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DOE OSTI2026

Offshore Wind Farm Turbine and Energy Storage Optimization

Abstract This paper evaluates the technical and economic feasibility of repurposing decommissioned offshore oil and gas platforms as electrical substations for offshore wind projects in the U.S. Gulf of America, a region characterized by relatively low and highly variable wind speeds, extensive legacy offshore infrastructure, and exposure to merchant electricity markets. A unified techno-economic framework is developed using the Repurposing Offshore Infrastructure for Continued Energy (ROICE) Economic Model (REM) to integrate Gulfspecific wind resource assessment, commercial wind turbine performance, offshore infrastructure cost modeling, and wholesale electricity market exposure. Gulf wind speed data are vertically extrapolated to turbine hub height and combined with manufacturer power curves to compute annual energy production and capacity factors across a broad portfolio of commercial turbines, enabling identification of turbine designs best suited for low-wind offshore environments. Hourly electricity price data from the Midcontinent Independent System Operator (MISO) day-ahead market are incorporated to characterize revenue potential, price volatility, and the temporal alignment between wind generation and market conditions. In addition, a conceptual framework for offshore battery energy storage system (BESS) integration is developed to support future investigation of market-responsive energy shifting at repurposed platforms. Results from the turbine evaluation demonstrate that machines with lower cut-in wind speeds and earlier ‘rated-power’ characteristics significantly outperform larger, industry-standard offshore turbines for the same net power under Gulf wind conditions, underscoring the need for region-specific technology selection. Market analysis further reveals substantial price variability and limited intrinsic alignment between wind production and high-price periods, motivating consideration of operational flexibility mechanisms. While storage optimization is not implemented in this study, the REM framework establishes a transparent and replicable foundation for co-evaluating turbine selection, infrastructure constraints, and market exposure, providing a practical pathway for assessing the potential role of repurposed offshore platforms in enabling economically viable offshore wind development in the Gulf of America.

02 PETROLEUM↗
DOE OSTI2025

ChemComp: Compiling and Computing with Chemical Reaction Networks

The exponential growth in computing demands driven by scientific computing, data analytics, and artificial intelligence is pushing conventional CMOS-based high-performance computing systems to their physical and energy efficiency limits. As we approach the era of post-exascale computing, disruptive approaches are necessary to overcome these barriers and achieve substantial gains in energy efficiency. Analog and hybrid digital-analog computing systems have emerged as promising alternatives, offering the potential for orders-of-magnitude improvements in efficiency. Among these, biochemical computing stands out as a novel paradigm capable of leveraging the natural efficiency of chemical reactions, which have shown promise in solving optimization problems by converging to steady states. By scaling up reaction networks or reaction vessel sizes, biochemical systems present an opportunity to meet the high-performance demands of modern computing tasks. Despite their promise, significant theoretical and practical challenges remain, particularly in formulating and mapping computational problems to chemical reaction networks (CRNs) and designing viable biochemical computing devices. This paper addresses these challenges by introducing new ideas to ChemComp, a compilation and emulation framework for chemical computation. This work describes the mechanisms through which solutions to ordinary differential equations (ODEs) that can be represented as CRN systems can be achieved. Furthermore, we explain the design principles of an ODE dialect implemented as a multi-level intermediate representation (MLIR) compiler extension that will be coupled with existing infrastructure. We demonstrate the potential of our framework through a case study emulating a simplified chemical reservoir computing device. This work establishes foundational tools and methodologies necessary to harness the computational power of chemistry, paving the way for the development of energy-efficient, high-performance computing systems tailored to contemporary and future computational needs.

Bohm Agostini, Nicolas↗
DOE OSTI2022

Small Hydropower Interconnections: Analysis of Interconnection Processes

Small hydropower projects have faced the challenge of navigating the process to interconnect their generation source to electricity distribution and transmission grids. Small hydropower developers have found interconnection procedures to be opaque and ultimately result in unexpected cost surprises and long timelines. Noting these challenges, the U.S. Department of Energy Water Power Technologies Office enlisted Pacific Northwest National Laboratory (PNNL) and Oak Ridge National Laboratory (ORNL) to investigate the small hydropower interconnection landscape across the United States. After reviewing the status of small hydropower (“Small Hydropower Interconnections: Small Hydropower in the United States”) and the interconnection procedures across the United States (“Small Hydropower Interconnections: State Interconnection Processes”) in the first two white papers of this series, this paper uses recent data from small hydropower interconnection applications to benchmark the efficacy of the process. Using data from interconnection queues hosted by utilities, balancing authorities, independent system operators (ISOs), and regional transmission organizations (RTOs), this paper provides context for the costs, timelines, and types of upgrades required for small hydropower projects. Interconnection applications and study reports for small hydropower projects were analyzed to collect key pieces of information about the interconnection process, timeline, costs, and type of upgrades required for interconnection. Information sourced from the reports was entered into an Interconnection Benchmarking database (IBdb), which may be found in Appendix A.1. Information from this database was used to evaluate the performance and challenges associated with interconnecting small hydropower projects. This white paper presents a description of the sources contained in the interconnection database (Section 2.0), an analysis of the interconnection timeline (Section 3.0), an evaluation the cost of interconnection upgrades (Section 4.0), and a description of the types of infrastructure upgrades (Section 5.0). The final paper in this series (“Small Hydropower Interconnections: Best Practices”) will use the analysis described here to outline best practices for interconnection processes that will help overcome barriers to future small hydropower development.

13 HYDRO ENERGY↗
DOE OSTI2022

Port of New York and New Jersey Drayage Electrification Analysis

The National Renewable Energy Laboratory (NREL) evaluated the potential for drayage electrification in the Port of New York and New Jersey (PoNYNJ), with a focus on operators: Harbor Freight Transport (HF), Safeway Trucking (SWT), and International Motor Freight Inc (IMF). This report summarizes the data collection and electrification evaluation of all three drayage operators, includes detailed operational data, and identifies the performance requirements for battery electric tractors (BETs) and corresponding infrastructure operated within the context of PoNYNJ drayage operation. This report also details a methodology to evaluate opportunities, strategies, and challenges associated with future expansions of BETs in meeting PANYNJ emissions goals. The Port Authority has established a goal of achieving Net Zero carbon emissions by 2050 across all facilities, including from tenant and stakeholder sources such as drayage trucks. NREL used real-world performance data collected on the three PoNYNJ drayage operations, along with modeling and analysis tools to compare BET to diesel trucks. From March to July 2021, NREL collected 1Hz vehicle and engine data from 46 drayage trucks at the three operators totaling nearly 121,000 miles of operation, providing enough information to assess vehicle operations for electrification potential. A Future Automotive Systems Technology Simulator (FASTSim) electric truck powertrain model was validated using PoNYNJ data and scenarios were run to evaluate drayage truck electrification requirements over the real-world cycles. The first scenario examined BET viability with minimal changes to existing operations. This assumes the trucks charge when stopped for two hours or longer, have a functional battery size of 375 kWh, and can charge at 270 kilowatts (kW) average which are the specification of the commercially available Freightliner eCascadia. The second scenario looked at what operational, charging infrastructure, and BET technology changes would be needed to fully electrify. Finally, detailed analysis was run on charging rate structure to understand operational costs to the fleets. The studied drayage trucks averaged 5.1 MPG, spent roughly 9% of their energy at idle, and drove an average of 140 miles per day with a maximum daily distance of 573 miles. The FASTSim model results indicate a comparable BET would use 417 kWh of energy per day on average accounting for cargo weight, which is close to the full usable capacity of the eCascadia currently available on the market. Based on the daily average operating data, partial fleet electrification is possible with current technology. However, some specific days of operation would require over 1,600 kWh of energy due to longer distances traveled by the trucks and more intense operation. Trucks used for long distance and intense operation cannot be readily electrified with current technology without operational changes. Full adoption of BETs could reduce CO 2 emissions from these fleets by roughly 75% today, eliminating 76 metric tons of CO 2 (MTCO 2 ) per vehicle each year, which equates to 24,100 MTCO 2 per year for all three operators. Commercially available direct current fast chargers (DCFC) have charge rates up to 350 kW. Based on the average daily modeled energy use for each operator, current industrial rate structures, and the assumption of 350 kW peak charging, full drayage electrification would increase electricity consumption. In addition, peak demand usage would increase with unmanaged charging along with cost of electricity having a direct impact on cost per mile for electric vehicles. The resulting cost per mile for BETs along with comparable cost per mile for conventional diesel trucks are also examined at $\$$4.00 per gallon of diesel. It will be important for PANYNJ and the drayage operators within the PoNYNJ to consider these load impacts to their existing electrical infrastructure and devise operational strategies that avoid coincident charging of vehicles to mitigate demand charges. Despite these electricity cost increases, savings from reductions in diesel consumption will help offset the costs of this increased electricity consumption. However, prices of both electricity and diesel are subject to change based on various factors meaning the realized savings will vary over time. This shows BETs could be cost-competitive on an energy cost per mile basis for all scenarios while diesel is above $\$$3.00/gal. Further, if diesel prices dropped to the 15-year low of $2.33/gal, it would still be cost competitive to operate the EVs with electricity costs of 16.3 ¢/kWh or less.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

The Value of Sharing and Consolidating Critical Community, Electricity, and Natural Hazard Information

The California Public Utilities Commission (CPUC) sought support for the development of database schema specifications for a bi-directional data portal that would foster cross-jurisdictional collaboration necessary to improve resilient energy infrastructure planning processes. This technical assistance activity involved Berkeley Lab researchers reviewing 34 local/tribal government hazard mitigation plans to assess (1) the natural hazards that communities are most concerned about; (2) the variety of–and terminology used to describe–critical community infrastructure; and (3) the availability of GIS information that could be incorporated into CPUC-mandated "Microgrid Planning Portals". In addition, we develop a common, but generic data taxonomy showing what fields to collect to encourage consolidating and sharing of this information in the future. Finally, we partnered with the Bishop Paiute tribal government to demonstrate the value of combining electricity infrastructure, natural hazard layers, and critical community infrastructure into a series of maps. The project demonstrated that a single system containing both electric utility and community infrastructure data—as well as information about natural hazards—will help the state of California, the IOUs, first responders, and long-term planners better prepare for—and thus lower their exposure to these ongoing and emerging hazards. The project also identified a number of challenges that will need to be overcome before it is possible to stand up a single system to display this information.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2021

GT Flex: A Coordinated Multi-Building Pilot Study

Buildings are a significant and untapped resource for providing utility electric grid services. Recent studies have estimated that buildings could reduce the peak demand on the electric grid in the U.S. by almost 25% through effective combinations of energy efficiency (EE) measures and load flexibility strategies (Langevin et al. 2021). The U.S. Department of Energy (DOE) has established a goal to triple energy efficiency and demand flexibility in both residential and commercial sections by 2030 compared to 2020 levels (Satchwell et al. 2021). Such findings place buildings alongside electric vehicles, photovoltaics, electric batteries, and other distributed energy resources (DERs) as primary technologies needed for supporting high renewable energy generation grids. Coordinating and optimizing multiple buildings and other DERs is more beneficial and valuable when compared with individual buildings and DERs operating as siloed resources, uncoordinated with others (Olgyay et al. 2020). A pilot study at the Georgia Institute of Technology (GIT) was conducted to evaluate value propositions of a multi-building scale project seeking carbon reduction, energy efficiency and grid-interactive capabilities, by demonstrating the means by which stakeholders can determine the technical and financial merits of grid-interactivity and energy efficiency technologies coordinated across multiple assets. The study focused on analyzing technical feasibility of deploying thermal load flexibility strategies at the multi-building scale, coordinated to not exceed existing infrastructure constraints at the pilot site. Results show that campus can provide 3-3.5 MW of potential load shed over a 4-hour event window through coordinated dispatch of thermal cooling load flexibility without exceeding existing infrastructure capacities. Under future high renewable scenarios, this thermal flexibility resource is also valuable when coordinated to reduce curtailment of intermittent renewables. Economic analyses were performed to effectively communicate various value propositions of grid-interactive and efficient building (GEB) thermal flexibility strategies. Load flexibility presents a financial value proposition to the campus today. By conducting rationalized, coordinated dispatch in response to real time price (RTP) fluctuations, the campus can benefit materially from daily price arbitrage. The RTP signal acts as an aggregating mechanism between the utility and customer to call on demand flexibility resources, with a large portion of the benefit deriving from a relatively small number of days. Realizing and maximizing this benefit with thermal load flexibility requires careful attention to the timing of pricing signals and parameterization of dispatch to overcome efficiency penalties. Grid value and signals are expected to evolve over time, and thermal load flexibility shows potential to adapt dispatch logic to support intermittent renewable generation.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

System Analysis Modeling and Intermodal Transportation for Commercial Spent Nuclear Fuel

The United States Department of Energy (DOE) has long term goals to develop solutions for managing the nation’s spent nuclear fuel (SNF) and high-level waste (HLW) inventory. The Integrated Waste Management (IWM) program under the DOE office of Nuclear Energy (DOE-NE) is employing system-level engineering and analysis principles to inform potential future waste management system architectures. Managing the spent nuclear waste requires the use of system-level analysis software that takes various aspects of the fuel cycle into account like waste generation, on-site/centralized storage, transportation infrastructure, and long-term disposal. The Next Generation System Analysis Model (NGSAM) is an agent-based model that was developed to simulate the transportation and storage of SNF and HLW. As an agent-based model, NGSAM has the capability to detail the interaction and movement of individual components and groups, such as rail cars and casks. The SNF inventory from commercial nuclear reactors is currently in temporary storage at multiple locations spread across the United States. Shipping of SNF from these locations relies on one of three transportation modes: rail, heavy-haul truck, or barge. Out of the three modes identified, rail is generally the most preferred due to the size of the canisters and casks the SNF would be shipped in. However, under some scenarios, a direct rail route might not be readily available to a reactor site or improving the rail infrastructure at shutdown sites might be too cost-prohibitive for utilities to opt for a direct rail transfer. Under such scenarios, using a barge or heavy haul truck to de-inventory the site and transfer the SNF to a nearby intermodal transfer site with adequate rail infrastructure where the payload could be transferred to a rail car might prove to be an attractive option. This work initially presents the various intermodal transportation options that could be used to transfer SNF from reactor sites to rail cars. This is followed by exploring the operational steps in each of these modes to move the SNF from a reactor site and transfer it to a rail car. This work also presents the procedure of implementing the intermodal transfer methodology in NGSAM using various Java methods. Finally, the process times for accomplishing each of the individual steps are furnished. The implementation ideology, assumptions, and future steps are presented in this work.

Gadey, Harish Reddy↗
DOE OSTI2024

Microreactors for a Changing Energy Landscape

Join us for a discussion on the role of microreactors within our sustainable energy future. This interactive session will invite attendees to engage directly with nuclear industry trailblazers. Together, we'll uncover the promise of microreactors in meeting nuclear data needs, powering remote locations, and overcoming the challenges of regulatory landscapes. Your participation will help shape a dialogue on how diverse perspectives can unite to transform our energy infrastructure.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2020

Electrification Futures Study: Methodological Approaches for Assessing Long-Term Power System Impacts of End-Use Electrification

By its nature, electrification enhances the coupling between the electric sector and end-use sectors. Assessing the impacts of electrification requires both an examination of the complex interactions between sectors and a broader assessment of multiple parts of the energy system. The Electrification Futures Study (EFS) uses several complementary modeling and analysis tools to analyze the impacts of electrification on the U.S. energy system. In particular, the EFS relies on an overarching scenario analysis approach, but through the use of separate modeling approaches designed to assess various electricity demand- and supply-side futures. The primary model employed to generate the supply-side scenarios is the Regional Energy Deployment System (ReEDS) model, which is a capacity expansion model for the U.S. electricity system through 2050. Traditionally, the model has been primarily exercised in scenario analysis that implicitly assumed limited electrification. Because of this assumption, resulting future load profiles are approximated by historical ones, load growth is driven primarily by population and economic growth only, and changes in direct end-use natural gas consumption do not effect natural gas costs for electricity generation. In this report, we (1) reflect the potential for resource sharing between regions given these changes in demand, (2) represent how changes in natural gas consumption in end-use sectors could impact the economics of natural gas-fired generation, and (3) document a new model representation of demand-side flexibility used for the EFS. These improvements to ReEDS are employed for the EFS supply-wide analysis, which is summarized in a companion EFS report titled Electrification Futures Study: Scenarios of Power System Evolution and Infrastructure Development for the United States (Murphy et al. 2019). The data and methods documented in this report could also be adapted for other models with similar scope and limitations as ReEDS, and these data and methods could be used to assess future electric system scenarios.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

Co-optimized Mixed-Mode Engine and Fuel Demonstrator for Improved Fuel Economy while Meeting Emissions Requirements

Progressively increasing regulatory demands on fuel economy and future global emission standards have led to a focus on advanced engine development to improve overall engine efficiency and fulfill emission requirements. Low temperature combustion (LTC) and gasoline compression ignition (GCI) are promising technologies to achieve these goals and have the advantage of using existing refinery infrastructure and subsequent economies of scale for a robust energy supply. By applying spark ignition (SI) for cold start, LTC for low load operations, and GCI for medium to high load operations, a multimode GCI engine concept was proposed and the fuel formation was co-optimized to maximize fuel economy improvement potential while maintaining ULEV 70 emissions standards. HATCI has successfully demonstrated the feasibility of this multimode GCI engine concept, and confirmed the fuel economy improvement over the baseline SI engine by simulating the FTP75 vehicle drive cycle. In this report, the technical approaches, multimode engine control, and engine test results of both steady state and transitions, CFD modeling, fuel testing, and FTP75 drive cycle simulation results are summarized, followed with technical challenges observed, and recommendations for possible follow-up studies.

02 PETROLEUM↗
DOE OSTI2026

Lessons Learned for Transmission Cost Allocation in U.S. Regional Markets

Expanding electric transmission can facilitate generator interconnection and improve grid reliability. Assigning costs for new transmission infrastructure is highly contentious because these costs can have a direct impact on energy prices and ratepayer bills. In this report, we evaluate what factors influence successful transmission cost allocation agreements. Through a review of legal disputes, existing cost allocation practices, and regional case studies, we identify potential strategies to minimize cost allocation disputes for future projects. The report also highlights the processes by which regions can update their cost allocation methods. While we do not consider cost allocation methods currently under development for compliance with FERC Order 1920, the trends and lessons learned identified in this report can inform discussions on effective cost allocation methods to reduce barriers for transmission development.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2026

Evaluation of AI-enabled Digital Documented Safety Analysis

The National Reactor Innovation Center (NRIC) is leading a transformative initiative to accelerate advanced reactor deployment by fundamentally reimagining how nuclear safety basis documentation is developed, reviewed, and maintained. Traditional Documented Safety Analysis (DSA) processes for DOE-authorized facilities rely on static, document-centric workflows that consume significant time and resources, exemplified by recent major licensing efforts requiring hundreds of thousands of staff hours and millions of pages of documentation review. These conventional approaches create barriers to the rapid, cost-effective deployment of advanced reactors that America's future energy needs demand. NRIC's DOE Authorization Digital Transformation Project addresses these challenges through an innovative framework that integrates artificial intelligence (AI), digital engineering, and systems-based data management into a cohesive digital ecosystem. This white paper presents NRIC's methodology for evaluating AI-enabled document generation capabilities within this broader digital infrastructure, using the Demonstration of Microreactor Experiments (DOME) facility as a pilot case study. The evaluation will assess an AI tool's ability to generate a Preliminary Documented Safety Analysis (PDSA) through progressive integration stages—from standalone document processing to full digital thread connectivity—while maintaining rigorous verification, validation, and regulatory acceptance standards. By establishing dynamic, traceable connections between design data and safety documentation, NRIC's approach has the potential to reduce both document development time and regulatory review cycles by as much as 50%, while simultaneously improving accuracy, consistency, and traceability. This initiative represents a critical step toward establishing reusable digital infrastructure that reactor developers can leverage to accelerate their path from concept to commercial operation, directly supporting NRIC's mission to demonstrate and deploy advanced nuclear energy technologies.

22 - GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2021

There's No Place Like Home: Residential Parking, Electrical Access, and Implications for the Future of Electric Vehicle Charging Infrastructure

In March 2021, the cumulative sale of plug-in electric vehicles (PEVs), including plug-in hybrid electric vehicles (PHEV) and battery electric vehicles (BEV), reached 1.8 million in the United States (Argonne National Laboratory 2021). However, PEV adoption is still in its infancy; its market share has just reached around 3% of new light-duty vehicle (LDV) sales by the end of 2020 (Alliance for Automotive Innovation 2021). Current trends suggest that PEV market share in the United States is increasing. The U.S. Energy Information Administration's (EIA's) 2020 Annual Energy Outlook forecasts PEV registrations to exceed 8 million vehicles by 2030 (AEO 2020). PEV adoption is expected to be led by states that are regulating the sale of zero emission vehicles (ZEVs) (California Air Resources Board). California continues to push for more aggressive ZEV regulations; the state recently issued an executive order aimed at 100% of LDV sales being ZEVs by 2035 (Office of Governor Newsom). At the federal level, the Biden administration has shown great ambition in encouraging broader electric vehicle (EV) adoption, including setting the goal of installing 500,000 new chargers nationwide (The White House 2021). Access to charging infrastructure is consistently cited as one of the primary barriers to the increased sale of PHEVs and BEVs (Carley et al. 2019). In the United States, PEV charging options are often described using a pyramid structure, with residential charging as the foundation, workplace charging in the middle, and public charging on top (Figure 1). The existing electricity system, which generates, transmits, and distributes electric fuel to residential households, has helped PEVs partially overcome the "chicken and egg" conundrum that has haunted other alternative fuels. Viable home access to electric charging is also an important equity issue, because non-residential PEV charging options (e.g., workplace or public charging stations) are generally more expensive. Households without residential charging access may experience higher total cost of PEV ownership if non-residential charging options are more costly.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

The rise of electric vehicles—2020 status and future expectations

Electric vehicles (EVs) are experiencing a rise in popularity over the past few years as the technology has matured and costs have declined, and support for clean transportation has promoted awareness, increased charging opportunities, and facilitated EV adoption. Suitably, a vast body of literature has been produced exploring various facets of EVs and their role in transportation and energy systems. This paper provides a timely and comprehensive review of scientific studies looking at various aspects of EVs, including: (a) an overview of the status of the light-duty-EV market and current projections for future adoption; (b) insights on market opportunities beyond light-duty EVs; (c) a review of cost and performance evolution for batteries, power electronics, and electric machines that are key components of EV success; (d) charging-infrastructure status with a focus on modeling and studies that are used to project charging-infrastructure requirements and the economics of public charging; (e) an overview of the impact of EV charging on power systems at multiple scales, ranging from bulk power systems to distribution networks; (f) insights into life-cycle cost and emissions studies focusing on EVs; and (g) future expectations and synergies between EVs and other emerging trends and technologies. The goal of this paper is to provide readers with a snapshot of the current state of the art and help navigate this vast literature by comparing studies critically and comprehensively and synthesizing general insights. This detailed review paints a positive picture for the future of EVs for on-road transportation, and the authors remain hopeful that remaining technology, regulatory, societal, behavioral, and business-model barriers can be addressed over time to support a transition toward cleaner, more efficient, and affordable transportation solutions for all.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

The Role of Innovation in the Electric Utility Sector

Innovation is essential for future power systems to be safe and secure, clean and sustainable, affordable and equitable, and reliable and resilient, according to a recent National Academies report. But state regulatory reforms are needed to encourage adoption of new technologies to support evolution of the nation’s power systems.1 Berkeley Lab's report, The Role of Innovation in the Electric Utility Sector, provides consumer, labor, utility, third-party provider, and clean technology consultant perspectives on this theme. To achieve state targets for clean energy and greenhouse gas emissions, some state regulatory utility commissions are exploring new approaches to spur innovation: -For utilities, regulatory and marketing flexibility, increased funding for demonstration projects, and performance-based ratemaking including multi-year rate plans -For third parties, ways to provide utility customers with innovative products and services directly Among the questions the report addresses: 1. How are consumer advocate views evolving with respect to innovative regulatory and ratemaking approaches? 2. How can utility decarbonization and grid modernization initiatives provide opportunities for local communities and workers to receive tangible benefits and facilitate community support for siting electricity infrastructure? 3. How are electric utilities partnering with technology companies to provide innovative energy management services and sustainable energy solutions for utility customers? 4. What regulatory innovations are public utility commissions exploring to enable third-party providers to participate in the transition to a modern electric system? 5. What regulatory changes are needed to enable innovative solutions from utilities and third parties at the necessary speed and scale to meet state decarbonization goals? The report is the 13th in the Future Electric Utility Regulation series, which taps leading thinkers to tackle complex regulatory issues for electricity. 1 National Academies of Sciences, Engineering, and Medicine. 2021. The Future of Electric Power in the United States. The National Academies Press.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Visualizing Comparisons of Bill of Materials

Protecting critical infrastructure from cyber attacks, natural disasters, and other disruptions is a priority of the U.S. Government. Critical infrastructure includes providing electricity to homes and businesses, supplying natural gas for heating, and producing renewable energy sources. A loss of these services, as seen in the Solarwinds supply chain attack in 2020 , Texas snowstorm of 2021, the Colonial Pipeline cyber incident of 2021, and the Washington power substation attacks in 2022 result in high costs to consumers, disruption of everyday life, and even death. To protect the infrastructure, we first have to know what equipment we are protecting. The complexity of distributed manufacturing and development coupled with the increasing prevalence of cyber and supply chain attacks necessitates a greater understanding of the hardware and software components that comprise equipment in critical infrastructure. When a vulnerability in a single software library can have disastrous consequences, it is vital to understand critical equipment and systems at a granular level. This need has led to increased energy around the development and incorporation of bill-of-materials (BOM) into existing asset management practices to aid in mitigating, and responding to future attacks \cite{noauthor_software_nodate}. While much of the current research is devoted to creating BOMs, it is equally important to develop methodologies for leveraging BOMs to answer questions, such as: How has my software changed? Are two pieces of equipment equivalent? Does this piece of equipment that just arrived match my historical information? In this work, we demonstrate how BOMs can be represented by graph structures. We then describe how these structures can be fed into a graph comparison algorithm to produce a novel interactive visualization that allows us to not only identify differences in BOMs, but show exactly where they are in the product.

Jones, Rebecca D.↗
NASA NTRS2015

50-Year Window to Establish a Space Faring Civilization

Humankind may only have a short window of 50 years to become a space-faring civilization, after which time the opportunity to do so may become too difficult or impractical to pursue. Current policies for space exploration and infrastructure development implicitly assume a gradualistic approach to technology, budgets, and mission execution -- the common thought has been that there will be plenty of time in humankind's future to become a space-based species, and whatever we are unable to accomplish will be borne by the generations that follow. However, considering natural events, available energy, and human tendencies, the timing to make the most effective effort to achieve multi-planet status might be now, before momentum is lost and we become distracted by Peak Oil and changing energy economies -- restarting a space program after such turmoil may be more difficult than would be practical without cheap, storable, high-energy density petroleum. "Space-faring civilization" is defined as an economically profitable space-based economy that demands the presence of humans off-world in order to sustain a high level of prosperity. An initial foothold for a space-based economy that would fit within the 50-year window might include Earth dependence on rare-earth elements or other hard-to-obtain minerals mined from moons or asteroids, or a permanent settlement on another planet. Using published sources, notional mass and energy requirements for a minimal self-sustaining Mars settlement is calculated, and the number of launch vehicles discussed. Setting the launch schedule to match that of current NASA projections, it could take more than 26 years of semi-annual launches to build up such a self-sustaining human settlement -- a cost and commitment that has not been acknowledged nor planned for. Considering the time required to establish a multi-planet species, this paper frames the required window of decision that, if not taken, could condemn the species to Earth subject to whatever natural or human-made calamities that endanger single-planet civilizations.

human exploration↗
DOE OSTI2025

EV Charging Infrastructure Energization An Overview of Approaches for Simplifying and Accelerating Timelines to Processing EV Charging Load Service Requests

The United States has seen significant growth in electric vehicle (EV) adoption, leading to increased demand for EV charging infrastructure. Over the past decade, EV charging infrastructure site developers, site hosts, and electric distribution utilities have navigated the process to integrate chargers onto the electric grid. Site developers and site hosts have raised the alarm that the integration process for high-powered EV charging projects does not meet the needs of the EV market for timeliness or cost. High-powered charging stations typically require a load service request or an agreement with the local utility to connect to the grid. The process of energizing a new high-powered charging site can be complex and time-consuming, often taking up to 2 years. This timeline is the result of current utility energization processes having been designed for construction projects that take longer to build (i.e., buildings). The specific challenges stem from various factors, including compartmentalization in application processes, the integration of EV charging process approvals with other distributed energy resources (DERs), and the need to ensure grid reliability. The energization process needs to evolve to meet the growing demand for high-powered EV charging. This white paper compiles information gathered through various conversations with key stakeholders, including utilities, utility regulators, EV charging operators, site developers, and authorities having jurisdiction (AHJ) as well as through an extensive literature review. This document identifies the challenges and provides potential solutions to streamline the process of connecting EV charging infrastructure to the power grid in the United States, serving as a starting point for future conversations around these solutions. The solutions noted in this white paper require collaborative efforts among utilities, regulators, and EV charging infrastructure developers to streamline the grid connection process for EV charging infrastructure. They are broadly organized into four areas: 1. Increase data access and transparency: Develop automated load service request tools, integrate hosting capacity and load service request analyses, incorporate EV adoption forecasts, and provide transparency on the processing queue. 2. Improve energization processes and timing: Create fast-track options based on prescreening criteria, provide flexibility or phased approvals in the load service request/interconnection process, build internal knowledge within utilities about EV charging technologies, and provide standardized workforce training. 3. Promote economic efficiency: Right size distribution components to accurately reflect the load requirements of EV charging infrastructure, make proactive investments in grid infrastructure based on EV adoption forecasts and growth projections, and consider energy equity and environmental justice factors such as equitable access to EV charging when planning infrastructure. 4. Improve grid reliability and resilience: Use load management/power control systems (PCS) at EV charging stations, adopt and implement harmonized standards for communication protocols and information models between the EV charging and grid control infrastructure, and address cybersecurity considerations by implementing robust security measures and standards for EV charging infrastructure—with particular emphasis on clarifying the security requirements for the interface to the grid. The objective of the solutions proposed in this white paper is to accelerate the timeline and decrease costs associated with connecting EV charging infrastructure to the grid. Electric utilities, utility regulators, EV charging infrastructure developers, and site hosts will first need to understand which solutions are available in their service territory, and if warranted, which combination of solutions would support their specific needs. Through the successful implementations of solutions at scale detailed here, industry will demonstrate a new and innovative ecosystem where timely deployment and energization of EV charging infrastructure with greater grid resiliency and reliability is a reality.

24 POWER TRANSMISSION AND DISTRIBUTION↗