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2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Supply Chain Sustainability Analysis of Renewable Hydrocarbon Fuels via Indirect Liquefaction, Ex Situ Catalytic Fast Pyrolysis, Hydrothermal Liquefaction, Combined Algal Processing, and Biochemical Conversion: Update of the 2019 State-of-Technology Cases

This technical report describes the supply chain sustainability analysis (SCSAs) for the production of renewable hydrocarbon transportation fuels via a range of conversion technologies: (1) renewable high octane gasoline (HOG) via indirect liquefaction (IDL) of woody lignocellulosic biomass (note that the IDL pathway in this SCSA represents the syngas conversion design in the 2019 SOT); (2) renewable gasoline (RG) and diesel (RD) blendstocks via ex situ catalytic fast pyrolysis of woody lignocellulosic biomass; (3) RD via hydrothermal liquefaction (HTL) of wet sludge from a wastewater treatment plant; (4) renewable hydrocarbon fuels via biochemical conversion of herbaceous lignocellulosic biomass; (5) renewable diesel via HTL of a blend of algae and woody biomass; and (6) renewable diesel via combined algae processing (CAP). This technical report focuses on the environmental performance of these six biofuel production pathways in their 2019 SOT cases. The results of these renewable hydrocarbon fuel pathways in these SCSA analyses update those for the respective 2018 SOT cases. They also provide an opportunity to examine the impact of technology improvements in both biomass feedstock production and biofuel production that have been achieved in 2019 SOTs on the sustainability performance of these renewable transportation fuels, and they reflect updates to Argonne National Laboratory’s Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET®) model, which was released in October 2019. These GREET updates include the production of natural gas, electricity, and petroleum-based fuels that can influence biofuels’ supply chain greenhouse gas (GHG) (CO₂, CH₄, and N₂O) emissions, water consumption, and air pollutant emissions. GHG emissions, water consumption, and nitrogen oxides (NO x ) emissions are the main sustainability metrics assessed in this analysis. In this analysis, we define water consumption as the amount of water withdrawn from a freshwater source that is not returned (or returnable) to a freshwater source at the same level of quality. Life-cycle fossil energy consumption and net energy balance, which is the life-cycle fossil energy consumption deducted from the renewable biofuel energy produced, are also assessed.

09 BIOMASS FUELS↗

Assessment of Light-Duty Plug-in Electric Vehicles in the United States, 2010 – 2019

This report examines properties of plug-in electric vehicles (PEVs) sold in the United States from 2010 to 2019, exploring vehicle sales, miles driven, electricity consumption, petroleum reduction, vehicle manufacturing, and battery production, among other factors. Over 1.4 million PEVs have been sold, driving over 37 billion miles on electricity since 2010, thereby reducing national gasoline consumption by 0.34% in 2019 and 1.4 billion gallons cumulatively through 2019. In 2019, PEVs used 4.1 terawatt-hours of electricity to drive 12.7 billion miles, offsetting 470 million gallons of gasoline. Since 2010, 69% all PEVs have been assembled in the United States, and over 60 gigawatt-hours of lithium-ion batteries have been installed in vehicles to date.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Assessment of Light-Duty Plug-in Electric Vehicles in the United States, 2010 – 2019

This report examines properties of plug-in electric vehicles (PEVs) sold in the United States from 2010 to 2019, exploring vehicle sales, miles driven, electricity consumption, petroleum reduction, vehicle manufacturing, and battery production, among other factors. Over 1.4 million PEVs have been sold, driving over 37 billion miles on electricity since 2010, thereby reducing national gasoline consumption by 0.34% in 2019 and 1.4 billion gallons cumulatively through 2019. In 2019, PEVs used 4.1 terawatt-hours of electricity to drive 12.7 billion miles, offsetting 470 million gallons of gasoline. Since 2010, 69% all PEVs have been assembled in the United States, and over 60 gigawatt-hours of lithium-ion batteries have been installed in vehicles to date.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Foothill Transit Battery Electric Bus Progress Report (Jul-Dec 2019)

This report summarizes results of a battery electric bus (BEB) evaluation at Foothill Transit, located in the San Gabriel Valley area of Los Angeles. Foothill Transit is collaborating with the California Air Resources Board and the U.S. Department of Energy’s National Renewable Energy Laboratory (NREL) to evaluate the buses in revenue service. The focus of this evaluation is to compare the performance and the operating costs of the BEBs to that of conventional technology buses and to track progress over time. Previous reports documented results from April 2014 through June 2019. This report extends the data analysis through December 2019. The data period focus of this report is July 2019–December 2019. NREL plans to publish progress reports on the Foothill Transit fleet every 6 months through 2020.

33 ADVANCED PROPULSION SYSTEMS↗

2019 LANL Radionuclide Air Emissions Report

In June 2020, Los Alamos National Laboratory (LANL) submitted letter ESHQSS: 20-025 to Region 6 of the Unites States Environmental Protection Agency (EPA). This letter transmitted the 2019 LANL Radionuclide Air Emissions Report to the EPA. This report summarizes LANL operations, air emissions of radionuclides, and subsequent off-site dose consequence from these emissions for calendar year 2019. This report is issued to meet requirements of 40 CFR 61 Subpart H, National Emission Standards for Emissions of Radionuclides other than Radon from Department of Energy Facilities. This regulation, called the Radionuclide NESHAP, establishes a limit of 10 millirem per year to the maximally exposed member of the public and requires an annual report to be submitted to the appropriate EPA Region by June 30th of each year. LANL’s off-site dose from airborne emissions of radionuclides in 2019 was 0.43 millirem. The normal practice is to issue this report directly to EPA Region 6 in June of each year, and then after the report is accepted by the EPA, re-issue the report for inclusion in the LANL Electronic Public Reading Room (EPRR). This second part is usually done in July of each year, but this step was overlooked in July 2020 due to other commitments. We regret this error. This omission was noted in late 2020; we are submitting the 2019 LANL Radionuclide Air Emissions Report to the EPRR now in December 2020. Aside from the addition of this cover sheet explaining the delay, the report is unchanged from the version submitted to EPA Region 6 in June.

54 ENVIRONMENTAL SCIENCES↗

Evaluation of Three RNA Extraction Kits with a 2019-nCoV Assay

The following characteristics of three RNA extraction kits (Norgen Biotek Total RNA Purification Kit, #17200; Bioneer AccuPrep Viral RNA Extraction Kit, #K-3033; and Promega Maxwell HT Viral TNA Kit, #AX2340) were evaluated: Limits of detection for quantitative synthetic RNA using the Centers for Disease Control and Prevention’s (CDC) 2019-Novel Coronavirus (2019-nCoV) Real-Time RT-PCR Diagnostic Panel and the Applied Biosystems 7500 Fast Dx system; Limits of detection for positive clinical specimen using the Centers for Disease Control and Prevention’s (CDC) 2019-Novel Coronavirus (2019-nCoV) Real-Time RT-PCR Diagnostic Panel and the Applied Biosystems 7500 Fast Dx system; Ability of the lysis buffers in each kit to inactivate the virus as measured by a cell-based infectivity assay.

60 APPLIED LIFE SCIENCES↗

Global disease burden linked to diet high in red meat and colorectal cancer from 1990 to 2019 and its prediction up to 2030

Background Numerous studies have already identified an association between excessive consumption of red meat and colorectal cancer (CRC). However, there has been a lack of detailed understanding regarding the disease burden linked to diet high in red meat and CRC. Objective We aim to offer evidence-based guidance for developing effective strategies that can mitigate the elevated CRC burden in certain countries. Methods We used the data from the Global Burden of Disease (GBD) Study 2019 to evaluate global, regional, and national mortality rates and disability-adjusted Life years (DALYs) related to diet high in red meat. We also considered factors such as sex, age, the socio-demographic index (SDI), and evaluated the cross-national inequalities. Furthermore, we utilized DALYs data from 204 countries and regions to measure cross-country inequalities of CRC by calculating the slope index of inequality and concentration index as standard indicators of absolute and relative inequalities. Discussion The results show that globally, the age-standardized mortality rate (ASMR) and age-standardized disability adjusted life year rate (ASDR) related to CRC due to diet high in red meat have decreased, with estimated annual percent change (EAPCs) of −0.32% (95% CI −0.37 to −0.28) and-0.18% (95% CI −0.25 to −0.11). Notably, the burden was higher among males and the elderly. The slope index of inequality rose from 22.0 (95% CI 18.1 to 25.9) in 1990 to 32.9 (95% CI 28.3 to 37.5) in 2019 and the concentration index fell from 59.5 (95% CI 46.4 to 72.6) in 1990 to 48.9 (95% CI 34.6 to 63.1) in 2019. Also, according to our projections, global ASDR and ASMR might tend to increase up to 2030. Conclusion ASMR and ASDR for CRC associated with high red meat diets declined globally from 1990 to 2019, but the absolute number of cases is still rising, with men and the elderly being more affected. CRC associated with diets high in red meat exhibits significant income inequality, placing a disproportionate burden on wealthier countries. Moreover, according to our projections, ASMR and ASDR are likely to increase globally by 2030. In order to address this intractable disease problem, understanding changes in global and regional epidemiologic trends is critical for policy makers and others.

Yang, Xuesong↗

Retrospective analysis of the U.S. corn ethanol industry for 2005–2019: implications for greenhouse gas emission reductions

Since 2000, corn ethanol production in the USA has increased significantly – from 1.6 to 15 billion gallons (6.1 to 57 billion liters) – due to supportive biofuel policies. In this study, we conduct a retrospective analysis of the changes in US corn ethanol greenhouse gas emission intensity, sometimes known as carbon intensity (CI), over the 15 years from 2005 to 2019. Our analysis shows a significant decrease in CI: from 58 to 45 gCO 2 e/MJ of corn ethanol (a 23% reduction). This is due to several factors. Corn grain yield has increased continuously, reaching 168 bushels/acre (10.5 metric tons/ha, a 15% increase) while fertilizer inputs per acre have remained constant, resulting in decreased intensities of fertilizer inputs (e.g., 7% and 18% reduction in nitrogen and potash use per bushel of corn grain harvested, respectively). A 6.5% increase in ethanol yield, from 2.70 to 2.86 gal/bushel corn (0.402 to 0.427 L kg -1 corn), and a 24% reduction in ethanol plant energy use, from 32 000 to 25 000 Btu/gal ethanol (9.0 to 6.9 MJ L -1 ethanol) also helped reduce the CI. The total GHG emission reduction benefits through the reduction in the CI and increased ethanol production volume are estimated at 140 million metric tons (MMT) from 2005 to 2019 in the ethanol industry. Displacement of petroleum gasoline by corn ethanol in the transportation fuel market resulted in a total GHG emission reduction benefit of 544 MMT CO 2 e during the period 2005 to 2019.

09 BIOMASS FUELS↗

Constructing a spatiotemporally coherent long-term PM2.5 concentration dataset over China during 1980–2019 using a machine learning approach

The lack of long-term observations and satellite retrievals of health-damaging fine particulate matter in China has demanded the estimates of historical PM 2.5 (particulate matter less than 2.5 µm in diameter) concentrations. This study constructs a gridded near-surface PM 2.5 concentration dataset across China covering 1980–2019 using the space-time random forest model with atmospheric visibility observations and other auxiliary data. The modeled daily PM2.5 concentrations are in excellent agreement with ground measurements during 2015–2019, with a coefficient of determination of 0.95 and mean relative error of 12%. Besides the atmospheric visibility which explains 30% of total importance of variables in the model, both emissions and meteorological conditions are also essential factors affecting PM2.5 predictions. From 1980 to 2014, the model-predicted PM2.5 concentrations increased constantly with the maximum growth rate of 5–10 µg/m3/decade over eastern China. Due to the clean air actions, PM 2.5 concentrations have decreased effectively at a rate over 50 µg/m 3 /decade in the North China Plain and 20–50 µg/m 3 /decade over eastern China during 2014–2019. The newly generated dataset of 1-degree gridded PM 2.5 concentrations for the past 40 years across China provides a useful means for investigating interannual and decadal environmental and climate impacts related to aerosols.

54 ENVIRONMENTAL SCIENCES↗

Long‐Term Impacts of Global Solid Biofuel Emissions on Ambient Air Quality and Human Health for 2000–2019

Globally, solid biofuels (SB) have been widely used for household cooking and energy production for decades due to electricity shortages and socio-economic barriers to adopting renewable energy alternatives. This has detrimental effects on air quality, human health, and climate through trace gas and aerosol emissions. Despite numerous studies, the long-term consequences of SB emissions remain poorly understood. Here, we use the Community Earth System Model and the Community Emissions Data System emission inventory to investigate the SB emission impacts on air quality and human health for 2000–2019. Global SB emission increased the ambient PM 2.5 (particulate matter with aerodynamic diameters ≤2.5 μm) and ozone (O 3 ) concentrations up to 23.61 μg/m 3 and 13.69 ppbv, with significant effects found in India, China, and the Rest of Asia (ROA). Our study estimates total annual premature deaths (APDs) associated with global SB-attributable PM 2.5 and O 3 exposure as 1.11 million [95% confidence interval (95% CI): 1.00–1.22 million] in 2000 up to 1.43 million (95% CI: 1.30–1.56 million) in 2019. China's SB emissions and associated APDs have reduced substantially, whereas India and ROA had a major leap in both estimates in 2019 compared to 2000. China's progress in cutting residential SB emissions accounts for its improvements. Our study urges the reduction of SB usage and emissions to potentially improve overall air quality and human health conditions, especially in highly populated, low- and middle-income countries, where the poor air quality and associated health burden attributable to SB emissions are estimated to be higher.

O 3↗

Soil Temperature and Moisture within the Kougarok Fire Complex, Kougarok Road Mile Marker 86, Seward Peninsula, Alaska, 2019-2023

Daily averages of soil temperature and moisture measured once every hour at different heights located at Intensive Monitoring Stations within the Kougarok Fire Complex, Kougarok Road Mile Marker 86 site. Data were retrieved annually from 2019-2023. Package contains 21 *.CSV data files plus a file level metadata *.CSV, data dictionary *.CSV, data file inventory *.CSV, and sensor location site map *.JPG. Data files have header rows, NaN fields indicate invalid or missing data, and negative vertical offsets are above ground.The Kougarok tundra fire complex (KFC) is located north of Nome and the Kigluaik Mountains, near Quartz Creek and the Kougarok River. The site is accessed by foot from the end of the Nome-Taylor Highway (mile marker 86; also called the Kougarok or Beam Road). The KFC burned in six major fires in the decades since 1950 (Alaska Interagency Coordination Center, unpublished data). Lightning ignited five of these fires (1971, 1997, 2015, and 2019) and one was human caused (2002). The mosaic of overlapping fire scars allows for the study of repeat fires in the tundra which, until recently, was not a common phenomenon outside the boreal forest in Alaska. Our reference unburned tundra fire site is south of the KFC located at mile marker 80 of the Nome-Taylor Highway.The two most recent fires are the Mingvk Lake (2015; 21,698 acres burned from 7/27/2015 to 9/28/2015) and Garfield Creek (2019; 422 acres burned from 7/31/2019 to 8/20/19). The Mingvk Lake fire scar includes areas that burned 1-4x (1971, 1997, 2002), while the entirety of the Garfield Creek fire scar has burned 2x previously (1971, 2002).Previous research at the KFC focused on permafrost (Liljedahl et al. 2007; Narita et al. 2015; Iwahana et al. 2016; Tsuyuzaki, Iwahana, and Saito 2017) and vegetation (Narita et al. 2015; Hollingsworth et al. 2021) response to fire. The central Seward Peninsula is characterized by continuous permafrost with a thickness of 15 to 30 m and a mean active layer thickness of 56 cm (Hinzman et al. 2003). Sloping hills with mixed shrub–tussock tundra and tussock tundra vegetation in the uplands are characteristic of the region. Three micrometeorological towers near the Kougarok field site recorded a mean annual temperature of −2.4°C, mean January temperature of −23.1°C, mean July temperature of +11°C, and mean summer rainfall (June–August) of 94 mm from 2000 to 2006 (Liljedahl et al. 2007).The Next-Generation Ecosystem Experiments: Arctic (NGEE Arctic), was a research effort to reduce uncertainty in Earth System Models by developing a predictive understanding of carbon-rich Arctic ecosystems and feedbacks to climate. NGEE Arctic was supported by the Department of Energy's Office of Biological and Environmental Research.The NGEE Arctic project had two field research sites: 1) located within the Arctic polygonal tundra coastal region on the Barrow Environmental Observatory (BEO) and the North Slope near Utqiagvik (Barrow), Alaska and 2) multiple areas on the discontinuous permafrost region of the Seward Peninsula north of Nome, Alaska.Through observations, experiments, and synthesis with existing datasets, NGEE Arctic provided an enhanced knowledge base for multi-scale modeling and contributed to improved process representation at global pan-Arctic scales within the Department of Energy's Earth system Model (the Energy Exascale Earth System Model, or E3SM), and specifically within the E3SM Land Model component (ELM).

54 ENVIRONMENTAL SCIENCES↗

Support for the 2019 US-EU Transport Taskforce Workshop (Final Report)

This closeout report documents outcomes from the 2019 US-EU Transport Task Force workshop, which was partially supported by this award. This workshop was held March 18-21, 2019, at the AT&T Executive Education and Conference Center on the University of Texas, Austin Campus. There were 118 attendees at this meeting (22 of whom were students), drawn in roughly equal measure from national laboratories, universities, and private industry. Plenary talks were delivered by Prof. Fritz Wagner (reviewing the discovery and physics of the H-mode confinement regime) and Prof. James Callen (on the history of the TTF workshop, in recognition of TTF’s 30 anniversary in 2019).

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗