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All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

End-Use Savings Shapes Measure Documentation: Boiler Replacement with Air-Source Heat Pump Boiler and Electric Boiler Backup

Building on the successfully completed effort to calibrate and validate the U.S. Department of Energy's ResStock TM and ComStock TM models over the past three years, the objective of this work is to produce national data sets that empower analysts working for federal, state, utility, city, and manufacturer stakeholders to answer a broad range of analysis questions. The goal of this work is to develop energy efficiency, electrification, and demand flexibility end-use load shapes (electricity, gas, propane, or fuel oil) that cover a majority of the high-impact, market-ready (or nearly market-ready) measures. "Measures" refers to energy efficiency variables that can be applied to buildings during modeling. An end-use savings shape is the difference in energy consumption between a baseline building and a building with an energy efficiency, electrification, or demand flexibility measure applied. It results in a time-series profile that is broken down by end use and fuel (electricity or on-site gas, propane, or fuel oil use) at each timestep. ComStock is a highly granular, bottom-up model that uses multiple data sources, statistical sampling methods, and advanced building energy simulations to estimate the annual sub hourly energy consumption of the commercial building stock across the United States. The baseline model intends to represent the U.S. commercial building stock as it existed in 2018. The methodology and results of the baseline model are discussed in the final technical report of the End-Use Load Profiles project. This documentation focuses on a single end-use savings shape measure—boiler replacement by air-source heat pump boiler. This measure replaces space heating natural gas boilers by air-source heat pump boilers when applicable and helps quantify the decarbonization as well as the energy savings potential from the replacement. The measure resulted higher savings in natural gas consumption compared to the increase in electricity consumption, with a ratio of 2.9. The total natural gas energy consumption was reduced by 20%, whereas the total electricity consumption was increased by 2.5%.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

End-Use Savings Shapes Measure Documentation: Boiler Replacement with Air-Source Heat Pump Boiler and Natural Gas Boiler Backup

Building on the successfully completed effort to calibrate and validate the U.S. Department of Energy's ResStock (™) and ComStock (™) models over the past three years, the objective of this work is to produce national data sets that empower analysts working for federal, state, utility, city, and manufacturer stakeholders to answer a broad range of analysis questions. The goal of this work is to develop energy efficiency, electrification, and demand flexibility end-use load shapes (electricity, gas, propane, or fuel oil) that cover a majority of the high-impact, market-ready (or nearly market-ready) measures. "Measures" refers to energy efficiency variables that can be applied to buildings during modeling. An end-use savings shape is the difference in energy consumption between a baseline building and a building with an energy efficiency, electrification, or demand flexibility measure applied. It results in a time-series profile that is broken down by end use and fuel (electricity or on-site gas, propane, or fuel oil use) at each timestep. ComStock is a highly granular, bottom-up model that uses multiple data sources, statistical sampling methods, and advanced building energy simulations to estimate the annual subhourly energy consumption of the commercial building stock across the United States. The baseline model intends to represent the U.S. commercial building stock as it existed in 2018. The methodology and results of the baseline model are discussed in the final technical report of the End-Use Load Profiles project. This documentation focuses on a single end-use savings shape measure - boiler replacement with air-source heat pump boiler with natural gas boiler backup. This measure replaces natural gas boilers for HVAC application by air-source heat pump boilers when applicable and use natural gas boiler backup when the heat pump boiler could not operate due to outdoor air conditions which are below its cutoff temperature. This measure helps to quantify the decarbonization as well as the energy savings potential from the replacement. The measure resulted higher savings in natural gas consumption compared to the increase in electricity consumption, with a ratio of 3. The total natural gas energy consumption was reduced by 41%, whereas the total electricity consumption was increased by 5.3%.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

Grid Service Values of Generic Marginal Building Flexibility in Modeled 2030 U.S. Power Systems

The datasets include the capacity, energy, and ancillary service values of a marginal kilowatt-hour (kWh) of generic, daily, shiftable building flexibility as a presumed market entrant in the 2030 U.S. power systems. The results should be interpreted along with the caveats listed in "Valuation of Building Flexibility: Grid Service Value for Initial Market Entrants in Projected 2030 United States Power Systems", which also documents the methods used for the study. The factors examined in the study include: grid scenario, region, original usage hour in the day (local time), and building flexibility parameters - efficiency, dissipation, and shifting window include max pre-shift and max post-shift. Filenames in the datasets: The filenames contain information on the grid scenario, and the building flexibility efficiency and dissipation. For example: MidCase_2030_efficiency1.25_dissipation0.05_value.csv contains all results under Mid RE 2020, efficiency = 1.25, and dissipation = 0.05. * MidCase = Mid RE Each .csv file contains: region: The location of the building flexibility, aligned with U.S. Energy Information Administration (EIA) National Energy Modeling System (NEMS) Electricity Market Module regions. max_pre_shift: Part of building flexibility shifting window parameter, indicates the max number of hours the building flexibility can shift earlier. max_post_shift: Part of building flexibility shifting window parameter, indicates the max number of hours the building flexibility can shift later. local_datetime: Original datetime of 1kWh of building energy consumption. local_orig_h: Original usage hour (1-24) of building energy consumption, ignores daylight saving. local_shift_to: The datetime to when building energy consumption shifts, if shifting happens. If no shifting occurs, this cell is left blank. energy: Net energy value of energy shifting. capacity: Net capacity value of energy shifting. shifting_value: Net energy plus capacity value of energy shifting. spin: Spin reserve value at the original datetime of consumption. flex: Flexible reserve value at the original datetime of consumption. reg: Regulation reserve value at the original datetime of consumption. total_profit: Assuming the building flexibility is capable of providing energy, capacity, and ancillary services, total profit is the maximum value of energy shifting value, spin reserve value, flexible reserve value, and regulation reserve value - one of the four choices at any given hour - because we do not allow its value to be double-counted.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2017

System Dynamics Analysis of Strategies to Reduce Energy Use in Aluminum-Intensive Sectors

Aluminum is one of the most widely used materials in industry, with applications in buildings, vehicles, aircraft, and consumer products. Its ubiquity is also on the rise: aluminum is beginning to supplant steel in lightweight vehicles and aircraft, and is used in many green or LEED-certified buildings. Although aluminum tends to be highly recycled, particularly by manufacturers of aluminum products, the sector as a whole is still far from a closed system. As a result, the increase in aluminum consumption also means an increase in primary aluminum production-an energy-intensive process-and an increase in consumption of the raw material bauxite, which in the U.S. is almost entirely imported. Our objectives for this study are to identify and analyze aluminum sector technologies and practices that reduce the energy required to manufacture aluminum products and reduce U.S. dependence on imported aluminum and bauxite. To accomplish these objectives, we will develop a system dynamics (SD) model of aluminum production, use and recycling in key application areas, including aerospace, ground vehicles and consumer products. The model will cover the entire aluminum supply chain as it exists in the U.S., from bauxite importing and refining, to the manufacture of products, to the product use phase and end-of-life processing steps. Aluminum flows throughout the model will be determined by the annual domestic demand for each application area as well as demand projections that extend to 2030. Energy consumption will be tracked based on the flows of aluminum through each step of the supply chain. Using the SD model, we will evaluate several technologies and practices that have the potential to reduce energy consumption and reliance on imported bauxite. These include implementation of advanced primary aluminum production technologies, increased recycling within and between application areas, increased material efficiency and increased product lifetimes. Each of these strategies results in short term reductions in energy use, and every strategy except the advance production technologies will also reduce the need for imported bauxite. This model differs from other SD models previously built to study aluminum stocks and flows in two key areas- alloy recycling and product lifetimes. Aluminum recycling is frequently complicated by the need to maintain quality of many different alloys, especially in aerospace applications. This necessitates scrap sorting and product disassembly to avoid contamination; advanced recycling processes of this type are one of the strategies to be evaluated. Product lifetime similarly complicates aluminum recycling, as products with longer lifetimes yield smaller recycling streams compared to disposable or short lifetime products, such as soda cans. When these additional complexities are accounted for in the SD model, a more realistic idea of the short term and long term impacts of the various strategies can be captured, as can any potential synergies and trade-offs between the strategies. Results of the analysis will indicate which strategy, or combination of strategies, yields the lowest cumulative energy consumption and bauxite consumption required to satisfy current and future demand for aluminum products.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2026

Heavy-Duty Nonroad Material Handler Electrification Part 2: Energy Efficiency and Performance Evaluation

Decarbonization efforts achieved through electrification in nonroad mobile machinery can realize a reduction in fuel consumption of more than 20%, thanks to concepts familiar to light-duty passenger vehicles. This case study compares the results of a hybrid-electric material handler to its conventional counterpart, utilizing machine-specific drive cycles presented in part one of this paper series. The hybrid prototype features an extended-range electric vehicle (EREV) powertrain that demonstrated substantial energy efficiency improvements. Specifically, there was a reduction in equivalent fuel consumption of 75% when operating in electric-only mode, and 33% when maintaining the battery by charging with an on-board generator. Together, the efficiency improvements can be extrapolated over a low-intensity, 8-h shift characterized by significant idle time and highly dynamic engine load for a 47% reduction in net energy consumption. Key technologies that led to this improvement included engine downsizing and decoupling, regenerative braking, and an electrohydraulic pump unit with advanced controls. Finally, his study explains details of the powertrain architecture and subsystems that were implemented on a demonstration vehicle, control strategies used to meet project goals, and an analysis of energy consumption from testing on a closed course. Also included in this study is a discourse on comparison metrics that can be used for quantifying the energy consumption differences between hybrid-electric and conventional diesel powertrains in nonroad mobile machinery.

25 ENERGY STORAGE↗
DOE OSTI2018

The protective role of low-concentration alcohol in high-fructose induced adverse cardiovascular events in mice

Highlights: • low-concentration alcohol consumption prevents the development of high fructose induced myocardial hypertrophy. • low-concentration alcohol would reduce the adverse metabolic effects induced by high-fructose. • The mechanism of low-dose alcohol preventing the development of adverse cardiac outcomes may related to SIRT1/PPAR-γ. Cardiovascular disease remains a worldwide public health issue. As fructose consumption is dramatically increasing, it has been demonstrated that a fructose-rich intake would increase the risk of cardiovascular disease. In addition, emerging evidences suggest that low concentration alcohol intake may exert a protective effect on cardiovascular system. This study aimed to investigate whether low-concentration alcohol consumption would prevent the adverse effects on cardiovascular events induced by high fructose in mice. From the results of hematoxylin-eosin staining, echocardiography, heart weight/body weight ratio and the expression of hypertrophic marker ANP, we found high-fructose result in myocardial hypertrophy and the low-concentration alcohol consumption would prevent the cardiomyocyte hypertrophy from happening. In addition, we observed low-concentration alcohol consumption could inhibit mitochondria swollen induced by high-fructose. The elevated levels of glucose, triglyceride, total cholesterol in high-fructose group were reduced by low concentration alcohol. Low expression levels of SIRT1 and PPAR-γ induced by high-fructose were significantly elevated when fed with low-concentration alcohol. The histone lysine 9 acetylation (acH3K9) level was decreased in PPAR-γ promoter in high-fructose group but elevated when intake with low concentration alcohol. The binding levels of histone deacetylase SIRT1 were increased in the same region in high-fructose group, while the low concentration alcohol can prevent the increased binding levels. Overall, our study indicates that low-concentration alcohol consumption could inhibit high-fructose related myocardial hypertrophy, cardiac mitochondria damaged and disorders of glucose-lipid metabolism. Furthermore, these findings also provide new insights into histone acetylation-deacetylation mechanisms of low-concentration alcohol treatment that may contribute to the prevention of cardiovascular disease induced by high-fructose intake.

60 APPLIED LIFE SCIENCES↗
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 OSTI2017

Integrated assessment of infant exposure to persistent organic pollutants and mercury via dietary intake in a central western Mediterranean site (Menorca Island)

In this research the levels of organochlorine compounds (OCs) and mercury (Hg) in several food items from Menorca Island were presented. The dietary exposure assessment was performed in children population from the island. Finally, body burden of OCs and Hg in these infants were associated with their dietary intakes of the selected food items. The dietary exposure to persistent pollutants by children population from Menorca Island was assessed. The concentrations of 11 organochlorine pesticides, 6 polychlorinated biphenils (PCBs) and 1 inorganic toxic element, Hg, were determined in 46 food samples that included fish, shellfish, meat, fruit, vegetables, cheese and eggs, which were acquired in local markets and department stores in the Menorca Island. The most contaminated food items were fish and shellfish, followed by meat and cheese products. OC levels were similar or lower than in other previous studies. However, 66% of the analysed fish and shellfish species for Hg exceeded the human consumption safety limits according to the European Union Legislation. Pollutant data from food was combined with the pattern of consumption of these foodstuffs in order to calculate the estimated daily intake (EDI) of these contaminants. According to our results, fish and fruit were the main sources of OCs to the EDIs (contributing to 37% and 29%, respectively) while fish and shellfish were the main sources of Hg (76% and 17%). The estimated EDIs of OCs were well below to the reported FAO/WHO Tolerable Intakes. However, estimated weekly intake of Hg would exceed the Provisional Tolerable Weekly Intake indicated by EFSA in the case that the only fish and seafood source would be from the central western Mediterranean. Direct associations between fish/shellfish consumption and hair concentrations of Hg and fish and meat consumption and 4,4’-DDT concentrations in venous serum in the Menorcan children were observed. - Highlights: • The levels of the organochlorine compounds in the Menorcan food items were low. • Mercury was above the EU recommendations in 66% of the analysed seafood samples. • Fish/shellfish consumption was related with the Hg levels in hair of children. • 4,4’-DDT in serum of children was related to fish and meat consumption. • The Hg weekly intake of Menorcan children exceeded more than twice the EFSA limits.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2018

Techno-economic analysis and life-cycle analysis of two light-duty bio-blendstocks: isobutanol and aromatic rich hydrocarbons

Isobutanol and aromatic-rich hydrocarbons (ARHC) are two biomass-derived high octane blendstocks that could be blended with petroleum gasoline for use in optimized spark-ignition engines in light-duty vehicles, potentially increasing engine efficiency. To evaluate technology readiness, economic viability, and environmental impacts of these technologies, we use detailed techno-economic analysis (TEA) and life-cycle analysis (LCA). We assumed isobutanol is produced via biochemical conversion of an herbaceous feedstock blend while ARHC is produced via thermochemical conversion of a woody feedstock blend.The minimum estimated fuel selling price (MFSP) of isobutanol ranged from $5.57/gasoline gallon equivalent (GGE) based on today’s technology to $4.22/GGE with technology advancements. The MFSP of ARHC could decline from $5.20/GGE based on today’s technology to $4.20/GGE as technology improves. Both isobutanol and ARHC offer about 73% GHG emission reduction relative to petroleum gasoline per LCA of these two bio-blendstocks. On the other hand, water consumption in the production of both bio-blendstocks exceeds that of conventional gasoline although process engineering offers routes to cutting water consumption. Over their life cycles, both isobutanol and ARHC emit more NOx and PM2.5 than petroleum gasoline.Improving the energy efficiency and lowering air emissions from agricultural equipment will reduce the life-cycle air pollutant emissions of these bio-blendstocks.

techno-economic analysis, life-cycle analysis, bio↗
DOE OSTI2024

Understanding Line Losses and Transformer Losses in Rural Isolated Distribution Systems

Rural, isolated power systems in the mainland U.S. and in states like Alaska and Hawaii are powered by assets like diesel generators. These rural, isolated power systems also cannot operate at the higher band of medium voltage (like 69kV). They are primarily in the 12 to 14 kV range to keep the cost of the distribution investments lower. Because of this mid-band medium voltage range, the line losses and distribution transformers losses consume significant diesel consumption (almost 10 percent of the peak load). This work considers one such power system powering an isolated system and presents key findings online losses, and transformer losses. Understanding and documenting the impacts is critical for these communities operating their power systems and take actions to reduce expensive diesel consumption. In this paper, we will present one such typical grid and model it in electromagnetic transients (EMT) domain. We used the tower structure, under ground cabling installation to develop high fidelity models of lines. We also used high fidelity models of distribution transformers to present the no-load losses and full load loses. We will also present technical solutions available commercially off-the-shelf to reduce these losses and reduce diesel consumption. This work will be a primer for communities to understand the technical challenges and to understand the possible solution available to solve such challenges for rural, isolated power system operators.

blackstart↗
DOE OSTI2019

Mechanism Design for Demand Response Programs

Demand response (DR) programs serve to reduce the consumption of electricity at times when the supply is scarce and expensive. Consumers or agents with flexible consumption profiles are recruited by an aggregator who manages the DR program. The aggregator calls on a subset of its pool of recruited agents to reduce their electricity use during DR events. Agents are paid for reducing their energy consumption from contractually established baselines. Baselines are counter-factual consumption estimates of the energy an agent would have consumed if they were not participating in the DR program. Baselines are used to determine payments to agents. This creates an incentive for agents to inflate their baselines in order to increase the payments they receive. There are several newsworthy cases of agents gaming their baseline for economic benefit. We propose a novel self-reported baseline mechanism (SRBM) where each agent reports its baseline and marginal utility. These reports are strategic and need not be truthful. Based on the reported information, the aggregator selects or calls on agents with a certain probability to meet the load reduction target. Called agents are paid for observed reductions from their self-reported baselines. Agents who are not called face penalties for consumption shortfalls below their baselines. Under SRBM, we show that truthful reporting of baseline consumption and marginal utility is a dominant strategy. Thus, SRBM eliminates the incentive for agents to inflate baselines. SRBM is assured to meet the load reduction target. To conclude, we show that SRBM is almost optimal in the metric of average cost of DR provision faced by the aggregator.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

Evaluating an Eco-Cooperative Automated Control System

The paper evaluates an Eco-Cooperative Automated Control (Eco-CAC) system on a large-scale network considering a combination of internal combustion engine vehicles (ICEVs), hybrid electric vehicles (HEVs), and battery-only electric vehicles (BEVs) in a microscopic traffic simulation environment. We used a novel integrated control system that: (1) routes ICEVs, HEVs, and BEVs in a fuel/energy-efficient manner; (2) selects vehicle speeds based on anticipated traffic network evolution; (3) minimizes vehicle fuel/energy consumption near signalized intersections; and (4) intelligently modulates the longitudinal motion of vehicles along freeways within a cooperative platoon to minimize fuel/energy consumption. The study tested the system using the INTEGRATION software on the Los Angeles (LA), U.S., downtown network for three different demand levels: no congestion, mild congestion, and heavy congestion. The results demonstrated that the Eco-CAC system effectively reduces vehicle fuel and energy consumption, travel time, total delay, and stopped delay in heavily congested conditions. However, different vehicle compositions produced different results. In particular, the maximum energy consumption savings for BEVs (36.9%) for a current vehicle composition occurred at a 10% market penetration rate (MPR) of connected automated vehicles (CAVs) in mild congestion, while the maximum savings for a future vehicle composition (35.5%) occurred at a 50% CAV MPR in no congestion. The system reduced fuel consumption for ICEVs and HEVs by up to 5.4% and 6.3% at a 25% CAV MPR in heavy congestion for current and future vehicle compositions, respectively. However, the system increased total fuel consumption by up to 4.6% at a 50% CAV MPR in no congestion for a current vehicle composition. The study demonstrates that the effectiveness of the Eco-CAC system depends on traffic conditions, including congestion level, network configuration, CAV MPR, and vehicle composition.

Engineering↗
DOE OSTI2020

Sources of Propane Consumed in California

Project Scope: The objective of this study is to specify the sources of propane consumed in California. It answers the questions, where does the propane used in California come from and how was it produced? The results of this study provide comprehensive, transparent, and verifiable estimates, based on the 2018 market. The information provided in this report is suitable for use to assess the life cycle carbon intensity of propane used as a transportation fuel in California. As the 2009 Low Carbon Fuel Standard (LCFS) aims to reduce California’s greenhouse gas (GHG) emissions and other smog-forming and toxic air pollutants, the appropriate designation of carbon intensity for propane as a transportation fuel is important for evaluating propane’s potential to contribute to GHG goals and understandings in the context of various actions. This study focuses on estimating the shares of total propane consumed in the state of California produced from petroleum refineries, natural gas plants, and bituminous sands sources inside California and elsewhere. Results: An estimated 590 million gallons of propane were consumed in California in 2018, of which, 59.5% originated from refinery production and 40.5% originated from natural gas plants. The majority of this was sourced from refinery production in California, 334 million gallons. Most of the propane imported to California for consumption was sourced from natural gas plants, 113 million gallons, with over half of the imported volume sourced from Canada. The volume sourced from bituminous sand upgrader and fractionator operations was negligible. Details from this analysis are presented in the table below which provides an overview of the propane flows estimated in this study by region and production method. The shares and volumes presented here represent a snapshot for 2018. A significant increase in propane demand, such as could be caused by increased use of propane as a transportation fuel in the state, would affect California’s propane production, imports, and exports. The method and data sources used for the estimates provided in this report also provide the framework which could be used for future updates. Key Method Considerations: The values presented here are based on a two-step approach where the first step was to determine the flows of propane into and out of California from different regions and the second step was to estimate the propane production methods in each region. A volume balance approach is used as the primary method for tracking the volume of propane in and out of California as propane production and import volumes are available by Petroleum Administration of Defense District (PADD) from EIA and neither inter-PADD propane transfers nor state-specific non-prime supplier consumption are available from a public data source. The volume balance performed for this study covered PADD 5 (the West Coast), which includes Arizona, California, Nevada, Oregon, and Washington. The volume balance used all available public datasets to determine propane production, imports, exports, and consumption. Volumes unaccounted for by these datasets were estimated using the resulting volume balance by assuming market equilibrium. Consumption within each state in PADD 5 was estimated based on known import, export, and production volumes and this amount was used to develop the volume balance. EIA only tracks consumption at the state level by prime supplier sales. The volume balance approach provides the basis to correct for additional propane consumed in-states where propane is transferred to California. To determine the California propane sources and trade in 2018. volume of propane consumed in California, the volume balance approach is again used where it was estimated all imported volumes not specifically flagged for re-export were consumed, and the remaining consumption was produced in-state. The California Energy Commission (CEC) provided the total volume of propane imported and exported from California in 2018; this volume data set along with commodity tracking from the Canada Energy Regulator (CER) and the International Trade Commission (ITC) which tracks port of entry and final destination was used to determine where propane originated from and where it was ultimately consumed. For example, the CER tracks propane leaving Canada and entering each state within the U.S. Imported propane from Canada to California – marked for California – is assumed to be consumed in California. When no further data were available, import volumes were assumed to be consumed in California without pass-through (i.e., no propane imported to California was directly sold and exported). In most cases, the production method for each propane source region was applied to the volume of propane transferred to California. In other words, the shares of propane sourced from natural gas and refineries for each production region was assigned to California imports based on their contribution to the total volume flows into California to determine the production method for propane consumed in-state. For volumes imported into California from PADD 4, Washington State, Canada, and the rest of the world (Argentina, Chile, Norway, Peru, South Korea, and Trinidad and Tobago), the volumes sourced from petroleum refineries and natural gas plants reflect the either production ratio for the region or, in cases where the sources specific to the amounts exported to California could be determined, the sources specific to the volumes transferred to California.

03 NATURAL GAS↗
DOE OSTI2021

Supply Chain Sustainability Analysis of Renewable Hydrocarbon Fuels via Indirect Liquefaction, Ex Situ Catalytic Fast Pyrolysis, Hydrothermal Liquefaction, Combined Algal Processing, and Biochemical Conversion: Update of the 2020 State-of-Technology Cases

The Department of Energy’s (DOE) Bioenergy Technologies Office (BETO) aims to develop and deploy technologies to transform renewable biomass resources into commercially viable, high-performance biofuels, bioproducts, and biopower through public and private partnerships (U.S. Department of Energy, 2016). BETO and its national laboratory teams conduct in-depth techno-economic assessments (TEA) of biomass feedstock supply and logistics and conversion technologies to produce biofuels. There are two general types of TEAs: A design case outlines a target case (future projection) for a particular biofuel pathway. It enables identification of data gaps and research and development needs and provides goals and benchmarks against which technology progress is assessed. A state of technology (SOT) analysis assesses progress within and across relevant technology areas based on actual results at current experimental scales relative to technical targets and cost goals from design cases, and includes technical, economic, and environmental criteria as available. In addition to developing a TEA for a pathway of interest, BETO also performs a supply chain sustainability analysis (SCSA). The SCSA takes the life-cycle analysis approach that BETO has been supporting for about 20 years. It enables BETO to identify energy consumption, environmental, and sustainability issues that may be associated with biofuel production. Approaches to mitigate these issues can then be developed. Additionally, the SCSA allows for comparison of energy and environmental impacts across biofuel pathways in BETO’s research and development portfolio. This technical report describes the SCSAs for the production of renewable hydrocarbon transportation fuels via a range of conversion technologies in the 2020 SOTs: (1) renewable high octane gasoline (HOG) via indirect liquefaction (IDL) of woody lignocellulosic biomass (note that the IDL pathway in this SCSA represents the syngas conversion design [Harris et al. 2021]); (2) renewable gasoline (RG) and diesel (RD) blendstocks via ex situ catalytic fast pyrolysis of woody lignocellulosic biomass [Abhijit et al. 2021]; (3) RD via hydrothermal liquefaction (HTL) of wet sludge from a wastewater treatment plant; (4) renewable hydrocarbon fuels via biochemical conversion of herbaceous lignocellulosic biomass (Davis et al. 2021; Lin et al. 2021); (5) renewable diesel via HTL of a blend of algae (Davis and Klein, 2021) and woody biomass (Hartley et al. 2020); and (6) renewable diesel via combined algae processing (CAP) (Wiatrowski and Davis, 2021). This technical report focuses on the environmental performance of these six biofuel production pathways in their 2020 SOT cases. The results of these renewable hydrocarbon fuel pathways in these SCSA analyses update those for the respective 2019 SOT cases (Cai et al. 2020). They also provide an opportunity to examine the impact of technology improvements in both biomass feedstock production and biofuel production that have been achieved in 2020 SOTs on the sustainability performance of these renewable transportation fuels. The SCSA results also reflect updates to Argonne National Laboratory’s Greenhouse gases, Regulated Emissions, and Energy use in Technologies (GREET®) model, which was released in October 2020 (Wang et al. 2020). These GREET updates include the production of natural gas, electricity, and petroleum-based fuels that can influence biofuels’ supply chain greenhouse gas (GHG) (CO 2 , CH 4 , and N 2 O) emissions, water consumption, and air pollutant emissions. GHG emissions, water consumption, and nitrogen oxides (NO x ) emissions are the main sustainability metrics assessed in this analysis. In this analysis, we define water consumption as the amount of water withdrawn from a freshwater source that is not returned (or returnable) to a freshwater source at the same level of quality. Life-cycle fossil energy consumption and net energy balance, which is the life-cycle fossil energy consumption deducted from the renewable biofuel energy produced, are also assessed.

09 BIOMASS FUELS↗
DOE OSTI2018

Relating soil gas to weathering using rock and regolith geochemistry

Weathering-induced fracturing (WIF) has been posited to be a mechanism that develops secondary porosity when mineral reaction fronts separate over depth intervals in regolith, and, in particular, when oxidation (which can promote porosity development through volume expansion) occurs deeper than dissolution (which grows porosity through material removal). If this is true, then the protolith’s capacity to reduce O2 (for example, the Fe(II) content) and O2 availability should affect WIF. This study explores the hypothesis that if the ratio of pO2 to pCO2, in soil water, R’(aq), is greater than the ratio of the capacity of the protolith to consume O2 and CO2, R0, then WIF is more likely to occur, and regolith will become thicker. We evaluated this hypothesis by measuring the bulk geochemistry of regolith and rock and monitoring soil gas at three sites, encompassing a wide range of FeO concentrations and regolith thickness: a Pennsylvania (PA) diabase (10.15%; 3.8 m), a Virginia (VA) diabase (10.49%; 1.4 m), and a VA granite (1.45%; 20 m). We inferred soil water O2 concentrations from calculated equilibrium with the measured soil gas pO2. We observed WIF in the VA granite and PA diabase where R’(aq) > R0, while at the site that lacked WIF – VA diabase – the R’(aq) < R0 particularly during the wet season. In the VA diabase, the presence of swelling clays (smectite) limits the ability of the oxidant (O2) to diffuse deeper into the weathering profile during the wet season and microbially accelerated iron oxidation rapidly consumes O2, limiting O2 availability for WIF. Smectite has little to no observable effect on O2 consumption in the PA diabase because the PA diabase is more fractured. A compilation of dissolved soil gas oxidation ratios, the stoichiometric ratio of O2 consumed to CO2 produced, shows that for unsaturated conditions, the mean is -1.45 ± 0.88, which is consistent with aerobic root and microbial respiration and the oxidation of organic matter. For near-saturated conditions, the mean oxidation ratio of the compilation is -3.46 ± 1.79, which is consistent with Fe redox and microbial metabolism under reducing conditions. The consistency between the VA and PA data presented here and the compilation suggests that soil-water surplus drives coupled Fe-redox reactions that may act as a negative feedback, limiting O2 supply and WIF under wetter soil moisture conditions. We defined Rz, the ratio of O2 consumption to CO2 consumption during weathering for each depth interval, z. For all profiles, R’(aq) > Rz near the surface but R’(aq) approaches Rz in the saprolite. We suggest that R’(aq) > Rz in the soil reflects consumption of O2 and production of CO2 due to biotic processes whereas R’(aq) approaching Rz suggests that low fluxes at depth are at least partly dictated by rock and regolith composition, notably tortuosity of pores. In the VA diabase, we observed R’(aq) < Rz occasionally during the wet season in the lowermost soil and saprolite. Thus, at times the O2 availability may be less than the O2 consumption at that depth, consistent with Fe(II) loss and a lack of WIF. Mass-balance calculations show Fe loss in the VA diabase. The influence of rock composition on aqueous O2/CO2 concentrations in saprolite is consistent with the hypothesis that the protolith’s capacity to consume O2 and CO2 has some effect on oxidation and acid consumption deep in the weathering profile.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2011

Advanced Technology Subsonic Transport Study: N+3 Technologies and Design Concepts

Conceptual Research Corporation, the Science of the Possible, has completed a two-year study of concepts and technologies for future airliners in the 180-passenger class. This NASA-funded contract was primarily focused on the ambitious goal of a 70 percent reduction in fuel consumption versus the market-dominating Boeing 737-800. The study is related to the N+3 contracts awarded in 2008 by NASA s Aeronautics Research Mission Directorate to teams led by Boeing, GE Aviation, MIT, and Northrop Grumman, but with more modest goals and funding. CRC s contract featured a predominant emphasis on propulsion and fuel consumption, but since fuel consumption depends upon air vehicle design as much as on propulsion technology, the study included notional vehicle design, analysis, and parametric studies. Other NASA goals including NOx and noise reduction are of long-standing interest but were not highlighted in this study, other than their inclusion in the propulsion system provided to CRC by NASA. The B-737-800 was used as a benchmark, parametric tool, and design point of departure. It was modeled in the RDS-Professional aircraft design software then subjected to extensive parametric variations of parasitic drag, drag-due-to-lift, specific fuel consumption, and unsized empty weight. These studies indicated that the goal of a 70 percent reduction in fuel consumption could be attained with roughly a 30 percent improvement in all four parameters. The results were then fit to a Response Surface and coded for ease of use in subsequent trade studies. Potential technologies to obtain such savings were identified and discussed. More than 16 advanced concept designs were then prepared, attempting to investigate almost every possible emerging concept for application to this class airliner. A preliminary assessment of these concepts was done based on their total wetted area after design normalization of trimmed maximum lift. This assessment points towards a Tailless Airliner concept which was designed and analyzed in some detail. To make it work, a retracting canard and an all-moving chin rudder were employed, along with the use of the Active Aeroelastic Wing technology. Results indicate that a 60 percent savings in fuel burn may be credibly attained, but this depends upon a lot of technology maturation, concept development, and risk reduction. This should be expected-such a dramatic reduction in fuel consumption is a "game changer" in the world of commercial aviation. It won t be easy.

Raymer, Daniel P.↗