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At least 127 records · Page 7

Summary of Expansions and Updates in GREET® 2020

The GREET® (Greenhouse gases, Regulated Emissions, and Energy use in Technologies) model has been developed by Argonne National Laboratory with the support of the U.S. Department of Energy (DOE). GREET is a life-cycle analysis (LCA) tool, 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 systems. Argonne has expanded and updated the model in various sectors in GREET 2020, and this report provides a summary of the release.

33 ADVANCED PROPULSION SYSTEMS↗

Summary of Expansions and Updates in GREET ® 2022

The GREET ® (Greenhouse gases, Regulated Emissions, and Energy use in Technologies) model has been developed by Argonne National Laboratory (Argonne) with the support of the U.S. Department of Energy (DOE) and other federal agencies. GREET is a life cycle analysis (LCA) tool, 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 systems. Argonne has expanded and updated the model in various sectors in GREET 2022, and this report provides a summary of the release.

25 ENERGY STORAGE↗

Summary of Expansions and Updates in R&D GREET ® 2023

The Greenhouse gases, Regulated Emissions, and Energy use in Technologies (GREET®) model was 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), other end-use sectors, and energy systems. Argonne has expanded and updated the model in various areas in R&D GREET 2023. This report provides a summary of the expansions and updates.

33 ADVANCED PROPULSION SYSTEMS↗

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

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 various areas in R&D GREET 2024.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

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↗

Kinetics of Pyrolysis and Thermal Evolution of Negev Desert Lithologies

The Negev desert in Israel is home to large quantities of organic-rich, shallow marine sedimentary lithologies that could potentially accommodate the disposal of spent nuclear fuel. Previous thermal analyses of Negev carbonates have focused on industrially relevant considerations such as natural gas and oil extraction or pyrolysis for recovering hydrocarbon fuels. Here, this study addresses thermal evolution of the Negev organic-rich carbonate, siliceous, and phosphorite rocks and associated chemical, mineralogical, and microstructural changes that may occur under prolonged thermal loading in the vicinity of spent nuclear fuel disposal systems. Our employed methods include high-temperature X-ray diffraction, high-temperature infrared spectroscopy, and thermal analysis integrating thermogravimetry, differential scanning calorimetry, and mass spectrometry. Further, we apply iterative iso-conversional model-free methods to derive kinetic parameters for thermal decomposition of the Negev organic-rich carbonate rocks from 200 to 550 °C. Our results have provided mechanistic insights into the thermal evolution encompassing water desorption, decomposition of organic matter, and decarbonation of carbonate phases.

58 GEOSCIENCES↗

The black carbon cycle and its role in the Earth system

Black carbon (BC) is produced by incomplete combustion of biomass by wildfires and burning of fossil fuels. BC is environmentally persistent over centuries to millennia, sequestering carbon in marine and terrestrial environments. However, its production, storage and dynamics, and therefore its role in the broader carbon cycling during global change, are poorly understood. Here, in this Review, we discuss BC cycling across the land-to-ocean continuum. Wildfires are the main source of BC, producing 128 ± 84 teragrams per year. Negative climate–BC feedbacks could arise as wildfire increases with anthropogenic warming, producing more BC, which in turn will sequester carbon, but the magnitude of these effects are unknown. Most BC is stored in terrestrial systems with some transported to the ocean via rivers and the atmosphere. However, the oceanic BC budget is not balanced, with known BC removal fluxes exceeding BC inputs. We demonstrate these observed inconsistencies using a simple ocean box model, which highlights key areas of future research. Measurements of BC mineralization and export rates along the land-to-ocean continuum and quantification of previously unexplored sources of oceanic BC are needed to close the global BC budget.

aquatic↗

Voyager's Grand Tour

In the early days of the Space Age, scientists realized that given the right planetary alignments it might be possible to use the gravity of one planet to change the trajectory of a spacecraft and send it on to another planet without expending any fuel. This slingshot or gravity assist trajectory principle was first tested by Mariner 10, which used the gravity of Venus to slingshot its way to Mercury in 1974. A very rare planetary alignment would occur in the late 1970's allowing a spacecraft to visit all the outer planets (Jupiter, Saturn, Uranus, Neptune and Pluto) using gravity assists at each planet to send it on to the next. This unique alignment would not occur again for another 175 years! The initial ambitious plan, called the Grand Tour, was to send two pairs of spacecraft, one pair to visit Jupiter, Saturn and Pluto, the other to fly by Jupiter, Uranus and Neptune. However, the original plan was scaled back in the budget conscious early 1970's to just two less capable spacecraft visiting only Jupiter and Saturn, and Titan, Saturn's largest moon Taking advantage of this alignment would be two Voyager spacecraft, both beginning their long journeys in 1977. Voyager 2 launched first, on August 20, followed by Voyager 1 on September 5. Both spacecraft would first fly by Jupiter and use that planet's massive gravity to bend their trajectories to then fly by Saturn. Voyager 1 would also be targeted to fly by Saturn's moon Titan, which was known to have a dense atmosphere, a trajectory that would preclude any future planetary flybys. But the option was kept open, if Voyager 1's Titan flyby was successful, to retarget Voyager 2 to send it on to Uranus and maybe even Neptune - assuming it would survive that long! Just 13 days after its launch, Voyager 1 scored the first of its many firsts: at a distance of 7.25 million miles, it turned its camera back toward Earth and snapped the first ever photograph of the Earth-Moon system in a single frame, giving a sneak preview of the discoveries that lay ahead.

Uri, Joihn J.↗

Summary of Expansions and Updates in R&D GREET® 2025

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 all transportation sub-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 many areas in R&D GREET 2025. This report provides a summary of the expansions and updates. R&D GREET is designed as an attributional LCA model, but specific consequential effects for certain pathways are included by default when they are scientifically important and/or highly policy relevant. For example, two major consequential elements – induced land use change (ILUC) for biofuels and avoided emissions for certain RNG-based pathways – are implemented by default in R&D GREET because they are highly relevant to our user base and crucial for a comprehensive evaluation of the environmental effects of these technologies. In a future version of R&D GREET, these consequential elements for biofuels and RNG could be more clearly distinguished from core attributional results. We will consider adding a highly visible toggle that would allow users to turn off or adjust these consequential impacts.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Detection of Natural Oil Seeps in the Atlantic Ocean Using MODIS

Natural oil seepage is the release of crude oil into the ocean from fissures in the seabed. Oil seepage is a major contributor to the total amount of oil entering the world s oceans. According to a 2003 study by the National Academy of Sciences (NAS), 47 percent of oil entering the world s oceans is from natural seeps, and 53 percent is from human sources (extraction, transportation, and consumption). Oil seeps cause smooth oil slicks to form on the water s surface. Oil seeps can indicate the location of stores of fossil fuel beneath the ocean floor. Knowledge of the effect of oil seepage on marine life and marine ecosystems remains limited. In the past, remote sensing has been used to detect oil seeps in the Gulf of Mexico and off of the coast of southern California. This project utilized sun glint MODIS imagery to locate oil slicks off of the Atlantic coast, an area that had not previously been surveyed for natural oil seeps using remote sensing. Since 1982, the Atlantic Ocean has been closed to any oil and gas drilling. Recently, however, the U.S. Minerals Management Services (MMS) has proposed a lease for oil and gas drilling off the coasts of Virginia and North Carolina. Determining the location of seepage sites in the Atlantic Ocean will help MMS locate potential deposits of oil and natural gas, thereby reducing the risk of leasing areas for petroleum extraction that do not contain these natural resources.

Reahard, Ross↗

Public Reference Data for Megawatt-Scale Hydrogen Electrolysis - Simulated Marine Hydrokinetic Tidal Turbine

The U.S. Department of Energy and National Laboratory of the Rockies (NLR) demonstrate hydrogen electrolysis, hydrogen compression and storage, and variable hydrogen fuel cell power production using megawatt-scale equipment at NLR’s Flatirons Campus as part of the Advanced Research on Integrated Energy Systems (ARIES) initiative. This dataset is part of that effort and is intended for academic, national laboratory, industrial, and other stakeholders to plan, design, and validate models of megawatt-scale hydrogen technologies and diverse energy infrastructure. These data provide a baseline for how existing hydrogen electrolysis technologies perform when coupled with other energy technologies. This dataset contains inputs and outputs from simulations of a floating marine hydrokinetic turbine over approximately half a tidal cycle (~6.6 hours). Inflow conditions were derived from field measurements in Alaska’s Cook Inlet and represent a tidal environment in which the current speed ramps from near 0 m/s to a peak of 3 m/s and back. The original acoustic doppler current profiler dataset is publicly available on the Marine and Hydrokinetic Data Repository. In a full tidal cycle, the flow reverses and the rotor would reorient; this reversal was not modeled. In the Cook Inlet campaign , turbulence intensity was similar in both directions. Two inflow cases are included. In the first case, labeled “raw” in the files, the measured current time series was used directly in the InflowWind module of OpenFAST. Speed and direction were applied as a function of time and elevation, uniformly in the horizontal direction. With full spatial coherence, this approach captures high turbulent variability and results in pronounced power fluctuations, so it is considered a conservative, near-worst-case representation of loading. In the second case, labeled “average” in the files, a 30-minute moving average was applied to extract the slowly varying mean speed. The residual fluctuations about this mean were used to generate spatially varying, full-field turbulence inputs with TurbSim, giving a more physically realistic representation of the inflow across the rotor disk. Two random realizations were used to produce distinct inflow conditions for two OpenFAST simulations representing a two-turbine array. The same turbulence intensity is applied across the full time series, producing larger fluctuations at the start and end, where the mean speed is low. The second case is the more appropriate framework for performance and power assessment but overpredicts turbulence at lower flow speeds and underpredicts it at higher speeds. As the floating platform moves and the rotor changes its x-position, Taylor’s frozen turbulence hypothesis used by InflowWind assumes a constant rather than a time-varying mean velocity, introducing some inaccuracy in the velocity plane sampling. The turbine modeled is the 500-kW Reference Model 1, a horizontal-axis two-bladed hydrokinetic turbine on a four-column floating semisubmersible substructure . Simulations were performed using OpenFAST v4.1 with the Reference Open Source Controller (ROSCO) v2.10. All input files required to reproduce the simulations are included. The electrolyzer is a 1.25-MW proton exchange membrane type MC250 system manufactured by Nel . This unit supports up to 2.5 MW, but NLR has only a single 1.25-MW stack. The datasets report hydrogen balance-of-plant and system data, all captured at 1 Hz, including hydrogen mass production measured with an Emerson Coriolis flow meter. The system controls hydrogen production by varying direct current applied to the stack, from a maximum of 3,000 A to a minimum safe operating current of 300 A, or 10%. Because the current–voltage characteristic changes as the stack ages and efficiency degrades, the actual minimum safe operating power changes over time. The simulated tidal turbine time series data was translated from power (kilowatts) to current (amperes) using a curve fit with calibration data and sent to the electrolyzer power supply at 1-Hz. Each zip file represents a single tidal electrolysis experiment and is named: {technology}_{inflow method}_{number of 500 kW tidal turbines connected} For instance, “tidal-500kW-RM1_average_2.zip” is a 6-hour experiment using the 500-kW tidal reference model, scaled by 2x (1-MW) to better match the electrolyzer maximum of 1.25MW, fed with the 30-minute moving average current case. Each zip folder contains the following files: A .csv file of raw data. An .xlsx file explaining all the fields in the raw data. A .png plot showing the time series of hydrogen production in kilograms per hour, electrolysis power consumption, and input wave power. A .csv file combines all tidal profiles as "combined_tidal_experiments.csv." A separate experiment, “characterization_200.zip,” shows the MC250 electrolyzer steady-state response with 30-minute load steps over 5 hours and is accessible with this entry.

08 HYDROGEN↗

Direct extracellular electron transfer for high electricity production by a new type of marine microalgae Nannochloropsis sp. HDY2

A growing number of autotrophic microalgae have been found to have extracellular electron transfer (EET) capabilities. However, the mechanism and function of EET pathway in microalgae have not thoroughly investigated. This study presents evidence of direct extracellular electron transfer (DEET) for impressive electricity production by a new type of marine microalgae Nannochloropsis sp. HDY2 in the single and double-chamber photosynthetic microbial fuel cells (PFMCs). The electricity generation of Nannochloropsis sp. is strongly inhibited by photosynthetic inhibitors, suggesting that electrons involved in the extracellular electron transfer (EET) of Nannochloropsis sp. are derived from photosynthesis. The results of dialysis bag and supernatant experiments suggest that Nannochloropsis sp. produce electricity by DEET. The lack of typical redox peaks in cyclic voltammetry (CV) analysis and the appearance of extracellular filamentous component (EFC) around cells support this finding. Under high light conditions, the chlorophyll a and carotenoid content of Nannochloropsis sp. rapidly decreased while the fatty acid synthesis and electricity generation increased, suggesting that the DEET pathway play an active role in the resistance to photooxidation of Nannochloropsis sp. In conclusion, this study provides the first evidence that Nannochloropsis has the capability of performing EET and sheds new light on the positive role of DEET on the environmental adaptation of Nannochloropsis.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Hydrogen for Maritime Applications

The maritime industry is investigating a number of fuel options for reducing emissions, including liquefied natural gas (LNG), biofuels, and electrical drive systems powered by batteries and/or hydrogen-fueled fuel cells. Hydrogen-fueled ships offer the potential to significantly reduce, if not eliminate, regulated and unregulated pollutants in maritime applications. Argonne National Laboratory conducted preliminary comparisons of the total cost of ownership (TCO) of several classes of ships to determine how fuel cell technology compares to the current diesel technology, what advancements are needed for hydrogen fuel cell technology to be competitive in the future, and what applications may be appropriate for introducing fuel cells into the maritime industry. These studies included feeder container ships, harbor tugboats, river pushboats, and auto/passenger ferries. For this study, TCO was defined to include the cost of fuel, propulsion system, and fuel storage system, the levelized cost of propulsion/auxiliary engines, and the cost of annual maintenance and consumables. It did not include the cost of the vessel frame or other components, aside from the propulsion system, that the fuel cell and diesel ships have in common. A 10% internal rate of return (IRR) was applied to the initial capital investment and an installation cost factor of 20% was applied to the capital cost. The capital cost of each component (e.g., engine, fuel tank, motor, etc.) was amortized over a period of 20 years, except for the fuel cell system, which was amortized over 6 or 10 years depending on ship class. The initial comparisons for container ships indicate that fuel costs are by far the dominant contributor to the TCO. With the current low cost of low-sulfur marine gasoil (LSMGO) and relatively high cost of hydrogen, it is difficult for hydrogen to compete with LSMGO in container ship applications. The large energy demand for container ships also favors the use of the higher volumetric energy density LSMGO fuel, especially for longer voyages. The space required to store enough hydrogen for the same journey is larger than that needed to store diesel fuels and can reduce the available cargo carrying and revenue generating space available on the ship.

08 HYDROGEN↗