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Co-Location of Cellulosic Bioethanol and Alcohol-to-Jet (ATJ) Production Facilities for Targeted Scale-Up of Sustainable Aviation Fuel (SAF) Production
Achieving aerospace industry net-zero emissions by 2050 requires rapid scaling of sustainable aviation fuel (SAF) production. Leveraging existing infrastructure, proven technologies like Alcohol-to-Jet (ATJ), and low carbon intensity (CI) feedstocks (e.g., switchgrass and miscanthus) can support this transition and help achieve near-term emissions reduction targets. This study evaluates the implications of lignocellulosic ethanol biorefinery siting and integration with petroleum refineries to produce SAF across 1000 sites randomly sampled from areas suitable for perennial grasses in the U.S. rainfed region. To better understand the logistics of material transport and handoffs, we integrated models of biomass harvest, transport, ethanol, and ATJ production in a stochastic framework based on Monte Carlo simulations to characterize SAF minimum selling price (MSP) and carbon intensity (CI), considering site-specific parameters (e.g., feedstock production, transportation, taxes, incentives). The results indicate trade-offs between MSP and CI across locations, with median MSP ranging from 7.9 to 12.8 USD·gal −1 and CI from −9.7 to 39.4 gCO 2 e·MJ −1 . Despite high estimated decarbonization costs (580 USD·tonCO 2 e −1 ), our results indicate that site-specific deployment of ATJ with low-CI feedstocks can improve sustainability outcomes. The framework provides a systematic approach to assess cost and sustainability trade-offs across locations, considering the end-to-end supply chain and supporting an informed investment in SAF production.
Combined Techno-Economic Analysis and Life Cycle Assessment of an Integrated Direct Air Capture System with Advanced Algal Biofuel Production
The continuous increase in carbon dioxide (CO2) concentration in the atmosphere since the First Industrial Revolution correlates convincingly with the ongoing rise of the Earth's global average temperature contributing to climate change. As a response, carbon capture and sequestration (CCS) technologies are being implemented to mitigate anthropogenic CO2 emissions by capturing CO2 from high emitting point sources, such as power plants, refineries, and cement factories, and subsequently buried in geological formations underground for long term storage. Recently direct air capture (DAC) has emerged as a promising alternative technology that captures CO2 directly from the atmosphere for use or sequestration. This study investigates the potential synergistic benefits of integrating a solid amine-based DAC system with advanced algal biofuel production in photobioreactors (PBRs). DAC utilization allows the removal of atmospheric CO2 while also decoupling algae production facilities from anthropogenic point CO2 sources and avoiding the cost and logistics challenges of transporting CO2 long distances to remote facilities. Techno-economic analysis and life cycle assessment are performed to assess the economic and environmental benefits of heat and mass integration between the DAC and the PBR for biofuel production. The DAC-PBR system integration also considers on-site flue gas handling options, DAC capital utilization, the tradeoff between centralization or decentralization of key unit operations, and the PBR array. This presentation will discuss how optimizing DAC-PBR process integration can enhance the algal biofuel's economic and environmental sustainability and the prospect of DAC enabling the circular carbon economy.
Affordable and Scalable Modular Multifamily Housing: A Case Study on Cost, Construction Time Savings, and Waste Reduction in California: Preprint
Modular construction can significantly reduce waste when compared to traditional methods. This case study evaluates cost, construction time, and waste metrics for a 195-unit stick-built project and for a 66-unit modular project both based in Los Angeles, CA. We partner with SoLa Impact (real estate developer) and Model/Z (modular manufacturer) to evaluate the impact of Model/Z's 1-bedroom modular unit which is produced in a 160,000 sq ft local factory in South Los Angeles. We compare them to similar stick-built/site-built multifamily construction by the same developer in Los Angeles. This study finds that modular production reduced construction waste through precise prefabrication, concentrated workforce expertise, and streamlined logistics while cutting transportation needs, improving project efficiency and lowering associated timelines and costs. Economies of scale are being realized as Model/Z has produced over 500 affordable housing units and supplied for projects up to 188 units, shortening schedules and lowering per-unit costs and supporting affordable housing goals in income-challenged South Los Angeles. Modular methods offer a scalable, resource-efficient pathway to increasing affordable housing supply while reducing total development costs by 10-15% and project timelines by 50%, while simultaneously creating local jobs and training opportunities.
Self Configuring Digital Twin for Optimizing E-Waste Recycling
Electronic waste recycling industry needs a decision support tool for optimizing their processes to become cost competitive. We developed a software called CMAT, Comprehensive Manufacturing Assessment Tool. The aim of CMAT is to provide the e-waste recycling companies with a fully customizable decision support framework that analyzes the optimal supply chain configurations. The software optimizes the logistics operations, helps to identify the best recycling process configuration, and generates valuable insights regarding the economic performance of different categories of e-waste. The ultimate purpose of the tool is to assist the users developing a digital twin of their processes and to provide insights on questions pertinent to the e-waste recycling industry including how to increase efficiency and reduce costs, energy consumption, and greenhouse gas emissions.
LightMAT - Continuous fiber malleable thermoset composites with sub-1-minute dwell times; validation of impact performance and evaluation of the efficacy of the compression forming process (CRADA 409 Final Report)
In spite of carbon fiber composite materials’ significant impact on light-weighting, performance, and efficiency in the aerospace industry, adoption of these materials has been slow in high-volume industries such as automotive. Two major barriers to adoption are cost and cycle-time. Current approaches to thermoset composite part production are dependent on in-mold curing of thermosets which are not optimal for high volume, high throughput production due to limitations and inefficiencies associated with the in-mold cure itself. In addition, ancillary activities, such as transport and storage of shelf-life-limited uncured, or B-staged prepreg materials typically necessitate refrigerated transport and storage which significantly impacts the economic and energy costs associated with manufacturing. Furthermore, limited out-life means that trimmings cannot typically be used as they partially cure during initial production leading to high scrap rates (+20% is common). Finally, the need to cure in-mold drives cycle times to multiple minutes in the best cases, and 10’s of minutes to hours in most cases. Mallinda is developing polyimine malleable thermoset prepreg composite materials which have excellent mechanical properties (100 GPa tensile modulus, 2 GPA tensile strength, 2.4% elongation at break) and high operating temperatures (Tg>200°C). At scale, polyimine resins are commensurate in price with commodity epoxy resins. What distinguishes malleable thermoset prepreg from traditional thermoset prepreg materials, is that they are fully cured during Mallinda’s roll-to-roll production of prepreg laminate. This results in 5 key value-differentiating benefits. First, it simplifies manufacturing logistics by enabling ambient transportation and storage, and by significantly extending out-life and shelf-life almost indefinitely. Second, elimination of autoclave curing reduces the economic and energy costs to the customer. Third, scrap rates can be reduced as malleable thermoset prepreg materials are directly reusable. Fourth, the manufacturing consolidation step can be roughly 10x faster than traditional thermosets, because the resin is already cured. Parts can be made via compression forming by the application of heat and pressure to quickly vitrify and consolidate a multilayer part – easily leading to sub 3-minute cycle times (at lab scale we have demonstrated a 20 second dwell time, with room for further optimization). Finally, the closed-loop cradle-to-cradle solution-based recyclability of malleable thermoset composites can also contribute significantly to the future of sustainable lightweight materials. The focus of this project was the development, optimization and validation of malleable thermoset composite materials which exhibit manufacturing cycle times of 3-minute or less, high speed impact performance on par with incumbent technologies, and defect-free consolidation of 3 dimensional parts. Government funding is required on this project because Mallinda is a start-up company whose focus is the development and scale-up of the described technology for introduction to the transportation segment. Unlike incumbent industry players, Mallinda is bringing a completely new and highly relevant malleable thermoset technology to bear on the problem of high throughput composites. As a small business, Mallinda relies on a combination of government R&D funding and private capital to perform development work.
What is the Right Size for a Residential Building Parcel Locker?
Common-carrier parcel lockers present a solution for decreasing delivery times, traffic congestion, and emissions in dense urban areas through consolidation of deliveries. Multi-story residential buildings with large number of residents, and thus a high volume of online package orders, are one of the best venues for installing parcel lockers. But what is the right size for a residential building locker that would suit the residents’ and building managers’ needs? Because of the novelty of parcel lockers, there is no clear guideline for determining the right locker size and configuration for a residential building given the resident population. A small locker would result in packages exceeding capacity and being left in the lobby, increasing the building manager’s workload and confusing and inconveniencing users. On the other hand, a large locker is more expensive, more difficult to install, and unappealing to residents. To answer this question, we installed a common-carrier parcel locker in a residential building in downtown Seattle, WA, U.S.A. Through collecting detailed data on locker usage from the locker provider company, we studied and quantified carriers’ delivery patterns and residents’ online shopping and package pickup behaviors. We then used this information to model the locker delivery and pickup process, and simulated several locker configurations to find the one that best suits the delivery needs of the building. These findings could aid urban planners and building managers in choosing the right size for residential building lockers that meet delivery demand while minimizing costs and contributing to environmental benefits.
Continuous fiber malleable thermoset composites with sub-1-minute dwell times; validation of impact performance and evaluation of the efficacy of the compression forming process. CRADA Final Report
Mallinda is developing polyimine malleable thermoset prepreg composite materials which have excellent mechanical properties (100 GPa tensile modulus, 2 GPA tensile strength, 2.4% elongation at break) and high operating temperatures (Tg>200°C). At scale, polyimine resins are commensurate in price with commodity epoxy resins. What distinguishes malleable thermoset prepreg from traditional thermoset prepreg materials, is that they are fully cured during Mallinda’s roll-to-roll production of prepreg laminate. This results in 5 key value-differentiating benefits. First, it simplifies manufacturing logistics by enabling ambient transportation and storage, and by significantly extending out-life and shelf-life almost indefinitely. Second, elimination of autoclave curing reduces the economic and energy costs to the customer. Third, scrap rates can be reduced as malleable thermoset prepreg materials are directly reusable. Fourth, the manufacturing consolidation step can be roughly 10x faster than traditional thermosets, because the resin is already cured. Parts can be made via compression forming by the application of heat and pressure to quickly vitrify and consolidate a multilayer part – easily leading to sub 3-minute cycle times (at lab scale we have demonstrated a 20 second dwell time, with room for further optimization). Finally, the closed-loop cradle-to-cradle solution-based recyclability of malleable thermoset composites can also contribute significantly to the future of sustainable lightweight materials. The focus of this project was the development, optimization and validation of malleable thermoset composite materials which exhibit manufacturing cycle times of 3-minute or less, high speed impact performance on par with incumbent technologies, and defect-free consolidation of 3 dimensional parts.
Manufacturing and Additive Design of Electric Machines by 3D Printing (MADE3D) (Final Technical Report)
As the U.S clean energy transition hinges on the growth of offshore wind, this is expected to be a major driver for innovations in manufacturing, material and design advancements to enable robust and cost-competitive wind turbines. The race to build larger and taller turbines rated 10 megawatts (MW) and beyond, has intensified pressure on OEMs in terms of logistics of handling and transporting large wind components, securing critical raw material as well as scaling up necessary domestic production infrastructure to meet the demand. There is increased interest in building lightweight, more efficient, and high-power dense drivetrains that will ease the burden on installation, minimize the raw material demand, increasing domestic sourceability. Despite good efficiency and reliability, existing drivetrain technologies such as direct-drive permanent magnet generators are heavy (> 300 tons), expensive, and often rely on large quantities of rare-earth permanent magnets (PMs), steel and copper.
Recycled Paper as a Source of Renewable Jet Fuel in the United States
Converting biomass into jet fuel involves more than the core chemical process. The overall process includes the logistics of harvesting and transporting the biomass, handling and preparing the material for processing, and processing and disposal of waste. All of these activities contribute to cost. Controlling cost involves more than developing efficient process chemistry. Choice of feedstock also has a significant impact on process economics. We consider chemical conversion of paper from municipal solid waste as a feedstock for the production of jet fuel and diesel. Paper has a significantly higher cellulose content than raw lignocellulosic biomass such as corn stover, so it requires less pretreatment to convert it into hydrocarbons than lignocellulosic biomass. Our techno-economic analysis showed that the cost of converting paper waste into jet fuel is about $1.00/gal less than jet fuel produced from corn stover. Although the cost of recycling paper into jet fuel is less than producing it from corn stover, the process is not competitive with petroleum. We estimated a minimum selling price of $3.97/gal for paper-derived jet fuel. Our sensitivity studies indicated that the biggest economic obstacle is the cost of cellulose hydrolysis. Direct hydrogenation of paper to sugar alcohols combined with increased economy of scale could make recycling paper jet fuel competitive.
Sustainable Public Transport: Providing Responsive, On-Demand Service with Clean Energy
The National Renewable Energy Laboratory (NREL) uses the Mobility Energy Productivity (MEP) as a metric and a lens to guide applied research into high performance public mobility. In the current initiative to abate global warming, the US needs not only zero-emission vehicles in the transit fleet (such as buses and shuttles) but also time- and cost-effective services to connect people with goods, services and employment toward a high-quality of life. Our current transportation system is overly dependent on personally-owned automobiles for high quality mobility, with public modes being less viable in many areas. Simply electrifying the drivetrains of existing public transit modes will fail to improve the quality of mobility for those that do not have access to private automobiles. The slow rebound by transit from the pandemic reveals the need to reinvent public transit service. Using the MEP lens, NREL researchers have tracked various novel developments in the public mobility space, with the confluence of shared, on-demand transit (ODT) services using light duty vehicles emerging as a key enabler of high-efficiency public mobility. Deployments such as those in Arlington, TX, Dallas, TX, Fort Erie, ON, and Innisfil, ON showcase the use of fleets of light-duty vehicles as the basis for community circulation and first/last mile to intra-regional transit. ODT services have demonstrated improvements in being more time efficient for riders, more energy efficient in operation (even before the introduction of fully electric vehicles), as well as being cost effective. It appears that aspects of the long-awaited promise of Personal Rapid Transit from the 1970s are beginning to be realized through ODT deployments, leveraging transportation network company (TNC) logistics, popularized by Uber and Lyft, but applied to public mobility. Currently, manually driven ODT operations are already cost competitive with traditional transit systems on a cost per ride basis, and full automation promises to reduce costs by 50% while providing additional safety and verified customer service. Connecting these ODT systems with efficient and effective intra-regional backbone transit service is the next step, with transit agencies like DART providing early results. This discussion will walk through the evidence for this postulated outcome and show results from a series of case-studies.
Smart Planning for Radioactive Source Transport Advanced Tools for Increased Safety and Efficiency
End-of-life (EOL) management of high-activity radioactive sources is made uniquely challenging by the inherent risks associated with storage and transportation of these sources, the complex logistics involved, and the strict requirements for regulatory compliance. Traditional methods lack comprehensive tools for accurate site assessments and precision planning for the transportation of radioactive sources. They also frequently fail to provide the adaptability required to consider diverse operational environments, resulting in inefficiencies and potential safety concerns. This paper introduces a novel software solution developed to address these issues by integrating advanced technologies such as light detection and ranging (LiDAR)-based 3D environment modeling, smart dynamic route planning, and customizable measurement functionalities. This software enables detailed terrain visualizations, facilitating thorough environmental assessments and enabling users to virtually navigate, analyze, and plan site-specific operations. Among the key features are a user-centric interface for virtual navigation, precise site measurement tools for site evaluations, interactive visualizations that highlight potential operational hazards, dynamic route planning capabilities, and real-time collision detection to promote safe workflows. By demonstrating the effectiveness of this tool through real-world application, the present work underscores the tool’s potential to revolutionize radioactive source EOL management by improving operational efficiencies, minimizing risk, and advancing the state of practice to achieve suitable and secure radioactive material handling.
Prototype HB650 Transportation Validation For The PIP-II Project
The PIP-II Project at Fermilab is centered around a superconducting 800 MeV proton linac to upgrade and modernize the Fermilab accelerator complex, allowing increased beam current to intensity frontier experiments such as LBNF-DUNE. PIP-II includes strong international collaborations, including the delivery of 12 cryomodules from European labs to FNAL (3 from STFC-UKRI in the UK and 9 from CEA in France). The transatlantic shipment of these completed modules is identifed as a serious risk for the project. To mitigate this risk, a rigorous and systematic process has been developed to design and validate a transport system, including specifcation, procedures, logistics, and realistic testing. This paper will detail the engineering process used to manage this effort across the collaboration and the results of the first major validation testing of the integrated shipping system prior to use with a cryomodule.
The Port of Los Angeles Zero- and Near-Zero-Emission Freight Facilities Shore to Store Project
The City of Los Angeles Harbor Department (Harbor Department, Port of Los Angeles) partnered with Equilon Enterprises LLC (d/b/a Shell Oil Products US) (Shell), Toyota Motor North America (Toyota), and Kenworth Truck Company (Kenworth) partnered with the Port of Hueneme, United Parcel Service, Total Transportation Services Inc., Southern Counties Express, Toyota Logistics Services, Air Liquide, National Renewable Energy Laboratory, Coalition For A Safe Environment, and the South Coast Air Quality Management District to introduce hydrogen fuel into the Southern California drayage truck market by demonstrating near-commercial heavy-duty hydrogen fuel cell electric trucks at and between freight facilities throughout the region, while continuing to lay the groundwork for battery-electric operations. The Shore to Store project built on project team experience to help realize our vision of zero-emission freight operations in the future. Ten Kenworth zero-emission Class 8 fuel cell electric trucks, integrated with Toyota’s fuel cell drive technology, were operated by United Parcel Service, Total Transportation Services Inc., Southern Counties Express, and Toyota Logistics Services in commercial service. The demonstration fleet fueled at the Shore to Store hydrogen fueling stations that were built in Ontario, California, and Wilmington, California. An additional station at the Port of Long Beach (Portal Station) was available for fueling the fleet. Portal Station was supported by grants from the California Energy Commission and South Coast Air Quality Management District and used as match funding for the Shore to Store project. The Port of Hueneme demonstrated two battery-electric yard tractors, and Toyota Logistics Services demonstrated two zero-emission forklifts at their warehouse facility, showcasing elements of the entire supply chain operating with zero emissions. This project showcased a snapshot of the zero-emission supply chain of the future, providing a model by which freight facilities can support zero-emission operations. The Shore to Store project: Demonstrated the technical feasibility of zero-emission hydrogen fueled Class 8 heavy-duty trucks and electric cargo handling equipment in rigorous goods movement operation throughout the Southern California region. Cumulatively completed 59,212 miles of zero-emission operation, with 21,650 miles driven in-service with the fleets, using hydrogen fuel cell electric Class 8 heavy-duty trucks. Operated zero-emission yard tractors for a total of 2,749.6 hours. Created direct localized emission reductions in designated disadvantaged communities, including those in zip codes 90220, 90247, 90248, 90731, 90744, 90802, and 91761. For the 59,212 miles of zero-emission operation, reduced emissions by an estimated total of 15.5 kg NOX (0.163 g/km), 1.01 kg SOX (0.0106 g/km), and 304.8 metric tonnes of CO2e (3.2 kg/km) compared to diesel baseline vehicles including both tailpipe emissions and the emissions from producing the fuel sources.
Innovative rail transport of a supersized land-based wind turbine blade
Wind turbine blade logistic providers are being challenged with escalating costs and routing complexities as one-piece blade approach lengths of 75 m in various regions of the U.S. land-based market. New lower cost solutions are needed to enable further reductions in the levelized cost of energy (LCOE) and continued market expansion. In this paper, a novel method of using existing U.S. rail infrastructure to deploy 100-m, one-piece blades to U.S. land-based wind sites is numerically investigated. The study removes the constraint that blades must be kept rigid during transport, and it allows bending to keep blades within a clearance profile while navigating horizontal and vertical curvatures. Novel system optimization and blade design processes consider blade structural constraints and rail logistic constraints in parallel to develop a highly flexible, rail-transportable blade. Results indicate maximum deployment potential in the Interior region of the United States and limited deployment potential in other regions. The study concludes that innovative rail transportation solutions combined with advanced rotor technologies can provide a feasible alternative to segmentation and support continued LCOE reductions in the U.S. land-based wind energy market.
Radiation Signature Training Device Gamma Equivalent Spheres
Radiation signature training device sources are a continuation of a previous effort to produce a highly enriched uranium equivalent sphere. The original research was designed and motivated to produce a Department of Transportation special form source that emulated the passive gamma signature of a solid metal highly enriched uranium sphere. In addition, the mass reduction (i.e., of the 235 U) minimized logistical costs (security, criticality safety, radiological safety and transportation requirements). Radiation signature training device sources expand on the original concept, redesigning the encapsulation in a modular fashion that allows a variety of loadings. The result is a reconfigurable special nuclear material source set that can vary greatly in the magnitude of the gamma flux and the isotopic distribution. Use of the source to test a variety of standards (N42.34-2015, N42.38-2015, N42.43-2015, N42.53-2018, N42.48-2018, DHS-TCS Backpack Based Radiation Detection Systems, DHS-TCS Handheld Instruments Used for the Detection and Identification of Radionuclides, DHS-TCS Vehicle Mounted Mobile Systems) will be discussed.
U.S. Department of Energy: National Virtual Biotechnology Laboratory (Technical Report)
With funding from the CARES Act, the U.S Department of Energy (DOE) established the National Virtual Biotechnology Laboratory (NVBL) in March 2020 to address key challenges associated with the COVID-19 crisis. The NVBL brought together the broad scientific and technical expertise and resources of DOE’s 17 national laboratories to help tackle medical supply shortages, discover potential drugs to fight the virus, develop and validate COVID-19 testing methods, model disease spread and impact across the nation, and understand virus transport in buildings and the environment. National laboratory resources leveraged for this effort include a suite of world-leading user facilities broadly available to the research community, such as light and neutron sources, nanoscale science research centers, sequencing and biocharacterization facilities, and high-performance computing facilities. As part of the NVBL framework, DOE rapidly assembled five project teams to (1) identify new targets for medical therapeutics; (2) develop innovations in testing capabilities; (3) provide epidemiological and logistical support; (4) understand viral fate and transport in the environment; and (5) address supply chain bottlenecks by harnessing extensive additive manufacturing capabilities. Each research team was charged with defining high-impact projects that could be completed in a 6-month sprint while coordinating their developments with academia, other government agencies, and the private sector. Within months, NVBL teams used DOE’s high-performance computers and light and neutron sources to identify promising candidates for antibodies and antivirals that universities and drug companies are now evaluating. NVBL researchers also developed new diagnostic targets and sample collection approaches, and supported efforts by the U.S. Food and Drug Administration, Centers for Disease Control and Prevention, and U.S. Department of Defense to establish national guidelines used in administering millions of tests. Researchers used artificial intelligence and high-performance computing to produce near-real-time data analysis to forecast disease transmission, stress on public health infrastructure, and economic impact, which supported decision-makers at the local, state, and national levels. To minimize virus uptake and protect human health, NVBL teams studied how to control indoor virus movement. Researchers also produced innovations in materials and advanced manufacturing that mitigated shortages in test kits and personal protective equipment, creating nearly 1,000 new jobs. Through its NVBL framework, DOE has contributed significantly to the nation’s COVID response, demonstrating in only a few months the critical impact of its national laboratories. NVBL’s accomplishments demonstrate not only the powerful resource represented by DOE’s national laboratories working together to meet national needs, but also the effectiveness of the integrated NVBL framework for rapidly responding to emergencies with research and development solutions. Going forward, the NVBL is poised to apply the unique capabilities and expertise of the national laboratory complex to future national and international emergencies, both natural and engineered. Through this framework, DOE will continue to be an integral component of agency-wide efforts to prepare for and respond to biorisks and other crises. This technical report describes the goals, progress, and results of NVBL’s five project teams—Molecular Design for COVID-19 Therapeutics, COVID-19 Testing, Epidemiological Modeling, Viral Fate and Transport, and Materials and Manufacturing of Critical Supplies—and lists each team’s publications and research output.
Investigating Resiliency of Transportation Network under Targeted and Potential Climate Change Disruptions
Ensuring robustness and resilience in intermodal transportation systems is essential for the continuity and reliability of global logistics. These systems are vulnerable to various disruptions, including natural disasters and technical failures. Despite significant research on freight transportation resilience, investigating the robustness of the system after targeted and climate-change-driven disruption remains a crucial challenge. Drawing on network science methodologies, this study models the interdependencies within the rail and water transport networks and simulates different disruption scenarios to evaluate system responses. Here, we use the data from the U.S. Department of Energy Volpe Center for network topology and tonnage projections. The proposed framework quantifies deliberate, stochastic, and climate-driven infrastructure failure, using higher resolution downscaled multiple Earth System Models’ simulations from Coupled Model Intercomparison Project Phase version 6. We show that the disruptions of a few nodes could have a larger impact on the total tonnage of freight transport than on network topology. For example, the removal of targeted 20 nodes can bring the total tonnage carrying capacity to 30% with about 75% of the rail freight network intact. This research advances the theoretical understanding of transportation resilience and provides practical applications for infrastructure managers and policymakers. By implementing these strategies, stakeholders and policymakers can better prepare for and respond to unexpected disruptions, ensuring sustained operational efficiency in transportation networks.