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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Effects of ambient temperature on electric vehicle range considering battery Performance, powertrain Efficiency, and HVAC load

Here, this study investigates the impact of ambient temperature on the range of electric vehicles (EVs) by analyzing its effects on usable battery energy (UBE), heating, ventilation, and air conditioning (HVAC) energy consumption, and powertrain energy losses. Chassis dynamometer tests within a thermal chamber were conducted under various temperature conditions to investigate these impacts. The results indicate that lower temperatures lead to a decrease in UBE for lithium-ion batteries in EVs. At −18 °C, the UBE exhibited reductions of 4---8 % compared to the UBE at 22 °C. Battery thermal management strategies significantly affected the UBE loss, with different strategies resulting in distinct UBE reductions. HVAC energy consumption, especially for interior heating, proved to be the most dominant variable affecting EV driving range. Larger discrepancies between the HVAC target temperature (22 °C) and the ambient temperature increased HVAC energy usage. The type of HVAC system also influenced energy consumption, where EVs equipped with heat pumps demonstrated lower energy consumption for heating compared to those relying solely on resistance heaters. Ambient temperature also influenced motor energy consumption due to increased frictions, powertrain losses and tire rolling resistance at lower temperatures; consequently, regenerative braking energy decreased in cold conditions. Combining these effects influenced the overall energy consumption and driving range of EVs. At −18 °C, the driving range saw a substantial decrease of up to 60 % compared to 22 °C, while a slight decrease was observed at 35 °C.

Ambient Temperature↗
DOE OSTI2021

Catalytic degradation of waste rubbers and plastics over zeolites to produce aromatic hydrocarbons

Catalytic conversion of waste rubbers and plastics into aromatic hydrocarbons is a promising approach to waste management and energy recovery. In the present study, acidic HY zeolites were supported by cobalt, iron, and zirconium, and the catalysts were characterized by powder X-ray diffraction, nitrogen adsorption-desorption, ammonia temperature programmed desorption, X-ray photoelectron spectroscopy, and pyridine-Fourier transform infrared spectroscopy. Here, the catalytic degradation of waste polybutadiene rubbers (BR) was conducted to investigate the degradation mechanism and evaluate the catalytic activity of supported zeolites. Experimental results indicated that HY loaded by zirconium and iron led to a higher content of Lewis acid sites as opposed to cobalt supported one. Compared with the non-catalytic pyrolysis of BR, the zirconium supported HY (Zr/HY) led to a 10-fold increase in aromatic hydrocarbons production with a distinctively high selectivity of 97.9%. A series of waste polymers including waste tires (WT), polyethylene (PE), polycarbonate (PC), and BR, were subjected to catalytic pyrolysis to explore the effects of polymer type on aromatic hydrocarbons generation, and BR was the most effective substrate, with yield enhancement reaching 2.4 over Zr/HY. Catalytic co-pyrolysis of waste rubbers and plastics was conducted to probe the effect of polymer structure on aromatic hydrocarbons formation, where a significant synergistic effect was observed in the PE co-fed with PC run.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Alkali-activated slag (AAS) and OPC-based composites containing crumb rubber aggregate: Physico-mechanical properties, durability and oxidation of rubber upon NaOH treatment

Value-added utilization of waste tires in cementitious materials has been studied for decades, whereas the synergy between rubber and alkali-activated cements deserves more investigations. To this end, we compared physico-mechanical and durability properties of alkali-activated slag (AAS) and OPC-based composites containing NaOH-pretreated/as-received crumb rubber (CR). It was found that the incorporation of CR had both positive and negative effects on specimens due to its special attributes. CR reduced electrical conductivity which was associated with the ion transport ability, since it worked as an electrical insulator and increased hydrophobicity of pore walls. The sulfate expansion decreased with CR content because the flow of sulfate ions was demobilized, and the flexibility of CR relieved the internal stress. CR also improved the freeze-thaw durability of composites if the total CR content was less than 30% in specimens. However, the low Young's modulus of CR impaired the compressive strength and failed to effectively control the total shrinkage upon drying. The composites with CR must avoid high temperature exposure which resulted in the pyrolysis of rubber. In addition, the NaOH pretreatment enhanced adhesion between CR and hydrated cement and improved overall performances of composites. The FTIR spectra confirmed the NaOH-induced accelerated oxidation of CR surface and the generation of polar functional groups including carbonyl and carboxyl groups, increasing the total surface energy of rubber. More importantly, the alkali-activation process for AAS could treat the CR aggregate in the meantime, which means the use of CR in alkali-activated cements does not require the pretreatment of CR before blending.

36 MATERIALS SCIENCE↗
DOE OSTI2025

Impact of melt viscosity on filler dispersion in elastomeric nanocomposites

Compounding of commercial nanocomposites usually involves the addition of viscosity enhancers such as binder resins in ink jet inks, and paints. Contrary to this, plasticizers such as process oils are added to reduce the melt viscosity and ease processability of reinforced elastomers. Nanofillers such as silica and carbon black are typically added to reinforce rubber and enhance performance of automotive tire treads. Filler dispersion has traditionally been qualitatively (indirectly) assessed by measuring the properties of reinforced elastomers. While dispersion can be quantified by examining filler agglomeration through surface roughness measurements and microscopy, the size-scale dependence for these hierarchical fillers has usually been ignored. Here, we have recently devised a method to quantify nano-scale dispersion of fillers using Ultra small-angle X-ray scattering (USAXS) techniques. This method is advantageous since it directly links the controllable processing/compounding parameters such as the mixing speed, mixer geometry, residence time (or mixing duration), melt density, flow gap distance, and melt viscosity to nano-scale dispersion. While our previous studies have explored the impact of different processing parameters, this study specifically investigates the impact of melt viscosity on nano-scale filler dispersion in elastomer compounds. Commercially available polybutadienes with different Mooney viscosities were used in conjunction with different grades and amounts of process oils to modify the melt viscosity.

Carbon black↗
DOE OSTI2025

Integrating Contaminant Source Indicators, Water Quality Measures, and Ecotoxicity to Characterize Contaminant Mixtures and Per- and Polyfluoroalkyl Substance (PFAS) Variability in an Urban Watershed

Thousands of chemical contaminants threaten watersheds but are time and cost prohibitive to monitor. Identifying their sources, transport, and ecological risk is limited in heterogeneous urban watersheds. We present an integrative watershed approach using source-specific indicator compounds, common water quality measures, and ecotoxicity assays to examine the distribution of contaminant mixtures in an urbanized watershed. Indicator compound concentrations were temporally and spatially distributed for treated/untreated sewage (sucralose, artificial sweetener), road runoff (diphenyl-guanidine [DPG] and 6PPD-quinone [6PPD-Q], automobile tire additives), and lawncare runoff (aminomethanephosphonic acid (AMPA), major degradant of the herbicide glyphosate). Sucralose was predominately sourced from treated wastewater; measurable concentrations in tributaries indicated raw sewage inputs. DPG and 6PPD-Q concentrations correlated to road density during base flow and were elevated during stormflow. AMPA was measurable spring through fall, especially where lawns were dense. When specific sources dominated flow, water quality measures correlated with wastewater (sulfate, potassium, chloride, and sodium) and road runoff (chromium and lead) indicators. The limited behavioral toxicity observed in exposed zebrafish (Danio rerio) (18%) was not well explained by source-indicators. PFAS concentrations were highly variable spatially but not well explained by our source-specific indicator compounds. Here, more costly compound-specific monitoring may be necessary when multiple sources exist or when unexpected toxicity trends occur.

computer simulations↗
DOE OSTI2020

Influence of Silane Coupling Agents on Filler Network Structure and Stress-Induced Particle Rearrangement in Elastomer Nanocomposites

Filled rubber materials are key in many technologies having broad impact on the economy and sustainability, the most obvious being tire technology. Adding filler dramatically improves the strength of rubber by reinforcement and tailoring the type of filler and the chemistry of the interface between filler and rubber matrix is important for optimizing performance metrics such as fuel efficiency. In a highly loaded, silica-filled, crosslinked model rubber closely mimicking commercial materials, both the filler network structure and the dynamics of the silica filler particles change when the silica surface is modified with silane coupling agents. Reduction in size scales characteristic of the structure are quantified using ultra-small-angle X-ray scattering (USAXS) measurements and the particle dynamics probed with X-ray photon correlation spectroscopy (XPCS). While the structure averaged over the scattering volume changes little with aging after step strain, the dynamics slow appreciably in a manner that varies with the treatment of the silica filler. The evolution of filler particle dynamics depends on the chemical functionality at the silica surface and observing these differences suggests a way of thinking about the origins of hysteresis in nanoparticle-reinforced rubbers. These microscopic filler dynamics are correlated with the macroscopic stress relaxation of the filled materials. The combination of static and dynamic X-ray scattering techniques with rheological measurements is a powerful approach for elucidating the microscopic mechanisms of rubber reinforcement.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Microscopic Origins of the Nonlinear Behavior of Particle-Filled Rubber Probed with Dynamic Strain XPCS

The underlying microscopic response of filler networks in reinforced rubber to dynamic strain is not well understood due to the experimental difficulty of directly measuring filler network behavior in samples undergoing dynamic strain. This difficulty can be overcome with in situ X-ray photon correlation spectroscopy (XPCS) measurements. The contrast between the silica filler and the rubber matrix for X-ray scattering allows us to isolate the filler network behavior from the overall response of the rubber. This in situ XPCS technique probes the microscopic breakdown and reforming of the filler network structure, which are responsible for the nonlinear dependence of modulus on strain, known in the rubber science community as the Payne effect. These microscopic changes in the filler network structure have consequences for the macroscopic material performance, especially for the fuel efficiency of tire tread compounds. In this work, we elucidate the behavior with in situ dynamic strain XPCS experiments on industrially relevant, vulcanized rubbers filled (13 vol %) with novel air-milled silica of ultrahigh-surface area (UHSA) (250 m 2 /g). The addition of a silane coupling agent to rubber containing this silica causes an unexpected and counterintuitive increase in the Payne effect and decrease in energy dissipation. For this rubber, we observe a nearly two-fold enhancement of the storage modulus and virtually equivalent loss tangent compared to a rubber containing a coupling agent and conventional silica. Interpretation of our in situ XPCS results simultaneously with interpretation of traditional dynamic mechanical analysis (DMA) strain sweep experiments reveals that the debonding or yielding of bridged bound rubber layers is key to understanding the behavior of rubber formulations containing the silane coupling agent and high-surface area silica. These results demonstrate that the combination of XPCS and DMA is a powerful method for unraveling the microscale filler response to strain which dictates the dynamic mechanical properties of reinforced soft matter composites. With this combination of techniques, we have elucidated the great promise of UHSA silica when used in concert with a silane coupling agent in filled rubber. Such composites simultaneously exhibit large moduli and low hysteresis under dynamic strain.

36 MATERIALS SCIENCE↗
DOE OSTI2025

Identifying rolling resistance and air resistance simultaneously for an electric truck

Accurately estimating rolling and air resistance is essential for predicting the energy consumption of vehicles. This study presents a field-based approach using a rolldown test to simultaneously determine rolling and air resistance coefficients. Unlike prior methods that frequently used simulations or models, we employ a goal programming methodology to improve precision and evaluate the actual vehicle and environmental conditions. Our methodology was tested using a Class 8 Freightliner eCascadia on a surveyed road section, ensuring controlled conditions for data collection. By analyzing the time–velocity relationship across multiple test runs, we derived resistance coefficients for both loaded and unloaded conditions. The study confirms that rolling resistance is largely independent of velocity at low speeds but exhibits a nonlinear dependency at higher speeds. Additionally, road surface conditions, tire condition, axle configuration, aerodynamic properties, and weather conditions significantly impact resistance values, emphasizing the need for real-world testing rather than relying solely on standardized projections. Our results align with existing literature while demonstrating the efficacy of the goal programming approach in refining resistance estimates. This work contributes to improved vehicle energy modeling, offering practical insights for fleet operators and policymakers seeking accurate energy consumption predictions for electric trucks operating under varying environmental conditions.

47 OTHER INSTRUMENTATION↗
DOE OSTI2026

Energy-Optimal Vehicle Longitudinal Motion Control via Pontryagin’s Minimum Principle and Ultra-Local Model

Longitudinal vehicle motion control is essential for enhancing performance and optimizing a vehicle’s energy usage. However, it remains a challenging task due to the nonlinear and uncertain nature of vehicle dynamics, along with varying driving conditions. This paper presents a novel ultra-local optimal control approach based on Pontryagin’s Minimum Principle (PMP) that circumvents the need for detailed system identification by employing an ultra-local model. The control objective is to minimize the total energy consumption under boundary conditions while ensuring smooth traction force generation. The proposed approach is evaluated using a high-fidelity vehicle model in three representative scenarios: (i) nominal driving, (ii) a change in tire road friction coefficient (TRFC) from 0.5 to 0.65 and road slope from 0% to 5% during the maneuver, with target velocity unchanged, and (iii) a change in target velocity from 20 m/s to 0 m/s during the maneuver, while maintaining nominal TRFC and slope conditions. The simulation results demonstrate that the proposed method delivers robust performance, effectively balancing consumption and tracking accuracy in all tested scenarios.

Waleed khan, Muhammad [The University of Texas at ↗
DOE OSTI2024

Small-scale roughness entraps water and controls underwater adhesion

While controlling underwater adhesion is critical for designing biological adhesives and in improving the traction of tires, haptics, or adhesives for health monitoring devices, it is hindered by a lack of fundamental understanding of how the presence of trapped water impedes interfacial bonding. Here, by using well-characterized polycrystal diamond surfaces and soft, nonhysteretic, low–surface energy elastomers, we show a reduction in adhesion during approach and four times higher adhesion during retraction as compared to the thermodynamic work of adhesion. Our findings reveal how the loading phase of contact is governed by the entrapment of water by ultrasmall (10-nanometer-scale) surface features. In contrast, the same nanofeatures that reduce adhesion during approach serve to increase adhesion during separation. The explanation for this counterintuitive result lies in the incompressibility-inextensibility of trapped water and the work needed to deform the polymer around water pockets. Unlike the well-known viscoelastic contribution to adhesion, this science unlocks strategies for tailoring surface topography to enhance underwater adhesion.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2026

Autonomie Simulation Datasets in Support of U.S. DOT-NHTSA Advanced Vehicle Technology Research

Understanding how new vehicle technologies affect fuel economy and energy use is critical to the regulatory work performed by the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA), which sets Corporate Average Fuel Economy (CAFE) standards under the Energy Policy and Conservation Act of 1975. In order to support this work, Argonne National Laboratory uses Autonomie, a full-vehicle simulation tool, to evaluate advanced powertrain architectures and their effects on vehicle energy consumption and performance. A wide range of vehicle classes has been assessed (i.e., internal combustion engine vehicles, hybrid electric vehicles, plug-in hybrid electric vehicles, battery-electric vehicles, and fuel cell electric vehicles), as well as the effects of various technology improvements such as lightweighting, aerodynamic refinements, and low-rolling-resistance tires. Simulations have been run across multiple drive cycles to capture fuel and electricity use under realistic operating conditions. The resulting datasets include detailed vehicle-level results, model assumptions, and validation reports, all of which have been made publicly available through NHTSA in support of the 2023 notice of proposed rulemaking covering light-duty vehicles for model years 2027 to 2035. These data are critical to stakeholders working in fuel economy regulation, vehicle technology assessment, and energy policy analysis.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

Cryogenic Carbon Capture™ (CCC) Status Report

The Cryogenic Carbon Capture™ (CCC) process separates CO2 from light gases in essentially any continuous process. CCC cools the gases to the frost or desublimation point of CO2 (-100 to -135 °C), separates and pressurizes the solids, and warms all streams to produce a CO2-depleted stream at ambient pressure and a pure (99+%) pressurized liquid CO2 stream typically to about 150 bar, both at ambient temperature. The process also recovers all gas moisture and most gas impurities less volatile than CO2 (NOx, SOx, Hg, PM, UHC, CCC, etc.) in separable streams. CCC nearly eliminates refrigeration energy for sensible temperature changes through heat integration. CCC does require energy to change the CO2 phase from a mixed vapor to a pressurized fluid, which represents the minimum energy required of any process for this separation. CCC uses additional energy for turbomachinery inefficiencies, heat losses, moisture removal and overall process pressure drop. Aside from these real-world energy demands, CCC operates near the minimum energy required to perform this gas separation by minimizing stream recycling. CCC compresses CO2 as a liquid, which is one of several reasons it costs about about half as much and consumes about half as much energy as an amine process when using flue gases with about 15% CO2. The process also has several major additional advantages, including (a) it is a bolt-on retrofit technology that does not need steam or any modification of existing equipment, (b) it recovers water and nearly all pollutants in addition to CO2 from the flue gas, (c) it enables highly efficient and cost effective energy storage at grid scale and on time scales of minutes, (d) it enables NG storage if the energy storage option is used, and (d) it has a small footprint and is minimally disruptive to existing plants, requiring only electrical power and a gas source to operate. Sustainable Energy Solutions (SES) has scaled this technology through several levels, the largest of which captures nominally 1 tonne of CO2/day and is called the skid system. Skid system field tests include utility-scale power plants, cement plants, heating plants, and other utility or industrial sites that burn natural gas, biomass, coal, shredded tires, municipal waste, and combinations of these fuels. These field tests produced 95-99% CO2 capture with CO2 purities of 99+% and initial CO2 contents that range from 4 to 28%. SES currently seeks to scale the system to merchant scale (10-80 tonnes of CO2 per day). In the process of doing so, SES has demonstrated the potential for CCC to contribute to energy storage and direct air capture in innovative and cost-effective ways. This presentation discusses the overall process and highlights results from field and in-house tests. These include (a) measured CO2 capture rates and operating conditions from in-house and field tests, and (b) predicted utility-scale costs and energy demands. This discussion also includes the application of the CCC technology to energy storage and direct air capture.

20 FOSSIL-FUELED POWER PLANTS↗
DOE OSTI2021

Recent Cryogenic Carbon Capture™ Field Test Results

Sustainable Energy Solutions (SES) has been developing Cryogenic Carbon Capture™ (CCC) since 2008. In that time, two processes have been developed, the External Cooling Loop and Compressed Flue Gas CCC processes (CCC-ECL and CCC-CFG, respectively). The CCC-ECL process cools the flue gas with an external refrigerant loop. This process currently captures up to 1 tonne of CO2 per day (TPD). SES has tested CCC-ECL on real flue gas slip streams from subbituminous coal, bituminous coal, biomass, natural gas, shredded tires, and municipal waste fuels at field sites that include utility power stations, heating plants, cement kilns, and pilot-scale research reactors. The CO2 concentrations from these tests ranged from 5 to 22% on a dry basis. CO2 capture ranged from 95-99+% during these tests. Several other condensable species were also captured including NO2, SO2 and PMxx at 95+%. NO was also captured at a modest rate. The CCC-CFG process has been scaled up to a 0.25 ton per day system. This system has been tested on real flue gas streams including subbituminous coal, bituminous coal, and natural gas at field sites that include utility power stations, heating plants, and pilot-scale research reactors. CO2 concentrations for these tests ranged from 5 to 15% on a dry basis. CO2 capture ranged from 95-99+% during these tests. Several other condensable species were also captured including NO2, SO2, and PMxx at 95+%. NO was also captured at 90+%. Hg capture was also verified and the resulting effluent from CCC-CFG was below a 1ppt concentration. This paper will focus on discussion of the capabilities of CCC generally, the results of CCC-ECL field testing, and future steps surrounding the development of this technology. Test results that will be presented have been collected during 9 months of testing at a commercial power plant under funding from the US Department of Energy (DOE) and the host utility. Testing of one of the systems at a commercial cement plant in the United States will also be discussed. During this testing, the system captured CO2 from the cement plant and stored the CO2 in pressurized tanks. These tanks were provided to a partner company that later used the CO2 in a CO2 utilization demonstration. The CO2 was utilized to cure concrete manufactured using cement from the same plant where the CO2 was captured. This integrated capture and utilization demonstration was the first time that the cement industry has shown in the field that it can sequester its CO2 emissions in its main product stream. This represents a potential game changing solution for industrial CO2 emissions. Operational data and host-site feedback indicate that the CCC process is ideally suited for deployment into a variety of commercial environments. A few areas of de-risking remain to make sure the technology can meet very strict industrial reliability standards. These areas of de-risking are identified and discussed. The product CO2 is shown to meet specification for many uses including industrial and merchant applications. The technology is nearing readiness for deployment at commercial scale and several initial target markets have been identified.

20 FOSSIL-FUELED POWER PLANTS↗
DOE OSTI2020

Collaborative Research: Polymer Macrocycles: A novel topology to control dynamics of rubbery materials

Understanding the dynamics of polymers of different topologies is an important field of study and one of the most important unanswered questions in this field is "how do circular polymers move," particularly in the melt state. New information suggests that molecular topology, specifically circular rings, impacts the response of materials in nanometer- scale confinement. The work performed here tackles these subjects through a collaboration in which specialists in polymer synthesis, polymer rheology and scattering methods, and in the physics of nanoconfinement work together to investigate the thermophysical behavior of circular macromolecules. The project goals are to use a novel synthesis method of "green" oxidative polymerization to produce high purity macrocycles and to investigate their linear viscoelastic behavior in order to fully characterize the dynamics of circular macromolecules to sizes that correspond to linear molecule entanglement densities higher than previously obtainable with synthetic polymers. Chemical chain end characterization and critical edge fractionation coupled with direct visualization of the prepared polymers through the use of polymer amplification methods are proposed in order to quantify the numbers of circular and linear molecules in each sample. The study of the linear viscoelastic response of blends of linear and circular molecules is also to be undertaken in the project. Nonlinear viscoelastic measurements, including extensional viscosity, are to be made. Strong differences in behavior between linear chains and circular ones also provides an important opportunity for new technology to break the "magic triangle" for tires: it is believed that improving one of the three key attributes - traction, wear, rolling resistance - necessarily sacrifices at least one of the others. Rubber made from cyclic polymers has the potential to break out of this triangle by reducing the so-called Payne effect in reinforced rubbers because circular macromolecules are less sensitive to nanoconfinement than their linear counterparts. The work has as one objective to characterize the impact of nanoconfinement on the behavior of large circular macromolecules. In addition, the dynamics of carbon black filled circular macromolecules are to be studied to test the hypothesis that the resulting rubbery materials will exhibit a reduced Payne effect.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

MST e-News (Spring 2021)

It has been a year of managing our work and deliverables while working to mitigate for the COVID hazard. I am pleased to say that because of your hard work, we have been able to achieve many of our deliverables, while learning how to adjust our work for COVID best practices. I know it hasn’t been easy and all of us are tired, but vaccines are starting to be distributed, at an enhanced cadence both by the State and the Lab. And I think this will help as we consider our future.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2022

Advancing Platooning with ADAS (Advanced Driver-Assistance Systems) Control Integration and Assessment

Application of Cooperative Adaptive Cruise Control (CACC) to heavy duty trucks known as truck platooning has shown fuel economy improvements on the test track under ideal driving conditions. However, limited test data is available to assess the truck platooning under real-world driving conditions. Under this Cummins-led project that was funded by the U.S. Department of Energy, truck platooning with CACC has been tested on a real-world interstate highway and the results of the project are reviewed in this report. At first, the real-world driving conditions were characterized using National Renewable Energy Laboratory (NREL) Fleet DNA database to define test factors, including route, terrain, and highway traffic. Afterward, both test track and on-highway testing guided by SAE J1321 procedures were conducted to assess truck platooning under controlled and real-world driving conditions. On-highway testing was done on a highway route in Indiana, consisting of low, medium, and high road grade segments. The highway test results of 2-truck and 3-truck platooning showed considerably reduced fuel savings compared to the controlled test track data, which mainly stems from the traffic or high-grade portions of the route. However, integration of Cummins powertrain and vehicle eco-driving features such as predictive cruise control and neutral coasting called ADEPT™ on the lead truck showed an improvement of fuel saving for the trucks in CACC operation. Furthermore, the importance of tire connectivity in efficient and safe operation of the trucks in platooning is characterized.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

43-0434 Bridge Inspection Report 2021

The documentation includes the following: 1. 2021 NMDOT Bridge Inspection Report including Element Level Data Collection (in digital formats prepared by NMSU)--conforms to the National Bridge Inspection Standards and AASHTO Manual for Bridge Element Inspection; 2. 2021 Supplemental Report (in digital formats prepared by NMSU)--provides detailed information related to current condition of major bridge components; 3. 2021 Inspection Pictures (in digital format prepared by NMSU); 4. 2021 Delamination Map (in digital format prepared by LANL). During the 2021 inspection, three critical findings were reported to our LANL contact, Mr. Jonathan Stein, by text and/or email on June 26, 2021. 1. The south joint of the bridge had a modular section of the joint that could potentially come loose during the passing of vehicles. This was reported as a critical finding for safety. If the modular section becomes dislodged or deformed it could pose a serious hazard that could result in a punctured tire to vehicles, motorcyclists and/or bicyclist causing drivers/riders to lose control; 2. The bracket plate located at the north end of the bridge on the pedestrian walkway was corroded through and provides little protection to pedestrians and bicyclists. This was reported as a critical finding for safety to prevent injuries to people; 3. The north approach rail has three missing posts. These posts help ensure that traffic is redirected and the energy is absorbed by the rail. This was reported as a critical finding for safety. Additionally, the approach rail is on a curve with a nearby drop off. Immediate repair is recommended. Based on the 2021 inspection, the bridge deck is rated in "fair" condition. The chain drag performed on the deck identified several areas with delamination that are concentrated near the expansion joints, in the closure joint of the deck near the bridge centerline, and at the south end of the northbound lanes. The chain drag performed during the 2021 inspection revealed 215,333 sq. in. (1495 sq. ft) of delaminations and patched areas (not including the sidewalk). This is approximately a 600% increase from 2019. It is recommended that the delaminations and spalls with exposed rebar be repaired. The "delaminated area" map for the 2021 inspection is provided in the supplemental report.

42 ENGINEERING↗
DOE OSTI2025

SAVY O-ring characterization for lifetime extension

Los Alamos National Laboratory and Nuclear Filter Technology, Inc. developed the SAVY-4000 nuclear material storage container, named after the designers Stone, Anderson, Viers, and Yarbro. The SAVY 4000 meets the requirements of Department of Energy (DOE) M 441.1-1,2 Nuclear Material Packaging Manual, to protect workers who handle nuclear materials against radiation exposures resulting from the leakage of stored materials. The SAVY-4000 is an innovative and creative design: it can be opened and closed in a few seconds without using torque wrenches and instead only a tire iron or equivalent prying tool; has a built-in, fire-rated filter that prevents the build-up of hydrogen gas yet retains 99.97% of plutonium particulates at 200 ACCM rated flow; and prevents the release of stored materials upon a 12- foot drop.

42 ENGINEERING↗