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DOE OSTI2021

Identification of localized radiation damage in power MOSFETs using EBIC imaging

The rapidly increasing use of electronics in high-radiation environments and the continued evolution in transistor architectures and materials demand improved methods to characterize the potential damaging effects of radiation on device performance. Here, electron-beam-induced current is used to map hot-carrier transport in model metal-oxide semiconductor field-effect transistors irradiated with a 300 KeV focused He + beam as a localized line spanning across the gate and bulk Si. By correlating the damage to the electronic properties and combining these results with simulations, the contribution of spatially localized radiation damage on the device characteristics is obtained. Furthermore, this identified damage, caused by the He + beam, is attributed to localized interfacial P b centers and delocalized positive fixed-charges, as surmised from simulations. Comprehension of the long-term interaction and mobility of radiation-induced damage are key for future design of rad-hard devices.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗

DOE OSTI2024

Energy Systems Decarbonization: Perspectives on Electric Vehicles and Grid Integration

The imperative for strong and rapid emissions reductions to mitigate global warming and enhance air quality necessitates a transition to net-zero emissions. This shift requires significant changes throughout the entire energy supply-demand ecosystems, tailored to various sectors. Transportation stands as the least-diversified energy sector and the largest source of U.S. GHG emissions. As the primary catalyst for vehicle decarbonization when paired with clean electricity, electric vehicles (EVs) will play a pivotal role in the future. EVs are poised to drive substantial growth in electricity demand and presents a unique opportunity to provide demand-side flexibility that is crucial for future renewable-dominated electricity systems. Smart integration of EVs can strengthen the grid, reducing costs and enhancing resilience. At NREL, laying the scientific groundwork to actualize this vision: our research is finding ways for EVs to support grid planning and operations across several timescales and to fully exploit the synergies between EVs and renewables.

ADVANCED PROPULSION SYSTEMS,POWER TRANSMISSION AND↗

DOE OSTI2022

Renewable Energy and Efficiency Technologies in Scenarios of U.S. Decarbonization in Two Types of Models: Comparison of GCAM Modeling and Sector-Specific Modeling

Energy system projections from analytic models inform actions ranging from short-term and local decisions, such as technology and infrastructure deployment, to global and long-term negotiations and targets. Computational limits require the designers of these models to trade off between coverage and resolution. Some models, such as the Global Change Analysis Model (GCAM), represent all energy sources and uses but at a relatively coarse level of resolution. GCAM balances global supply and demand of all energy carriers by endogenously projecting prices for energy sources and costs of greenhouse gas mitigation while capturing interlinkages between the energy system, water, agriculture and land use, the economy, and the climate. This global model was used to frame the Long-Term Strategy released by the White House in 2021 and has been used to inform national and global economy-wide decarbonization discussions and strategy development for decades. Other models instead focus on a portion of the energy sector with greater detail and resolution. The Regional Energy Deployment System (ReEDS) electricity-sector model, for example, projects capacity expansion with an emphasis on integration of variable renewable energy into the grid of the future. The Transportation Energy and Mobility Pathway Options (TEMPO) transportation-sector model enables analysis of household choices in adoption, charging, and use of electric vehicles. The Scout buildings-sector model supports detailed consideration of the policies and markets that can accelerate the adoption of energy conservation measures in buildings. Such sector-specific models are instrumental in informing technology research, sectoral planning strategies, and sector-specific aspects of greenhouse gas (GHG) mitigation strategies in the United States. These global and sector-specific modeling approaches can complement each other. The global approach ensures consistent, endogenous energy pricing and resource allocation, which can substantially diverge from current conditions in transformative scenarios, while the sector-specific approach facilitates representation of granular details across spatial, temporal, technological, and market dimensions that enable exploration of particular interactions and trade-offs. This report presents the results of recent work to explore the differences and tradeoffs between these approaches by comparing GCAM with the sector-specific ReEDS, TEMPO, and Scout models. The report compares both model structures and results, and discusses their potential relevance and applications.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2024

Electrolyte Assisted Hydrogen Storage Reactions (Final Technical Report)

The goal of this project is to address critical deficiencies of hydrogen storage systems design based on hydride materials, as originally identified by the DOE Hydrogen Storage Engineering Center of Excellence (HSECoE). Baseline hydrogen storage technology presently relies on compressed gas operating at ~700 bar pressure, which imposes huge demands on fuel delivery, fuel storage and system cost. For onboard storage applications, Type IV composite overwrapped pressure vessels and associated balance-of-plant components are necessary to ensure safe and effective fuel delivery. However, such compressed gas technology falls well-short of volumetric targets even at 700 bar, given the density of gaseous molecular hydrogen is only 40 g·H2/l at ambient temperatures. One alternative is to utilize hydride materials which accommodate hydrogen in atomic form. Certain hydrides can attain volumetric densities that exceed the density of liquid H2 (71 g·H2/l) while also offering advantageous thermodynamic properties. However, such material systems presently rely on solid-state diffusion for hydrogen release, which has a very high activation barrier for atom mobility and, thus, requires impractically-high temperatures for operation. The initial focus of our research effort is to employ and demonstrate an electrolyte system to mediate the diffusion of species at lower temperatures relevant to transportation applications, with the goal of establishing the critical factors necessary to obviate the need for high-temperature release of hydrogen. A parallel goal of this exploratory effort is to determine the effectiveness of modest electrochemical potentials in overcoming any endothermic requirements for hydrogen release in a similar electrolyte-promoted scenario.

08 HYDROGEN↗

NASA NTRS2006

FETs Based on Doped Polyaniline/Polyethylene Oxide Fibers

A family of experimental highly miniaturized field-effect transistors (FETs) is based on exploitation of the electrical properties of nanofibers of polyaniline/ polyethylene oxide (PANi/PEO) doped with camphorsulfonic acid. These polymer-based FETs have the potential for becoming building blocks of relatively inexpensive, low-voltage, highspeed logic circuits that could supplant complementary metal oxide/semiconductor (CMOS) logic circuits. The development of these polymerbased FETs offers advantages over the competing development of FETs based on carbon nanotubes. Whereas it is difficult to control the molecular structures and, hence, the electrical properties of carbon nanotubes, it is easy to tailor the electrical properties of these polymerbased FETs, throughout the range from insulating through semiconducting to metallic, through choices of doping levels and chemical manipulation of polymer side chains. A further advantage of doped PANi/PEO nanofibers is that they can be made to draw very small currents and operate at low voltage levels, and thus are promising for applications in which there are requirements to use many FETs to obtain large computational capabilities while minimizing power demands. Fabrication of an experimental FET in this family begins with the preparation of a substrate as follows: A layer of silicon dioxide between 50 and 200 nm thick is deposited on a highly doped (resistivity 0.01 W.cm) silicon substrate, then gold electrodes/contact stripes are deposited on the oxide. Next, one or more fibers of camphorsulphonic acid-doped PANi/PEO having diameters of the order of 100 nm are electrospun onto the substrate so as to span the gap between the gold electrodes (see Figure 1). Figure 2 depicts measured current-versus-voltage characteristics of the device of Figure 1, showing that saturation channel currents occur at source-todrain potentials that are surprisingly low, relative to those of CMOS FETs. The hole mobility in the depletion regime in this transistor was found to be 1.4 10(exp -4) sq cm/(V.s), while the one-dimensional charge density at zero gate bias was estimated to be approximately one hole per 50 two-ring repeat units of polyaniline, consistent with the rather high channel conductivity (approx. 10(exp -3) S/cm). Reducing or eliminating the PEO content of the fibers is expected to enhance the properties of future versions of this transistor.

Theofylaktos, Noulie↗

NASA NTRSDate not supplied

Capacity and Throughput of Urban Air Mobility Vertiports with a First-Come, First-Served Vertiport Scheduling Algorithm

In this paper, a first-come, first-served vertiport scheduling algorithm for Urban Air Mobility (UAM) was exercised to assess and compare the capacity and throughput of various vertiport configurations. The scheduler models each vertiport by the number of vertipads and parking spaces, and manages reservations on timelines for those vertiport resources, at a level of fidelity suitable for fast-time and system-level analyses of UAM concepts and other airspace studies. The paper defines the theoretical model that can be used to estimate the capacity of various vertiport configurations. The theoretical model provides an understanding of the conditions that can lead to either a parking space-limited or a vertipad-limited vertiport. Examples of potential throughput for some vertiport configurations are provided using both a queueing approach as well as a simulated UAM demand scenario. The study demonstrated that a first-come, first-served scheduling approach can have inefficiencies in the use of the vertiport resources. The inefficiencies can increase as the number of resources increases. Nonetheless, 80% or better peak throughput to capacity ratio was observed for most vertiport configurations.

UAM↗

DOE OSTI2026

Estimating the Benefits of Sustainable Aviation Fuel Usage at Chicago O’Hare International Airport on Ultrafine Particle Exposure and Mortalities Reductions

The expanding commercial aviation sector necessitates diverse energy sources, and sustainable aviation fuels (SAFs) have emerged as a promising option. Widespread SAF adoption can help meet transportation fuel demand and offer health benefits for people residing near airports or along airport landing and takeoff (LTO) pathways, where elevated levels of aircraft-derived air pollution often exist. Blending SAF with traditional jet fuels can reduce ultrafine particle (UFP) emissions, which may improve health of near airport population. We analyzed a population of about 8 million people in 1925 census tracts around the Chicago O’Hare International Airport (ORD). We conducted a risk assessment to estimate anticipated UFP reductions for three adoption scenarios using blends of traditional jet fuels with 5, 25, and 50% SAF across all flights landing and taking off from ORD. We calculated baseline estimates of UFP emissions using ORD flight data, a dispersion model, and a calibration function derived from mobile monitoring data. We used this baseline UFP emission profile across the study area to estimate population-weighted UFP, as well as the attributable case reductions (ACRs) and attributable mortality rate reductions (AMRRs) across the demographic distribution around the airport, based on the SAF blending scenarios. We found a positive association of SAF blending with UFP reductions, particularly near the airport and along LTO flight pathways. Our study showed that the population-weighted UFP across different demographics was similar. ACRs were largely dependent on individual demographic populations, while AMRRs for all populations were relatively similar, with an estimated 0.3 (95% range: 0.2−0.3), 1.1 (0.9−1.4), and 1.8 (1.5−2.2) fewer mortalities per 100,000 people per year expected with the adoption of 5, 25, and 50% SAF blends, respectively. This study indicates that communities near ORD, across a range of demographics, may benefit similarly from SAF adoption, thus highlighting how SAF adoption may offer an opportunity to improve health outcomes like aviation UFP-related mortalities around airports.

10 SYNTHETIC FUELS↗

NASA NTRS2014

Central Africa Energy: Utilizing NASA Earth Observations to Explore Flared Gas as an Energy Source Alternative to Biomass in Central Africa

Much of Central Africa's economy is centered on oil production. Oil deposits lie below vast amounts of compressed natural gas. The latter is often flared off during oil extraction due to a lack of the infrastructure needed to utilize it for productive energy generation. Though gas flaring is discouraged by many due to its contributions to greenhouse emissions, it represents a waste process and is rarely tracked or recorded in this region. In contrast to this energy waste, roughly 80% of Africa's population lacks access to electricity and in turn uses biomass such as wood for heat and light. In addition to the dangers incurred from collecting and using biomass, the practice commonly leads to ecological change through the acquisition of wood from forests surrounding urban areas. The objective of this project was to gain insight on domestic energy usage in Central Africa, specifically Angola, Gabon, and the Republic of Congo. This was done through an analysis of deforestation, an estimation of gas flared, and a suitability study for the infrastructure needed to realize the natural gas resources. The energy from potential natural gas production was compared to the energy equivalent of the biomass being harvested. A site suitability study for natural gas pipeline routes from flare sites to populous locations was conducted to assess the feasibility of utilizing natural gas for domestic energy needs. Analyses and results were shared with project partners, as well as this project's open source approach to assessing the energy sector. Ultimately, Africa's growth demands energy for its people, and natural gas is already being produced by the flourishing petroleum industry in numerous African countries. By utilizing this gas, Africa could reduce flaring, recuperate the financial and environmental loss that flaring accounts for, and unlock a plentiful domestic energy source for its people. II. Introduction Background Africa is home to numerous burgeoning economies; a significant number rely on oil production as their primary source of revenue. Relative to its size and population density, the continent has a wealth of natural resources, including oil and natural gas deposits. The exploration of these resources is not a new endeavor, but rather one that spans decades, up to a century in some places. Their resources, if realized, could provide a great means of economic and social mobility for the people of Africa. Currently, Africa represents about 12 % of the energy market, yet at the same time, consumes only 3 % of the world's energy (Kasekende 2009). The higher

Jones, Amber↗

DOE OSTI2021

A system of shared autonomous vehicles for Chicago: Understanding the effects of geofencing the service

With autonomous vehicles (AVs) still in the testing phase, researchers and planners must resort to simulation techniques to explore possible futures regarding shared and automated mobility. An agent-based discrete-event transport simulator, POLARIS, is used in this study to simulate travel in the 20-county Chicago region with a shared AV (SAV) mobility option. Using this framework, the effect of an SAV fleet on system performance when constrained to serve within geofences is studied under four distinct scenarios: service restricted to the city, to the city plus suburban core, to the core plus exurban areas, and to the entire region — along with the choice of dynamic ridesharing (DRS) versus solo travel in an SAV. Results indicate that service areas need a balanced mix of trip generators and attractors, and an SAV fleet’s empty VMT (eVMT) can be noticeably reduced through suitable geofencing and DRS. Geofences can also help lower response times, reduce systemwide VMT across all modes, and ensure uniform access to SAVs. DRS is most useful in lowering VMT and %eVMT that arises from sprawled land development, but with insufficient demand to share rides, savings from the use of geofences is higher. Geofences targeting neighborhoods with high trip density bring about low response times and %eVMT, but fleet sizes in these regions need to be designed for uniformly low response times throughout a large region, as opposed to maximizing vehicle use in a 24-hour day.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1996

Turbulent Compressible Convection with Rotation: Flow Structure and Evolution - Part 1

The effects of Coriolis forces on compressible convection are studied using three-dimensional numerical simulations carried out within a local modified f-plane model. The physics is simplified by considering a perfect gas occupying a rectilinear domain placed tangentially to a rotating sphere at various latitudes, through which a destabilizing heat flux is driven. The resulting convection is considered for a range of Rayleigh, Taylor, and Prandtl (and thus Rossby) numbers, evaluating conditions where the influence of rotation is both weak and strong. Given the computational demands of these high-resolution simulations, the parameter space is explored sparsely to ascertain the differences between laminar and turbulent rotating convection. The first paper in this series examines the effects of rotation on the flow structure within the convection, its evolution, and some consequences for mixing. Subsequent papers consider the large-scale mean shear flows that are generated by the convection, and the effects of rotation on the convective energetics and transport properties. It is found here that the structure of rotating turbulent convection is similar to earlier nonrotating studies, with a laminar, cellular surface network disguising a fully turbulent interior punctuated by vertically coherent structures. However, the temporal signature of the surface flows is modified by inertial motions to yield new cellular evolution patterns and an overall increase in the mobility of the network. The turbulent convection contains vortex tubes of many scales, including large-scale coherent structures spanning the full vertical extent of the domain involving multiple density scale heights. Remarkably, such structures align with the rotation vector via the influence of Coriolis forces on turbulent motions, in contrast with the zonal tilting of streamlines found in laminar flows. Such novel turbulent mechanisms alter the correlations which drive mean shearing flows and affect the convective transport properties. In contrast to this large-scale anisotropy, small-scale vortex tubes at greater depths are randomly orientated by the rotational mixing of momentum, leading to an increased degree of isotropy on the medium to small scales of motion there. Rotation also influences the thermodynamic mixing properties of the convection. In particular, interaction of the larger coherent vortices causes a loss of correlation between the vertical velocity and the temperature leaving a mean stratification which is not isentropic.

Brummell, Nicholas H.↗

NASA NTRSDate not supplied

Shoulder Postures in EVA Training in Reduced Gravity Analogues

Shoulder Postures in EVA Training in Reduced Gravity Analogues K. Guhl1, L. Vu2, H. Kim3, S. Rajulu4 1KBR Inc., Houston, TX, 2Aegis Aerospace Inc., Houston, TX, 3Leidos Innovations, Houston, TX, 4NASA Johnson Space Center, Houston, TX. During extravehicular activities (EVAs) and EVA training in both the Neutral Buoyancy Laboratory (NBL) and at the Active Response Gravity Offload System (ARGOS), crewmembers perform a variety of hand-intensive tasks with frequent arm/shoulder repositioning while wearing a pressurized spacesuit. As a result, crewmembers may experience ergonomic stressors such as awkward shoulder postures. The ergonomic shoulder risk is also compounded by limited or restricted shoulder mobility of the spacesuit, extreme work positions such as overhead tasks, and tasks with heavy tools and repetitive motions. Prolonged or frequent shoulder elevation and overhead work, in particular, can lead to excessive stresses and musculoskeletal injuries of the shoulder joints. Future EVA missions, specifically lunar surface EVAs, will also be longer in duration and thus increase the exposure to awkward shoulder postures. In this study, we aimed to assess the ergonomic risk of awkward shoulder postures in simulated lunar surface EVAs by quantifying when and how long the arms are raised above the chest level. We assessed video recordings of pilot lunar EVA simulations (3 lunar trials each in the NBL and at ARGOS and 2 microgravity EVA trials in the NBL). These runs consisted of both training and engineering test objectives. Actual demands for shoulder use varied for different EVA types and analogues, but many EVA runs have common tasks and require similar motion components. A video observation and event logging software was used to document the duration and occurrence of the subject’s arms being raised throughout the video recordings of each EVA run. An arm raised instance was classified as the arm being at 90 degrees or above with relation to gravity for lunar EVA training events and with relation to the body for microgravity EVA training events. Such events included EVA hardware maintenance or heavy geology sampling tool operations. Events where the arm load was partially supported by external objects, like climbing a ladder or leaning against a surface were separately identified and excluded. Statistical analysis was performed to summarize the timing, frequency, and durations of the arm raise events and compared across the different EVA tasks and analogue types. Preliminary observations indicated that the total duration and number of arm raised instances were surprisingly smaller for lunar surface EVA training as compared to microgravity EVA training. The observed difference may be attributed to differing task demands and unique environmental characteristics found in lunar EVAs in comparison to microgravity EVAs. A detailed statistical analysis will be performed between lunar surface EVA training events and microgravity EVA training events in the final submission. Overall, this analysis is expected to provide insight into how ergonomic recommendations can be refined for lunar EVA training with pressurized suits. It may also inform task design and influence suit padding design to better protect crewmembers during future lunar training.

Kaitlyn Lea Guhl↗

DOE OSTI2025

ELECTRIFICATION OF A HEAVY-DUTY OFF-ROAD MATERIAL HANDLER: ENERGY SAVINGS AND EMISSION REDUCTIONS

Federal regulations are driving the adoption of electrification technologies to reduce carbon dioxide equivalent (CO2e) emissions, a metric that quantifies the global warming potential of various greenhouse gases in terms of carbon dioxide (CO2). Although no specific CO2 regulations exist for heavy-duty off-road machines, future reductions are likely, given stricter emissions standards for on-road vehicles. The heavy-duty off-road sector offers significant fuel-saving potential, as its focus has traditionally been on reliability and performance rather than fuel efficiency. This dissertation examines fuel and CO2e savings opportunities on a heavy-duty off-road material handler, the Pettibone Cary-Lift 204i, from stock configuration to simple modifications to a complete teardown and reconfiguration of the machine with a plug-in series hybrid architecture using electrified hydraulics. The study begins by modeling the baseline machine’s fuel and energy consumption, calibrating with experimental data from custom operating cycles. An energy analysis identifies key areas for fuel savings. Two simple powertrain modifications result in a combined 16.2% fuel savings. Next, a Pugh-style analysis narrows a list of electrified architectures, leading to high-fidelity models that evaluate total lifetime CO2e and costs. Higher electrification levels reduce CO2e emissions but increase costs, and electricity grid emissions significantly impact CO2e for plug-in architectures. A plug-in series hybrid is chosen for the project. In its base control form, 49% fuel and 29% CO2e savings are expected from the plug-in series hybrid compared to the baseline machine. Further savings are pursued through regenerative braking (6.3%) and load-following hydraulic control (17.8%), totaling 24.1% fuel savings, and leading to a total of 61% fuel and 41% CO2e savings compared to the baseline. Battery chemistries and charging strategies are also analyzed for cost and CO2e impacts, finding LFP batteries as superior due to longevity, and overnight level 2 charging usually at a lower cost but resulting in higher emissions than opportunity DC fast-charging (DCFC). DCFC emissions are highly dependent on grid emissions, and DCFC cost is highly dependent on grid demand charges. Finally, artificial intelligence is applied to operating cycle recognition. Neural network accuracy ranges from 81% to 99%, with applications to worksite efficiency and safety improvements.

24 POWER TRANSMISSION AND DISTRIBUTION↗

NASA NTRS2022

National Campaign (NC)-1 Strategic Conflict Management Simulation (X4) Final Report

Urban Air Mobility (UAM) enables highly automated, cooperative, passenger or cargo-carrying air transportation services in and around urban areas. UAM is a subset of the Advanced Air Mobility (AAM) concept under development by the National Aeronautics and Space Administration (NASA), the Federal Aviation Administration (FAA), and industry. The Strategic Conflict Management (SCM) Simulation, dubbed “X4”, was conducted between July 2021 and June 2022 by NASA with the FAA and industry to evolve the Provider of Services for UAM (PSU) that will be needed to ensure initial UAM operations can scale in the National Airspace System (NAS). The FAA UAM Concept of Operations (ConOps) v1 [1] served as an initial guiding document for the X4 airspace management system design to ensure the architecture supports testing of services provided by third-party service providers. To that end, the X4 architecture leveraged concepts and technologies developed for Unmanned Aircraft System (UAS) Traffic Management (UTM) while also developing and testing new capabilities and services needed for UAM. The architecture included an initial prototype of the FAA-Industry Exchange Protocol (FIDXP), third-party services such as the PSUs, and Discovery and Synchronization Service (DSS), and other new services such as Demand-Capacity Balancing (DCB) to facilitate UAM strategic conflict management. During X4, NASA led discussions and collaborated with seven industry airspace partners to develop initial airspace management concepts for UAM that drove what would be tested and evaluated during the simulations. The initial capabilities defined for PSU leveraged UTM UAS Service Supplier (USS) as a starting point and evolved to meet UAM requirements. These discussions were also an opportunity for NASA to collaborate with industry to develop a set of initial Community-Based Rules (CBRs). These CBRs enabled how UAM traffic would be cooperatively managed among UAM operators. The collaborative, iterative process of developing CBRs with industry during X4 provided insight into the challenges involved and identified the need for a suitable and effective forum for future CBR development. In parallel with these discussions, NASA conducted a series of seven software sprints and two collaborative simulations with the airspace partners that built up in complexity. Over the course of the year, all seven partners successfully completed all the sprints by demonstrating the required capabilities. They also participated in the two collaborative simulations to demonstrate how multiple PSUs could work together in a collaborative, more complex environment with higher traffic density. The X4 simulation accomplished NASA's objectives and helped advance the development of the seven participating PSUs. The lessons learned provided insight into key elements of the UAM Notional Architecture from the FAA ConOps v1 [1] and UTM technologies when applied to UAM: - Having a Concept of Use (ConUse) defined prior to the activity would accelerate the time and effort from concept development to testing. - While the UAM Notional Architecture provided a starting point for a federated architecture that support services provided by third-party providers, the USS and PSU differed in their capability definitions for operational intent submission and sharing, conformance monitoring, airspace authorization, strategic conflict management, airspace constraints and dynamic replanning. - While existing DSS developed for UTM provided a way for PSU and other UAM services (such as DCB) to discover relevant operations from each other, additional complexity and challenges were found during X4 testing and illuminated the need for a more suitable solution for UAM. Industry can leverage the results of this demonstration to accelerate UAM requirements, CBRs, and standards development. The FAA and other government municipalities and agencies will be able to leverage results to inform future policies and identify additional gaps that require further analysis, moving toward operationalization of UAM.

Urban Air Mobility↗

DOE OSTI2020

Joint Design of Multimodal Transit Networks and Shared Autonomous Mobility Fleets

Providing quality transit service to travelers in low-density areas, particularly travelers without personal vehicles, is a constant challenge for transit agencies. The advent of fully-autonomous vehicles (AVs) and their inclusion in mobility service fleets may allow transit agencies to offer better service and/or reduce their own capital and operational costs. This study focuses on the problem of allocating resources between transit patterns and operating (or subsidizing) shared-use AV mobility services (SAMSs) in a large metropolitan area. To address this question, a joint transit network redesign and SAMS fleet size determination problem (JTNR-SFSDP) is introduced, and a bi-level mathematical programming formulation and solution approach are presented. The upper-level problem modifies a transit network frequency setting problem (TNFSP) formulation via incorporating SAMS fleet size as a decision variable and allowing the removal of bus routes. The lower-level problem consists of a dynamic combined mode choice-traveler assignment problem (DCMC-TAP) formulation. The heuristic solution procedure involves solving the upper-level problem using a nonlinear programming solver and solving the lower-level problem using an iterative agent-based assignment-simulation approach. To illustrate the effectiveness of the modeling framework, this study uses traveler demand from Chicago along with the regions existing multimodal transit network. The computational results indicate significant traveler benefits, in terms of improved average traveler wait times, associated with optimizing the joint design of multimodal transit networks and SAMS fleets compared with the initial transit network design.

bi-level programming↗

DOE OSTI2023

TRACER Carbonaceous Aerosols Thrust – University of California, Davis Field Campaign Report

The broader U.S. Department of Energy Atmospheric Radiation Measurement (ARM) user facility’s TRacking Aerosol Convection interactions ExpeRiment (TRACER) campaign aims to increase our understanding of convective cloud life cycles and aerosol-convection interactions. Our TRACER Carbonaceous Aerosols Thrust-University of California, Davis (TRACER-CAT-UCDavis) study complemented these broader aims by characterizing and quantifying the optical properties and composition of carbonaceous aerosols during part of the TRACER intensive sampling period (July 1- July 31, 2022) at the first ARM Mobile Facility (AMF1) main site (M1) in La Porte, Texas. Our measurements complemented the suite of instrumentation already provided by the AMF1, expanding the capabilities through deployment of unique, state-of-the-science instrumentation. The instrumentation included: (i) two cavity-attenuated phase shift spectroscopy single-scatter albedo (CAPS-SSA) instruments operating at 530 nm and 630 nm, and that were modified to characterize particle light absorption, extinction, and scattering at elevated humidities; (ii) the UC Davis dual-wavelength cavity ringdown-photoacoustic spectrometer (CRD-PAS), which characterizes dry particle extinction and absorption at 405 nm and 532 nm; (iii) a soot particle aerosol mass spectrometer (SP-AMS) that operated in “laser only” mode that characterized the size-dependent compositions of black carbon (BC)-containing particles; (v) a thermal denuder, to remove coatings on particles; and (vi) a scanning electrical mobility sizer (SEMS), to characterize particle mobility diameters from 10-1300 nm. Our measurements occurred alongside complementary observations made by Los Alamos National Laboratory (LANL) during the TRACER-CAT-LANL study, including a humidified CAPS-SSA instrument operating at 450 nm. Our primary scientific interest is in understanding the relationship between particle composition and light absorption, with a particular focus on the influence of water uptake. While it is known that coatings on BC can enhance absorption, the extent to which this occurs in the atmosphere and the specific role that water plays as a coating remain unclear. The TRACER-CAT-UCDavis measurements were made with near-complete coverage for the CRD-PAS, SP-AMS, and SEMS throughout the intensive period. The UC Davis humidified CAPS-SSA instruments had significant challenges with operation owing to the demanding conditions (large temperature fluctuations, high humidity), exacerbated by supply chain issues that delayed resolution of these challenges. However, the humidified CAPS-SSA instrument operated by LANL operated throughout the intensive period with near-complete coverage. The dry light extinction measurements from the CRD-PAS measurements and the LANL CAPS-SSA exhibited a good correlation, although the CAPS-SSA systematically measured greater extinction values than expected. While all instruments, with the exception of an aerodynamic particle sizer (APS), measured behind a common particulate matter (PM)2.5 μm cyclone, the greater extinction measured by the LANL CAPS-SSA compared to the CRD-PAS may have resulted from different losses of larger particles in the sampling lines from the cyclone to the instruments; the tubing length was shorter from the cyclone to the LANL CAPS-SSA, consistent with this idea. A summary of the TRACER-CAT-UCDavis measurements, along with some of the TRACER-CAT-LANL measurements, are shown in the figure below. Notably, there were periods when the contributions of presumed dust were substantial and even dominated the observed light extinction and absorption. Also, there was a clear shift in the behavior of submicron particles from before July 16, 2022 to after, with the prior period exhibiting regular episodes of new particle formation and the latter period exhibiting rapid variations in the concentrations of small particles.

54 ENVIRONMENTAL SCIENCES↗

DOE OSTI2026

Development of in-situ polymerized intrinsically conductive resin and low-cost carbon pigments offering high conductivity for sensing, EMI shielding and lighting protection

Electrically conductive composites are emerging across diverse industries such as electronic, automotive, aerospace, advanced air mobility, biomedical, infrastructure, defense and security offering static charge dissipation, electromagnetic interference shielding, lighting protection, sensing, dicing, corrosion monitoring, etc. Conductivity enhanced composites provide several advantages compared to conventional metals including weight reduction, corrosion resistance, energy efficient processability, tunable properties and multifunctionality. Polymers are typically insulating in nature and require conducting filler for electron transport. However, dispersion and polymer-filler interphases are critical and often disrupt conducting pathways. Besides, conductive fillers such as graphene, carbon nanotube, MXene, silver nanowire, etc. are expensive, limiting their wide adoption in composite industry. On the other hand, a limited number of intrinsically conductive polymers are available among which polyaniline (PANI) has been widely studied due to its high conductivity, thermal and chemical stability. However, PANI is difficult to process and exhibits weak mechanical properties. In brief, there is a significant demand for electrically conductive polymer formulation with cost-effective conducting fillers that offer processability in scale to expand the market of conductivity enhanced materials.

Kumar, Vipin [Oak Ridge National Laboratory (ORNL)↗

DOE OSTI2020

Unexpected Giant Microwave Conductivity in a Nominally Silent BiFeO 3 Domain Wall

Nanoelectronic devices based on ferroelectric domain walls (DWs), such as memories, transistors, and rectifiers, have been shown in recent years. Practical high-speed electronics, on the other hand, usually demand operation frequencies in the gigahertz (GHz) regime, where the effect of dipolar oscillation is important. Herein, an unexpected giant GHz conductivity on the order of 10 3 S m -1 is observed in certain BiFeO 3 DWs, which is about 100 000 times greater than the carrier-induced direct current (dc) conductivity of the same walls. Surprisingly, the nominal configuration of the DWs precludes the alternating current (ac) conduction under an excitation electric field perpendicular to the surface. Theoretical analysis reflects that the inclined DWs are stressed asymmetrically near the film surface, whereas the vertical walls in a control sample are not. The resultant imbalanced polarization profile can then couple to the out-of-plane microwave fields and induce power dissipation, which is confirmed by the phase-field modeling. Since the contributions from mobile-carrier conduction and bound-charge oscillation to the ac conductivity are equivalent in a microwave circuit, the research on local structural dynamics may open a new avenue to implement DW nano-devices for radio-frequency applications.

36 MATERIALS SCIENCE↗

DOE OSTI2020

The energy footprint of automotive electronic sensors

We discuss how Information and communication technologies (ICT) have emerged as one of the leading technologies to reduce global emissions, particularly in the mobility sector. Automotive electronics, such as sensors/actuators and microcontrollers (commonly known as electronic control units (ECU) which control one or more of the electrical systems or subsystems in a vehicle), play a key role in ICT. Sensors/actuators are key in electronic ICT devices, starting with the data collection and data communication with the internet. The latest two big trends of electrification and automation in vehicles, are projected to increase the use of worldwide automotive sensors from 7.5 billion units in 2017 to 11.0 billion units by the year 2024. A representative state-of-the art automotive sensor system, (i.e., an ultrasonic backup system), including the ECUs controlling the vehicle electrical systems/subsystems, has been considered to estimate the energy footprint in terms of manufacturing and operational energy of global automotive sensors use. A widely used life cycle energy assessment method (i.e., cumulative energy demand) was used as both direct and indirect (including the extraction, manufacturing, and disposal of the raw and auxiliary materials) energy use can be considered for the energy footprint estimation. The embodied manufacturing energy impacts of the system was estimated to be 559 MJ/system, compared to the 417 MJ/system for lifetime system power and additional gasoline use. The share of purchased energy to the embodied energy where the upstream energy isn't included in the former case, is less than 10% and ~ 85% for the component manufacturing and vehicle operation energy uses, respectively. As the purpose of this ultrasonic backup system is to prevent rear crashes, an estimated 1.0 MJ/system is avoided from reduced lifetime vehicular repairs (from an estimated 11% chance of requiring a rear bumper replacement). While all of this is small compared to the overall automotive manufacturing and use energy, the 11 billion automotive sensors expected to be produced in 2024 could require 1540 PJ for manufacturing and those sensors would require an additional 780–1150 PJ for lifetime energy use.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗