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Electric Vehicle Grid Interaction Exploration: Cooperative Research and Development Final Report, CRADA Number CRD-11-431

Under this agreement NREL plans to collect, analyze, and share with Xcel Energy data regarding the driving and charging performance of plug-in electric vehicles. NREL will research activities critical to energy storage, electric propulsion, and the emerging issues surrounding the integration of vehicles into the current and future grid. It will provide NREL with access to one of the firstall-electric vehicles available in the market as part of NREL's Advanced Technology Vehicle Fleet (ATVF).

25 ENERGY STORAGE↗

What Use Patterns Were Observed for PEV Drivers at Publicly Accessible AC Level 2 EVSE Sites?

The EV Project deployed over 4,000 ACL2 EVSE for drivers to charge their plug-in electric vehicle (PEV) when away-from-home. The vast majority of these EVSE stations were installed to be available to all PEV drivers at publicly accessible locations. Some were also deployed for use at workplaces and fleets. This paper examines only the use patterns of PEV drivers using the EVSE intended to be publicly accessible.

33 ADVANCED PROPULSION SYSTEMS↗

Measuring Human Performance in Simulated Nuclear Power Plant Control Rooms Using Eye Tracking

Control room modernization will be an important part of life extension for the existing light water reactor fleet. As part of modernization efforts, personnel will need to gain a full understanding of how control room technologies affect performance of human operators. Recent advances in technology enables the use of eye tracking technology to continuously measure an operator’s eye movement, which correlates with a variety of human performance constructs such as situation awareness and workload. This report describes eye tracking metrics in the context of how they will be used in nuclear power plant control room simulator studies.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗

Assessing the Macroeconomic Importance of Gasoline and Vehicle Spending

Vector error correction (VEC) was used to test the importance of a theoretical causal chain from transportation fuel cost to vehicle sales to macroeconomic activity. Real transportation fuel cost was broken into two cost components: real gasoline price (rpgas) and real personal consumption of gasoline and other goods (gas). Real personal consumption expenditure on vehicles (RMVE) represented vehicle sales. Real gross domestic product (rGDP) was used as the measure of macroeconomic activity. The VEC estimates used quarterly data from the third quarter of 1952 to the first quarter of 2014. Controlling for the financial causes of the recent Great Recession, real homeowners’ equity (equity) and real credit market instruments liability (real consumer debt, rcmdebt) were included. Results supported the primary hypothesis of the research, but also introduced evidence that another financial path through equity is important, and that use of the existing fleet of vehicles (not just sales of vehicles) is an important transport-related contributor to macroeconomic activity. Consumer debt reduction is estimated to be a powerful short-run force reducing vehicle sales. Findings are interpreted in the context of the recent Greene, Lee, and Hopson (2012) (hereafter GLH) estimation of the magnitude of three distinct macroeconomic damage effects that result from dependence on imported oil, the price of which is manipulated by the Organization of Petroleum Exporting Countries (OPEC). The three negative macroeconomic impacts are due to (1) dislocation (positive oil price shock), (2) high oil price levels, and (3) a high value of the quantity of oil imports times an oil price delta (cartel price less competitive price). The third of these is the wealth effect. The VEC model addresses the first two, but the software output from the model (impulse response plots) does not isolate them. Nearly all prior statistical tests in the literature have used vector autoregression (VAR) and autoregressive distributed lag models that considered effects of oil price changes, but did not account for effects of oil price levels. Gasoline prices were rarely examined. The tests conducted in this report evaluate gasoline instead of oil.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Summary of High-Octane Mid-Level Ethanol Blends Study

Original equipment manufacturers (OEMs) of light-duty vehicles are pursuing a broad portfolio of technologies to reduce CO 2 emissions and improve fuel economy. Central to this effort is higher efficiency spark ignition (SI) engines, including technologies reliant on higher compression ratios and fuels with improved anti-knock properties, such as gasoline with significantly increased octane numbers. Ethanol has an inherently high octane number and would be an ideal octane booster for lower-octane petroleum blendstocks. In fact, recently published data from Department of Energy (DOE) national laboratories (Splitter and Szybist, 2014a, 2014b; Szybist, 2010; Szybist and West, 2013) and OEMs (Anderson, 2013) and discussions with the U.S. Environmental Protection Agency (EPA) suggest the potential of a new high octane fuel (HOF) with 25–40 vol % of ethanol to assist in reaching Renewable Fuel Standard (RFS2) and greenhouse gas (GHG) emissions goals. This mid-level ethanol content fuel, with a research octane number (RON) of about 100, appears to enable efficiency improvements in a suitably calibrated and designed engine/vehicle system that are sufficient to offset its lower energy density (Jung, 2013; Thomas, et al, 2015). This efficiency improvement would offset the tank mileage (range) loss typically seen for ethanol blends in conventional gasoline and flexible-fuel vehicles (FFVs). The prospects for such a fuel are additionally attractive because it can be used legally in over 18 million FFVs currently on the road. Thus the legacy FFV fleet can serve as a bridge by providing a market for the new fuel immediately, so that future vehicles will have improved efficiency as the new fuel becomes widespread. In this way, HOF can simultaneously help improve fuel economy while expanding the ethanol market in the United States via a growing market for an ethanol blend higher than E10. The DOE Bioenergy Technologies Office initiated a collaborative research program between Oak Ridge National Laboratory (ORNL), the National Renewable Energy Laboratory (NREL), and Argonne National Laboratory (ANL) to investigate HOF in late 2013. The program objective was to provide a quantitative picture of the barriers to adoption of HOF and the highly efficient vehicles it enables, and to quantify the potential environmental and economic benefits of the technology.

09 BIOMASS FUELS↗

Energy Storage Requirements for Achieving 50% Solar Photovoltaic Energy Penetration in California

We estimate the storage required to enable PV penetration up to 50% in California (with renewable penetration over 66%), and we quantify the complex relationships among storage, PV penetration, grid flexibility, and PV costs due to increased curtailment. We find that the storage needed depends strongly on the amount of other flexibility resources deployed. With very low-cost PV (three cents per kilowatt-hour) and a highly flexible electric power system, about 19 gigawatts of energy storage could enable 50% PV penetration with a marginal net PV levelized cost of energy (LCOE) comparable to the variable costs of future combined-cycle gas generators under carbon constraints. This system requires extensive use of flexible generation, transmission, demand response, and electrifying one quarter of the vehicle fleet in California with largely optimized charging. A less flexible system, or more expensive PV would require significantly greater amounts of storage. The amount of storage needed to support very large amounts of PV might fit within a least-cost framework driven by declining storage costs and reduced storage-duration needs due to high PV penetration.

14 SOLAR ENERGY↗

Bench-scale Development of an Advanced Solid Sorbent-based CO 2 Capture Process for Coal-fired Power Plants

It is increasingly clear that CO 2 capture and sequestration (CCS) must play a critical role in curbing worldwide CO 2 emissions to the atmosphere. Development of these technologies to cost-effectively remove CO 2 from coal-fired power plants is very important to mitigating the impact these power plants have within the world’s power generation portfolio. Currently, conventional CO 2 capture technologies, such as aqueous-monoethanolamine based solvent systems, are prohibitively expensive and if implemented could result in a 75 to 100% increase in the cost of electricity for consumers worldwide. Solid sorbent CO 2 capture processes – such as RTI’s Advanced Solid Sorbent CO 2 , Capture Process – are promising alternatives to conventional, liquid solvents. Supported amine sorbents – of the nature RTI has developed – are particularly attractive due to their high CO 2 loadings, low heat capacities, reduced corrosivity/volatility and the potential to reduce the regeneration energy needed to carry out CO 2 capture. Previous work in this area has failed to adequately address various technology challenges such as sorbent stability and regenerability, sorbent scale-up, improved physical strength and attrition-resistance, proper heat management and temperature control, proper solids handling and circulation control, as well as the proper coupling of process engineering advancements that are tailored for a promising sorbent technology. The remaining challenges for these sorbent processes have provided the framework for the project team’s research and development and target for advancing the technology beyond lab- and bench-scale testing. Under a cooperative agreement with the US Department of Energy, and part of NETL’s CO 2 Capture Program, RTI has led an effort to address and mitigate the challenges associated with solid sorbent CO 2 capture. The overall objective of this project was to mitigate the technical and economic risks associated with the scale-up of solid sorbent-based CO 2 capture processes, enabling subsequent larger pilot demonstrations and ultimately commercial deployment. An integrated development approach has been a key focus of this project in which process development, sorbent development, and economic analyses have informed each of the other development processes. Development efforts have focused on improving the performance stability of sorbent candidates, refining process engineering and design, and evaluating the viability of the technology through detailed economic analyses. Sorbent advancements have led to a next generation, commercially-viable CO 2 capture sorbent exhibiting performance stability in various gas environments and a physically strong fluidizable form. The team has reduced sorbent production costs and optimized the production process and scale-up of PEI-impregnated, fluidizable sorbents. Refinement of the process engineering and design, as well as the construction and operation of a bench-scale research unit has demonstrated promising CO 2 capture performance under simulated coal-fired flue gas conditions. Parametric testing has shown how CO 2 capture performance is impacted by changing process variables, such as Adsorber temperature, Regenerator temperature, superficial flue gas velocity, solids circulation rate, CO 2 partial pressure in the Regenerator, and many others. Long-term testing has generated data for the project team to set the process conditions needed to operate a solids-based system for optimal performance, with continuous 90% CO 2 capture, and no operational interruptions. Data collected from all phases of testing has been used to develop a detailed techno-economic assessment of RTI’s technology. These detailed analyses show that RTI’s technology has significant economic advantages over current amine scrubbing and potential to achieve the DOE’s Carbon Capture Program’s goal of >90% CO 2 capture rate at a cost of < $40/T-CO 2 captured by 2025. Through this integrated technology development approach, the project team has advanced RTI’s CO 2 capture technology to TRL-4 (nearly TRL-5, with the missing variable being testing on actual, coal-fired flue gas), according to the DOE/FE definitions for Technology Readiness Levels. At a broader level, this project has advanced the whole of the solid sorbent CO 2 capture field, with advancements in process engineering and design, technical risk mitigation, sorbent scale-up optimization, and an understanding of the commercial viability and applicability of solid sorbent CO 2 capture technologies for the U.S. existing fleet of coal-fired power plants.

01 COAL, LIGNITE, AND PEAT↗

Biodiesel Handling and Use Guide (Fifth Edition)

This document is a guide for those who blend, distribute, and use biodiesel and biodiesel blends. It provides basic information on the proper and safe use of biodiesel and biodiesel blends in engines and boilers, and is intended to help fleets, individual users, blenders, distributors, and those involved in related activities understand procedures for handling and using biodiesel fuels.

09 BIOMASS FUELS↗

Regional Charging Infrastructure for Plug-In Electric Vehicles: A Case Study of Massachusetts

Given the complex issues associated with plug-in electric vehicle (PEV) charging and options in deploying charging infrastructure, there is interest in exploring scenarios of future charging infrastructure deployment to provide insight and guidance to national and regional stakeholders. The complexity and cost of PEV charging infrastructure pose challenges to decision makers, including individuals, communities, and companies considering infrastructure installations. The value of PEVs to consumers and fleet operators can be increased with well-planned and cost-effective deployment of charging infrastructure. This will increase the number of miles driven electrically and accelerate PEV market penetration, increasing the shared value of charging networks to an expanding consumer base. Given these complexities and challenges, the objective of the present study is to provide additional insight into the role of charging infrastructure in accelerating PEV market growth. To that end, existing studies on PEV infrastructure are summarized in a literature review. Next, an analysis of current markets is conducted with a focus on correlations between PEV adoption and public charging availability. A forward-looking case study is then conducted focused on supporting 300,000 PEVs by 2025 in Massachusetts. The report concludes with a discussion of potential methodology for estimating economic impacts of PEV infrastructure growth.

33 ADVANCED PROPULSION SYSTEMS↗

Carolina Offshore Wind Integration Case Study: Phases I and II Final Technical Report

Duke Energy performed a phase 1 study to assess the impact of offshore wind development in the waters off the coasts of North Carolina and South Carolina. The study analyzed the impacts to the Duke Energy Carolinas electric power system of multiple wind deployment scenarios. Focusing on an integrated utility system in the Carolinas provided a unique opportunity to assess the impacts of offshore wind development in a region that has received less attention regarding renewables than others in the US. North Carolina is the only state in the Southeastern United States that currently has a renewable portfolio standard (RPS) which requires that 12.5% of the state’s total energy requirements be met with renewable resources by 2021. 12.5% of the state’s total energy requirements in 2021 equates to approximately 17,000 GWH of energy needed from renewable resources. Wind resources represent one of the ways to potentially meet this requirement. The study builds upon and augments ongoing work, including a study by UNC to identify potential wind development sites and the analysis of impacts to the regional transmission system performed by the NCTPC, an Order 890 planning entity of which DEC is a member. Furthermore, because the region does not have an independent system operator (ISO) or regional transmission organization (RTO), the study will provide additional information unique to non-RTO/ISO systems. The Phase 2 study builds on the results of Phase 1 and investigates the dynamic stability of the electrical network in Task 4, the operating characteristics of the wind turbines as they impact operating reserve requirements of the DEC utility in Task 5, and the production cost of integrating the offshore wind resources into the DEC generation fleet making comparisons to future planned operation without the addition of the wind resources in Task 6.

17 WIND ENERGY↗

Grid of the Future: Quantification of Benefits from Flexible Energy Resources in Scenarios With Extra-High Penetration of Renewable Energy

The main objective of this study is to quantify the entitlement for system benefits attainable by pervasive application of flexible energy resources in scenarios with extra-high penetration of renewable energy. The quantified benefits include savings in thermal energy and reduction of CO 2 emissions. Both are primarily a result of displacement of conventional thermal generation by renewable energy production, but there are secondary improvements that arise from lowering operating reserves, removing transmission constraints, and by partially removing energy-delivery losses due to energy production by distributed solar. The flexible energy resources in the context of this study include energy storage and adjustable loads. The flexibility of both was constrained to a time horizon of one day. In case of energy storage this means that the state of charge is restored to the starting value at the end of each day, while for load this means that the daily energy consumed is maintained constant. The extra-high penetration of renewable energy in the context of this study means the level of penetration resulting in significant number of hours where instantaneous power output from renewable resources added to the power output from baseload nuclear fleet surpasses the instantaneous power consumption by the load.

24 POWER TRANSMISSION AND DISTRIBUTION↗

U-10Mo/Zr Interface Modeling using a Microstructure-Based FEM Approach

The U-10Mo in low enrichments (LEU) has been identified as the most promising alternative to the current highly enriched uranium (HEU) used in the United States’ fleet of high performance research reactors (USHPRRs). The nominal configuration of the new LEU U-10Mo plate fuel comprises a U-10Mo fuel foil enriched to slightly less than 20% U-235 (0.08” to 0.02” thick), a thin Zr interlayer/diffusion barrier (25 m thick) and a relatively thick outer can of 6061 aluminum. Currently, the Zr interlayer is clad by hot roll bonding. Previous studies and observations revealed a thinning of the zirconium (Zr) layer during this fuel fabrication process, which is not desirable from the fuel performance perspective. Coarse UMo grains, dendritic structures, Mo concentration segregation, carbides, and porosity are present in the as-cast material and can lead to a nonuniform UMo/Zr interface. The purpose of the current work is to investigate the effects of these microstructural parameters on the Zr coating variation. A microstructure-based finite-element method model was used in this work, and a study on the effect of homogenization on the interface between U-10Mo and Zr was conducted. The model uses actual backscattered electron–scanning electron microscopy microstructures, Mo concentrations, and mechanical properties to predict the behavior of a representative volume element under compressive loading during the rolling process. The model successfully predicted the experimentally observed thinning of the Zr layer in the as-cast material. The model also uses results from a homogenization model as an input, and a study on the effect of different levels of homogenization on the interface indicated that homogenization helps decrease this thinning. This model can be considered a predictive tool representing a first step for model integration and an input into a larger fuel fabrication performance model.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

The Second Assessment of the Effects of Climate Change on Federal Hydropower

Hydropower is a key contributor to the US renewable energy portfolio due to its established development history and the diverse benefits it provides to the electric power system. Ensuring the sustainable operation of existing hydropower facilities is of great importance to the US renewable energy portfolio and the reliability of electricity grid. As directed by Congress in Section 9505 of the SECURE Water Act (SWA) of 2009 (Public Law 111-11), the US Department of Energy (DOE), in consultation with the federal Power Marketing Administrations (PMAs) and other federal agencies, has prepared a second quinquennial report on examining the potential effects of climate change on water available for hydropower at federal facilities and on the marketing of power from these federal facilities. This Oak Ridge National Laboratory (ORNL) Technical Memorandum, referred to as the 9505 assessment, describes the technical basis for the report to Congress that was called for in the SWA. To evaluate the potential climate change effects on 132 federal hydropower plants across the entire US, a spatially consistent assessment approach is designed to enable an interregional comparison. This assessment uses a series of models and methods with different spatial resolutions to gradually downscale the global climate change signals into watershed-scale hydrologic projections to support hydropower impact assessment. A variety of historic meteorological and hydrologic observations, hydropower facility characteristics, and geospatial datasets is collected to support model development, calibration, and verification. Among most of the federal hydropower plants throughout the US, the most important climate change effect on hydrology is likely to be the trend toward earlier snowmelt and change of runoff seasonality. Under the projections of increasing winter/spring runoff and decreasing summer/fall runoff, water resource managers may need to consider different water use allocations. With the relatively large storage capacity in the most of the US federal hydropower reservoirs, the system is likely to be able to absorb part of the runoff variability and hence may continue to provide stable annual hydropower generation in the projected near-term and midterm future periods. Nevertheless, the findings are based on the assumption that there is no significant change in the future installed capacity and operation. The issues of aging infrastructures, competing water demand, and environmental requirements may reduce the system s ability to mitigate runoff variability and increase the difficulty of future operation. These issues are not quantitatively analyzed in this study. This study presents a regional assessment at each of the eighteen PMA study areas. This generalized approach allows for spatial consistency throughout all study areas, enabling policymakers to evaluate potential climate change impacts across the entire federal hydropower fleet. This effort is expected to promote better understanding of the sensitivity of federal power plants to water availability and provides a basis for planning future actions that will enable adaptation to climate variability and change.

13 HYDRO ENERGY↗

A Study of China s Explosive Growth in the Plug-in Electric Vehicle Market

The year 2015 marks a turning point in China s plug-in electric vehicle (PEV) or new energy vehicle (NEV) industry, with an explosive growth in both productions and sales, following the gloomy period of 2009-2012. The PEV production in 2015 reached a record level of nearly 380,000 units, a 352 % increase from 2014, making China the largest PEV market in the world. For the potential implications on energy and the environment, it is worth studying the driving forces of China s PEV market and understanding its future trajectory and dynamics. The key findings of this report are listed in the following. Though controversial, the government monetary incentives have played a significant role to impel China to be the largest light PEV (191,100 units) market in the world. Chinese vehicle buyers appear more price sensitive on PEVs. Inexpensive low-cost micro electric vehicles are the most popular vehicle model in China s PEV market (38.9 % of the PEV market in 2015). In contrast, the premium or luxury vehicles are more popular in the gasoline vehicle segment. In fact, China is expected to be the largest premium car market in 2016. The PEV sales growth is primarily possible because of the young domestic private-owned auto manufacturers, which are mostly located in south China. Top-tier conventional vehicle automakers in China appear to be less proactive in the PEV market, based on market shares. This is in clear contrast to the U.S. market, where major automakers are generally the primary players in the PEV market. The PEVs produced by the domestic automakers are concentrated in the low-end market segment, while the high-end vehicle segment is dominated by the foreign brands. At present, the substantial market growth and government subsidies afford the domestic entrants to quickly gain profits in the low-end segment. The PEV consumers in China are very sensitive to the vehicle price, thus prefer the PEVs with cheaper prices after government subsidies, and care less about the driving quality and comfort. In contrast, most PEV consumers in the United States (U.S.) have higher incomes, view the PEVs as a high-status symbol, and care less about the vehicle prices, and therefore welcome the premium PEVs more in the U.S. The PEV financial subsidies by the Chinese government are divided into three stages based on the strategic directions and policies. In 2009 2012, government incentives concentrated on the public fleet vehicles, while excluding the individual consumers from the subsidies in most cities. In 2013 2015, comprehensive central/local government incentives were extended to all vehicle purchasers including the individual buyers in most cities, which was conducive to the phenomenal growth of the PEV sales. For years 2016 to 2020, monetary incentives are being phased out and will be substituted by other non-monetary incentives (such as the standards for Chinese Cooperate Average Fuel Consumption and New Energy Vehicle Credits) for the sustainable development of the PEV market. The PEV subsidy fraud has drawn attention by the central government, which prompts the government to be more prudent about monetary incentives. With the advantage of high acceptance in the PEV market and integrated EV charging infrastructure, the region with better economic development brings a more aggressive PEV roll-out plan to the municipalities who are more willing to solve the local urban pollution while keeping the automotive market in sustainable growth. On the one hand, the local automakers are offered abundant subsidies from the Chinese government to those who intend to help the Chinese automotive industry seize the industrial upgrading opportunity to transform its manufacturing sector, and they have taken most shares of the PEV market. On the other hand, facing the trade barriers, the foreign automakers have dominated the premium PEV sales in China, although their total market shares in the PEV market are much less than the domestic automakers. In diverse selectable alternative fuel vehicle technologies, China has put its focus on the PEV technologies for the technological modernization in the automotive industry; the research and development in fuel cell vehicle technologies in China is less competitive compared with other countries such as Japan and the U.S. With the demand of batteries from the PEV automakers, the Chinese EV battery industry is aggressively expanding. It has risks in excessive production capacity, and faces the challenges from the competitors from Japan and South Korea.

33 ADVANCED PROPULSION SYSTEMS↗

Used fuel extended storage security and safeguards by design roadmap

In the United States, spent nuclear fuel (SNF) is safely and securely stored in spent fuel pools and dry storage casks. The available capacity in spent fuel pools across the nuclear fleet has nearly reached a steady state value. The excess SNF continues to be loaded in dry storage casks. Fuel is expected to remain in dry storage for periods beyond the initial dry cask certification period of 20 years. Recent licensing renewals have approved an additional 40 years. This report identifies the current requirements and evaluation techniques associated with the safeguards and security of SNF dry cask storage. A set of knowledge gaps is identified in the current approaches. Finally, this roadmap identifies known knowledge gaps and provides a research path to deliver the tools and models needed to close the gaps and allow the optimization of the security and safeguards approaches for an interim spent fuel facility over the lifetime of the storage site.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Utility-Scale Solar 2015: An Empirical Analysis of Project Cost, Performance, and Pricing Trends in the United States

The utility-scale solar sector—defined here to include any ground-mounted photovoltaic (“PV”), concentrating photovoltaic (“CPV”), or concentrating solar power (“CSP”) project that is larger than 5 MWAC in capacity—has led the overall U.S. solar market in terms of installed capacity since 2012. It is expected to maintain its market-leading position for at least another five years, driven in part by December 2015’s three-year extension of the 30% federal investment tax credit (“ITC”) through 2019 (coupled with a favorable switch to a “start construction” rather than a “placed in service” eligibility requirement, and a gradual phase down of the credit to 10% by 2022). In fact, in 2016 alone, the utility-scale sector is projected to install more than twice as much new capacity as it ever has previously in a single year. This unprecedented boom makes it difficult, yet more important than ever, to stay abreast of the latest utility-scale market developments and trends. This report—the fourth edition in an ongoing annual series—is intended to help meet this need, by providing in-depth, annually updated, data-driven analysis of the utility-scale solar project fleet in the United States. Drawing on empirical project-level data from a wide range of sources, this report analyzes not just installed project costs or prices—i.e., the traditional realm of most solar economic analyses—but also operating costs, capacity factors, and power purchase agreement (“PPA”) prices from a large sample of utility-scale solar projects throughout the United States. Given its current dominance in the market, utility-scale PV also dominates much of this report, though data from CPV and CSP projects are also presented where appropriate.

14 SOLAR ENERGY↗

Transportation Energy Data Book: Edition 35

The Transportation Energy Data Book: Edition 35 is a statistical compendium prepared and published by Oak Ridge National Laboratory (ORNL) under contract with the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, Vehicle Technologies Office. Designed for use as a desk-top reference, the Data Book represents an assembly and display of statistics and information that characterize transportation activity, and presents data on other factors that influence transportation energy use. The purpose of this document is to present relevant statistical data in the form of tables and graphs. The latest edition of the Data Book is available to a larger audience via the Internet (cta.ornl.gov/data). This edition of the Data Book has 12 chapters which focus on various aspects of the transportation industry. Chapter 1 focuses on petroleum; Chapter 2 energy; Chapter 3 highway vehicles; Chapter 4 light vehicles; Chapter 5 heavy vehicles; Chapter 6 alternative fuel vehicles; Chapter 7 fleet vehicles; Chapter 8 household vehicles; Chapter 9 nonhighway modes; Chapter 10 transportation and the economy; Chapter 11 greenhouse gas emissions; and Chapter 12 criteria pollutant emissions. The sources used represent the latest available data. There are also three appendices which include detailed source information for some tables, measures of conversion, and the definition of Census divisions and regions. A glossary of terms and a title index are also included for the reader s convenience.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Report detailing comparative analysis of results from high flux isotope reactor and national institute of standards technology small-angle neutron scattering experiments

The major issues regarding irradiation effects are discussed in [1-3] and have also been discussed in previous progress and milestone reports. As noted previously, of the many significant issues discussed, the issue considered to have the most impact on the current regulatory process is that associated with effects of neutron irradiation on RPV steels at high fluence, for long irradiation times, and as affected by neutron flux. It is clear that embrittlement of RPV steels is a critical issue that may limit LWR plant life extension. The primary objective of the LWRSP RPV task is to develop robust predictions of transition temperature shifts (TTS) at high fluence ( t) to at least 1020 n/cm 2 (>1 MeV) pertinent to plant operation of some pressurized water reactors (PWR) for 80 full power years. Correlations between the high flux test reactor results and low flux surveillance specimens must be established for proper RPV embrittlement predictions of the current nuclear power fleet. Additionally, a complete understanding of defect evolution for high nickel RPV steels is needed to characterize the embrittlement potential of Mn-Ni-enriched precipitates (MNPs), particularly for the high fluence regime. While understanding of copper-enriched precipitates (CRPs) have been fully developed, the recent discovery and experimental verification [4] of late blooming MNPs with little to no copper for nucleation has stimulated research efforts to understand the evolution of these phases. New and existing databases will be combined to support developing physically based models of TTS for high fluence-low flux ( < 10 11n/cm 2 -s) conditions, beyond the existing surveillance database, to neutron fluences of at least 1 1020 n/cm2 (>1 MeV). Moreover, large number of various RPV materials have been irradiated in ATR-2 experiment and will be jointly studied by University of California Santa Barbara (UCSB) and ORNL to address majority of microstructural characteristics discussed above, see Ref. [5] and [6] for details. UCSB has performed a large number of SANS experiments in the past at the National Institute of Standards and Technology (NIST) Center for Neutron Research (NCNR). These data are taken from RPV steels irradiated in a wide range of flux-fluence space and will be very useful in comparing to the upcoming UCSB ATR-2 irradiation characterization since most of the SANS experiments with ATR-2 materials will be performed at ORNL High Flux Isotope Reactor (HFIR). However in the previous report [7], some discrepancies were observed between HFIR and NCNR generated data. One of the hypotheses was that there was some kind of extra scattering occurring off the sample holders that results in the HFIR curves falling above the NCNR curves. To test this hypothesis, UCSB provided thermally aged samples that have been previously run at NCNR to ORNL for testing at HFIR while ORNL performed some improvements to experimental set up at HFIR. This report provides the status for the Level 3 Milestone (M3LW-15OR0402013), Complete report detailing comparative analysis of results from High Flux Isotope Reactor and National Institute of Standards and Technology small-angle neutron scattering experiments. This milestone is associated with small-angle neutron scattering characterization at the High Flux Isotope Reactor of various model alloys that had been previously characterized at NCNR by UCSB.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗