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DOE OSTI2018

Immobile Pore-Water Storage Enhancement and Retardation of Gas Transport in Fractured Rock

The effect of immobile pore-water on gas transport in fractured rock has implications for numerical modeling of soil vapor extraction, methane leakage, gaseous CO 2 leakage from sequestration operations, radionuclide transport from underground nuclear explosions, and nuclear waste disposal. While the ability for immobile pore-water storage to effect gas transport has been recognized in the past, the details and specific scenarios leading to enhanced, retarded, or unaffected gas transport have not been explored. In this paper, we performed numerical investigations into the enhancement and retardation of gas transport due to immobile pore-water storage in order to identify implications for gas transport applications. To do this, we developed a numerical approach to model gas transport with a single-phase flow solution coupled to the advection–dispersion equation modified to account for immobile pore-water storage. Other than the immobility of pore water, the formulation contains all other physics included in two-phase formulations (advective and diffusive gas transport in fractures and rock matrix and dissolution in immobile pore water). The assumption of immobile pore water is valid here since for many applications involving transport of soluble gases in fractured rock, the rate of aqueous transport is insignificant compared to gas transport. We verify our modeling approach with analytical solutions of: (1) 1D gas diffusion, (2) 1D gas advection, (3) barometric pumping of a fracture, and (4) gas transport with uniform fracture flow and diffusion into the matrix. We account for pore-water storage in our model by implementing a kinetic formulation of gas dissolution wherein the dissolved (aqueous) phase is considered an immobile constituent. Using this formulation, we model the effect of dissolution rate and saturation on the retardation of gas transport during pure diffusion and pure advection. We also demonstrate that although it is commonly believed that pore-water storage will always enhance gas transport in fractures during oscillatory flow (e.g., during reversing pressure gradients such as barometric pumping cycles), our simulations indicate that this may not always be the case. Our numerical investigations indicate that scenarios with lower effective diffusion coefficients ( ⪅ 10 − 5  m 2 / s ) and lower dissolution coefficients (i.e., the dissolution diffusion coefficient) ( ⪅ 10 − 11  m 2 / s ) will result in enhanced gas transport. Other combinations of gaseous diffusion and dissolution coefficients result in delayed gas transport or insignificant effect on gas transport. Based on these results, and given the fact that the free-air diffusion coefficients for many gases are slightly above 10 − 5  m 2 / s (near the boundary of enhanced/non-enhanced gas transport), tortuosity would have to be significant for gas transport enhancement to occur. Similarly, if we consider the free-water diffusion coefficient of gases (around 10 − 9  m 2 / s for many gases of interest) to be a maximum bound for the effective dissolution coefficients (i.e., the rate of diffusion into the water away from the air/water interface will limit the dissolution rate), the effective dissolution coefficient would have to be at least 2 orders of magnitude less for enhanced gas transport to occur. Otherwise, pore-water storage will delay or have negligible effect on the gas transport. The results also indicate that the assumption of instantaneous equilibrium, often invoked in numerical codes for dissolution processes (i.e., dissolution coefficient is effectively infinite), will fail to accurately capture important details of soluble gas transport. Finally, the implication of our results is that gas breakthrough times in fractured rock during oscillatory flow may be highly dependent on the effective gaseous diffusion and dissolution coefficients.

58 GEOSCIENCES↗

NASA NTRS1998

A Satellite-Derived Upper-Tropospheric Water Vapor Transport Index for Climate Studies

A new approach is presented to quantify upper-level moisture transport from geostationary satellite data. Daily time sequences of GOES-7 water vapor imagery were used to produce estimates of winds and water vapor mixing ratio in the upper-troposphere sensed by the 6.7-microns water vapor channel. The winds and mixing ratio values were gridded and then combined to produce a parameter called the Water Vapor Transport Index (WVTI) which represents the magnitude of the two dimensional transport of water vapor in the upper troposphere. Daily grids of WVTI, meridional moisture transport, mixing ratio, pressure and other associated parameters were averaged to produce monthly fields for June, July and August of 1987 and 1988 over the Americas and surrounding oceanic regions. The WVTI was used to compare upper-tropospheric moisture transport between the summers of 1987 and 1988, contrasting the latter part of the 1986/87 El Nino event and the La Nina period of 1988. A similar product derived from the NCEP reanalysis was used to help validate the index and understand interannual variability of moisture transport from the modeling perspective. Both datasets showed large upper-level water vapor transport associated with synoptic features over the Americas and with outflow from tropical convective systems. Minimal transport occurred over tropical and subtropical high pressure regions where winds were light. Index values from NCEP were 2-3 times larger than that determined from the GOES satellite This difference resulted from an over estimate of the zonal winds and upper-tropospheric moisture in the reanalysis model. A comparison of the satellite-derived monthly values between the summers of 1987 and 1988 provided some insight into the impact of the ENSO event on upper-level moisture and its transport during the period. During July 1987, a large portion of the tropics in the eastern Pacific Ocean and Caribbean Sea was dominated by strong vapor transport in excess of 5 g/kg/ms with relatively small amounts in the other months. In contrast, JJA 1988 showed an opposite trend with July 1988 being less dominated by tropical water vapor transport. The meridional transport of upper-level water vapor indicated significant poleward transport from the tropics to the higher latitudes. This transport favored the Southern Hemisphere with large transport occurring south of the ITCZ which extended across the eastern Pacific and northern South America. Zonally-averaged monthly transport values were shown to provide a simple way to quantify the monthly and interannual changes in water vapor transport. Zonally-averaged WVTI values peaked in the Southern Hemisphere subtropics during both Austral winters. In the tropics a single more pronounced peak located over the equator and south latitudes occurred in 1988 as opposed to a dual peak in 1987. The second peak around 20 deg.N latitude is consistent with findings of others where upper-tropospheric winds were noted to be stronger in this region during warm ENSO events. Zonally-averaged meridional transport was southward for all summer months and stronger in 1988. The asymmetric nature of the zonally-averaged meridional transport (more southerly water vapor transport) was enhanced during JJA 1998 thus indicating a stronger upper-level branch of the Hadley circulation during this notable strong La Nina period.

Jedlovec, Gary J.↗

NASA NTRS1998

A Satellite-Derived Upper-Tropospheric Water Vapor Transport Index for Climate Studies

A new approach is presented to quantify upper-level moisture transport from geostationary satellite data. Daily time sequences of Geostationary Operational Environmental Satellite GOES-7 water vapor imagery were used to produce estimates of winds and water vapor mixing ratio in the cloud-free region of the upper troposphere sensed by the 6.7- microns water vapor channel. The winds and mixing ratio values were gridded and then combined to produce a parameter called the water vapor transport index (WVTI), which represents the magnitude of the two-dimensional transport of water vapor in the upper troposphere. Daily grids of WVTI, meridional moisture transport, mixing ratio, pressure, and other associated parameters were averaged to produce monthly fields for June, July, and August (JJA) of 1987 and 1988 over the Americas and surrounding oceanic regions, The WVTI was used to compare upper-tropospheric moisture transport between the summers of 1987 and 1988, contrasting the latter part of the 1986/87 El Nino event and the La Nina period of 1988. A similar product derived from the National Centers for Environmental Prediction (NCEP)-National Center for Atmospheric Research (NCAR) 40-Year Reanalysis Project was used to help to validate the index. Although the goal of this research was to describe the formulation and utility of the WVTI, considerable insight was obtained into the interannual variability of upper-level water vapor transport. Both datasets showed large upper-level water vapor transport associated with synoptic features over the Americas and with outflow from tropical convective systems. Minimal transport occurred over tropical and subtropical high pressure regions where winds were light. Index values from NCEP-NCAR were 2-3 times larger than that determined from GOES. This difference resulted from large zonal wind differences and an apparent overestimate of upper-tropospheric moisture in the reanalysis model. A comparison of the satellite-derived monthly values between the summers of 1987 and 1988 provided some insight into the impact of the ENSO event on upper-level moisture and its transport during the period. During July 1987, a large portion of the Tropics in the eastern Pacific Ocean and Caribbean Sea was dominated by strong vapor transport in excess of 4.0 g/kg m/s, with relatively small amounts in the other months. JJA 1988 transport values reached similar magnitude and showed similar patterns for all three months. The meridional transport of upper-level water vapor indicated large poleward transport from the Tropics to the higher latitudes. This transport favored the Southern Hemisphere, with large transport occurring south of the ITCZ, which extended across the eastern Pacific and northern South America. Zonally averaged monthly transport values were shown to provide a simple way to quantify the monthly and interannual changes in water vapor transport. Zonally averaged WVTI values peaked in the Southern Hemisphere subtropics during both austral winters. In the Tropics, a single, more- pronounced peak located over the equator and south latitudes occurred in 1988 as opposed to a dual peak in 1987. The second peak around 20'N latitude is consistent with findings of others in which upper-tropospheric winds were noted to be stronger in this region during warm ENSO events. Zonally averaged meridional transport was southward for all summer months and was stronger in 1988. The asymmetric nature of the zonally averaged meridional transport (more southerly water vapor transport) was enhanced during JJA 1988, thus indicating a stronger upper- level branch of the Hadley circulation during this notably strong La Nina period.

Jedlovec, Gray J.↗

DOE OSTI2017

Electron Temperature Fluctuation Measurements and Transport Model Validation at Alcator C-Mod

The tokamak is a type of toroidal device used to confine a fusion plasma using large magnetic fields. Tokamaks and stellarators the leading devices for confining plasmas for fusion, and the capability to predict performance in these magnetically confined plasmas is essential for developing a sustainable fusion energy source. The magnetic configuration of tokamaks and stellarators does not exist in Nature, yet, the fundamental processes governing transport in fusion plasmas are universal – turbulence and instabilities, driven by inhomogeneity and asymmetry in the plasma, conspire to transport heat and particles across magnetic field lines and can play critical roles in impurity confinement and generation of intrinsic rotation. Turbulence exists in all plasmas, and in neutral fluids as well. The study of turbulence is essential to developing a fundamental understanding of the nature of the fourth state of matter, plasmas. Experimental studies of turbulence in tokamaks date back to early scattering observations from the late 1970s. Since that time, great advances in turbulence diagnostics have been made, all of which have significantly enhanced our knowledge and understanding of turbulence in tokamaks. Through comparisons with advanced gyrokinetic theory and turbulent-transport models a great deal of evidence exists to implicate turbulent-driven transport as an important mechanism determining transport in all channels: heat, particle and momentum However, prediction and control of turbulent-driven transport remains elusive. Key to development of predictive transport models for magnetically confined fusion plasmas is validation of the nonlinear gyrokinetic transport model, which describes transport due to turbulence. Validation of gyrokinetic codes must include detailed and quantitative comparisons with measured turbulence characteristics, in addition to comparisons with inferred transport levels and equilibrium profiles. For this reason, advanced plasma diagnostics for studying core turbulence are needed in order to assess the accuracy of gyrokinetic models for turbulent-driven particle, heat and momentum transport. New core turbulence diagnostics at the world-class tokamaks Alcator C-Mod at MIT and ASDEX Upgrade at the Max Planck Institute for Plasma Physics have been designed, developed, and operated over the course of this project. These new instruments are capable of measuring electron temperature fluctuations and the phase angle between density and temperature fluctuations locally and quantitatively. These new data sets from Alcator C-Mod and ASDEX Upgrade are being used to fill key gaps in our understanding of turbulent transport in tokamaks. In particular, this project has results in new results on the topics of the Transport Shortfall, the role of ETG turbulence in tokamak plasmas, profile stiffness, the LOC/SOC transition, and intrinsic rotation reversals. These data are used in a rigorous process of “Transport model validation”, and this group is a world-leader on using turbulence models to design new hardware and new experiments at tokamaks. A correlation electron cyclotron emission (CECE) diagnostic is an instrument used to measure micro-scale fluctuations (mm-scale, compared to the machine size of meters) of electron temperature in magnetically confined fusion plasmas, such as those in tokamaks and stellarators. These micro-scale fluctuations are associated with drift-wave type turbulence, which leads to enhanced cooling and mixing of particles in fusion plasmas and limits achieving the required temperatures and densities for self-sustained fusion reactions. A CECE system can also be coupled with a reflectometer system that measured micro-scale density fluctuations, and from these simultaneous measurements, one can extract the phase between the density (n) and temperature (T) fluctuations, creating an nT phase diagnostic. Measurements of the fluctuations and the phase angle between them are extremely useful for testing and validating predictive models for the transport of heat and particles in fusion plasmas due to turbulence. Once validated, the models are used to predict performance in ITER and other burning plasmas, such as the MIT ARC design. Most recently, data from the newly developed, so-called “CECE diagnostic” [Cima 1995, White 2008] and “nT phase angle measurements” [Haese 1999, White 2010] ]will be combined with data from density fluctuation diagnostics at ASDEX Upgrade to support a long-term program of physics research in turbulence and transport that will allow for more stringent testing and validation of gyrokinetic turbulent-transport codes. This work directly impacts the development of predictive transport models in the U.S. FES program, such as TGLF, developed by General Atomics, which are used to predict performance in ITER and other burning plasma devices as part of advancing the development of fusion energy sciences.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2016

Analysis of Transportation Options for Commercial Spent Fuel in the U.S.

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Kalinina, Elena↗

DOE OSTI2016

Cataloguing Past Incidents in Transporting Spent Nuclear Fuel

Shipments of spent nuclear fuel (SNF) and high level radioactive waste (HLW) have a history of more than 50 years, during which tens of thousands of tons of material have been transported in tens of thousands of shipments worldwide. The vast majority of these have been completed without incident. This safety record has been made possible by establishing robust regulatory requirements for the casks used in transport, studying past shipments and incidents, and improving equipment and procedures to lessen the probability and impacts of future events. The authors recently collected a wide array of publicly available information on transportation incidents involving SNF and HLW worldwide. This presented a challenge, as no international or US databases currently exist which are dedicated to SNF and HLW transportation incidents. Thus, sources for this research included national database reports from nations that publish them; technical reports and archival journal papers focused on the solutions to particular transportation problems; and news reports of SNF and HLW transportation incidents, including transportation accidents and protests of shipments. Based on the survey of past transportation incidents, of which several representative descriptions are included in this paper, the authors conclude that (1) the casks in which SNF and HLW are shipped are able to contain their radioactive cargoes in severe accidents because of their robust construction and their being in compliance with regulatory requirements; and (2) most incidents in transporting SNF and HLW have been minor ones, primarily resulting from procedural compliance deficiencies. Furthermore, recent incidents suggest that public information and engagement challenges outweigh technical challenges in SNF and HLW transportation, since the most significant challenges surrounding shipments in recent years have been the results of public demonstrations and protests. This paper discusses some SNF and HLW transportation incidents, as well as the process used in cataloguing them. In general, there have been few transportation incidents worldwide in the history of transporting SNF and HLW. The transportation of SNF and HLW has an excellent safety record; by learning from past incidents, shippers of SNF and HLW can continue to make safe shipments while avoiding mistakes made in the past. Despite the safe and successful record of SNF and HLW transportation, information on its record is not easy to find. Few incidents are detailed as thoroughly as the truck accident that occurred in 1971. Several anti-nuclear organizations publish pamphlets that make reference to transportation accidents involving radioactive material and imply that transporting SNF and HLW is an intrinsically dangerous activity whose history is fraught with accidents. The absence of a clear, complete, official record on transportation incidents allows these claims to continue to be unanswered and uncorrected. For these reasons, it would be beneficial to develop a database detailing incidents involving SNF and HLW internationally. (authors)

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

NASA NTRS2003

Transport of the two natural auxins, indole-3-butyric acid and indole-3-acetic acid, in Arabidopsis

Polar transport of the natural auxin indole-3-acetic acid (IAA) is important in a number of plant developmental processes. However, few studies have investigated the polar transport of other endogenous auxins, such as indole-3-butyric acid (IBA), in Arabidopsis. This study details the similarities and differences between IBA and IAA transport in several tissues of Arabidopsis. In the inflorescence axis, no significant IBA movement was detected, whereas IAA is transported in a basipetal direction from the meristem tip. In young seedlings, both IBA and IAA were transported only in a basipetal direction in the hypocotyl. In roots, both auxins moved in two distinct polarities and in specific tissues. The kinetics of IBA and IAA transport appear similar, with transport rates of 8 to 10 mm per hour. In addition, IBA transport, like IAA transport, is saturable at high concentrations of auxin, suggesting that IBA transport is protein mediated. Interestingly, IAA efflux inhibitors and mutations in genes encoding putative IAA transport proteins reduce IAA transport but do not alter IBA movement, suggesting that different auxin transport protein complexes are likely to mediate IBA and IAA transport. Finally, the physiological effects of IBA and IAA on hypocotyl elongation under several light conditions were examined and analyzed in the context of the differences in IBA and IAA transport. Together, these results present a detailed picture of IBA transport and provide the basis for a better understanding of the transport of these two endogenous auxins.

Non-NASA Center↗

NASA NTRS2010

Cryogenic Transport of High-Pressure-System Recharge Gas

A method of relatively safe, compact, efficient recharging of a high-pressure room-temperature gas supply has been proposed. In this method, the gas would be liquefied at the source for transport as a cryogenic fluid at or slightly above atmospheric pressure. Upon reaching the destination, a simple heating/expansion process would be used to (1) convert the transported cryogenic fluid to the room-temperature, high-pressure gaseous form in which it is intended to be utilized and (2) transfer the resulting gas to the storage tank of the system to be recharged. In conventional practice for recharging high-pressure-gas systems, gases are transported at room temperature in high-pressure tanks. For recharging a given system to a specified pressure, a transport tank must contain the recharge gas at a much higher pressure. At the destination, the transport tank is connected to the system storage tank to be recharged, and the pressures in the transport tank and the system storage tank are allowed to equalize. One major disadvantage of the conventional approach is that the high transport pressure poses a hazard. Another disadvantage is the waste of a significant amount of recharge gas. Because the transport tank is disconnected from the system storage tank when it is at the specified system recharge pressure, the transport tank still contains a significant amount of recharge gas (typically on the order of half of the amount transported) that cannot be used. In the proposed method, the cryogenic fluid would be transported in a suitably thermally insulated tank that would be capable of withstanding the recharge pressure of the destination tank. The tank would be equipped with quick-disconnect fluid-transfer fittings and with a low-power electric heater (which would not be used during transport). In preparation for transport, a relief valve would be attached via one of the quick-disconnect fittings (see figure). During transport, the interior of the tank would be kept at a near-ambient pressure far below the recharge pressure. As leakage of heat into the tank caused vaporization of the cryogenic fluid, the resulting gas would be vented through the relief valve, which would be set to maintain the pressure in the tank at the transport value. Inasmuch as the density of a cryogenic fluid at atmospheric pressure greatly exceeds that of the corresponding gas in a practical high-pressure tank at room temperature, a tank for transporting a given mass of gas according to the proposed method could be smaller (and, hence, less massive) than is a tank needed for transporting the same mass of gas according to the conventional method.

Ungar, Eugene K,↗

DOE OSTI2020

Regulatory Development Challenges and Opportunities for the Safe and Secure Transport of Radioactive Materials

Drafting regulations for transport safety and transport security achieve two separate objectives, which can lead to divergent outcomes. With transport safety, the principle goal is to protect the public and the environment from the effects of ionizing radiation, while in contrast, the principle goal of transport security is to protect the material from malicious actors. While many Member States may have transport safety regulations for radioactive materials, transport security regulatory development is still in its nascent stages globally. Trying to develop harmonized transport safety and transport security regulations could lead to challenges ranging from differences in terminology used in transport safety versus terminology uses in transport security, roles and responsibilities for the variety of stakeholders involved in transport, and finally, the possible role of multiple competent authorities in governing the transport of dangerous goods, which includes radioactive material. While the International Atomic Energy Agency (IAEA) is currently developing a process of a methodology for drafting transport security regulations, any process must address both safety considerations and security requirements. (As the most vulnerable part of the life cycle of radioactive materials, the need for harmonized transport safety/transport security regulations is essential.) This paper investigates the regulatory elements of the safety-security interface for nuclear and other radioactive material in transport. Examining challenges including use of terms, the role of multiple competent authorities, and practical challenges involved in the safe and secure transport of radioactive material, the paper analyzes the need for integrated regulatory development for the safe and secure transport of these materials.

Anderson, Kimberly↗

DOE OSTI2014

U.S. Transport Task Force Meeting - April 2014 Final Report

The ultimate goal of the U.S. Transport Task Force is to develop a physics-based understanding of confinement and particle, momentum and heat transport in magnetic fusion devices. This understanding should be of sufficient depth that it allows the development of predictive models of plasma transport that can be validated against experiment, and then used to anticipate the future performance of burning plasmas in ITER, as well as to provide guidance to the design of next-step fusion nuclear science facilities. To achieve success in transport science, it is essential to characterize local fluctuations and transport in toroidal plasmas, to understand the basic mechanisms responsible for transport, and ultimately to control these transport processes. These goals must be pursued in multiple areas, including ion and electron thermal transport, particle and momentum transport, the physics of H-modes and the edge pedestal, Internal Transport Barriers, energetic particle transport and 3D effects on all the underlying transport processes. Demonstrating our understanding requires multiple, successful, quantitative tests of theory, simulation and modeling using experimental results in fusion-relevant and basic plasmas (i.e., verification and validation). The 2014 U.S. TTF meeting was held in April 2014 in San Antonio TX to provide a forum for leading scientists focused on the study of transport of particles, momentum and heat in fusion plasmas. Approximately 110 scientists from the US and several from the EU and from China attended and heard oral talks on recent transport results. Several poster sessions were also held. One day of plenary talks were followed by Breakout sessions and poster sessions that were held on focused topics, including L-H transition physics, energetic particles, transport in high performance plasmas, divertor particle and heat flux management and innovative divertor designs, fundamental turbulence studies, end edge transport shortfall. Most of the invited oral talks are archived at the meeting website, see http://ttf2014.ucsd.edu/TTF_2014/Presentations.html A book of abtracts for all presentations and posters at the meeting is also available, see http://ttf2014.ucsd.edu/TTF_2014/Home_files/TTF%202014%20Abstract%20Book%20Final.pdf Finally the program for the meeting is also available, see http://ttf2014.ucsd.edu/TTF_2014/Home_files/TTF%202014%20Meeting%20Schedule.pdf

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2014

Estimating the variable cost for high-volume and long-haul transportation of densified biomass and biofuel

This article analyzes rail transportation costs of products that have similar physical properties as densified biomass and biofuel. The results of this cost analysis are useful to understand the relationship and quantify the impact of a number of factors on rail transportation costs of denisfied biomass and biofuel. These results will be beneficial and help evaluate the economic feasibility of high-volume and long-haul transportation of biomass and biofuel. High-volume and long-haul rail transportation of biomass is a viable transportation option for biofuel plants, and for coal plants which consider biomass co-firing. Using rail optimizes costs, and optimizes greenhouse gas (GHG) emissions due to transportation. Increasing bioenergy production would consequently result in lower GHG emissions due to displacing fossil fuels. To estimate rail transportation costs we use the carload waybill data, provided by Department of Transportation’s Surface Transportation Board for products such as grain and liquid type commodities for 2009 and 2011. We used regression analysis to quantify the relationship between variable transportation unit cost ($/ton) and car type, shipment size, rail movement type, commodity type, etc. The results indicate that: (a) transportation costs for liquid is $2.26/ton–$5.45/ton higher than grain type commodity; (b) transportation costs in 2011 were $1.68/ton–$5.59/ton higher than 2009; (c) transportation costs for single car shipments are $3.6/ton–$6.68/ton higher than transportation costs for multiple car shipments of grains; (d) transportation costs for multiple car shipments are $8.9/ton and $17.15/ton higher than transportation costs for unit train shipments of grains.

09 BIOMASS FUELS↗

DOE OSTI2020

GIS Visualization of Transportation Energy Consumption

Transportation is witnessing unprecedented transformation, where emerging technologies are disrupting the way we travel. Be it sharing economy, or micro-mobility, the landscape of urban transportation is undergoing a much-needed paradigm shift. In order to capture and model these shifts, researchers need to be agile in their studies of the current and future transportation landscape. The need for agility in turn calls for sophisticated, intuitive, and reliable means to visualize and share transportation data. Travel is inherently spatial, so methods of visualizing transportation information should also be rooted in spatial analysis. Geographic Information Systems (GIS) are the premier technological framework to analyze and display spatial data. GIS tools have been used in the past to depict flow of vehicles, and display of network conditions (speed, congestion, etc.). However, in an ever-changing technological landscape, spanning advancements in vehicle as well as information systems, depicting vehicle flows falls short of providing a comprehensive picture of the impact these advancements have on travel related energy consumption. To address this issue, this research effort presents a web-based mapping application to visualize how travel related energy flows across a city. The application is being developed by National Renewable Energy Laboratory researchers to integrate various transportation energy consumption models within a GIS schema. This has the goal of enabling rapid analysis of energy impacts of the dramatically evolving transportation environment. The application is being developed using a Python framework for ArcGIS Online. Using road network data from the City of Columbus, Ohio and traffic data from CATT Laboratory's Regional Integrated Transportation Information System, transportation energy consumption will be modeled at a macro level. The application aims to provide highly accurate data while still maintaining the flexibility needed to adapt the model when new technologies arise. The methodology presented through this effort is expected to provide insights into how light-duty vehicles use energy on a large scale based on the road network they use. The application will also provide data exports to enable sharing and collaboration. " need for agility in turn calls for sophisticated, intuitive, and reliable means to visualize and share transportation data. Travel is inherently spatial, so methods of visualizing transportation information should also be rooted in spatial analysis. Geographic Information Systems (GIS) are the premier technological framework to analyze and display spatial data. GIS tools have been used in the past to depict flow of vehicles, and display of network conditions (speed, congestion, etc.). However, in an ever-changing technological landscape, spanning advancements in vehicle as well as information systems, depicting vehicle flows falls short of providing a comprehensive picture of the impact these advancements have on travel related energy consumption. To address this issue, this research effort presents a web-based mapping application to visualize how travel related energy flows across a city. The application is being developed by National Renewable Energy Laboratory researchers to integrate various transportation energy consumption models within a GIS schema. This has the goal of enabling rapid analysis of energy impacts of the dramatically evolving transportation environment. The application is being developed using a Python framework for ArcGIS Online. Using road network data from the City of Columbus, Ohio and traffic data from CATT Laboratory's Regional Integrated Transportation Information System, transportation energy consumption will be modeled at a macro level. The application aims to provide highly accurate data while still maintaining the flexibility needed to adapt the model when new technologies arise. The methodology presented through this effort is expected to provide insights into how light-duty vehicles use energy on a large scale based on the road network they use. The application will also provide data exports to enable sharing and collaboration.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2015

MP197HB; First licensed transportation package with canistered high burnup fuel after dry storage - 15580

AREVA TN has recently received the NRC 10 CFR Part 71 transportation license CoC 9302 Revision 7 for the MP197HB transportation package that allows transportation of canistered high burnup fuel assemblies. The Nuclear Horizontal Modular Storage (NUHOMS{sup R}) system canisters containing high burnup PWR and BWR fuel assemblies are now licensed for transportation as a payload in MP197HB after these canisters were in dry storage at the utility ISFSIs. Enhancements have been made to the MP197HB transportation package to improve thermal performance and also provide superior shielding capabilities. Design features of existing AREVA TN transportation packages such as radial fins, thermal shield, neutron resin and optimized gamma and neutron shielding were used to accommodate transportation of high burnup fuel assemblies with heat loads up to 32 kW. The transportation package is designed for exclusive use by rail, truck or marine transport. State-of-the-art analyses methodologies were used to demonstrate compliance with regulatory requirements of 10 CFR 71.55 for the high burnup fuel after dry storage at any ISFSI. Some of the issues addressed in the license application related to the transportation of high burnup fuel included potential degradation of fuel cladding, uncertainty associated with high burnup fuel cladding material properties, and larger radiation and thermal sources due to higher burnups. Bounding conservative assumptions were made where limited test data was available. AREVA TN's licensing approach did not rely on the cladding integrity of high burnup fuel cladding. Instead, the criticality, thermal and shielding analyses were carried out assuming high burnup fuel reconfiguration. With the approval of this transportation package for PWR and BWR canistered high burnup fuel from dry storage at ISFSIs, the utilities can now transport these canisters which are in dry storage at their sites. This is also a major step forward for the canistered fuel that is currently in dry storage at the shutdown plants because they can use this AREVA TN MP197HB transportation package to ship that fuel to any interim storage facility (ISF) or to a repository when they become available. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2012

Crystal structure of a concentrative nucleoside transporter from Vibrio cholerae at 2.4;#8201;Å

Nucleosides are required for DNA and RNA synthesis, and the nucleoside adenosine has a function in a variety of signalling processes. Transport of nucleosides across cell membranes provides the major source of nucleosides in many cell types and is also responsible for the termination of adenosine signalling. As a result of their hydrophilic nature, nucleosides require a specialized class of integral membrane proteins, known as nucleoside transporters (NTs), for specific transport across cell membranes. In addition to nucleosides, NTs are important determinants for the transport of nucleoside-derived drugs across cell membranes. A wide range of nucleoside-derived drugs, including anticancer drugs (such as Ara-C and gemcitabine) and antiviral drugs (such as zidovudine and ribavirin), have been shown to depend, at least in part, on NTs for transport across cell membranes. Concentrative nucleoside transporters, members of the solute carrier transporter superfamily SLC28, use an ion gradient in the active transport of both nucleosides and nucleoside-derived drugs against their chemical gradients. The structural basis for selective ion-coupled nucleoside transport by concentrative nucleoside transporters is unknown. Here we present the crystal structure of a concentrative nucleoside transporter from Vibrio cholerae in complex with uridine at 2.4 {angstrom}. Our functional data show that, like its human orthologues, the transporter uses a sodium-ion gradient for nucleoside transport. The structure reveals the overall architecture of this class of transporter, unravels the molecular determinants for nucleoside and sodium binding, and provides a framework for understanding the mechanism of nucleoside and nucleoside drug transport across cell membranes.

59 BASIC BIOLOGICAL SCIENCES↗

NASA NTRS1999

Microgravity Transport Phenomena Experiment (MTPE) Overview

The Microgravity Transport Phenomena Experiment (MTPE) is a fluids experiment supported by the Fundamentals in Biotechnology program in association with the Human Exploration and Development of Space (BEDS) initiative. The MTP Experiment will investigate fluid transport phenomena both in ground based experiments and in the microgravity environment. Many fluid transport processes are affected by gravity. Osmotic flux kinetics in planar membrane systems have been shown to be influenced by gravimetric orientation, either through convective mixing caused by unstably stratified fluid layers, or through a stable fluid boundary layer structure that forms in association with the membrane. Coupled transport phenomena also show gravity related effects. Coefficients associated with coupled transport processes are defined in terms of a steady state condition. Buoyancy (gravity) driven convection interferes with the attainment of steady state, and the measurement of coupled processes. The MTP Experiment measures the kinetics of molecular migration that occurs in fluids, in response to the application of various driving potentials. Three separate driving potentials may be applied to the MTP Experiment fluids, either singly or in combination. The driving potentials include chemical potential, thermal potential, and electrical potential. Two separate fluid arrangements are used to study membrane mediated and bulk fluid transport phenomena. Transport processes of interest in membrane mediated systems include diffusion, osmosis, and streaming potential. Bulk fluid processes of interest include coupled phenomena such as the Soret Effect, Dufour Effect, Donnan Effect, and thermal diffusion potential. MTP Experiments are performed in the Microgravity Transport Apparatus (MTA), an instrument that has been developed specifically for precision measurement of transport processes. Experiment fluids are contained within the MTA fluid cells, designed to create a one dimensional flow geometry of constant cross sectional area, and to facilitate fluid filling and draining operations in microgravity. The fluid cells may be used singly for bulk solutions, or in a Stokes diaphragm configuration to investigate membrane mediated phenomena. Thermal and electrical driving potentials are applied to the experiment fluids through boundary plates located at the ends of the fluid cells. In the ground based instrument, two constant temperature baths circulate through reservoirs adjacent to the boundary plates, and establish the thermal environment within the fluid cells. The boundary plates also serve as electrodes for measurement and application of electrical potentials. The Fluid Manipulation System associated with the MTA is a computer controlled system that enables storage and transfer of experiment fluids during on orbit operations. The system is used to automatically initiate experiments and manipulate fluids by orchestrating pump and valve operations through scripted sequences. Unique technologies are incorporated in the MTA for measurement of fluid properties. Volumetric Flow Sensors have been developed for precision measurement of total fluid volume contained within the fluid cells over time. This data is most useful for measuring the kinetics of osmosis, where fluid is transported from one fluid cell to another through a semipermeable membrane. The MicroSensor Array has been designed to perform in situ measurement of several important fluid parameters, providing simultaneous measurement of solution composition at multiple locations within the experiment fluids. Micromachined sensors and interface electronics have been developed to measure temperature, electrical conductivity, pH, cation activity, and anion activity. The Profile Refractometer uses a laser optical system to directly image the fluid Index of Refraction profile that exists along the MTA fluid cell axis. A video system acquires images of the RI profile over time, and records the transport kinetics that occur upon application of chemical, thermal, or electrical driving potentials. Image processing algorithms have been developed to analyze the refractometer images on a pixel by pixel basis, calibrating and scaling the measured Index of Refraction profile to correlated solution properties of interest such as density, concentration, and temperature. Additional software has been developed to compile the processed images into a three dimensional matrix that contains fluid composition data as a function of experiment time and position in the fluid cell. These data are combined with data from the other sensor systems, and analyzed in the context of transport coefficients associated with the various transport phenomena. Analysis protocols have been developed to measure the transient kinetics, and steady state distribution of fluid components that occur in response to the applied driving potentials. The results are expressed in terms of effective transport coefficients. Experiments have been performed using a variety of solutes, and results generated are that are in agreement with published transport coefficient values.

Mason, Larry W.↗

DOE OSTI2016

Quantifying the Uncertainty in Deterministic Phonon Transport Calculations of Thermal Conductivity using Polynomial Chaos Expansions

The nature of computational simulations requires the inclusion of an uncertainty analysis, as we have limited knowledge of all physically determined input parameters for a computationally simulated problem. We rely on uncertainty quantification (UQ) to characterize our confidence in the outcomes. Quantifying uncertainty can provide a basis for certifications in high-consequence decisions, such as nuclear reactor design, and is a fundamental component of model validation. We employ a previously developed method of uncertainty quantification, polynomial chaos expansion with stochastic collocation (PCE-SC), applied to deterministic phonon transport simulations. In these simulations, we use the neutron transport code Rattlesnake, which solves the Self-Adjoint Angular Flux (SAAF) formulation of the transport equation with a continuous finite element (CFEM) spatial discretization and discrete ordinates, spherical harmonics angular discretizations. Rattlesnake was developed in the multi-physics object oriented simulation environment (MOOSE) framework. We have previously shown Rattlesnake to be effective in simulating phonon transport. We aim to provide a deterministic phonon transport framework for heterogeneous nuclear fuel with fission product defects to predict thermal conductivity (?). A first principles, physics-based calculation of thermal conductivity must involve factors such as the microstructure of nuclear fuel, which constantly changes during the fission process through the formation of isotopic decay products. Heat transport in oxide nuclear fuels is dominated by phonon transport. Impurities in the bulk material influence the transport of energy at the fundamental level, altering the scattering behavior of phonons and electrons. Conventionally, heat transport follows classical physics based on the heat equation derived from Fourier's law q = -k∇T, where q is heat flux, k is thermal conductivity and ∇T is a temperature gradient. However, Fourier's law is a macroscopic empirical law in which the thermal conductivity? does not have a mechanistic connection to the underpinning heat transport processes. Thermal conductivity of a material depends both on the material's intrinsic ability to transport heat and a variety of resistive effects caused by defects in the material. Thus ab initio prediction of the macroscopic conductivity - the property of interest for safe reactor operation - requires simulating detailed processes of heat transport, and then determining the effective thermal conductivity of the simulated material from the resulting heat flux under the imposed temperature difference. The thermal conductivity of a bulk, homogeneous, dielectric material can be well estimated by the mechanistically derived expression: k{sub bulk} = 1/3 C{sub ν}νgλ (2), where C{sub ν}, νg, and λ are the volumetric specific heat, phonon speed, and phonon mean free path, respectively. In these problems the relevant parameter is the material's acoustic thickness, its characteristic distance L relative to the phonon mean free path λ. In Eq. (2) the largest source of uncertainty is λ. While propagating uncertainty in λ to uncertainty in k through Eq. (2) is trivial, systems with extrinsic scattering require more sophisticated approaches. At the microscopic level, uncertainty in λ changes both a material's intrinsic thermal conductivity. Our goal is to propagate the uncertainty in λ through the deterministic transport computation of k. Because there are a small number of uncertain input quantities, we use the method of polynomial chaos expansion (PCE), which expresses solutions in the form of spectral expansions of an uncertain variable. This approach combines both intrusive and nonintrusive methods of uncertainty propagation techniques and results in a unique formulation which is very effective and efficient for problems with few uncertain parameters. Uncertainty Quantification and Sensitivity Analysis We use PCE-SC to measure propagation of uncertainty in a 3-D phonon transport problem of homogeneous silicon, to compute the mean and variance in temperature, heat flux and thermal conductivity. (authors)

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2016

RECOVERY ACT - Thylakoid Assembly and Folded Protein Transport by the Tat Pathway

Assembly of functional photosystems complete with necessary intrinsic (membrane-bound) and extrinsic proteins requires the function of at least 3 protein transport pathways in thylakoid membranes. Our research focuses on one of those pathways, a unique and essential protein transport pathway found in the chloroplasts of plants, bacteria, and some archaebacteria, the Twin arginine translocation (Tat) system. The chloroplast Tat (cpTat) system is thought to be responsible for the proper location of ~50% of thylakoid lumen proteins, several of which are necessary for proper photosystem assembly, maintenance, and function. Specifically, cpTat systems are unique because they transport fully folded and assembled proteins across ion tight membranes using only three membrane components, Tha4, Hcf106, and cpTatC, and the protonmotive force generated by photosynthesis. Despite the importance of the cpTat system in plants, the mechanism of transport of a folded precursor is not well known. Our long-term goal is to investigate the role protein transport systems have on organelle biogenesis, particularly the assembly of membrane protein complexes in thylakoids of chloroplasts. The objective of this proposal is to correlate structural changes in the membrane-bound cpTat component, Tha4, to the mechanism of translocation of folded-precursor substrates across the membrane bilayer by using a cysteine accessibility and crosslinking approach. Our central hypothesis is that the precursor passes through a proteinaceous pore of assembled Tha4 protomers that have undergone a conformational or topological change in response to transport. This research is predicated upon the observations that Tha4 exists in molar excess in the membrane relative to the other cpTat components; its regulated assembly to the precursor-bound receptor; and our data showing oligomerization of Tha4 into very large complexes in response to transport. Our rationale for these studies is that understanding cpTat system mechanism in chloroplasts will lead to a better understanding of the biogenesis of photosynthetic membranes potentially providing a means to engineer photosynthetic complexes into synthetic membranes for energy production. We are especially well prepared to undertake this project because we have developed a novel functional replacement assay, which was used to demonstrate a correlation of Tha4 oligomerization to transport. Thylakoids of plant chloroplasts provide a very robust, reliable assay to gain mechanistic detail about cpTat systems, providing most of the biochemical analyses to date. We plan to test our central hypothesis and accomplish the overall objective of this proposal by (1) Identifying the cpTat component(s) that interact with the mature domain of precursor during transport, (2) Determining the organization of the cpTat translocon, and (3) Comparing Tha4 topology in thylakoids during active transport and at rest. The proposed studies are innovative due to our ability to correlate structural changes in cpTat protein complexes during the transport of precursor. At the completion of this project, we expect to know the cpTat component(s) that interacts directly with the mature domain of the precursor, important because it is not known which components comprise the pore for passage of the mature domain. We also expect to know the arrangement of the components in the cpTat transport complex through direct interaction between Tha4 and the other CpTat components, a key point to establishing the mechanism of translocation. Lastly, we expect to correlate topological changes of Tha4 with precursor transport, key to establishing Tha4's role in the transport process. The successful completion of these studies is expected to have an important impact in understanding chloroplast biogenesis and assembly of photosynthetic complexes in plants and photosynthetic bacteria.

59 BASIC BIOLOGICAL SCIENCES↗

DOE OSTI2024

Energy-based break-even transportation distance of biomass feedstocks

The distance a solid biomass feedstock could be used to transport the feedstock when used as biobased fuel is critical information for transportation analysis. However, this information is not available. The break-even transportation distance (BTD) of various fuels from biomass feedstocks and fossil sources was analyzed for truck, rail, and ship transport modes based on bulk density, moisture content, and specific energy. Fourteen different biomass feedstocks, such as crop residues (e.g., corn stover), woody biomass (e.g., wood chips), including thermally pretreated (torrefied) and densified forms (pellets), cattle feedlot compost, and three standard fossil fuels, namely, coal, lignite, and diesel, were considered for BTD analysis and comparison. The BTD values were derived by comparing the energy content of biomass feedstocks with the energy expended in transporting the fuels through selected transportation modes. For ready reference, an alternative derivation of BTD equations and example calculations were also presented. Among the biomass feedstocks, torrefied pellets had the highest BTD (4.16 × 10 4 , 12.47 × 10 4 , and 54.14 × 10 4 km), and cattle feedlot compost had the lowest BTD (1.29 × 10 4 , 3.88 × 10 4 , and 9.23 × 10 4 km), respectively, for truck, rail, and ship. Higher bulk density and higher specific energy of the biomass feedstocks increased the BTD for all modes of transport. Transport is most efficient when mass-limited. Biomass feedstock bulk densities where transportation becomes mass-limited are 223, 1,480, and 656 kg/m 3 for truck, rail, and ship, respectively. Truck transport is typically mass-limited (payload limit restriction; increased BTD), whereas rail transport is entirely volume-limited (cargo space restriction; decreased BTD), and ship transport is mostly volume-limited for biomass feedstocks and mass-limited for densified biomass feedstocks. Ship transport is the most efficient, followed by rail and truck; on average for the materials (17) studied, rail is 3.1 times and ship is 9.2 times the truck's BTD. Based on the bulk density and higher specific energy of the biomass feedstocks, regardless of the refinery location, interstate truck transport of these feedstocks is not a limiting factor in the bio-refining process., with the studied biomass feedstock BTD per truckload representing between 0.89 and 2.88 times the US perimeter.

09 BIOMASS FUELS↗