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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 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

A Multi-Decadal Sample Return Campaign Will Advance Lunar and Solar System Science and Exploration by 2050

There have been 11 missions to the Moon this century, 10 of which have been orbital, from 5 different space agencies. China became the third country to successfully soft-land on the Moon in 2013, and the second to successfully remotely operate a rover on the lunar surface. We now have significant global datasets that, coupled with the 1990s Clementine and Lunar Prospector missions, show that the sample collection is not representative of the lithologies present on the Moon. The M3 data from the Indian Chandrayaan-1 mission have identified lithologies that are not present/under-represented in the sample collection. LRO datasets show that volcanism could be as young as 100 Ma and that significant felsic complexes exist within the lunar crust. A multi-decadal sample return campaign is the next logical step in advancing our understanding of lunar origin and evolution and Solar System processes.

Neal, C. R.↗
NASA NTRS2017

The Open Gateway: Lunar Exploration in 2050

The Moon, with its fundamental science questions and abundant, potentially useful re-sources, is the most viable destination for near-term future human and robotic exploration. Given what we have learned since Apollo, the lunar frontier now presents an entirely new paradigm for planetary exploration. The Lunar Exploration Roadmap [1], which was jointly developed by engineers, planetary scientists, commercial entities, and policymakers, is the cohesive strategic plan for using the Moon and its resources to enable the exploration of all other destinations within the Solar system by leveraging incremental, affordable investments in cislunar infrastructure. Here, we summarize the Lunar Exploration Roadmap, and describe the immense benefits that will arise from its successful implementation.

Lawrence, S.↗
NASA NTRS2017

Priority Science Targets for Future Sample Return Missions within the Solar System Out to the Year 2050

The Astromaterials Acquisition and Curation Office (henceforth referred to herein as NASA Curation Office) at NASA Johnson Space Center (JSC) is responsible for curating all of NASA's extraterrestrial samples. JSC presently curates 9 different astromaterials collections: (1) Apollo samples, (2) LUNA samples, (3) Antarctic meteorites, (4) Cosmic dust particles, (5) Microparticle Impact Collection [formerly called Space Exposed Hardware], (6) Genesis solar wind, (7) Star-dust comet Wild-2 particles, (8) Stardust interstellar particles, and (9) Hayabusa asteroid Itokawa particles. In addition, the next missions bringing carbonaceous asteroid samples to JSC are Hayabusa 2/ asteroid Ryugu and OSIRIS-Rex/ asteroid Bennu, in 2021 and 2023, respectively. The Hayabusa 2 samples are provided as part of an international agreement with JAXA. The NASA Curation Office plans for the requirements of future collections in an "Advanced Curation" program. Advanced Curation is tasked with developing procedures, technology, and data sets necessary for curating new types of collections as envisioned by NASA exploration goals. Here we review the science value and sample curation needs of some potential targets for sample return missions over the next 35 years.

McCubbin, F. M.↗
NASA NTRS2017

Geochronology as a Framework for Planetary History through 2050

Invest this decade in in situ instruments(including sample selection and handling can we choose using VR?) to TRL 6; put them on flight missions in the 2020s and 2030s to relevant destinations where in situ precision can provide meaningful constraints on geologic history.

Cohen, Barbara↗
DOE OSTI2025

Evolving Electricity Supply and Demand to Achieve Net-Zero Emissions: Insights from the EMF-37 Study

This paper explores the role of electricity in achieving economy-wide net-zero CO2 emissions by 2050 in the United States based on results from 17 models as part of the 37th Stanford Energy Modeling Forum (EMF-37). In the study's Net-Zero scenario, the models use diverse pathways to achieve net-zero emissions by 2050, with gross energy-related residual emissions ranging from 17.2 to 66.6 % of 2020 levels. Electricity consistently emerges as central to achieving net-zero, with models projecting rapid electrification of end-uses and rapidly declining CO2 intensity of electricity. However, the extent of electrification and the technology mix to decarbonize the power sector vary considerably across models. In the Net-Zero scenario, electricity is projected to evolve from ~20 % of final energy in 2020 to 17-63 % in 2050 across the models driven by electrification in all sectors-buildings, industry, and transportation-and, to a lesser extent by direct air capture. By 2050, total electricity consumption increases by 24-176 % (relative to 2020), accompanied by significant expansion in renewable electricity production. Together, solar and wind generation grows by 175-834 %, supplying 45-90 % of total electricity in 2050, with wind achieving slightly higher shares than solar. Electricity storage technologies are deployed at scale to support wind and solar generation. The electricity generation mix varies across models: some project almost complete reliance on renewables, while others see a substantial role for natural gas, often with carbon capture and storage. This paper synthesizes the rich diversity of modeling approaches and results, highlighting differing views on how key drivers of electricity demand and supply might evolve.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS2024

Additional Aviation Sustainability Strategies

Emissions from the aviation sector are expected to grow significantly in the next few decades due to growing demand for aviation. The U.S. fleet size has increased significantly in the past 20 years, growing from 2,132 aircraft to 5,485 aircraft. Similarly from 1990 to 2019, aviation emissions more than doubled, growing faster than any other transportation mode. These emissions include carbon dioxide (CO2), as well as non-CO2 sources including nitrogen oxides (NOx), sulfur dioxide (SO2), water (H2O), and particulate matter (soot). However, this report focuses specifically on CO2 emissions because the impacts from CO2 are well-understood and long-lived. There are also many climate goals tied to CO2 emissions, including the US Aviation Climate Action Plan which is pushing for net-zero in 2050. CO2 is a greenhouse, or heat-trapping, gas that comes from the extraction and burning of fossil fuels, from wildfires, and natural processes like volcanoes. Greenhouse gases absorb heat radiating from the Earth’s surface and release it in all directions, including back toward Earth’s surface. By adding more CO2 to the atmosphere, humans amplify the natural greenhouse effect, causing global temperature to rise. Since the onset of industrial times in 1750, human activities have raised atmospheric CO2 by 50%. Considering this challenge, the United States has set a climate goal to achieve net-zero CO2 emissions in the U.S. aviation sector by 2050 to reduce the environmental impact of aviation. Net-zero emissions refers to the amount of greenhouse gases (GHGs), such as CO2, methane or SO2, that are removed from the atmosphere being equal to those emitted by human activity. This contrasts with carbon-neutrality, which refers to no net release of carbon dioxide to the atmosphere, especially through offsetting emissions, that could be accomplished through a series of actions. As of 2022, the goal of net-zero has been adopted by much of the aviation industry including multiple airlines and countries. To reach net-zero by 2050, sustainable aviation fuels (SAFs) are identified as the technology that could provide the greatest impact within this timeframe. However, certain challenges may limit the production and/or adoption of SAFs in the marketplace, such as competition for feedstocks, production capacity, and high cost. In this case, SAFs would be insufficient to meet the net-zero CO2 emission goals. Therefore, in addition to SAFs, other strategies will be needed to close the gap on emissions produced as a result of SAF shortfalls or to enhance the impact of SAFs on reducing emissions. NASA’s Aeronautics Research Mission Directorate (ARMD) aims to examine these additional pathways to explore how its research may best contribute to the realization of net-zero emissions by 2050. Specifically, this effort considers strategies that can reduce emissions in the aviation sector in combination with the use of SAFs and carbon offsets while still meeting projected passenger demand. The strategies considered are not only feasible but also could be operationally scalable by 2050. The goal of this report is to investigate additional strategies such as alternative flight and ground operations, providing insight into the CO2 emission reduction potential and feasibility of strategy implementation by 2050.

Carbon Emissions↗
DOE OSTI2025

Bioenergy pathways within United States net-zero CO 2 emissions scenarios in the Energy Modeling Forum 37 study

The Energy Modeling Forum 37 study is organized around carbon dioxide (CO 2 ) mitigation scenarios reaching net-zero CO 2 emissions by 2050 in the United States. Here, this paper summarizes the potential contribution of bioenergy use in the electric power, transportation, industrial, and buildings sectors toward meeting that target based on model results. Thirteen modeling teams reported bioenergy consumption in the Reference and Net Zero scenarios. Consumption of bioenergy increased over time in the Reference scenario, from an average across models of 3.2 exajoules (EJ) in 2020 to 3.8 EJ in 2050. Average bioenergy consumption in 2050 increased further to 7.3 EJ in the Net Zero scenario. All scenarios that reach net-zero emissions required some form of carbon dioxide removal to offset emissions that are difficult to reduce. Carbon dioxide removal using bioenergy with CO 2 capture and storage (BECCS) varies widely across models, up to 1000 Mt CO 2 in 2050. Some models rely instead on direct air carbon capture and storage (DACCS), up to 2200 Mt CO 2 , and others use a combination of BECCS and DACCS. Model results show a strong inverse relationship between the amounts of BECCS and DACCS deployed. All modeling teams assumed a carbon sink from land use, land use change, and forestry, further offsetting a portion of emissions from fossil fuels and industry that are expensive to eliminate. Bioenergy consumption in 2050 decreased by an average of 1.5 EJ across eight models in a Net Zero+ scenario relative to the Net Zero scenario, due in part to a lower equilibrium carbon price resulting from optimistic cost assumptions for all energy technologies.

09 BIOMASS FUELS↗
DOE OSTI2023

Shift in Peaks of PAH-Associated Health Risks From East Asia to South Asia and Africa in the Future

Lung cancer risk from exposure to ambient polycyclic aromatic hydrocarbons (PAHs) is expected to change significantly by 2050 compared to 2008 due to changes in climate and emissions. Integrating a global atmospheric chemistry model, a lung cancer risk model, and plausible future emissions trajectories of PAHs, we assess how global PAHs and their associated lung cancer risk will likely change in the future. Benzo(a)pyrene (BaP) is used as an indicator of cancer risk from PAH mixtures. From 2008 to 2050, the population-weighted global average BaP concentrations under all RCPs consistently exceeded the WHO-recommended limits, primarily attributed to residential biofuel use. Peaks in PAH-associated incremental lifetime cancer risk shift from East Asia (4 × 10 –5 ) in 2008 to South Asia (mostly India, 2–4 × 10 –5 ) and Africa (1–2 × 10 –5 ) by 2050. In the developing regions of Africa and South Asia, PAH-associated lung cancer risk increased by 30–64% from 2008 to 2050, due to increasing residential energy demand in households for cooking, heating, and lighting, the continued use of traditional biomass use, increases in agricultural waste burning, and forest fires, accompanied by rapid population growth in these regions. Due to more stringent air quality policies in developed countries, their PAH lung cancer risk substantially decreased by ~80% from 2008 to 2050. Climate change is likely to have minor effects on PAH lung cancer risk compared to the impact of emissions. Future policies, therefore, need to consider efficient combustion technologies that reduce air pollutant emissions, including incomplete combustion products such as PAH.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

Electrification pathways for U.S. passenger vehicles

As electric vehicle (EV) adoption continues to accelerate, we explore the implications of different adoption trajectories that achieve a full transition to EVs by 2050 for U.S. light-duty passenger vehicles (LDVs). Using a vetted transportation system model, we find that achieving 100% EV sales by 2040 would decrease tailpipe greenhouse gases (GHGs) by 90% between 2022 and 2050, leaving about 45 million gasoline vehicles on the road. Achieving 100% sales by 2035, tailpipe emissions decrease 93%, with about 28 million gasoline vehicles on the road in 2050 (9% of stock). Slower EV adoption, reaching 100% sales by 2045, would result in 69 million gasoline vehicles on the road in 2050. Fully electrifying passenger vehicles by 2050 would require a full transition to EVs sales in the 2030s coupled with either changes to mobility, or an accelerated stock turnover in the 2040s with additional 19–30% annual LDV sales.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

Long-term decarbonization impacts on residential energy security across income groups and US states

Abstract The impact of a transition to a net-zero economy on the residential energy sector across diverse income groups in the US remains uncertain. Here, we employ an integrated human-Earth system model, incorporating an expanded set of ten income groups in the residential energy sector, to examine the distributional impacts of long-term decarbonization scenarios on residential energy security at the state level through 2050. We use multiple metrics of energy security, including energy burden, energy satiation gap, and the distribution of energy service across income groups. Our findings show that the net-zero decarbonization scenarios affect residential energy security differently across income groups, with low-to-mid-income groups experiencing larger negative impacts on the dimensions studied here. Comparatively, climate change impact on residential energy security is minor through 2050 based on our model outcomes. Specifically, the net-zero decarbonization scenarios lead to increased energy burden across all income groups and states in 2050, where the lowest (highest) income group in each state shows an average of 0.6 (0.2) percentage point increase in energy burden, relative to the business-as-usual in 2050. The distribution of energy service consumption across income groups is also slightly more skewed under these scenarios. As incomes grow across all deciles in the future, residential energy security generally improves through 2050. Targeted interventions could mitigate the disproportionate impacts that some groups could incur under a transition to a net-zero economy.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

Report on Fuel Cycle Facility Requirements for Deployment of Demonstration Reactors and Potential Evolutionary Fuel Cycle Scenarios

A series of fuel cycle scenarios studies were performed to inform on fuel cycle capacities and facilities needed for large-scale deployment of the Advanced Reactor Demonstration Program (ARDP) reactors and potential future evolutionary fuel cycle scenarios. The reactor deployment and evolutionary fuel cycle scenarios from the present to 2100 were developed based on the following assumptions: 1) achievement of a net-zero emissions economy in the United States by 2050, which requires a nuclear energy generation capacity of ~250 GWe by 2050, 2) the U.S. economic growth of 1% per year from 2051 to 2100, which results in ~340 GWe of nuclear energy capacity in 2100, and 3) commercial-scale recycling and high burnup fuel technologies are available after 2050. Thus, evolutionary fuel cycles with those advanced nuclear technologies start after 2050. A single once-through fuel cycle scenario was assumed from the present to 2050 to achieve a net-zero emissions economy in the United States, and the following four evolutionary fuel cycle scenarios from 2051 to 2100 were considered, 1) Once through fuel cycle with ARDP reactors (Natrium and Xe-100), 2) Once-through fuel cycle with Breed-and-Burn (B&B) fast reactors, 3) Recycling fuel cycle of used metallic fuel in fast reactors, and 4) Recycle fuel cycle of both used uranium oxide and metallic fuels in fast reactors. The projected front-end and back-end fuel cycle capacity demands are compared with the current domestic and global (if needed) fuel cycle capacities.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2021

Evaluating long-term emission impacts of large-scale electric vehicle deployment in the US using a human-Earth systems model

While large-scale adoption of electric vehicles (EVs) globally would reduce carbon dioxide (CO 2 ) and traditional air pollutant emissions from the transportation sector, emissions from the electric sector, refineries, and potentially other sources would change in response. Here, a multi-sector human-Earth systems model is used to evaluate the net long-term emission implications of large-scale EV adoption in the US over widely differing pathways of the evolution of the electric sector. Our results indicate that high EV adoption would decrease net CO 2 emissions through 2050, even for a scenario where all electric sector capacity additions through 2050 are fossil fuel technologies. Greater net CO 2 reductions would be realized for scenarios that emphasize renewables or decarbonization of electricity production. Net air pollutant emission changes in 2050 are relatively small compared to expected overall decreases from recent levels to 2050. States participating in the Regional Greenhouse Gas Initiative experience greater CO 2 and air pollutant reductions on a percentage basis. These results suggest that coordinated, multi-sector planning can greatly enhance the climate and environmental benefits of EVs. Additional factors are identified that influence the net emission impacts of EVs, including the retirement of coal capacity, refinery operations under reduced gasoline demands, and price-induced fuel switching in residential heating and in the industrial sector.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Carbon management technology pathways for reaching a U.S. Economy-Wide net-Zero emissions goal

The Carbon Management Study Group of the 37 th Energy Modeling Forum (EMF 37) designed seven scenarios to explore the role of three potentially key technology suites – point source carbon dioxide capture and storage (PSCCS), direct air capture of carbon dioxide (DACCS), and hydrogen systems (H 2 ) – in shaping the broader technology pathways to reaching net-zero carbon dioxide (CO 2 ) emissions in United States by 2050. Each scenario was run by up to 13 models participating in the EMF 37 study. Results show that carbon dioxide removal technologies were consistently a major part of successful pathways to net-zero U.S. CO 2 emissions in 2050. Achieving this net-zero CO 2 goal without any form of carbon dioxide capture and storage was found to be impossible for most models; some models also found it impossible to reach net-zero without DACCS. The marginal cost of achieving net-zero CO 2 emissions in 2050 was between two and 10 times higher without PSCCS and/or DACCS available. The carbon price at which DACCS was deployed as a backstop technology depended upon the assumed cost at which DACCS was available at scale. Carbon prices were between $\$$250 and $\$$500 per ton CO 2 when DACCS deployed as a backstop. The average CO 2 capture rate across all models in 2050 in the central net-zero scenario was 1.3 GtCO 2 /year, which implies a substantial upscaling of capacity to move and store CO 2 . Finally, hydrogen sensitivity scenarios showed that H 2 typically constituted a relatively small share of the overall U.S. energy system; however, H 2 deployed in applications that are considered hard to decarbonize, facilitating transition towards net-zero emissions.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2026

Scenario-based analysis of electric vehicle adoption in the United States: Technology, infrastructure, and electricity pricing

This work investigates the impact of battery technology advancement, charging infrastructure development, and time-of-use (TOU) electricity pricing on vehicle adoption by 6 powertrain types in the United States through 2050. Using the Market Acceptance of Advanced Automotive Technologies (MA3T) model, we simulate 15 scenarios, examining individual cost factors and their combinations. We assess outcomes through market share, consumer surplus, and energy consumption. Results show that battery cost reductions are the strongest driver of EV adoption, increasing 2050 battery electric vehicle (BEV) share by 27 percentage points over baseline, raising annual consumer surplus by $511 per household, and reducing cumulative energy consumption by 16,610 trillion Btu. These gains are two to five times larger than those from other individual factors. Reducing home charging installation costs produces moderate impact, while TOU pricing alone yields only small gains, raising 2050 BEV market share by 1–2 percentage points. However, when cost factor improvements are combined, their effects are amplified beyond simple additivity. Pairing modest battery cost reductions with charging installation cost reductions and TOU pricing results in the largest 2050 BEV sales combined impact. The analysis demonstrates that moderate progress targeting multiple cost barriers may be more impactful than focusing on any single barrier.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Assessing the cost-effectiveness of carbon neutrality for light-duty vehicle sector in China

China’s progress in decarbonizing its transportation, particularly vehicle electrification, is notable. However, the economically effective pathways are underexplored. To find out how much cost is necessary for carbon neutrality for the light-duty vehicle (LDV) sector, this study examines twenty decarbonization pathways, combining the New Energy and Oil Consumption Credit model and the China-Fleet model. We find that the 2060 zero-greenhouse gas (GHG) emission goal for LDVs is achievable via electrification if the battery pack cost is under CNY483/kWh by 2050. However, an extra of CNY8.86 trillion internal subsidies is needed under pessimistic battery cost scenarios (CNY759/kWh in 2050) to eliminate 246 million tonnes of CO 2 -eq by 2050 ensuring over 80% market penetration of battery electric vehicles (BEVs) in 2050. Moreover, the promotion of fuel cell electric vehicles is synergy with BEVs to mitigate the carbon abatement difficulties, decreasing up to 34% of the maximum marginal abatement internal investment.

54 ENVIRONMENTAL SCIENCES↗