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DOE OSTI2015

Current Status of Helium-3 Alternative Technologies for Nuclear Safeguards

International safeguards inspectorates (e.g., International Atomic Energy Agency {IAEA}, or Euratom) rely heavily on neutron assay techniques, and in particular, on coincidence counters for the verification of declared nuclear materials under safeguards and for monitoring purposes. While 3 He was readily available, the reliability, safety, ease of use, gamma-ray insensitivity, and high intrinsic thermal neutron detection efficiency of 3 He-based detectors obviated the need for alternative detector technologies. However, the recent decline of the 3 He gas supply has triggered international efforts to develop and field neutron detectors that make use of alternative materials. In response to this global effort, the U.S. Department of Energy’s (DOE) National Nuclear Security Administration (NNSA) and Euratom launched a joint effort aimed at bringing together international experts, technology users and developers in the field of nuclear safeguards to discuss and evaluate the proposed 3 He alternative materials and technologies. The effort involved a series of two workshops focused on detailed overviews and viability assessments of various 3 He alternative technologies for use in nuclear safeguards applications. The key objective was to provide a platform for collaborative discussions and technical presentations organized in a compact, workshop-like format to stimulate interactions among the participants. The meetings culminated in a benchmark exercise providing a unique opportunity for the first inter-comparison of several available alternative technologies. This report provides an overview of the alternative technology efforts presented during the two workshops along with a summary of the benchmarking activities and results. The workshop recommendations and key consensus observations are discussed in the report, and used to outline a proposed path forward and future needs foreseeable in the area of 3 He-alternative technologies.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗

NASA NTRS2012

Alternate-Fueled Combustion-Sector Emissions

In order to meet rapidly growing demand for fuel, as well as address environmental concerns, the aviation industry has been testing alternate fuels for performance and technical usability in commercial and military aircraft. Currently, alternate aviation fuels must satisfy MIL-DTL- 83133F(2008) (military) or ASTM D 7566- Annex(2011) (commercial) standards and are termed drop-in fuel replacements. Fuel blends of up to 50% alternative fuel blended with petroleum (JP-8), which have become a practical alternative, are individually certified on the market. In order to make alternate fuels (and blends) a viable option for aviation, the fuel must be able to perform at a similar or higher level than traditional petroleum fuel. They also attempt to curb harmful emissions, and therefore a truly effective alternate fuel would emit at or under the level of currently used fuel. This paper analyzes data from gaseous and particulate emissions of an aircraft combustor sector. The data were evaluated at various inlet conditions, including variation in pressure and temperature, fuel-to-air ratios, and percent composition of alternate fuel. Traditional JP-8+100 data were taken as a baseline, and blends of JP- 8+100 with synthetic-paraffinic-kerosene (SPK) fuel (Fischer-Tropsch (FT)) were used for comparison. Gaseous and particulate emissions, as well as flame luminosity, were assessed for differences between FT composition of 0%, 50%, and 100%. The data showed that SPK fuel (a FT-derived fuel) had slightly lower harmful gaseous emissions, and smoke number information corroborated the hypothesis that SPK-FT fuels are cleaner burning fuels.

Saxena, Nikita T.↗

NASA NTRSDate not supplied

Analysis of Alternative Architectures for Cargo Lunar Landers

NASA’s Human Landing System (HLS) program has been working with commercial partners to develop human-class lunar landers to return the first American woman and next American man to the lunar surface in the mid 2020’s. In an effort to expand human presence beyond low Earth orbit, NASA’s Artemis program aims to facilitate a sustainable, long-term human presence in cis-lunar space. A component of this will require significant infrastructure to be delivered to the lunar surface. Delivering this infrastructure will require a significant lander capability that has yet to be developed. A thorough understanding of cargo lunar lander architectures is required such that select alternatives can be identified that best support the Artemis program’s objective of sustainability. The goal of this study is to aid NASA and its partners in the understanding of the cargo lunar lander trades space, as well as identify potential robust alternatives. The results will support NASA as it moves forward with key activities such as requirements formulation, agency strategic planning, and potential cargo lunar lander procurements. The study builds off of recent work performed by the Human Landing System program’s Architecture and Systems Analysis group to encompass a broad trade space of cargo lunar lander architecture alternatives. The current trade space as depicted by the morphological matrix and mission graph in Fig. 1 and Fig. 2, respectively, includes key alternative options that have become highly relevant due to current HLS activities and include on-orbit refueling, active cryogenic fluid management, Earth orbit aggregation, and global lunar access. The authors believe that there is also a statistically relevant impact of lander-payload configuration on the primary structure of the vehicle that could greatly impact alternative selection. Because of this, several conceptual lander-payload configurations will be evaluated to determine the level of impact. The current set of conceptual configurations are shown in Fig. 3 and Fig. 4. To aid the conceptual evaluation of these configurations, a catalogue of notional payloads has been developed that represent a wide range of masses and volumes that are expected to be delivered in support of a sustained human lunar presence, including pressurized and unpressurized rovers, surface habitats, power systems, and other support infrastructure. In order to execute this study in a timely fashion, a similar approach to that utilized in a similar 2019 study focused on 2024 human lunar sorties will be employed [1]. The team utilized a novel architecture synthesis framework currently being developed by NASA/MSFC to evaluate over 600,000 lunar lander architectures over a two month time frame [2]. From this large data set, varying ground rules and assumptions were applied as filters to explore the trade space to identify alternatives which exhibited robustness, as measured by launch vehicle payload margin, to absorb the natural growth that occurs during design maturation. The set of Earth-Moon system Delta-Vs assumed from the 2019 study, shown in Fig. 5, will be repurposed to accelerate model formulation for this effort. Additionally, current efforts in collaboration with the Georgia Institute of Technology’s Aerospace System Design Lab will be integrated to provide probabilistic modeling of the cargo lunar lander architectures to aid in identifying robust design alternatives [3]. The approach will help minimize potential impacts due to large levels of uncertainty inherent to pre phase-A conceptual design. By leveraging these past and present studies and partnerships, a highly detailed set of data can be generated in a short time period to aid NASA in the coming years to support the goal of a sustained human lunar presence.

Architectures↗

DOE OSTI2013

Analysis of Alternatives for Dismantling of the Equipment in Building 117/1 at Ignalina NPP - 13278

Ignalina NPP was operating two RBMK-1500 reactors which are under decommissioning now. In this paper dismantling alternatives of the equipment in Building 117/1 are analyzed. After situation analysis and collection of the primary information related to components' physical and radiological characteristics, location and other data, two different alternatives for dismantling of the equipment are formulated - the first (A1), when major components (vessels and pipes of Emergency Core Cooling System - ECCS) are segmented/halved in situ using flame cutting (oxy-acetylene) and the second one (A2), when these components are segmented/halved at the workshop using CAMC (Contact Arc Metal Cutting) technique. To select the preferable alternative MCDA method - AHP (Analytic Hierarchy Process) is applied. Hierarchical list of decision criteria, necessary for assessment of alternatives performance, are formulated. Quantitative decision criteria values for these alternatives are calculated using software DECRAD, which was developed by Lithuanian Energy Institute Nuclear engineering laboratory. While qualitative decision criteria are evaluated using expert judgment. Analysis results show that alternative A1 is better than alternative A2. (authors)

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗

DOE OSTI2015

Developing generic design alternatives for dry storage of used nuclear fuel at an interim storage facility - 15480

The Department of Energy (DOE) is beginning to lay the groundwork for implementing interim storage of used nuclear fuel (UNF) as recommended by the Blue Ribbon Commission on America's Nuclear Future in their report to the Secretary of Energy published on January 26, 2012. These plans include activities to 1) establish one or more Interim Storage Facilities (ISF) using consent-based siting, and 2) prepare for large-scale transport of UNF. The Administration released its Strategy for the Management and Disposal of Used Nuclear Fuel and High-Level Radioactive Waste (Strategy) on January 11, 2013. The Strategy includes a phased, adaptive, and consent-based approach to siting and implementing a comprehensive management and disposal system. The Strategy calls for an operational Pilot ISF by 2021, a Larger ISF by 2025, and a geological repository by 2048. The DOE Nuclear Fuels Storage and Transportation Planning Project (NFST) prepared a report in April 2013 titled, -A Project Concept for Nuclear Fuels Storage and Transportation.- This report developed the functions and requirements necessary for development of a Pilot and Larger ISF to meet the framework outlined in the Strategy as follows: - The UNF inventory is limited for the Pilot and Larger ISF as described in the Strategy. - It is assumed that bare fuel will be received in reusable transportation casks in significant quantities for the larger ISF and will not be solely limited to the receipt of fuel in dry storage canister (DSC) as is the Pilot ISF. This assumption was made because the method for accepting UNF from the utilities once the larger ISF begins operating has not yet been decided. - UNF storage alternative concepts identified in previous reports must be more fully developed to support alternative analysis. The purpose of this topic is to report on the development of the generic design alternatives that have been evaluated for the receipt and storage of the UNF at the initial Pilot ISF and Larger ISF. The generic design alternatives have been developed over the past few months by collaboration between the DOE and industry experts experienced in UNF facilities. The design alternatives will enable volunteer host communities to investigate generic design alternatives that could be fully developed for a site-specific location based on their unique design requirements. The design alternatives provide flexibility for additional capabilities to be developed and executed in a modular fashion such that expansion from a Pilot ISF to a Larger ISF could be achieved in an orderly manner. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2024

Assessment of Alternative Fueling Infrastructure in the United States

NHTSA uses the Corporate Average Fuel Economy (CAFE) Model to analyze potential CAFE standards and their impact on emissions and vehicle fleet composition. The CAFE model analyzes the application of potential technologies to the current automotive industry vehicle fleet to determine the feasibility of future CAFE standards and the associated costs and benefits of the standards. A significant portion of the engineering input development is related to the effectiveness (energy consumption reduction) of each fuel-saving technology and the combination of several fuel-saving technologies, including AFVs. The purpose of this report is to deepen NHTSA's understanding of alternative fueling infrastructure and its potential impact on the adoption of alternative fuel vehicles (AFVs) so that AFVs can be more accurately and comprehensively incorporated into the CAFE Model. This report analyzes the current state of alternative fueling infrastructure in the United States and its relationship to the light-, medium-, and heavy-duty AFV markets; explores the costs associated with alternative fueling infrastructure; investigates trends driving the deployment of alternative fueling infrastructure; explores how the adoption of various vehicle and fuel technologies may look in the future; and analyzes the evolution of alternative fueling corridors.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2014

Geography of Existing and Potential Alternative Fuel Markets in the United States

When deploying alternative fuels, it is paramount to match the right fuel with the right location, in accordance with local market conditions. We used six market indicators to evaluate the existing and potential regional market health for each of the five most commonly deployed alternative fuels: electricity (used by plug-in electric vehicles), biodiesel (blends of B20 and higher), E85 ethanol, compressed natural gas (CNG), and propane. Each market indicator was mapped, combined, and evaluated by industry experts. This process revealed the weight the market indicators should be given, with the proximity of fueling stations being the most important indicator, followed by alternative fuel vehicle density, gasoline prices, state incentives, nearby resources, and finally, environmental benefit. Though markets vary among states, no state received 'weak' potential for all five fuels, indicating that all states have an opportunity to use at least one alternative fuel. California, Illinois, Indiana, Pennsylvania, and Washington appear to have the best potential markets for alternative fuels in general, with each sporting strong markets for four of the fuels. Wyoming showed the least potential, with weak markets for all alternative fuels except for CNG, for which it has a patchy market. Of all the fuels, CNG is promising in the greatest number of states--largely because freight traffic provides potential demand for many far-reaching corridor markets and because the sources of CNG are so widespread geographically.

09 BIOMASS FUELS↗

DOE OSTI2017

Investing in Alternative Fuel Infrastructure: Insights for California from Stakeholder Interviews: Preprint

Increased interest in the use of alternative transportation fuels, such as natural gas, hydrogen, and electricity, is being driven by heightened concern about the climate impacts of gasoline and diesel emissions and our dependence on finite oil resources. A key barrier to widespread adoption of low- and zero-emission passenger vehicles is the availability of refueling infrastructure. Recalling the 'chicken and egg' conundrum, limited adoption of alternative fuel vehicles increases the perceived risk of investments in refueling infrastructure, while lack of refueling infrastructure inhibits vehicle adoption. In this paper, we present the results of a study of the perceived risks and barriers to investment in alternative fuels infrastructure, based on interviews with industry experts and stakeholders. We cover barriers to infrastructure development for three alternative fuels for passenger vehicles: compressed natural gas, hydrogen, and electricity. As an early-mover in zero emission passenger vehicles, California provides the early market experience necessary to map the alternative fuel infrastructure business space. Results and insights identified in this study can be used to inform investment decisions, formulate incentive programs, and guide deployment plans for alternative fueling infrastructure in the U.S. and elsewhere.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2024

Requesting an Exemption from Standard Compliance: EPAct State and Alternative Fuel Provider Fleet Program Guidance Document

The U.S. Department of Energy established the Alternative Fuel Transportation Program (Program) and associated regulatory requirements pursuant to the Energy Policy Act of 1992. The Program, otherwise known as the State and Alternative Fuel Provider Fleet Program, requires covered state government and alternative fuel provider fleets operating under Standard Compliance to acquire alternative fuel vehicles (AFVs) as a specific percentage of their annual non-excluded light-duty vehicle acquisitions. The opportunity for covered fleets operating under Standard Compliance to request exemptions from their AFV-acquisition requirements serves as administrative relief in the unlikely event a fleet is unable to satisfy its requirements through the normally available compliance alternatives. These alternatives include the acquisition of light-duty AFVs, the acquisition of other, creditable vehicles (e.g., gasoline-fueled hybrid electric vehicles), making certain investments, the purchase of biodiesel for use in medium- or heavy-duty vehicles to the maximum extent allowed, and purchasing or trading for banked AFV credits. This document addresses requests for exemptions from the AFV-acquisition requirements to help covered fleets better understand: How to file a request for an exemption, information and documentation DOE needs to process an exemption request, and important policies relevant for filing exemption requests.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗

DOE OSTI2018

CD40L and TNF both activate the classical NF-κB pathway, which is not required for the CD40L induced alternative pathway in endothelial cells

Highlights: • In endothelial cells TNF induces a stronger response in gene expression as compared to CD40L. • There are no CD40L-specific genes expressed. • CD40L activates both the classical and the alternative pathway. • Activation of the alternative pathway is independent from the classical pathway. CD40L and TNF signal through engagement of their respective receptors, which are both members of the TNF receptor family. They use partially common signaling molecules leading, among others, to activation of the NF-κB pathway. However, whereas TNF activates the classical, CD40L has been reported to activate the alternative NF-κB pathway, leading to the anticipation that differences in the pattern of inflammatory gene expression would occur. Here, we have compared the gene expression repertoire of CD40L (CD154) and TNF stimulated HUVEC and report that unexpectedly, apart from a stronger response to TNF, no major qualitative differences could be observed. This applies for the period of up to 6 h, a time where the alternative pathway has already been activated. Analysis of the early events after receptor engagement revealed that both TNF and CD40L activate the classical NF-κB pathway, and confirm activation of the alternative by the latter. Furthermore, using genetic and pharmacological inhibition of the classical pathway we show that activation of the alternative occurs independently of the former. This reveals novel insights into NF-κB signaling by CD40L and TNF in endothelial cells.

60 APPLIED LIFE SCIENCES↗

DOE OSTI2012

Waste management project's alternatives: A risk-based multi-criteria assessment (RBMCA) approach

Highlights: Black-Right-Pointing-Pointer We examine the evaluation of a waste management project's alternatives. Black-Right-Pointing-Pointer We present a novel risk-based multi-criteria assessment (RBMCA) approach. Black-Right-Pointing-Pointer In the RBMCA the evaluation criteria are based on the quantitative risk analysis of the project's alternatives. Black-Right-Pointing-Pointer Correlation between the criteria weight values and the decision makers' risk preferences is examined. Black-Right-Pointing-Pointer Preference to the multi-criteria against the one-criterion evaluation process is discussed. - Abstract: This paper examines the evaluation of a waste management project's alternatives through a quantitative risk analysis. Cost benefit analysis is a widely used method, in which the investments are mainly assessed through the calculation of their evaluation indicators, namely benefit/cost (B/C) ratios, as well as the quantification of their financial, technical, environmental and social risks. Herein, a novel approach in the form of risk-based multi-criteria assessment (RBMCA) is introduced, which can be used by decision makers, in order to select the optimum alternative of a waste management project. Specifically, decision makers use multiple criteria, which are based on the cumulative probability distribution functions of the alternatives' B/C ratios. The RBMCA system is used for the evaluation of a waste incineration project's alternatives, where the correlation between the criteria weight values and the decision makers' risk preferences is analyzed and useful conclusions are discussed.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2017

Comparative lifecycle assessment of alternatives for waste management in Rio de Janeiro – Investigating the influence of an attributional or consequential approach

Highlights: • Management of organic solid waste in Rio de Janeiro was investigated through LCA. • An attributional approach was compared to a consequential. • Two approaches for identification of electricity marginal were compared. • The chosen approach can affect hierarchy between compared treatment alternatives. - Abstract: The environmental impacts from three management alternatives for organic fraction of municipal solid waste were compared using lifecycle assessment methodology. The alternatives (sanitary landfill, selective collection of organic waste for anaerobic digestion and anaerobic digestion after post-separation of organic waste) were modelled applying an attributional as well as consequential approach, in parallel with the aim of identifying if and how these approaches can affect results and conclusions. The marginal processes identified in the consequential modelling were in general associated with higher environmental impacts than average processes modelled with an attributional approach. As all investigated waste management alternatives result in net-substitution of energy and in some cases also materials, the consequential modelling resulted in lower absolute environmental impacts in five of the seven environmental impact categories assessed in the study. In three of these, the chosen modelling approach can alter the hierarchy between compared waste management alternatives. This indicates a risk of underestimating potential benefits from efficient energy recovery from waste when applying attributional modelling in contexts in which electricity provision historically has been dominated by technologies presenting rather low environmental impacts, but where projections point at increasing impacts from electricity provision in coming years. Thus, in the present case study, the chosen approach affects both absolute and relative results from the comparison. However, results were largely related to the processes identified as affected by investigated changes, and not merely the chosen modelling approach. The processes actually affected by future choices between different waste management alternatives are intrinsically uncertain. The study demonstrates the benefits of applying different assumptions regarding the processes affected by investigated choices – both for provision of energy and materials substituted by waste management processes in consequential LCA modelling, in order to present outcomes that are relevant as decision support within the waste management sector.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2021

Shadow poles in the alternative parametrization of R-matrix theory

In this work, we discover new, hitherto unknown, shadow poles in Brune’s alternative parametrization of R-matrix theory [C. R. Brune, Phys. Rev. C 66, 044611 (2002)]. Where these poles are, and how many, depends on how one continues R-matrix operators to complex wavenumbers (specially the shift S and penetration P functions). This has little consequence for the exact R-matrix formalism (past the last energy threshold), as we show one can still always fully reconstruct the scattering matrix with only the previously known alternative parameters (poles and corresponding resonance widths), for which there were as many poles as the number of levels Nλ. However, we generalize the alternative parametrization to the Reich-Moore formalism, and show that the choice of continuation is now critical as it changes the alternative parameters values (poles and residue widths are now complex). In order to establish nuclear libraries with alternative parameters, the nuclear community will thus have to decide what convention to adopt. We argue in favor of analytical continuation (against the legacy Lane and Thomas approach) in a follow-up article [P. Ducru, Phys. Rev. C, submitted (2020)]. We observe the first evidence of shadow poles in the alternative parametrization of R-matrix theory in isotope xenon 134 Xe spin-parity group J π = 1=2 (–) , and show how they indeed depend on the choice of continuation to complex wavenumbers.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗

DOE OSTI2012

Alternative Fuel for Portland Cement Processing

The production of cement involves a combination of numerous raw materials, strictly monitored system processes, and temperatures on the order of 1500 °C. Immense quantities of fuel are required for the production of cement. Traditionally, energy from fossil fuels was solely relied upon for the production of cement. The overarching project objective is to evaluate the use of alternative fuels to lessen the dependence on non-renewable resources to produce portland cement. The key objective of using alternative fuels is to continue to produce high-quality cement while decreasing the use of non-renewable fuels and minimizing the impact on the environment. Burn characteristics and thermodynamic parameters were evaluated with a laboratory burn simulator under conditions that mimic those in the preheater where the fuels are brought into a cement plant. A drop-tube furnace and visualization method were developed that show potential for evaluating time- and space-resolved temperature distributions for fuel solid particles and liquid droplets undergoing combustion in various combustion atmospheres. Downdraft gasification has been explored as a means to extract chemical energy from poultry litter while limiting the throughput of potentially deleterious components with regards to use in firing a cement kiln. Results have shown that the clinkering is temperature independent, at least within the controllable temperature range. Limestone also had only a slight effect on the fusion when used to coat the pellets. However, limestone addition did display some promise in regards to chlorine capture, as ash analyses showed chlorine concentrations of more than four times greater in the limestone infused ash as compared to raw poultry litter. A reliable and convenient sampling procedure was developed to estimate the combustion quality of broiler litter that is the best compromise between convenience and reliability by means of statistical analysis. Multi-day trial burns were conducted at a full-scale cement plant with alternative fuels to examine their compatibility with the cement production process. Construction and demolition waste, woodchips, and soybean seeds were used as alternative fuels at a full-scale cement production facility. These fuels were co-fired with coal and waste plastics. The alternative fuels used in this trial accounted for 5 to 16 % of the total energy consumed during these burns. The overall performance of the portland cement produced during the various trial burns performed for practical purposes very similar to the cement produced during the control burn. The cement plant was successful in implementing alternative fuels to produce a consistent, high-quality product that increased cement performance while reducing the environmental footprint of the plant. The utilization of construction and demolition waste, woodchips and soybean seeds proved to be viable replacements for traditional fuels. The future use of these fuels depends on local availability, associated costs, and compatibility with a facility's production process.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2011

Alternative Energy Development and China's Energy Future

In addition to promoting energy efficiency, China has actively pursued alternative energy development as a strategy to reduce its energy demand and carbon emissions. One area of particular focus has been to raise the share of alternative energy in China’s rapidly growing electricity generation with a 2020 target of 15% share of total primary energy. Over the last ten years, China has established several major renewable energy regulations along with programs and subsidies to encourage the growth of non-fossil alternative energy including solar, wind, nuclear, hydro, geothermal and biomass power as well as biofuels and coal alternatives. This study thus seeks to examine China’s alternative energy in terms of what has and will continue to drive alternative energy development in China as well as analyze in depth the growth potential and challenges facing each specific technology.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2013

Alternatives Analysis for the Resumption of Transient Testing Program

An alternatives analysis was performed for resumption of transient testing. The analysis considered eleven alternatives – including both US international facilities. A screening process was used to identify two viable alternatives from the original eleven. In addition, the alternatives analysis includes a no action alternative as required by the National Environmental Policy Act (NEPA). The alternatives considered in this analysis included: 1. Restart the Transient Reactor Test Facility (TREAT), 2. Modify the Annular Core Research Reactor (ACRR) which includes construction of a new hot cell and installation of a new hodoscope, and 3. No Action.

42 ENGINEERING↗

DOE OSTI2023

Life-cycle costing assessment of back contact doping and encapsulation alternatives for increasing the life expectancy of CdTe PV modules (Final Report)

Contribution of Research to the State-of-Knowledge This research produced comparative sustainability evaluations of back contact doping and encapsulation alternatives considered by First Solar for decreasing degradation and increasing the life of the cadmium telluride (CdTe) photovoltaic (PV) modules. Technical Effectiveness and Economic Feasibility of Methods Investigated A holistic life-cycle-assessment of the alternatives considered for longer module operational lives, showed that they add between 0.2% and 2% to environmental impact indicators at the cradle-to-gate module level, but at the cradle-to-grave system level, alternative materials offer only benefits (i.e., environmental impact indicator decreases) to the public and the environment. Parallel experimental studies at First Solar showed that the use of the considered alternative materials did not impact the effectiveness of the current module recycling separations and material recovery processes. Furthermore, the increment on the module manufacturing cost due to using alternative materials was estimated to be negligible (i.e., >1%) and longer module lives more than compensate cost increases. Specifically, increase of the current warranted module life of 30 years to 50 years, would decrease the levelized cost of electricity (LCOE) from $40/MWh to $24/MWh for utility-scale installations in the US-SW, the economic feasibility of the considered alternatives is assured. Benefit to the Public With decreasing degradation from the current ~0.3%/year of Series 6 modules to less than 0.2%/year, the public will be benefited by longer photovoltaic operational lives, and therefore. In addition, the requirement for end-of-life management is shifted from 30 years to 40 or 50 years, with profound benefits to the public and the environment.

14 SOLAR ENERGY↗

DOE OSTI2026

Admissible Powertrain Alternatives for Heavy-Duty Fleets: A Case Study on Resiliency and Efficiency

Heavy-duty vehicles dominate global freight movement and primarily rely on fossil-derived diesel fuel. However, fluctuations in crude oil prices and evolving emissions regulations have prompted interest in alternative powertrains to enhance fleet energy resiliency. This study paired real-world operational data from a large commercial fleet with high-fidelity vehicle models to evaluate the potential for replacing diesel internal combustion engine (ICE) trucks with alternative powertrain architectures. The baseline vehicle for this analysis is a diesel-powered ICE truck. Alternatives include ICE trucks fueled by bio- and renewable diesel, compressed natural gas (CNG) or hydrogen (H 2 ), as well as plug-in hybrid (PHEV), fuel cell electric (FCEV), and battery electric vehicles (BEV). While most alternative powertrains resulted in some payload capacity loss, the overall fleetwide impact was negligible due to underutilized payload capacity for the specific fleet considered in this study. For sleeper cab trucks, CNG-powered trucks achieved the highest replacement potential, covering 85% of the fleet. In contrast, H 2 and BEV architectures could replace fewer than 10% and 1% of trucks, respectively. Day cab trucks, with shorter daily routes, showed higher replacement potential: 98% for CNG, 78% for H 2 , and 34% for BEVs. However, achieving full fleet replacement would still require significant operational changes such as route reassignment and enroute refueling, along with considerable improvements to onboard energy storage capacity. Additionally, the higher total cost of ownership (TCO) for alternative powertrains remains a key challenge. This study also evaluated lifecycle impacts across various fuel sources, both fossil and bio-derived. Bio-derived synthetic diesel fuels emerged as a practical option for diesel displacement without disrupting operations. Conversely, H 2 and electrified powertrains provide limited lifecycle impacts under the current energy scenario. This analysis highlights the complexity of replacing diesel ICE trucks with admissible alternatives while balancing fleet resiliency, operational demands, and emissions goals. These results reflect a US-based fleet’s duty cycles, payloads, GVWR allowances, and an assumption of depot-only refueling/recharging. Applicability to other fleets and regions may differ based on differing routing practices or technical features such as battery swapping.

BEV↗