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All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Summary of Expansions and Updates in R&D GREET® 2024 Rev.1

The research and development (R&D) version of Greenhouse gases, Regulated Emissions, and Energy use in Technologies (GREET®) model, or R&D GREET, is developed by Argonne National Laboratory (Argonne) with the support of the U.S. Department of Energy (DOE) and other federal agencies. R&D GREET is a life cycle analysis (LCA) model, structured to systematically examine the energy and environmental effects of a wide variety of transportation fuels and vehicle technologies in major transportation sectors (i.e., road, air, marine, and rail) and other end-use sectors, and energy technology systems. Argonne has expanded and updated the model in several areas in R&D GREET 2024 Rev.1. This report provides a summary of the expansions and updates.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2016

Exergy Based Analysis for the Environmental Control and Life Support Systems of the International Space Station

When optimizing the performance of complex systems, a logical area for concern is improving the efficiency of useful energy. The energy available for a system to perform work is defined as a system's energy content. Interactions between a system's subsystems and the surrounding environment can be accounted for by understanding various subsystem energy efficiencies. Energy balance of reactants and products, and enthalpies and entropies, can be used to represent a chemical process. Heat transfer energy represents heat loads, and flow energy represents system flows and filters. These elements allow for a system level energy balance. The energy balance equations are developed for the subsystems of the Environmental Control and Life Support (ECLS) system aboard the International Space Station (ISS). The use of these equations with system information would allow for the calculation of the energy efficiency of the system, enabling comparisons of the ISS ECLS system to other systems as well as allows for an integrated systems analysis for system optimization.

Clem, Kirk A.↗
DOE OSTI2021

Pala Energy Options Analysis (Final Report)

The Pala Energy Options Project scope focused on assessing electric and thermal energy related options for the Pala Band of Mission Indians. Although the assessment also considered options for transportation fuels – including potential for electrification – and other energy uses, initial reviews with PED staff indicated that the most practical and substantial options likely would involve serving current building electric and thermal energy resources and uses. Assessment scope varies by specific options considered; some merited in-depth assessment for immediate action to initiate or advance implementation, while higher level assessments were more appropriate for options that would take longer to implement and would require updated in-depth assessments during project planning and design phases. The primary objectives of the Project were to 1) identify energy resources/loads, 2) assess energy needs and exports, 3) investigate and evaluate supply-side and demand side energy options, and 4) select and prioritize options in an implementation plan.

14 SOLAR ENERGY↗
DOE OSTI2026

Detailed Simulation Datasets Quantifying U.S. DOE VTO/HFTO R&D Benefits Across Light- to Heavy-Duty Vehicles

For more than 20 years, Argonne National Laboratory’s Vehicle & Mobility Systems Department has assessed how R&D investments by the U.S. Department of Energy’s Transportation Technologies Office and Alternative Fuels and Feedstocks Office affect vehicle energy use and cost. The analyses are performed using Autonomie, Argonne’s full-vehicle simulation tool for energy consumption, performance, and cost. The study covers five time frames ranging from present day through 2050, with more than 30 vehicle classes and applications (10 light duty and >20 medium and heavy duty), as well as six powertrain configurations (conventional, start-stop, hybrid electric vehicle, plug-in hybrid electric vehicle, battery-electric vehicle, and fuel cell electric vehicle) and five fuels (gasoline, diesel, natural gas, hydrogen, and electricity). Low and high technology uncertainty scenarios have been considered to capture a realistic range of outcomes. The resulting datasets include the assumptions used (i.e., efficiency, $/kWh), vehicle-level data (power, energy, weight, and cost), and outputs such as energy consumption, manufacturer’s suggested retail price, and total cost of ownership. These data are critical to stakeholders working in transportation, technology assessment, and long-term R&D planning.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Tandem and Bimetallic Catalysts for Oxidative Dehydrogenation of Light Hydrocarbons with Renewable Feedstock

One of the grand challenges for national energy security is the establishment of sustainable chemical transformations. The chemical industry relies on naphtha feedstock from nonrenewable crude oil, and uses energy intense processes to make useful building block molecules such as ethylene through steam cracking, which generates significant greenhouse carbon dioxide emissions. Sustainable chemistry through selective catalysis should enable chemical transformations that use renewable feedstock such as nonfood biomass, minimize energy consumption, and do not emit greenhouse gases or other waste byproducts. In this research, we studied fundamental chemistry that couples the removal of oxygen atoms from nonfood biomass derived polyols and diols with oxidative dehydrogenation (ODH) of petroleum based alcohols. Heterobimetallic Re-Ir complexes were constructed and their reaction chemistry established. Typical substrates are glycerol, sugar alcohols and pentane to produce allyl alcohol, pentene, and water. The reaction mechanism of a recyclable rhenium nano-particle catalyst was established for deoxydehydration of sugar alcohols without the use of organic solvents.

09 BIOMASS FUELS↗
DOE OSTI2022

Clean Energy Transition for Transportation Systems: Modeling Implications

Transportation is currently the least-diversified energy demand sector, with over 90% of energy use coming from petroleum. As a result, transportation recently became the largest source of GHG emissions in the U.S. and mobility needs for passenger and freight are growing rapidly. However, after over a century of petroleum dominance, new disruptive technologies and business models offer a pathway to decarbonize the sector. Transportation is at a turning point. On the horizon lies a future where affordable and abundant renewable electricity can be used to power cost-competitive battery electric vehicles (EVs) and produce energy-dense low-carbon fuels enabling to fully decarbonize transportation systems across all modes. Exploring the clean energy transition for the multitude of different transportation systems requires new analytical modeling and approaches. This talk reviewed current work at the National Renewable Energy Laboratory (NREL) to develop and use innovative tools and analytics approaches to inform the transformation to a sustainable mobility future and the integration of transportation systems with the broader energy sector.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Updated U.S. Low-Temperature Heating and Cooling Demand by County and Sector

This dataset includes U.S. low-temperature heating and cooling demand at the county level in major end-use sectors: residential, commercial, manufacturing, agricultural, and data centers. Census division-level end-use energy consumption, expenditure, and commissioned power database were dis-aggregated to the county level. The county-level database was incorporated with climate zone, numbers of housing units and farms, farm size, and coefficient of performance (COP) for heating and cooling demand analysis. This dataset also includes a paper containing a full explanation of the methodologies used and maps. Residential data were updated from the latest Residential Energy Consumption Survey (RECS) dataset (2015) using 2020 census data. Commercial data were baselined off the latest Commercial Building Energy Consumption Survey (CBECS) dataset (2012). Manufacturing data were baselined off the latest Manufacturing Energy Consumption Survey (MECS) dataset (2021).

15 GEOTHERMAL ENERGY↗
DOE OSTI2020

Update of Emission Factors of Greenhouse Gases and Criteria Air Pollutants, and Generation Efficiencies of the U.S. Electricity Generation Sector

The last decade has seen a steady evolution of the electricity generation sector. Fuels used for electricity generation have shifted from coal to cleaner energy sources such as natural gas and renewables including solar, wind, and other renewable sources. The share of U.S. electricity generated from coal decreased from 45% in 2010 to 24% in 2019, and is expected to decrease further to 13% by 2050. The conversion efficiency of electricity generation has also increased gradually for fuels such as natural gas due as less-efficient old generators are retired and more-efficient generators replace them. These changes in the electricity generation industry are likely to cause changes in the emissions from power generation units. Emission factors of greenhouse gases (GHG) including CO 2 , CH 4 , and N 2 O, and criteria air pollutants (CAPs) including CO, NO x , PM 10 , PM 2.5 , and SO x , from power plants are important parameters for estimating life-cycle emissions associated with vehicle electrification, energy systems, and the production of materials and chemicals. The electricity generation technologies and associated emission factors in the Greenhouse Gases, Regulated Emissions, and Energy Use in Technologies (GREET) model need to be updated to reflect recent developments in the electricity generation sector. The most recent update of the electricity generation emission factors in GREET adopted a mixed method. The emission factors of CH 4 , N 2 O, NO x , and SOx were estimated using a “topdown” approach by dividing the total emissions by the total net electricity generation, because emission data of these pollutants are readily available in the Emissions & Generation Resource Integrated Database (eGRID). For other CAPs such as CO, VOC, PM 10 , and PM 2.5 , emission data were not reported in eGRID. A “bottom-up” method was used to estimate the emission factors for these pollutants by considering generic uncontrolled emission factors and the pollutant removal efficiencies of emission control technologies adopted in the electricity generation sector. However, the uncontrolled emission factors and the emission removal efficiencies of various emission control technologies considered in the 2012 study came from the legacy AP-42 emission factors, and may not reflect the actual emission performances of the electricity generation sector of today. To leverage new data that recently became available, especially emission data measured from continuous emission monitoring systems (CEMS), we developed a new “top-down” approach to estimate efficiencies and GHG and CAP emission factors for electricity generation from combustion of individual fuel types by individual combustion technologies on the basis of power-generation data from U.S. Energy Information Administration’s (EIA’s) form EIA-923, and plant emission data from Environmental Protection Agency’s (EPA’s) Clean Air Markets Division (CAMD) dataset and National Emissions Inventory (NEI) dataset. Detailed discussion of the method and data used in this study can be found in Section 2.1. With this topdown approach, we aim to improve the estimates of energy efficiencies and emission factors for power plants using a more consistent methodology, and to update the emission factors, generation efficiencies, and generation technologies mixes in GREET to reflect recent technology advancements in the electricity generation sector.

20 FOSSIL-FUELED POWER PLANTS↗
DOE OSTI2020

Optimization of DARHT Axis 1 Injector Voltage

The Dual-Axis Radiographic Hydrodynamic Test (DARHT) facility provides flash radiography capabilities using two electron Linear Induction Accelerators (LIA’s). Axis-1 of DARHT produces a 20- MeV, 2-kA, 80-ns-FWHM electron beam. The strict requirements for flash radiography require a detailed understanding of the LIA’s performance, including precision measurements of the injector electron beam energy. The technique for time resolved measurement of the electron beam energy using electron Permanent Magnet Spectrometer (ePMSpec) has been developed. The electron energy then is used to infer the voltage produced by the injector pulsed power. The injector pulsed power of DARHT I consists of a 1.5-MV, glycol-insulated Blumlein that is pulsecharged by a step-up transformer and switched by four, laser-triggered spark gaps. A series of increasing impedance transmission lines are used to transform the output voltage of the Blumlein to a maximum of 3.8MV at the diode. Figure 1a shows a graphic of the Axis-1 prime power tank, Blumlein and downstream transmission lines. The injector pulse power is designed to produce voltage on a velvet cathode located in the vacuum vessel. The specifications of the voltage-pulse flat-top over 60ns is +/-1%. A key element in the high-voltage circuit is the ethylene glycol Blumlein. The outer volume, adjacent to the laser triggered switches of the Blumlein, is a peaking capacitor. This is an independent volume that contains a mixture of ethylene glycol and water to make it an adjustable capacitor of 380 to 750 pF.

43 PARTICLE ACCELERATORS↗
DOE OSTI2025

Vehicle-Cycle Inventory for Type C School Buses & Intra-City Transit Buses

This report documents the new inventory incorporated into the Research and Development version of Greenhouse gases, Regulated Emissions, and Energy use in Technologies (R&D GREET) 2025 model for the vehicle cycle of Type C school buses and intracity transit buses. The transportation sector contributes significantly to the United States’ energy consumption and resultant emissions (EPA, 2025a). However, public transit plays an important role in mitigating these impacts because it consumes a relatively low amount of energy per passenger (Congressional Budget Office, 2022). Public transit is widely used in the United States; more than 500,000 school buses (EPA, 2025b) and ~75,000 service buses (American Public Transportation Association, 2025) operate in the nation. These are primarily internal combustion engine vehicles (ICEVs) powered by diesel. Original equipment manufacturers (OEMs) are making efforts to electrify U.S. bus fleets by using batteries as a propulsion system to replace internal combustion engines. Electrification can reduce tailpipe emissions, such as particulate matter (with a diameter ≤10 µm [PM 10 ] and with a diameter ≤2.5 µm [PM 2.5 ]) and nitrogen oxides (Jonas et al., 2025; Martinez and Samaras, 2024; EPA, 2025b; Wayne et al., 2009). Hence, any energy and emission impact analysis of public transit must consider both conventional ICEVs and upcoming electric vehicle (EV) options for the school and transit buses that dominate this landscape. To understand the detailed environmental impact profiles of ICEV and EV school and transit buses, it is necessary to conduct a thorough analysis covering both vehicle manufacturing and vehicle use stages. The current literature lacks a detailed vehicle-cycle inventory for school and transit buses, which makes this kind of comparison difficult. To overcome this gap, we developed a comprehensive vehicle-cycle model for school and transit buses in Argonne’s R&D GREET 2025 model. The model is flexible in handling user inputs for key assumptions, such as component weights and material compositions, upstream energy sources for material processing, and vehicle operating parameters, to understand their impacts on energy use and emissions for both school and transit buses. This report is organized as follows: Section 2 provides details on the modeling approach and vehicle specifications (weights and composition of different vehicle components, and vehicle operating parameters) for both school and transit buses. Section 3 provides details on vehicle assembly, disposal, and recycling (ADR) approaches for the two buses. Section 4 includes details about their incorporation into the R&D GREET model.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

On the optimal sizing of power take-off systems for wave energy converters

The power take-off (PTO) system in a wave energy converter (WEC) is the means by which the energy in an ocean wave is converted into useful energy. There has been a general lack of technology convergence in the wave energy industry and PTO design has been largely device-specific with the design process determined by the WEC developer. An optimized PTO design can significantly affect the efficiency, reliability, performance, and overall cost and viability of a device. There remains a need in the marine energy industry for best practices and efficient design processes to be identified as it could greatly benefit developers and researchers in designing an optimal WEC PTO. This research utilizes the open-source Matlab-Simulink based software, WEC-Sim, which was developed by the National Renewable Energy Laboratory, and the Eagle, a high-performance computing system, to model and optimize two WECs of different archetypes and then investigates if any trends exist that can be exploited for greater efficiency in optimal PTO design. The results from this research indicate that there may be an optimal sizing for WEC PTOs for both power and PTO force rating and that substantial reductions can be made in the cost of a device without significant loss in the energy produced. Furthermore this optimal sizing may be independent of WEC type and deployment location. With an optimal, or near optimal, approach to WEC PTO sizing demonstrated, a methodology is proposed to address the challenge of nameplate ratings in the wave energy industry.

13 HYDRO ENERGY↗
DOE OSTI2022

Dimensionless parameters for cloudy Rayleigh-Bénard convection: Supersaturation, Damköhler, and Nusselt numbers

In steady-state Rayleigh-Bénard convection, heat is transported by turbulent thermal convection from the bottom, hot surface to the top, cold surface, leading to a height-independent sensible heat flux. When water vapor is present and cloud formation occurs, there is also an additional latent heat flux. Heat transport in cloudy Rayleigh-Bénard convection depends on turbulent flow as well as the microphysical state of the clouds: specifically, whether substantial supersaturations exist and whether cloud liquid water is removed through sedimentation/precipitation. In this article we bridge between the Rayleigh-Bénard convection literature and the atmospheric literature. We express the governing equations for cloudy convection in dimensionless form, thereby explicitly identifying the governing parameters relevant to the cloudy case, including Schmidt, Damköhler, supersaturation, and sedimentation numbers. We further connect to the atmospheric literature by obtaining a Nusselt number (dimensionless heat flux) for a cloud-convection system, directly from the conservation equations for temperature and water vapor. This flux has the same form as that identified by Zhang et al. [L. Zhang, K. L. Chong, and K.-Q. Xia, J. Fluid Mech. 874, 1041 (2019)] for convection with water vapor, but is extended to the cloudy case. For equal thermal and water vapor diffusivities, the flux corresponds to the widely used atmospheric quantities equivalent temperature and moist static energy. Using large eddy simulation (LES) of an idealized cloudy Rayleigh-Bénard convection system with fixed boundary conditions, we find that the equivalent heat flux (Nusselt number) is only weakly dependent on the microphysical details of the system, such as liquid water mixing ratio and cloud droplet number concentration. Finally, from the results, we show the vertical profiles of sensible and latent heat fluxes depend on the liquid water content, whereas the equivalent heat flux remains a constant throughout the height of the chamber.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

An Assessment of Current Understanding of the Greenhouse Gas Impacts from H 2 Emissions

With the anticipated growth in hydrogen generation and use as part of a broad shift in energy use away from fossil fuels, concerns have been raised regarding the impact of increased H 2 emissions on global warming. Atmospheric scientists have long recognized that H 2 emissions into the atmosphere do have an indirect impact on global warming, largely because a portion of emitted H 2 is consumed by the hydroxyl radical (OH), which is the primary reactant that removes the potent greenhouse gas methane from the atmosphere. Therefore, increases in H 2 emissions will result in decreases in the average OH concentrations in the atmosphere and an increase in the atmospheric lifetime of methane. Various assessments of the impact of H 2 emissions on global warming have been performed over the past couple of decades. These assessments have yielded significant variability and recognized uncertainty in the magnitude of the warming effect of a given quantity of emitted H 2 , and an even greater uncertainty in the magnitude of H 2 leakage and releases that can be anticipated with an expanded H 2 infrastructure. Consequently, definitive estimates of the magnitude of the warming effect of additional emitted H 2 are lacking. However, given the current understanding of the warming potential of emitted H 2 and given reasonable expectations of the emission rate of an expanded H 2 infrastructure, it is anticipated that warming effects from emitted H 2 will offset no more than 5% of the reduction in warming associated with avoided CO 2 emissions from using clean H 2 . Further, it is highly unlikely that the warming effects from emitted H 2 will offset more than 10% of the benefit from avoided CO 2 emissions, at least as considered over a typical 100-year accounting period. Because of the short atmospheric lifetimes of H 2 and methane, however, the warming effect of emitted H 2 is enhanced over the first few years following increases in H 2 emission.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

Design and Implementation of Smart Buildings: A Review of Current Research Trend

The building sector is one of the largest contributors to the world’s total energy use and greenhouse gas emissions. Advancements in building energy technologies have played a critical role in enhancing the energy sustainability of the built environment. Extensive research and new techniques in energy and environmental systems for buildings have recently emerged to address the global challenges. This study reviews existing articles in the literature, mostly since 2000, to explore technological advancement in building energy and environmental systems that can be applied to smart homes and buildings. This review study focuses on an overview of the design and implementation of energy-related smart building technologies, including energy management systems, renewable energy applications, and current advanced smart technologies for optimal function and energy-efficient performance. To review the advancement in building energy-related technologies, a systematic review process is adopted based on available published reviews and research types of articles. Review-type articles are first assessed to explore the current literature on the relevant keywords and to capture major research scopes. Research-type papers are then examined to investigate associated keywords and work scopes, including objectives, focuses, limitations, and future needs. Throughout the comprehensive literature review, this study identifies various techniques of smart home/building applications that have provided detailed solutions or guidelines in different applications to enhance the quality of people’s daily activities and the sustainability of the built environmental system. This paper shows trends in human activities and technology advancements in digital solutions with energy management systems and practical designs. Understanding the overall energy flow between a building and its environmentally connected systems is also important for future buildings and community levels. This paper assists in understanding the pathway toward future smart homes/buildings and their technologies for researchers in related research fields.

renewable system integration↗
NASA NTRS1973

Approximations in the minimum time-to-climb problem

The minimum time-to-climb problem is formulated as a third order system and three approximate solutions based on reduced order systems are presented. The first of these is the often used energy state, the second is the less frequently used two state and the third is a slightly altered form of the second, herein called the modified two state. These three approximations are discussed and compared both qualitatively and, by using a numerical example, quantitatively. The numerical example is also solved by the steepest descent method to provide a basis for comparison. It is concluded that the modified two state approximation is significantly better than the other two. This approximation is used to assess the sensitivity of climb performance to various vehicle parameters and it is found that, as expected, thrust and weight influence the time-to-climb most strongly.

Ardema, M. D.↗
NASA NTRSDate not supplied

Subsonic Single Aft Engine (SUSAN) Transport Aircraft Concept and Trade Space Exploration

A trade space exploration of a new NASA regional transport aircraft concept called the SUbsonic Single Aft eNgine (SUSAN) Electrofan is presented. The SUSAN concept uses a 20MW Electrified Aircraft Propulsion (EAP) system to enable advance Propulsion Airframe Integration (PAI) in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50% per passenger/mile while retaining the size, speed, and range of large regional jets. SUSAN is has a 750 mile economic mission, a 2500 mile design range and a maximum capacity of 180 passengers. The SUSAN configuration utilizes a single aft mounted engine and distributed electric wing-mounted thrusters on a tube and wing arrangement with a T-tail empennage. The SUSAN Electrofan employs a hybrid powertrain to enable: single turbofan operation on a large transport category aircraft; increased aerodynamic and propulsive efficiency through placement of electric engines; optimized turbofan sizing and efficiency through control and electric boosting, reduced control surface sizing through thrust augmentation. A single use battery is employed as the power source in case of turbofan failure. The design study also considers the constraints of operating within the current airport, airspace and economic constraints. This paper presents the status of the trade space exploration; however the concept definition is not finished. Forward work includes optimizing the overall aircraft configuration and including certain hard to model features like boundary layer ingestion or natural laminar flow across all appliable subsystems. Additional work forward work is a more extensive analysis of the configuration using alternative fuels.

Ralph H. Jansen↗
NASA NTRSDate not supplied

Brief Overview of Subsonic Single Aft Engine (SUSAN) Transport Aircraft Concept and Trade Space Exploration

The SUSAN concept uses a 20-megawatt Electrified Aircraft Propulsion system to enable advance Propulsion Airframe Integration in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50 percent per passenger/mile while retaining the size, speed, and range of large regional jets. The SUSAN is has a 750-mile economic mission, a 2500-mile design range and a maximum capacity of 180 passengers. The SUSAN configuration utilizes a single aft mounted engine and distributed electric wing-mounted thrusters on a tube and wing arrangement with a T-tail empennage. The SUSAN Electrofan employs a hybrid powertrain to enable: single turbofan operation on a large transport category aircraft; increased aerodynamic and propulsive efficiency through placement of electric engines; optimized turbofan sizing and efficiency through control and electric boosting, reduced control surface sizing through thrust augmentation. A single use battery is employed as the power source in case of turbofan failure. The design study also considers the constraints of operating within the current airport, airspace, and economic constraints. Forward work includes optimizing the overall aircraft configuration and including certain hard to model features like boundary layer ingestion or natural laminar flow across all appliable subsystems. Additional work forward work is a more extensive analysis of the configuration using alternative fuels.

Ralph Jansen↗
NASA NTRSDate not supplied

SUbsonic Single Aft eNgine (SUSAN) Electrofan Trade Study Overview

SUSAN uses a 20MW class Electrified Aircraft Propulsion system to enable advanced Propulsion Airframe Integration (PAI) in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50% per passenger/mile while retaining the size, speed, and range of large regional jets.

Ralph Jansen↗