently downscaled to the census block-level based on the Longitudinal Origin-Destination Employment Statistics (LODES) dataset. For accuracy assessment, we downscale historical income data from state- level to block- and block group-level and compare the downscaled results against the actual income data from LODES. County-level accuracy assessment is also conducted based on American Community Survey. The results demonstrate a good agreement (Average R 2 of 0.67, 0.8, and 0.99 for block-, block group-, and county-level, respectively) between the downscaled income data and the reference data, thereby validating the methodology employed. Our approach is applicable to other states for income projections, which can be utilized by a broader audience, including those involved in demographic analysis, economic research, and urban planning.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

Parking Strategies and Outcomes for Shared Autonomous Vehicle Fleet Operations

Parking spots are a premium commodity, especially in dense downtown settings, so this study examines the service impacts of shared autonomous vehicles (SAVs) parking in legal on- or off-street locations when idle across Travis County in Austin, Texas. Here, using an agent-based activity-based travel demand model with dynamic traffic simulation, two restricted-parking strategies for SAVs were simulated. SAVs either found the nearest available parking spot or the lowest-cost spot (via a tradeoff of parking fees and distance-based costs). Two comparisons were conducted to analyze the impacts of these strategies. First, two restricted parking strategies were compared, where SAVs park without competition with private human-driven vehicles (HVs) for parking locations. Second, a more realistic analysis compared two SAV parking strategies with a scenario where SAVs remain idle in place. Private HVs in all scenarios and strategies of this comparison park at the closest designated location unless they opt for private parking. Using a supply of 8,400 aggregated parking locations in Austin, this study simulated fleet performance under different trip demands, with SAV fares of $\$0.62$ per kilometer ($\$1$ per mile) plus a $\$1$ fixed pickup fee with dynamic ridesharing permitted. Parking costs were negligible in both SAV parking search strategies applied to the Austin network because of the region’s provision of mostly free parking. Requiring SAVs to park on designated on- and off-street parking locations and parking lots (restricted parking) also increased parking costs for HV drivers by up to 22% since SAVs occupied some free parking spaces, especially in the least-cost parking search strategy.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

Stressor-layer-induced elastic strain sharing in SrTiO 3 complex oxide sheets

A precisely selected elastic strain can be introduced in submicron-thick single-crystal SrTiO 3 sheets using a silicon nitride stressor layer. A conformal stressor layer deposited using plasma-enhanced chemical vapor deposition produces an elastic strain in the sheet consistent with the magnitude of the nitride residual stress. Synchrotron x-ray nanodiffraction reveals that the strain introduced in the SrTiO 3 sheets is on the order of 10 -4 , matching the predictions of an elastic model. Using this approach to elastic strain sharing in complex oxides allows the strain to be selected within a wide and continuous range of values, an effect not achievable in heteroepitaxy on rigid substrates.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Interdependence in active mobility adoption: Joint modeling and motivational spillover in walking, cycling and bike-sharing

Active mobility offers an array of physical, emotional, and social well-being benefits. However, with the proliferation of the sharing economy, new nonmotorized means of transport are entering the fold, complementing some existing mobility options while competing with others. The purpose of this research study is to investigate the adoption of three active travel modes—namely walking, cycling, and bikesharing—in a joint modeling framework. Here, the analysis is based on an adaptation of the stages of change framework, which originates from the health behavior sciences. Multivariate ordered probit modeling drawing on U.S. survey data provides well-needed insights into individuals’ preparedness to adopt multiple active modes as a function of personal, neighborhood, and psychosocial factors. The research suggests three important findings. (1) The joint model structure confirms interdependence among different active mobility choices. The strongest complementarity is found for walking and cycling adoption. (2) Each mode has a distinctive adoption path with either three or four separate stages. We discuss the implications of derived stage-thresholds and plot adoption contours for selected scenarios. (3) Psychological and neighborhood variables generate more coupling among active modes than individual and household factors. Specifically, identifying strongly with active mobility aspirations, experiences with multimodal travel, possessing better navigational skills, along with supportive local community norms are the factors that appear to drive the joint adoption decisions. This study contributes to the understanding of how decisions within the same functional domain are related and help to design policies that promote active mobility by identifying positive spillovers and joint determinants.

42 ENGINEERING↗
DOE OSTI2023

Coupling Shared E-scooters and Public Transit: A Spatial and Temporal Analysis

The integration of shared e-scooters with public transit is a promising solution for urban mobility's first/last-mile challenge. This study explores spatiotemporal factors influencing this integration, using 35-day e-scooter trip data from Chicago. Employing a random-effect negative binomial approach, we modeled the frequency of e-scooter trips to access/egress to/from bus stops and train stations. Results indicate that weather conditions, design features like intersection density, and multimodal network density significantly influence usage. The transit system characteristics such as service frequency have a positive effect on the integration of e-scooters and trains while a similar effect for bus and e-scooter integration was not significant. Furthermore, safety-related variables such as accident and crime rates as well as demographic characteristics were also revealed to be significant factors in our study. These findings offer vital insights to urban planners and policymakers for infrastructure, safety enhancements, and interventions to encourage efficient e-scooter-public transit integration.

Chicago↗