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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 1,135 records · Page 63
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

2019 and 2022 Twin Cities Travel Behavior Inventory Surveys

# 2019 and 2022 Twin Cities Travel Behavior Inventory Surveys To help local and regional planning agencies understand shifting demographics and travel patterns, surveys were conducted in Minnesota’s greater Twin Cities region in 2019 and 2022. Survey results aided the Metropolitan Council in proposing practical transportation investments, preparing competitive grant applications, and prioritizing improvements to best fit regional needs. ## Data Collection Agency RSG conducted the surveys for the Metropolitan Council. ## Survey Methodology These mixed-mode surveys focused on bus, rail, car, micromobility, ride-hailing, and walking. Designed as household travel surveys, they were carried out in English, Spanish, Karen, Oromo, Somali, and Hmong during two timeframes: Oct. 1, 2018—Sept. 30, 2019 and June 22, 2021—Feb. 5, 2022. Participants accessed the surveys using a smartphone-based app, website, or call center. A questionnaire captured data about demographics, daily travel activities, and typical transportation patterns to inform model updates and gain information about emerging behavioral changes such as electric vehicle adoption and teleworking frequency. It also addressed the impacts of COVID-19 on participants’ typical travel behavior. ## Survey Records, Data, and Documentation Survey records include a total of 31,251 participants—16,152 participants from 7,837 households during the 2019 survey and 15,099 participants from 7,952 households during the 2022 survey.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1980

STS-1 operational flight profile. Volume 5: Descent, cycle 3

The trajectory data presented are to be used for orbiter systems and subsystems evalation, flight and mission control center software verification, flight techniques and timeline development, crew training, and evaluation of operational mission suitability. The entry profile is very similar to cycle 2, however, elevon and body flap temperature margins have increased and the elevon schedule was changed. The terminal area energy management (TAEM) profile was completely reshaped to conform with new angle of attack constraints and left hand turn around the heading alignment cylinder. Also, the entry/TAEM interface was adjusted to minimize guidance induced angle of attack transients across the interface. The approach and landing phase was reshaped for a 20 deg glideslope and reduced velocity at touchdown. The definition of the runway threshold was standardized for all landing sites. This results in a shift at Edwards Air Force Base in aim points and touchdown relative to the threshold of 1000 feet. The rollout remains essentially unchanged with the exception of the speedbrake, which is now deployed to 50 percent at touchdown.

Moore, R.↗
NASA NTRS1989

Velocities and rotational excitation of interstellar H2 toward Pi Scorpii

A spectrum of Pi Sco showing numerous atomic lines and 70 absorption features from the Lyman and Werner transitions of interstellar H2 in rotational level J from zero to five is presented. Their shapes of the composite column density profiles are very nearly Gaussian with a one-dimensional rms velocity dispersion of 3 km/s. The behavior of shifts in the inferred N(H2) as a function of velocity are consistent with the overall profiles being composed of nearly symmetrical, tightly paced assemblies of about seven unresolved components. The relative overall column densities in the higher J levels of H2 are consistent with a model where these states are populated by optical pumping through the Lyman and Werner transitions, powered by UV radiation from nearby stars. The slight narrowing of the high-J profiles may be due to small clumps of H2 at radial velocities some 5-8 km/s from the core of the profile are exposed to a pumping flux about 10 times lower than that for the material near the profile's center.

Jenkins, Edward B.↗
NASA NTRS1997

Parallelization of Rocket Engine Simulator Software (PRESS)

Parallelization of Rocket Engine System Software (PRESS) project is part of a collaborative effort with Southern University at Baton Rouge (SUBR), University of West Florida (UWF), and Jackson State University (JSU). The second-year funding, which supports two graduate students enrolled in our new Master's program in Computer Science at Hampton University and the principal investigator, have been obtained for the period from October 19, 1996 through October 18, 1997. The key part of the interim report was new directions for the second year funding. This came about from discussions during Rocket Engine Numeric Simulator (RENS) project meeting in Pensacola on January 17-18, 1997. At that time, a software agreement between Hampton University and NASA Lewis Research Center had already been concluded. That agreement concerns off-NASA-site experimentation with PUMPDES/TURBDES software. Before this agreement, during the first year of the project, another large-scale FORTRAN-based software, Two-Dimensional Kinetics (TDK), was being used for translation to an object-oriented language and parallelization experiments. However, that package proved to be too complex and lacking sufficient documentation for effective translation effort to the object-oriented C + + source code. The focus, this time with better documented and more manageable PUMPDES/TURBDES package, was still on translation to C + + with design improvements. At the RENS Meeting, however, the new impetus for the RENS projects in general, and PRESS in particular, has shifted in two important ways. One was closer alignment with the work on Numerical Propulsion System Simulator (NPSS) through cooperation and collaboration with LERC ACLU organization. The other was to see whether and how NASA's various rocket design software can be run over local and intra nets without any radical efforts for redesign and translation into object-oriented source code. There were also suggestions that the Fortran based code be encapsulated in C + + code thereby facilitating reuse without undue development effort. The details are covered in the aforementioned section of the interim report filed on April 28, 1997.

Cezzar, Ruknet↗
NASA NTRS2000

Global Geophysical Fluids Center of IERS

The Global Geophysical Fluids Center (GGFC) and its seven Special Bureaus (SB, for Atmosphere, Oceans, Tides, Hydrology, Mantle, Core and Gravity/Geocenter) were establishes by the International Earth Rotation Service in 1998, to support global geodynamic research. Mass transports in the geophysical fluids of the Earth system will cause observable geodynamic effects on a broad time scale.These include (1) variations in the solid Earth's rotation (in length-of-day and polar motion/nutation) via the conservation of angular momentum and effected by torques at the fluid-solid Earth interface; (2) changes in the global gravitational field according to Newton's gravitational law; and (3) motion in the center of mass of the solid Earth relative to that of the whole Earth ("geocenter") via the conservation of linear momentum. These minute signals have become observable by space geodetic techniques, primarily VLBI, SLR, GPS, and DORIS, and new exciting data will be available by space gravity, altimetry, SAR, and magnetic missions. In this sense the precise space geodetic techniques have become effective means of remote sensing of global mass transports. The GGFC and its SBs have the responsibility of supporting, facilitating, and providing services to the worldwide research community in the related research areas. We compute, analyze, compare, archive, and disseminate the time series of the angular momenta and the related torques, gravitational coefficients, and geocenter shift for all geophysical fluids, based on global observational data, and/or products from state-of-the-art models some of which assimilate such data. The computed quantities, algorithm and data formats are standardized. This paper reviews our activities, reports the status, and looks forward into the future.

Chao, Benjamin F.↗
NASA NTRS2001

Evidence for central venous pressure resetting during initial exposure to microgravity

We measured central venous pressure (CVP); plasma volume (PV); urine volume rate (UVR); renal excretion of sodium (UNa); and renal clearances of creatinine, sodium, and osmolality before and after acute volume infusion to test the hypothesis that exposure to microgravity causes resetting of the CVP operating point. Six rhesus monkeys underwent two experimental conditions in a crossover counterbalance design: 1) continuous exposure to 10 degrees head-down tilt (HDT) and 2) a control, defined as 16 h/day of 80 degrees head-up tilt and 8 h prone. After 48 h of exposure to either test condition, a 120-min course of continuous infusion of isotonic saline (0.4 ml. kg(-1). min(-1) iv) was administered. Baseline CVP was lower (P = 0.011) in HDT (2.3 +/- 0.3 mmHg) compared with the control (4.5 +/- 1.4 mmHg) condition. After 2 h of saline infusion, CVP was elevated (P = 0.002) to a similar magnitude (P = 0.485) in HDT (DeltaCVP = 2.7 +/- 0.8 mmHg) and control (DeltaCVP = 2.3 +/- 0.8 mmHg) conditions and returned to preinfusion levels 18 h postinfusion in both treatments. PV followed the same pattern as CVP. The response relationships between CVP and UVR and between CVP and UNa shifted to the left with HDT. The restoration of CVP and PV to lower preinfusion levels after volume loading in HDT compared with control supports the notion that lower CVP during HDT may reflect a new operating point about which vascular volume is regulated. These results may explain the ineffective fluid intake procedures currently employed to treat patients and astronauts.

NASA Discipline Cardiopulmonary↗
NASA NTRS1992

A monoclonal antibody that distinguishes latent and active forms of the proteasome (multicatalytic proteinase complex)

Monoclonal antibodies (mAbs) were generated to proteasome purified from human erythrocytes. Five of six proteasome-specific mAbs reacted with three subunits in the molecular mass range of 25-28 kDa, indicating a common epitope. The other mAb (AP5C10) exhibited a more restricted reactivity, recognizing a 32-kDa subunit of the proteasome purified in its latent state. However, when the proteasome is isolated in its active state, AP5C10 reacts with a 28-kDa subunit, evidence for processing of the proteasome subunits during purification. Purified proteasome preparations which exhibited partial latency have both AP5C10 reactive subunits. Although the 32-kDa subunit appears required for latency, loss of this component and generation of the 28-kDa component are not obligatory for activation. The 32- and 28-kDa subunits can each be further resolved into three components by isoelectric focusing. The apparent loss of 4 kDa during the conversion of the 32- to 28-kDa subunit is accompanied by a shift to a more basic pI for each polypeptide. Western blots of the early steps of proteasome purification reveal an AP5C10-reactive protein at 41 kDa. This protein was separated from proteasomes by sizing chromatography and may represent a pool of precursor subunits. Since the 32-kDa subunit appears necessary for latency, it is speculated to play a regulatory role in ATP-dependent proteolytic activity.

NASA Discipline Musculoskeletal↗
NASA NTRS2013

Simulations of Continuous Descent Operations with Arrival-management Automation and Mixed Flight-deck Interval Management Equipage

Air traffic management simulations conducted in the Airspace Operations Laboratory at NASA Ames Research Center have addressed the integration of trajectory-based arrival-management automation, controller tools, and Flight-Deck Interval Management avionics to enable Continuous Descent Operations (CDOs) during periods of sustained high traffic demand. The simulations are devoted to maturing the integrated system for field demonstration, and refining the controller tools, clearance phraseology, and procedures specified in the associated concept of operations. The results indicate a variety of factors impact the concept's safety and viability from a controller's perspective, including en-route preconditioning of arrival flows, useable clearance phraseology, and the characteristics of airspace, routes, and traffic-management methods in use at a particular site. Clear understanding of automation behavior and required shifts in roles and responsibilities is important for controller acceptance and realizing potential benefits. This paper discusses the simulations, drawing parallels with results from related European efforts. The most recent study found en-route controllers can effectively precondition arrival flows, which significantly improved route conformance during CDOs. Controllers found the tools acceptable, in line with previous studies.

arrival management↗
DOE OSTI2023

Electronic Structure of the Complete Series of Gas-Phase Manganese Acetylacetonates by X-ray Absorption Spectroscopy

Metal centers in transition metal–ligand complexes occur in a variety of oxidation states causing their redox activity and therefore making them relevant for applications in physics and chemistry. The electronic state of these complexes can be studied by X-ray absorption spectroscopy, which is, however, due to the complex spectral signature not always straightforward. Here, we study the electronic structure of gas-phase cationic manganese acetylacetonate complexes Mn(acac) 1–3 + using X-ray absorption spectroscopy at the metal center and ligand constituents. The spectra are well reproduced by multiconfigurational wave function theory, time-dependent density functional theory as well as parameterized crystal field and charge transfer multiplet simulations. This enables us to get detailed insights into the electronic structure of ground-state Mn(acac) 1–3 + and extract empirical parameters such as crystal field strength and exchange coupling from X-ray excitation at both the metal and ligand sites. By comparison to X-ray absorption spectra of neutral, solvated Mn(acac) 2,3 complexes, we also show that the effect of coordination on the L 3 excitation energy, routinely used to identify oxidation states, can contribute about 40–50% to the observed shift, which for the current study is 1.9 eV per oxidation state.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2025

Structural Evolution and Stability of Rh/TiO 2 Catalysts under CO 2 Hydrogenation Conditions: Influence of the Initial Rh Structure

Characterizing catalyst stability by identifying the predominant mechanisms, timescales and driving forces of catalyst reconstruction under relevant reaction conditions is necessary for the design and commercialization of new catalysts. Here, in this paper, we study Rh/TiO 2 catalysts under CO 2 hydrogenation conditions (773 K, 75% H 2 , 25% CO 2 ) at high conversion and utilize reactivity studies along with ex-situ and in-situ spectroscopy and microscopy to characterize changes in catalyst activity and structure as a function of time on stream and the initial catalyst structure. This is a prototypical catalyst for CO 2 hydrogenation where Rh structure and Rh-TiO 2 interactions have been proposed to explain reactivity, selectivity (between CO and CH 4 formation) and catalyst stability. The influence of the initial Rh structure (varying from Rh single atoms to Rh nanoparticles), support stability, regeneration and pretreatment(s), and the chemical potential(s) of the reaction environment on reaction selectivity and catalyst stability were explored. The product selectivity between CO and CH 4 was determined to be dependent on the relative fraction of Rh single atoms and Rh nanoparticle-TiO 2 interfacial sites under reaction conditions, each exhibiting distinct stability under prolonged time on stream. Surprisingly, Rh single atoms exhibited stability for the duration of 90 h reactivity measurements, even at high Rh density (≥ 1.8 Rh atoms/nm 2 ) on the support, while Rh nanoparticles sintered under reaction conditions. As a result, all catalysts exhibited increasing selectivity to CO with increasing time on stream (> 10 h). We conclude the distribution of Rh structures evolved over time under reaction conditions through three distinct reconstruction mechanisms (Rh particle fragmentation, Ostwald ripening, and particle migration and coalescence) that occurred on varying timescales. Catalyst stability on the ~90 h time scale was ultimately controlled by the initial Rh structure.

25 ENERGY STORAGE↗
DOE OSTI2024

Effects of renormalon scheme and perturbative scale choices on determinations of the strong coupling from e + e − event shapes

We study the role of renormalon cancellation schemes and perturbative scale choices in extractions of the strong coupling constant α s ( m Z ) and the leading nonperturbative shift parameter Ω 1 from resummed predictions of the e + e − event shape thrust. We calculate the thrust distribution to N L 3 L ′ resummed accuracy in soft-collinear effective theory (SCET) matched to the fixed-order O ( α s 2 ) prediction, and perform a new high-statistics computation of the O ( α s 3 ) matching in , although we do not include the latter in our final α s fits due to some observed systematics that require further investigation. We are primarily interested in testing the phenomenological impact sourced from varying amongst three renormalon cancellation schemes and two sets of perturbative scale profile choices. We then perform a global fit to available data spanning center-of-mass energies between 35–207 GeV in each scenario. Relevant subsets of our results are consistent with prior SCET-based extractions of α s ( m Z ) , but we are also led to a number of novel observations. Notably, we find that the combined effect of altering the renormalon cancellation scheme and profile parameters can lead to few-percent-level impacts on the extracted values in the α s − Ω 1 plane, indicating a potentially important systematic theory uncertainty that should be accounted for. We also observe that fits performed over windows dominated by dijet events are typically of a higher quality than those that extend into the far tails of the distributions, possibly motivating future fits focused more heavily in this region. Finally, we discuss how different estimates of the three-loop soft matching coefficient c S ˜ 3 can also lead to measurable changes in the fitted { α s , Ω 1 } values. Published by the American Physical Society 2024

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗