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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 451 records · Page 25
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

First atomic weapons following WWII were detonated 75 years ago Operation Crossroads kicks off era of testing Los Alamos-created weapons [Slides]

It was time to test. After the Los Alamos-created atomic bombs helped end World War II, the no-longer-secret Lab transitioned into an era of weapons testing, starting 75 years ago with Operation Crossroads with the goal of studying nuclear weapons’ effects on warships. In August 1945, U.S. Senator Brien McMahon, who later authored the Atomic Energy Act of 1946, said: “In order to test the destructive powers of the atomic bomb against naval vessels, I would like to see these (Japanese naval) ships taken to sea and an atomic bomb dropped on them. The resulting explosion should prove to us just how effective the atomic bomb is when used against the giant naval ships.”

45 MILITARY TECHNOLOGY, WEAPONRY, AND NATIONAL DEF↗
DOE OSTI2021

A Review of the Beirut Ammonium Nitrate Explosion [Slides]

In September 2013, the cargo ship MV Rhosus, an 87 m, single-deck cargo ship with two cargo holds totaling around 4000 m 3 , was chartered to transport 2750 metric tonnes of bagged (in 1000 kg sacks) explosives-grade ammonium nitrate from a Georgian fertilizer manufacturer (Rustavi Azot LLC) to an explosives manufacturer (Fábrica de Explosivos Moçambique) in Mozambique. Visual details on the subsequent explosion are provided.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2021

Depowering of Batteries to Reduce Cost of Ownership

(1) Executive Summary: End of life batteries (EOLBs) present a cost and safety liability for their owners and stakeholders. This is due flammability, energy, and power with EOLBs. Current approaches include cumbersome, expensive packaging, specialized shipping, regulated storage, and they are responsible for over half of the cost of recycling. They all expensively and inadequately address symptoms. OnTo has developed and proven a simple way to resolve the problem systemically, through depowering of lithium-ion batteries (and most any battery other than lead). The low-cost process removes flammability, power, and energy in EOLBs through non-toxic chemical processing. The opportunity for commerce of inert scrap is at least $5 billion greater than the commerce in hazardous scrap, all made possible through OnTo’s technology for efficiency and safety. (2) Depowering Improves Safety and Decreases Cost of Battery Ownership: OnTo’s depowering technology will remove half of the cost of EOLB management and recycling. Without this technology, EOLB recycling will always be a liability. EOLB is hazardous due to inherent flammability of electrolyte and lithium. The shipping and commerce of EOLBs is costly and dangerous all along the chain of custody from owner, dealership/shop, shipper, second-life sorter, (shipper again), and finally to the destination facility recycler. OnTo’s depowering service renders inert most any EOLB packs, modules, and cells. The technology uses a brief, non-toxic treatment applicable to most any chemistry. The industry needs a safe, simple, modular, and inexpensive method to render EOLBs as inert scrap. OnTo’s deactivation system is scalable to the needs of any customer along the EOLB chain of custody. (3) Evidence of Successful Depowering: Untreated batteries will catch fire and explode under abuse conditions such as heat or crush. Slide 2 below shows that untreated batteries will blow-up and expel their internal components with heating, after OnTo’s depowering treatment, the same battery is inert with the same heat treatment (Fig. 7 in the slide). Depowering also removes electrolyte reactivity, eliminating the production of HF and other toxins (Fig 6. in the slide) The depowering process is applicable to large, 26 Ah cells. Fig. 5 in the slide shows the removal of all the electrolyte from whole cells. Removal of flammable material from an EOLB contributes to the inert behavior. OnTo developed this technology through a project supported by the US Department of Energy EERE program, with partners including Seattle King County Metro Transit. While OnTo has generated evidence of successful depowering of batteries, in 2020, a follow-on voucher opportunity for third party analysis of depowered cells and materials was approved through CalTestBed. The expertise of the battery and materials research groups at Lawrence Berkeley National Laboratory will characterize these depowered cells to provide better understanding of the materials level changes in depowering. (4) Pilot Plant for Depowering EOLBs: Making the spoke work in hub-and-spoke While other companies are marketing the hub-and-spoke approach for recycling EOLBs, they rely on dangerous, expensive shredding methods with flimsy IP protection. OnTo offers the only patented, proven ability to depower EOLBs from most any chemistry – at half of the capital cost required for shredding, while eliminating the liability, danger, and waste streams inherent with shredding. The proposed commercial pilot facility is (5) OnTo Technology LLC Company: OnTo develops advanced battery recycling innovations that produce manufacturing quality electrode materials from recycled batteries. Their patented Cathode-healing™ and Deactivation/Depowering processes improve safety and reduce the cost of recycling. OnTo’s breakthrough technologies produce advanced materials for manufacturing batteries useful in applications from portable power to electric vehicles. Contact: Steve Sloop OnTo Technology LLC, 63221 Service Road, STE F, Bend, OR 97703, ssloop@onto-technology.com , 541-389-7897

deactivation↗
DOE OSTI2022

Low-Cost Preform and Molding Processes

The entry cost for prototyping a composite component for manufacture using automated, high rate processes is prohibitively expensive in many cases, especially for small business, where tooling costs may be several $100k. Discussions with industry also indicate that many small companies, tier 1 and 2 suppliers, have an interest to mold composite parts but do not want to deal with the capital cost, material handling issues, and labor associated with dry fiber preforming operations. While the molders may locate near the end user for logistics reasons, it may be more cost effective for the performer to remain regional and invest in capital equipment to support preform automation, thus keeping costs to a minimum. This project was designed to explore and demonstrate several options to meet these industry needs. Dry fiber preforming approaches were evaluated which allow for low pressure resin infusion, single sided tooling options such a vacuum assisted resin transfer molding (VARTM) or low pressure resin transfer molding (RTM-light). Unlike sheet molding compound, SMC compression molding where typical molding pressures of 1000 psi are required to push material into the desired location; positioning of a dry fiber preform into the desired location on the tool allows for low molding pressures of 10-50 psi. Lower molding pressures allow for use of low cost, additive fabrication of polymeric tooling. Polymeric tooling is suitable for rapid part prototyping and limited production. Dry fiber preforming approaches evaluated included use of commercial chopped strand mat, robotic chopper gun deposition, and continuous fiber preform augmentation using tailored fiber placement (TFP). Use of chopped strand mat does not require a robotic deposition method, however a cutting table is generally required and there is typically 20-30% scrap generation. While various fiber areal weights are available, the preform is not readily optimized for minimal fiber use or weight savings. In contrast, a robotic chopper gun approach allows for localized deposition where fiber is required to meet structural requirements. The robotic method is highly automated and minimizes fiber scrap, however the capital cost of the equipment and engineering labor for programming can result in higher preform cost compared to chopped strand mat in certain cases depending on preform complexity. Dry fiber preforming using the robotic chopper gun method allows for creation of three dimensional forms. This approach may be ideal for molding in-house, or if the preforms stack together densely to allow for efficient shipping. Applications evaluated for this program considered trade-off between fabrication of a fully 3D preform versus production of a flat preform which is designed to readily drape into the final desired shape. Such a preform design greatly simplifies robotic programming and requires no specialized tooling. The flat preforms are easily stacked and shipped to the final molding location. Flat preforms are much easier to augment with TFP continuous fiber to provide local reinforcement. The demonstration and evaluation of these preforming and tooling methods were completed on three component applications. The first application was a battery box cover for an electric vehicle which was highly three dimensional. The second demonstrator article was comprised of complex contours and was used to demonstrate the use of TFP and RTM-light molding process. The third demonstration article was the roof of an operator’s cab for large construction equipment. The roof is relatively flat however it is comprised of complex changes in thickness which clearly demonstrate the advantage of robotic chopper gun approach as compared to using numerous preform layers of chopped strand mat. The cost trades for the various preforming methods are summarized to help guide the reader as to preforming method considerations. Finally, these demonstrations all used glass fiber roving. A fourth, exploratory task was added to evaluate the ability to make preforms using Zoltek’s carbon fiber split tow roving. We were able to adapt the chopper gun to make flat preforms for laminate testing, but further development effort would be required to make suitable preforms.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Time-Sensitive Quantum Key Distribution (TSQKD)

This is the final report for the Time-Sensitive Quantum Key Distribution (TSQKD) project and summarizes the demonstration and longer-term field testing at an electric utility, EPB of Chattanooga, in Chattanooga, TN. The demonstration was held virtually (due to the COVID pandemic) and successfully executed the tests outlined in a prior report, “Task 10: Develop a QKD Time-Sensitive Networking Test Suite” submitted 9/30/2020. The portable test equipment explained in Task 10 and earlier task reports was tested at GE Research remotely connected with Qubitekk’s QKD equipment in San Diego, CA. Then the equipment was shipped to Qubitekk for physical integration with Qubitekk’s Quantum DataLoc™ Key Server 1570nm (http://qubitekk.com/products/qkd-for-industrial-control-systems-ics/). The portable test equipment was shipped from Qubitekk to EPB for demonstration and extended field testing. A summary of the demonstration and test results are described in this report. The demo and extended field test results are enabled by the NETCONF/YANG IEEE P1913 data management model developed as part of this project (Task 5). The NETCONF/YANG IEEE P1913 data management model demonstrated significant practical utility in providing a common means of monitoring and configuring the QKD system. All data in this report comes from the IEEE P1913 data management model.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

Benefit Analysis of CO 2 Delivery Options for Offshore Storage or Enhanced Oil Recovery

The analysis presented in this report evaluates the benefits of CO₂ offshore transport via pipeline or ship within the GOM. It takes a top-down framework to estimate the costs. First, this analysis designed a reduced-order model (ROM) based on the cash flows in the FECM/NETL CO₂ Transport Cost Model (also known as CO2_T_COM). The ROM takes capital expenses (CAPEX) and operating expenses (OPEX) to calculate the CO₂ breakeven price based on the cash flows. Second, this analysis developed regression models utilizing published data from other analyses to estimate CAPEX and OPEX. Since the ROM is a simplified cash flow calculation, it is easy to exchange the core regression models to estimate various costs. The ROM and regression models provided a framework that can be easily used by other researchers, decision-makers, operators, and regulators. The objective of this analysis is to assess the CO₂ breakeven cost range for pipeline and ship transport of captured CO₂ given the CO₂ source and storage reservoir located in the GOM.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Packaging Capacity Calculation: Pu Oxide Packaging Options with the 2 Quart SAVY Container

This calculation supports programmatic efforts to Dilute and Dispose Pu. Metal is to be oxidized at LANL, then transported to SRS for dilution at SRS. Ultimately, the diluted oxide will be disposed of at the Waste Isolation Pilot Plant (WIPP). Currently 3013 containers are used to package the oxide, which are placed in to 9975 Type B shipping containers. The Oxide Packaging Technology Maturation Plan determined that a transition to the used of 2-qt SAVY containers placed in 9977 would increase efficiency in shipping and handling and increase programmatic flexibility. The 2-quart SAVY container meets DOE M 441.1 and TA-55 Documented Safety Analysis requirements for handling and storage of Pu oxide at LANL.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Exhibit D Scope of Work and Technical Specifications MOX Rod Reduction

PROJECT/PROGRAM GOALS AND OBJECTIVES: The Los Alamos National Laboratory (LANL), here after referred to as the CONTRACTOR, plans to provide NQA-1 service and support for the disposition of PF-4 basement inventory of Areva fuel rods. These fuel rods need to be reduced in length for proper shipping and disposition. The objective of this acquisition is to enter into an agreement with a SUBCONTRACTOR that shall provide expertise, materials, input for procurement of specialized tooling to be identified, and mockups for size reduction and FS65 disposition. Handling and size reduction of the Areva rods would take place at LANL. Physical work at LANL will be performed by the CONTRACTOR’s field execution team, portions of this work will have expertise provided by the SUBCONTRACTOR. As cited below via an add alternative and supplemental site visit(s) to LANL the CONTRACTOR may request the SUBCONTRACTOR to ship the necessary transportation, handling and packaging equipment at the SUBCONTRACTOR’s location to the CONTRACTOR’s facility for size reduction activities at LANL by the CONTRACTOR’s self-perform field execution team. In addition, the SUBCONTRACTOR shall provide subject matter expertise to CONTRACTOR personnel cutting the mockup Areva Fuel Rod at LANL as a rehearsal prior to CONTRACTOR cutting the actual MOX Fuel Rod if this add alternative is exercised.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Sister Rod Destructive Examinations (FY23) Appendix F: Cyclic Integrated Reversible-Bending Fatigue Tests

Spent nuclear fuel (SNF) assemblies must be shipped to other sites for processing and disposal. During shipment, the fuel is typically oriented horizontally, and the fuel rods are subject to periodic alternating loads related to the movement of the vehicle that results in alternating bending of the SNF fuel rods. The number of bending cycles is related to the length of the shipping route, with longer routes producing more cycles. Because it is well-known that cyclic loads can produce failures, even when the stress and strain imposed are below the material’s yield point, investigation of the SNF’s fatigue behavior is prudent. This report discusses the results of fatigue testing conducted at Oak Ridge National Laboratory (ORNL) using the Cyclic Integrated Reversible-Bending Fatigue Tester (CIRFT) created by the US Department of Energy Office of Nuclear Energy for the High Burnup Spent Fuel Data Project and its sister rods. The results of the tests are compared with results obtained over the last decade using the same CIRFT for the US Nuclear Regulatory Commission (NRC).

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Plutonium-238 Loadout Calorimeter Return To Service

The calorimeter in the transfer area in Building 7920 at the US Department of Energy’s Oak Ridge National Laboratory is used to measure the amount of 238 Pu in the Plutonium Heat Source Oxide. The calorimetry measurement is taken after the oxide is packaged in an ORISC (Oak Ridge Inner Shipping Capsule)/FSO (Fuel Storage Outer) assembly before loading into the Containment Vessel and shipping container. The equipment is used in three specific configurations: zero measurement (nothing in the sample cup), FSO measurement (actual measurement of 238 Pu), and reference calibration measurement (using the reference FSO as a known heat source). System checks were performed in July 2023 in preparation for scheduled material loadout. During these checks, personnel discovered that the reference FSO had experienced an electrical short in the heater cable and was no longer functional. The calorimeter was in the reference calibration measurement configuration at this time. Facility management was notified when the damage was discovered. The data from the Yokogawa recorder were pulled and analyzed for a span of time between September 2022 and July 2023. An unusual spike was found in the sample cup temperature data that started on October 19, 2022, and ended on October 20, 2022. The sample cup reached a temperature of 191.1°C. The maximum allowable temperature for the calorimeter thermopile to reach is 220°C based on the manufacturer statement provided in Appendix B of this report [1]. The calorimeter thermopile and the sample cup thermocouple are physically close to each other; therefore, the data suggest that the calorimeter itself never saw a temperature in excess of 191.1°C. Physical damage present on the cable, tape, and insulation suggests that the temperature reached a higher value in some locations within the sample cup than the data shows. Because of this discrepancy, testing of the calorimeter was required to confirm that the calorimeter is functioning the same as it was before the electrical short. The intent of this report is to assess the functionality of the calorimeter and determine if it is acceptable to use for 238 Pu loadout material measurement. Testing showed that the calorimeter is functionally equivalent to the initial calibration that was performed in the summer of 2021, and thus, the calorimeter was cleared to be used for its intended purposes.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2023

Maritime Fuel Cell Generator Project: 2018 – 2023

This report summarizes activity in the Maritime Fuel Cell (MarFC) Generator Project from 2018 – 2023. FY 2018 saw the implementation of upgrades and repairs, making the unit more reliable and operator friendly. In FY2019 the team engaged the Scripps Institution of Oceanography (SIO) to use the MarFC to provide zero-emission shore power to the research vessel R/V Robert Gordon Sproul while in port at the Nimitz Marine Facility in San Diego, CA. In FY2020, the MarFC unit was shipped to San Diego, CA. A fueling contract with IGX was established to support MarFC operations at SIO, with renewable hydrogen provided by the California State University Los Angeles (CSULA) hydrogen station. The project team (Sandia, Cummins/Hydrogenics) provided training to SIO staff on the technical details of the MarFC, the safe use of hydrogen in general and the MarFC in particular. The first fueling of the unit at the SIO pier was successfully completed by IGX. The first powering of a vessel with fuel-cell shore power was conducted with the R/V Robert Gordon Sproul. While the mechanical systems (lights, AC, ventilation, hydraulics, pumps and cranes) were powered without incident, problems arose when powering the computer systems. Inspections carried out in FY2021 revealed the MarFC needed routine maintenance. Maintenance was performed and the unit was upgraded. The MarFC was turned on after the year pause, and initial test data on power levels and stability were collected. FY2022 was a year spent repairing, upgrading and testing the MarFC unit. Spikes in power and voltage were observed above 60 kW that could potentially extend below 60 kW with time. Such spikes could cause problems with the Sproul electrical systems. These age-related problems, the extended time for the Sproul spent in dry dock for scheduled upgrades, and the associated need to reschedule the vessel’s high-priority science missions made it no longer possible to deploy the unit at SIO. After due consideration, the decision was made by DOE, MARAD and the project team to cease the deployment, remove the MarFC from SIO, and not pursue further deployment activities. On December 2, 2022, the MarFC unit was removed from the Scripps Nimitz Marine Facility and shipped to Fridley, Michigan. The Cummins/Hydrogenics plan for the unit is to assess the condition of the MarFC subcomponents, and then use it as a training/learning system for technical employees new to hydrogen fuel-cell technology. After summarizing project activity from 2018 – 2023, this report provides a review of lessons learned. This report provides next steps in contemplating a follow-on project that would further advance the use of fuel-cell-based shore power in a marine setting. A comparison is made of the project results to the original objectives. This report ends with an accounting of presentations stemming from the project, and a list of references.

08 HYDROGEN↗
DOE OSTI2024

Development of the ARM Lagrangian Large-Scale Forcing Data (ARMLAGTRAJ) Value-Added Product Based on the lagtraj Framework

The Atmospheric Radiation Measurement (ARM) large-scale forcing data developed based on the constrained variational analysis (VARANAL) value-added product (VAP) (Zhang and Lin 1997, Zhang et al. 2001, Xie et al. 2004, Tang et al. 2019) has been widely used for single-column models (SCMs), cloud-resolving models (CRMs), and large-eddy simulation models (LESs) to understand and improve physical processes in models. Recently, the U.S. Department of Energy (DOE) ARM user facility conducted several major field campaigns using ship-based moving observational platforms. For example, the Marine ARM GPCI Investigation of Clouds (MAGIC) field campaign focused on the role of subtropical marine-boundary layer (MBL) clouds, and the Multidisciplinary Drifting Observatory for the Study of Arctic Climate (MOSAiC) field campaign aimed to improve understanding of the coupled climate systems in the Arctic. Observations from moving platforms are critical to provide a comprehensive characterization of coupled-system processes associated with all stages of the cloud and/or sea-ice life cycle. Traditional ARM large-scale forcing data have been developed at fixed locations. They need to be extended to include these moving platforms to address data needs for ship-based field campaigns or to support LES modeling in a Lagrangian framework. With these considerations in mind, we develop ARM-type Lagrangian large-scale forcing data sets based on the lagtraj framework (Boeing et al. 2020) with notable enhancements in generating forcings that are more suitable for ARM field campaigns. The lagtraj is a novel tool that generates forcings for LES and SCM simulation in both Lagrangian and Eulerian perspective. This technical report focuses on the major changes we performed on the lagtraj algorithm and provides an overview of the ARM Lagrangian Large-Scale Forcing Data (ARMLAGTRAJ) value-added products.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2021

Management of the Three Mile Island, Unit 2, Accident Corium and Severely Damaged Fuel Debris

The Three Mile Island, Unit Two (TMI-2) pressurized water reactor core melted down in 1979 due to an untimely combination of maintenance problems that led to a loss of feedwater, followed by a series of operational misunderstandings and errors. The melted core recovery process required development of a wide array of tools. After approximately three years of water management and other cleanup actions, the first views of the core revealed a much higher degree of damage than previously expected. Approximately 62 metric tons of the core had melted, leaving only 42 of the 177 fuel assemblies standing with a majority of rods intact. The core to be recovered was composed of loose debris and a solidified mass of formerly molten fuel. Robotic tools that had been designed for the task were of limited effectiveness due to the range of material types and phases. Over a period of several years, the central melt was broken up, primarily by use of a core-boring drill originally designed to acquire samples through the depth of the debris field. The broken pieces were loaded into specially designed debris canisters by use of long-handled pick-and-place tools and suctioned into baffled knockout canisters using an airlift vacuum system. A remotely operable underwater plasma arc torch was developed for removal of the lower core support structure to be able to retrieve the fuel pieces and secondary melt that had accumulated on the bottom reactor vessel head. Canister design played a central role in defining the initial retrieval process and later affected transportation, interim wet and its current interim dry storage. Due to concerns about the potential for radiolysis of residual water in the debris and other canister material, the canisters were fitted with hydrogen recombiner catalyst units to prevent a buildup of flammable gas and potential pressurization. To confirm the effectiveness of the recombiners during shipping, eight dewatered canisters were kept sealed for up to 205 days with periodic sampling of the headspace gas. The highest hydrogen value (9 vol%) was observed in a canister held for 147 days while the longest stored canister resulted in a 5% hydrogen concentration. The oxygen concentration never exceeded 0.5 %, and the primary backfill was >80% argon, meaning there was no flammability risk. Radiolytic hydrogen was also observed in wet pool storage, where the vented canisters discharged a portion of the water backfill as a result of gas production. The 344 canisters (268 fuel debris, 62 filter, and 12 knockout type) were dewatered, loaded in groups of seven into a double barrier shipping cask, and transported to the U.S. Department of Energy site in Idaho for 10 years of pool storage.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Microreactor Assembly Transportation Cask Model Description for Criticality Safety Validation Basis Assessment

Criticality safety analyses are completed on a transportation cask used for microreactor assembly shipment to provide an example of model and analysis to industry for reproducing this type of study on their microreactor fuel shipment. The fuel assembly considered is based on a gas-cooled microreactor (GC-MR), which utilizes HALEU fuel in the form of TRISO particles and utilizes various design options considered in industry designs. Various versions of this GC-MR assembly were studied, with and without YH2 moderator, providing similar conclusions. The shipment cask design is revised based on an existing design ES-3100, developed by Y-12 for the transport of highly enriched uranium (HEU), but is enlarged to hold the GC-MR fuel assembly. Criticality safety analysis for the cask/GC-MR fuel assembly package was performed using the CSAS6 sequence of SCALE6.3.2, utilizing the ENDF/B-VII.1 based continuous energy neutron library, and the analysis strictly follows the guideline from NRC reference reports. Different scenarios, e.g. normal operation, undamaged cask with water flooded, damaged cask with optimal water moderation, have been analyzed and it could be concluded the package would always have a large margin of subcriticality even packed in an infinite array. Sensitivity and similarity analyses are also performed using the TSUNAMI sequence of SCALE6.3.2, and the similarity analysis uses all the experiments from the ICSBEP Handbook with Intermediate and Mixed Enriched Uranium (IEU) and Low Enriched Uranium (LEU) systems together with additional ones that are sponsored by the DNCSH program. These similarity analyses indicate that dry cases have no similar benchmark experiments (ck values greater than 0.8), which may become problematic if more assemblies are shipped together (or a fully loaded core is shipped) and margin to criticality is reduced. However, the damaged cask models with flooded assemblies exhibited similarities to many experiments with ck values greater than 0.8.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

White Paper: Scalable Digital Twin Capabilities for Aging and Surveillance of Engineered Systems

This white paper presents a multi-year initiative to develop practical, secure, and scalable digital twin capabilities for engineered systems in aging and surveillance contexts—an approach pioneered at the National Nuclear Security Administration (NNSA) Lawrence Livermore National Laboratory (LLNL) that maps directly onto the needs and ambitions of the Navy for ship- and fleet-level digital twins. LLNL’s work in building part- and process-level digital twins for advanced manufacturing, with a vision to scale up to entire factory floors and, ultimately, enterprise-wide digital twins, offers an adaptable pathway for the Navy as it seeks to modernize lifecycle management, readiness, and predictive maintenance across ships and fleets. For our application, we integrate physics-based modeling with automated data ingestion, processing, and AI-driven calibration, creating hybrid models that are both interpretable and data responsive. We modernized legacy workflows, established centralized data infrastructure, automated experimental pipelines, and demonstrated end-to-end coupling of accelerated aging data with finite element simulations via optimization and surrogate modeling. The result is a generalizable framework that supports part-level digital twins today and lays the groundwork for future system-level twins suitable for Navy applications.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Production of NBL PO plutonium isotopic standards CRM 136A, CRM 137A, and CRM 138A

Lawrence Livermore National Laboratory (LLNL) produced approximately 1 mg units of purified Pu from the parent New Brunswick Laboratory (NBL) certified reference materials (CRM) 137, 136 and 138 isotopic standards for the NBL Program Office (NBL PO) as detailed in the revised project plan. As stated in the plan, three representative units of each material were dispensed at the same time to be characterized at LLNL and provide informational values for the quantity of Pu and progeny nuclides in each unit. NBL PO intends to collect and evaluate isotopic measurement data from multiple laboratories and certify these materials as new isotopic standards C137A, C136A, and C138A, respectively. Soon after production eleven units of each analytical standard were shipped to other analytical laboratories for the certification effort, and 121, 119, and 119 units of C137A, C136A and C138A, respectively were shipped to Mickey Finch at Y12 NBL distribution center in November 2024 (30-gallon drum, TID 003777 PRL 7000005043). Residual purified Pu from the effort is being stored indefinitely in B332 at LLNL. Detailed methods can be found in the production plan, and this report describes and documents aspects of the production effort that are not in or were modified from the original production plan.

and nuclear chemistry↗
DOE OSTI2026

Port Technical Assistance Program: A Proposed Initiative to Support U.S. Ports Through Energy Innovation

This document highlights the crucial importance of the maritime sector within the United States (U.S.) economy, serving as a key node for trade and global goods transportation. U.S. ports are currently grappling with challenges posed by rising shipping demands, the health impacts of diesel fuel reliance, and the technology adoptions of global trade partners due to increasing environmental regulations. This document proposes forming a technical assistance program, led by Pacific Northwest National Laboratory (PNNL), to help U.S. ports transition to sustainable energy solutions that not only improve environmental and community outcomes, but also enhance resilience to unexpected weather events and reduce pressure on local utilities. Coordinated by PNNL, this initiative would offer a web-based platform of consolidated resources and tools for comprehensive strategic planning and cost-benefit analysis. It also seeks to establish a collaborative network between ports and national laboratories to facilitate the sharing of best practices. The document suggests that optimizing resource allocation and providing tailored support could be achieved through strategic categorization of ports within this network, with relevant attributes and examples detailed in the report. The anticipated benefits of such a program could include increased efficiency and cost savings in port operations and the advancement of scientific innovation via alternative energy research. Also, it could enhance economic growth and competitiveness in international trade by enabling ports to meet shipping demands and develop resilient critical infrastructure through informed, long-term strategies.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Tabletop Testing for EV Charging Ecosystem PKI (Project T34PKI Final Report)

To test the communications and cybersecurity functionality, Electric Vehicle and charging station vendors have had to ship their products to in-person testing events. This is cumbersome, expensive, inefficient, and an impediment to rapid time-to-deployment. In this project Sandia used COTS hardware and Open-Source Software to develop and demonstrate a more agile, productive approach: testing low-voltage controllers independently from high-voltage power delivery sub-systems. This approach allows communications controllers to be transported easily (e.g. shipped at low cost, checked as airline baggage); set up on a table-top (“bench testing”); and use ordinary 120 VAC outlets to conduct agile testing. Table-top platforms become end nodes that can connect to laboratory and cloud-based servers to test communications and cybersecurity, specifically Public Key Infrastructure (PKI) functionality and interoperability, separately from EV battery charging (power/energy transfer) functionality.

33 ADVANCED PROPULSION SYSTEMS↗