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This memorandum for the Governor of Alaska evaluates the technical feasibility of reaching 80% renewable electricity by 2040 in the Railbelt corridor of Alaska, which represents 75% of Alaska's electric load. This analysis was developed to inform renewable energy portfolio standard (RPS) legislation.
The National Nuclear Security Administration (NNSA), a semi-autonomous agency within the U.S. Department of Energy (DOE), is proposing to take action at Los Alamos National Laboratory (LANL) near a wetland at Technical Area (TA) 48 and under a wetland at TA-55. The project proposes to install two 12-inch water lines along an alignment from TA-48 to Pecos Road on the east side of TA-55 (Figure 1). The proposed water lines will replace aging cast iron pipes that provide water for fire suppression to buildings within TA-55, and potable water to other areas in the Pajarito Corridor. NNSA has prepared this wetland assessment in accordance with 10 Code of Federal Regulations (CFR) Part 1022 Compliance with Wetland and Wetland Environmental Review Requirements (10 CFR Part 1022) (CFR 2003) which was promulgated to implement DOE requirements under Executive Order 11988 Wetland Management (EO 1977). A wetland is defined in 10 CFR 1022 as “the lowlands adjoining inland and coastal waters and relatively flat areas and flood prone areas of offshore islands,” and a base wetland as “the 100-year wetland, that is, a wetland with a 1.0 percent chance of flooding in any given year (CFR 2003).” This wetland assessment evaluates potential impacts to wetland values and functions from implementation of the proposed action, identifies alternatives to the Proposed Action, and allows for meaningful public comment.
Mapping tools can play an important role in incorporating equity into planning, implementing, and evaluating investments in electric vehicle (EV) charging stations, also referred to as EV chargers or electric vehicle supply equipment (EVSE). Federal, state, and local organizations need methodologies for using mapping tools as they pursue equity-focused goals to ensure that the benefits of investments in EV chargers flow to energy and environmental justice (EEJ) underserved communities. This report provides examples of how to apply mapping tools to identify priority locations for installing EV chargers that may benefit EEJ underserved communities through four EV charger planning approaches: corridor charging, community charging, fleet electrification, and diversity in STEM and workforce development. It also explores various methodologies for calculating low-public EVSE density. Ensuring that the benefits of EV charger investments flow to underserved communities involves prioritizing locally identified needs and incorporating community input when choosing charging station locations. Installing EV chargers in a census tract identified as an EEJ underserved community does not inherently mean that those EV chargers provide benefits to residents of that community. In addition, representatives of historically disadvantaged communities or environmental justice communities have concerns that installing EV chargers in their communities could potentially exacerbate or propagate existing inequities. While the methodologies described in this report may help identify priority census tracts for equity-focused EV charger investment, additional community engagement and site evaluation are necessary to determine whether EV chargers are accessible, affordable, and convenient to EEJ underserved community residents and what benefits the local community is looking to realize with EV charger installations. This report is the culmination of many discussions with project leaders from DOE-funded projects deploying EV chargers in communities across the nation, organizations representing EEJ underserved communities, state agencies developing EV investment plans, utilities making major EV investments, and DOE national laboratory experts working in transportation electrification. The authors distributed a draft report for peer review, and reviewer comments are summarized in this report. These methodologies are likely to evolve as more EV charger funding programs are implemented and more real-world data is available to measure the effectiveness of strategies for incorporating equity in EV charger deployment projects. Continued efforts to document best practices and critically evaluate whether equity-focused programs achieve their goals are needed as transportation electrification proceeds at the local, regional, and national levels.
This report describes the interregional renewable energy zone (IREZ) methodology for national application in the United States. The aim is to develop a data-driven, replicable methodology for use in long-term regional and interregional transmission planning. An IREZ is best understood as a conceptual transmission collection point that is easily accessible to a very high volume of low-cost developable wind and solar energy potential. The objective is to identify opportunities for new high-volume long-distance interregional transmission corridors: a limited number of lines with higher voltages, with reduced total cost per megawatt of transfer capability.
This report delves into the research program, identified tasks, various studies, observations, results, and conclusions under the Hydraulic Fracturing Test Site (HFTS-2) project. This test site is located in Loving County close to the Texas, New Mexico border. The program targeted the Wolfcamp formation in Delaware Basin. The aim of the project was to improve our understanding of hydraulic fracturing processes to not only optimize unconventional resource development in US Basins but to minimize environmental footprint as well. Various new diagnostic technologies were demonstrated at this site, including distributed acoustic microseismic, high resolution strain using Rayleigh frequency band (DSS-RFS), and in-fill proppant logging tool. Significant conclusions from this study include: 1) lateral and vertical fracture growth mapping as well as proppant transport behavior, 2) Use of DSS-RFS as a diagnostic tool to understand cluster level behavior, 3) Validation of proppant log, both at core scale as well as in-fill well implementation, and 4) New modeling tools to map far-field strain response using distributed strain sensing data. Specifically, far-field fracture distribution is influenced by linear fracture corridors defined by the stress-state as well as clustering behavior influenced by spatio-temporal effects. Depletion impacts on new stimulation was demonstrated and technically quantified. Significant vertical fracture height growth was observed. However, our understanding is limited by available gauge data availability. Numerical strain modeling techniques have been developed and demonstrated to help understand observed strain response behavior. Finally, proppant log has been further validated as a useful tool to map propped zones within the SRV. It has also shown very strong correlation with observed drawdown behavior at this test site. This report will detail many of these studies as well as technical results and conclusions from said studies. These include general subsurface characterization work, completion designs as implemented, studies looking at fracture geometry, high resolution microseismic study including source mechanisms, advanced DSS-RFS studies including drainage characterization, core characterization results, proppant analysis (core and in-fill child well), geochemistry, etc.
The computed tomography (CT) facilities and the Multi-Sensor Core Logger (MSCL) at the National Energy Technology Laboratory (NETL) in Morgantown, West Virginia were used to characterize core from the Lively Grove #1 Well (API 121892494700), drilled near Marissa, Washington County, Illinois. Core from the well was obtained as part of the Illinois Storage Corridor’s Carbon Storage Assurance Facility Enterprise (CarbonSAFE) project (DE FE0031892). The primary impetus of this work was to capture a detailed digital representation of the core from the Lively Grove #1 Well. The collaboration between the U.S. Department of Energy’s (DOE) NETL and the Illinois State Geological Survey (ISGS) enables other research entities to access information about this potential carbon storage location and Cambro-Ordovician Storage Complex formations of the Illinois Basin. The resultant datasets are presented in this report and can be accessed from NETL’s Energy Data eXchange (EDX) online system. All equipment and techniques used were non-destructive, enabling future examinations and analyses to be performed on these cores. Fractures, discontinuities, and millimeter-scale features were readily detectable with the medical CT scanner-acquired images. Imaging with the NETL medical CT scanner was performed on entire cores. Qualitative analysis of the medical CT images, coupled with X-ray fluorescence (XRF), gamma density, and magnetic susceptibility measurements from the MSCL were useful in identifying zones of interest for potential future analysis. Higher-resolution industrial and micro-CT images were acquired from selected zones along the depth of the core to visualize the structure in higher detail. The ability to quickly identify key areas for more detailed study with higher resolution will save time and resources in future studies. The combination of methods used provides a multi-scale analysis of the core; with the resulting macro- and micro-descriptions relevant to many subsurface energy related examinations traditionally performed at NETL.
With the support of DOE's Vehicle Technologies Office and the DOE/DOT Joint Office (JO), NREL has applied the EVI-X modeling suite to conduct a National Electric Vehicle Infrastructure Needs Assessment. This report considers a 2030 scenario in which 50% of light-duty sales are electric (including plug-in hybrids), resulting in an on-road stock of 33 million vehicles. We consider the needs of vehicles used for typical daily driving, drivers without access to residential charging, corridor charging supporting long-distance travel, and ride-hailing electrification. We find that a cumulative capital investment of $82 billion in public and private charging infrastructure will be necessary in our baseline scenario (approximately 3x greater than our estimate of planned investments to date). This result is framed as a conservative estimate as the assumed costs include charging equipment and installation but exclude the cost of grid upgrades and distributed energy resources.
The Los Alamos National Laboratory Fallout Calculator is a Java™ application that can calculate the dose from many nuclear detonations producing fallout. The fallout calculations are performed for one or multiple selected winds. The winds are from the years 2000 to 2010, for all 12 months, and for the 1 st , 10 th , and 20 th of each month. The winds are available from 0 meters to 50,000 meters altitude MSL. This Fallout Calculator performs ideal calculations. There is no terrain. The ground is perfectly flat at sea level. There is no rain that would cause radioactive hot spots. The wind is historical, not a current wind. Also, the wind is fixed in time. It does not vary over the 24 hours it takes the fallout to arrive on the ground. Therefore, this calculator is suitable for operational type studies. For instance, it can be used to calculate the relative difference in fallout patterns from different possible nuclear laydowns. It can be used to understand how frequently fallout would be likely to occur in a particular part of the US. It could be used to develop plans for how to protect the population from a nuclear attack. However, it should not be used to predict the dose in a city from an actual laydown, or to predict safe corridors for the population to use to egress from areas with high fallout.
The increased development of Connected and Automated Vehicle (CAV) systems, currently used for safety and driver convenience, presents new opportunities to improve the energy efficiency of vehicles. Southwest Research Institute (SwRI) achieved a 20% energy consumption reduction in a 2017 Toyota Prius Prime plug-in hybrid by using connectivity (V2V, V2I, V2X) as part of the Next Generation Energy Technologies for Connected and Automated on-Road Vehicles (NEXTCAR) program. The energy consumption gains were achieved by a combination of vehicle dynamics and powertrain control algorithms with a focus on SAE L1 and L2 automated vehicles where a human is still responsible for safe operation. SwRI is now involved in NEXTCAR-II, focusing on energy-efficient control tech for SAE Level 4/5 automated vehicles, aiming for a 30% energy reduction compared to stock hybrids. The rise of Mobility as a Service (MaaS) is driving investments in L4 and L5 automated vehicles. A study by the University of Michigan shows these vehicles might increase energy use and emissions by 3-20%. Technology similar to NEXTCAR can enhance energy efficiency in highly automated vehicles, leveraging improved sensing and actuation capabilities. While the NEXTCAR programs targeted energy efficiency improvements for a single vehicle, this program adopts a more expansive approach. It places its focus on understanding and testing the cumulative effects within a region or corridor, aiming to assess how a subset of vehicles equipped with NEXTCAR-style technologies influence the overall energy consumption of all vehicles traveling within that area. Additionally, the program explores infrastructure-based mobility solutions to optimize efficiency, and seeks to understand and quantify public perception and likelihood of technology adoption.
The LA100 Equity Strategies project synthesizes community guidance with robust research, modeling, and analysis to identify strategy options that can increase equitable outcomes in Los Angeles' clean energy transition. Grounded in the analysis of past and ongoing energy inequities and engagement with underserved communities, the project presents community-guided and community-tailored strategies that aim to operationalize recognition and procedural justice. This chapter focuses on recognition justice, identifying and analyzing past and present social, cultural, and institutional barriers to affordable and clean energy for LA communities, as well as disparities in the distribution of energy system burdens and benefits. Acknowledging historical and structural factors behind current energy inequities is a first step in developing energy equity strategies for the Los Angeles Department of Water and Power (LADWP) to achieve distributional justice - the just and equitable distribution of energy benefits and burdens in LA's energy transition. Recognition, procedural, and distributional justice are the three tenets of energy justice around which the LA100 Equity Strategies project is organized. In the United States, theory and practice around justice have historically focused on unequal distribution of environmental benefits and burdens. The historical siting of hazardous infrastructure such as power plants and transportation corridors in communities of color and low-income communities has disproportionately concentrated negative environmental impacts in their neighborhoods. Those inequities are reproduced via programs, policies, and other efforts (e.g., zoning and regulations, rebates and incentives, lending, investment, and financing) that directly affect people's lives and livelihoods. In recent decades, energy justice scholars and activists broadened their analysis to examine how environmental inequities intersect with other forms of social difference in the distribution of energy benefits and burdens. This approach investigates how differences in class, race, gender, age, and abilities, among others, intersect to understand the social, cultural, and institutional processes that create and perpetuate energy inequities. The LA100 Equity Strategies project embraces this approach to developing a more just clean energy future for LA. Because recognizing and understanding past and existing inequities is vital to addressing them in ways that ensure an equitable energy transition for all Angelenos, this chapter focuses on identifying and analyzing the challenges and inequities of LA's past and existing energy system, including LADWP programs.
This documentation focuses on a single end-use savings shape measure - Demand Control Ventilation (DCV). DCV can save energy by reducing the rate at which outdoor air (OA) is delivered during periods of less-than-design occupancy. This measure will enable DCV for air loops using applicable HVAC system types (all except dedicated outdoor air systems [DOAS], packaged systems, or that have an energy recovery ventilator [ERV]) and serving applicable space types (all except kitchens, dining areas, patient spaces, mechanical rooms, stairwells and corridors, or high exhaust space types) using model occupancy schedules to control the DCV. The measure is applicable to 72.7% of the stock floor area. As office buildings outside of California in ComStock are modeled using a single, whole-building space type, DCV is not applied to these building types. The DCV measure demonstrates 2.6% total site energy savings (119 trillion British thermal units [TBtu]) for the U.S. commercial building stock modeled in ComStock.
The U.S. National Blueprint for Transportation Decarbonization identifies the need to invest in infrastructure supporting low- and zero-emission vehicles, especially in low-income and overburdened communities, to eliminate nearly all greenhouse gas emissions from the transportation sector by 2050. The alternative fuel vehicle refueling property tax credit (26 U.S. Code § 30C) includes eligibility criteria intended to encourage investment in underserved communities based on the economic characteristics or urban character of the census tract in which the fueling infrastructure is installed. Eligible census tracts are those that qualify for the New Markets Tax Credit or that are not located within urban areas as defined by the U.S. Census Bureau. This study quantifies how many fueling-related amenities are currently located in census tracts that qualify and do not qualify for the 30C tax credit based on IRS Notice 2024-20. For existing electric vehicle charging stations, 51% of Level 2 and 60% of Direct Current Fast Charging public stations are located in eligible census tracts. 73% of natural gas, propane, and hydrogen fueling stations are in qualifying census tracts and 75% of biodiesel and renewable fuel stations are in qualifying census tracts. This compares with 73% of existing gas stations in eligible census tracts. For deploying the refueling infrastructure to satisfy future demand, this study shows that truck stops (94%), commercial truck stops (92%), and Federal Highway alternative fuel corridors (89%) are predominantly located in eligible locations. Additionally, significant percentages of the population (62%), light-duty vehicle registrations (64%), and medium- and heavy-duty vehicle registrations (68%) fall within eligible areas.
In this proposal we outline the methods to improve the isotope production of astatine-211 at the University of Pennsylvania Cyclotron Facility. Astatine-211 is an isotope that emits alpha- radiation and has high potential for treating otherwise untreatable cancers. The goal of this proposal is two fold, 1) Optimize current production of astatine-211 and maintain routine production and 2) develop new isotope production target systems and chemical isolation systems. By completing this proposal we will ensure that the University of Pennsylvania Cyclotron Facility continues to build it’s isotope program in an effort that unites under DOE isotope network supply initiatives with the overall goal of increasing the national supply of isotopes. The University of Pennsylvania is uniquely located in the northeast corridor of the United States of America and has access to dozens of institutions that could use astatine-211 in their research. With the support of the DOE we have the opportunity to provide additional momentum to this growing field of research and will be able to provide the foundation for economical development of astatine-211 research and application in medicine.
In the world of ever-advancing technology, Autonomous Systems (AS) find extensive application, bolstering functionalities of critical infrastructures such as nuclear power plants. These systems, however, are increasingly becoming a target for nefarious activities, namely through inference attacks, trojan attacks, and adversarial reprogramming. This paper delves into a comprehensive exploration of machine learning (ML)-driven autonomous control systems within advanced nuclear reactor designs, revealing the vulnerabilities and proposing strategies for defense against potential cyber-attacks. Advanced cyber-attacks against critical infrastructure and the energy sector are becoming more common. With the invention of autonomous control systems (ACS) within advanced nuclear reactor designs, system designers, reactor operators, and regulators must consider cybersecurity during the design and operational phases. This article provides a cyber threat assessment of machine learning (ML)- based digital twinning (DT) technologies in the context of advanced reactor ACS. A cyber-physical testbed was created to emulate nuclear reactor digital instrumentation and controls (I&C) and act as a basis for the ACS. The ACS was designed as two plant-level DTs predicting reactor malfunctions and determining control actions and two component-level DTs responsible for classifying component states and forecasting component inputs and outputs (I/O). Two duplicate ACS designs– one using a traditional ML framework and one using an automated ML (AutoML) framework– were created and tested against cyber-attacks on training data, real-time process data, and ML model architectures to determine their respective qualitative cyber-risk in terms of likelihood and impact. Both frameworks showed similar cyber-resilience against training, real-time, and ML architecture attacks, proving that neither is inherently more secure. Recommended safeguard and security measures are posed to system designers, reactor operators, and regulators to maintain the cybersecurity of ML-based DT technologies such as ACS, prompting a holistic view of shared responsibility for maintaining cyber-secure ML-based systems. As global reliance on generation III reactors begins to be critically assessed, the evolution towards advanced reactor systems utilizing digital instrumentation and controls (I&C) becomes not merely preferable, but essential. The integration of semi and fully autonomous control systems (ACS), powered by digital I&C and machine learning (ML)-based digital twinning (DT) technologies, emerges as a potent strategy to mitigate operations and maintenance costs, thereby enhancing the economic feasibility of novel reactor designs. However, with a staggering 500% and 380% increase in cyber-attacks reported against the energy sector by the United States Department of Energy (DoE) and the European Union respectively, a surge in cyber vulnerabilities specifically targeting the nuclear industry has been 2 markedly observed. Notable incidents, such as the W32.Ramnit spyware infiltration at the Gundremmingen nuclear power plant in Germany and the Dtrack spyware intrusion at the Kudankulam nuclear power plant in India, while not directly compromising core industrial control systems (ICS), underscore a compelling necessity to fortify cybersecurity protocols in safeguarding reactor systems against increasingly adept digital adversaries. In light of this, our investigation extends beyond conventional cybersecurity parameters, diving into the intricate web of potential vulnerabilities woven into ML-based DTs and ACS in advanced reactor systems. A crafted cyber-physical testbed and preliminary ACS were devised to act as a mirror, reflecting potential configurations of advanced reactor control designs. Moreover, this study is intertwined with a scrutinization of ML models, developed either through conventional, manually tuned methodologies or via automated means through AutoML, probing into their cyber-risk profiles within operational technology (OT) environments. Expanding on this, two distinct ACS blueprints were forged – one navigating through the corridors of traditional ML and the other traversing the path of AutoML – in an effort to holistically encapsulate the considerations pivotal to ML-based DT control system design. Employing the SANS Institute Industrial Control System (ICS) Kill Chain and the MITRE ATT&CK Tactics, Techniques, and Procedures (TTP) framework, a structured analysis was conducted, launching three targeted attacks against the training dataset, real-time dataset, and ML models, therein dissecting the potential cyber-attack implications against both ML frameworks within an ACS milieu. It is essential to note that three distinct categories of attacks were conducted against both ACS configurations, each encompassing three distinct ML-based DTs, cumulating in a total of 18 varied attacks. This exploration extends into the realms of Autonomous System Inference, Trojan, and Adversarial Reprogramming Attack and Defense, unraveling vulnerabilities, and opportunities for fortified defenses against such intrusions, particularly where ML-driven technologies, and by extension, ACS, are deployed. Final recommendations, articulated through a lens of security, safeguard, and implementation considerations, are presented for both traditional and AutoML models, anchoring upon the existing knowledge landscape and ML-based DT modeling for ACS, and are offered as a beacon to guide the nuclear industry through the intricate cybersecurity challenges that lie ahead.
Incorporating pedestrian movements in traffic signal timing optimization is essential for ensuring smooth and safe urban transportation systems. To develop an effective signal timing plan, it is crucial to comprehend how various pedestrian accommodation strategies impact both vehicle and pedestrian flow. This study explores the application of the Decentralized Graph-based Multi-Agent Reinforcement Learning (DGMARL) method for signal timing optimization. It considers both pedestrian and vehicle traffic state and assesses the effects of fixed and adaptive pedestrian request response on traffic and signal timing. The evaluation of DGMARL encompasses vehicles Eco_PI which is fuel consumption impact related to vehicle stops and stop delay, and pedestrian waiting time to ensure overall system efficiency. The proposed approach was evaluated using a Digital Twin microscopic traffic simulation model of MLK Smart Corridor in Chattanooga, Tennessee. The evaluation outcomes of vehicles Eco_PI, pedestrian waiting time and serving time are compared with the actuated and DGMARL signal timing with fixed pedestrian recall and minimum recall to determine the most suitable approaches for various traffic conditions. The results indicated that, on average, the strategy of Signal timing optimization with adaptive pedestrian request response improved the Eco_PI by 32.43%, and Signal timing optimization with both automated pedestrian traffic demand and adaptive pedestrian request response improved the Eco_PI by 31.62% compared to the actuated and DGMARL signal timing with fixed pedestrian recall and minimum recall.
The Computed Tomography (CT) facilities, the Multi-Sensor Core Logger (MSCL), and the Geologic Storage Core Flow laboratory at the National Energy Technology Laboratory (NETL) in Morgantown, West Virginia and Pittsburgh, Pennsylvania were used to characterize a core through Upper Pennsylvanian strata (limestones, mudstones, and sandstones) from the Sleepy Hollow Reagan Unit (SHRU) 86A well in southwest-central Nebraska. The Integrated Mid-Continent Stack Carbon Storage Hub (IMSCS-HUB) core from the vertical well was obtained as part of the Department of Energy’s (DOE) effort to assess the feasibility of stacked storage complexes in Nebraska and Kansas to support a commercial-scale CO2 storage hub. The Sleepy Hollow Field (SHF) is one of three sites within the IMSCS-HUB corridor. Bulk scans of core were obtained from the IMSCS-HUB SHRU 86A well. This report, and the associated scans, include detailed datasets not typically made available to the public. The data sets presented in this report can be accessed from NETL's Energy Data eXchange (EDX) online system.
In order to develop improved methods for characterization and monitoring of hyporheic exchange along stream and river corridors, this project evaluated and compared concentration (C) and discharge (Q) correlations between the dam-managed, intermittent Rio Grande River and the perennial East Fork Poplar Creek in Oak Ridge, Tennessee. Additionally, a multimethod geoelectric survey was implemented between January and March 2022 along a 220-meter long reach of the bedrock-lined East Fork Poplar Creek in Oak Ridge, Tennessee to identify locations of surface-water and groundwater exchange in the bedrock-lined streambed and characterize the subsurface flow paths that convey water between the stream and flood plain.
The Joint Office of Energy and Transportation maintains the Electric Vehicle Charging Analytics and Reporting Tool (EV-ChART), which provides a centralized hub for submitting electric vehicle (EV) charging infrastructure data directed by the Federal Highway Administration (23 CFR 680.112(a)-(c)). EV-ChART provides a streamlined data submission process and an integrated set of analytic tools, connects to other data sources, and empowers data sharing and access across stakeholders, including the public. Any data shared publicly will be aggregated and anonymized to stay in accordance with 23 CFR 680. This EV-ChART Data Format and Preparation Guidance provides a comprehensive overview of the data reporting requirements as authorized under 23 CFR 680.112(a)-(c)). The guidance is intended to be used alongside the EV-ChART Data Input Template, which defines the tabular data structure that these data submissions must follow. Per 23 CFR 680.112(a)-(c), the annual and quarterly data submissions are required of all National Electric Vehicle Infrastructure (NEVI) Formula Program projects, as well as projects for the construction of publicly accessible EV chargers that are funded with funds made available under Title 23, United States Code, including any EV charging infrastructure project funded with federal funds that is treated as a project on a federal-aid highway. One-time data submissions are required of both the NEVI Formula Program projects and grants awarded under 23 U.S.C. 151(f) for projects that are for EV charging stations located along and designed to serve the users of designated Alternative Fuel Corridors (AFCs). Other information and data required in 23 CFR 680, such as 23 CFR 680.112(d), 23 CFR 680.116(c), and 23 CFR 680.106(a), are not discussed in this guidance.