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Measurement of minority transport parameters in heavily doped silicon is covered. The basic transport equations were used to define two independent parameters. Use of special vertical and lateral transistor test devices permitted the measurement of both parameters. Prior studies were normalized to show excellent agreement over the heavy doping region.
Low-income households generally experience a high energy burden; however, the factors influencing energy burdens are beyond socio-economics. This study explores the relationships between the multidimensionality of community vulnerability factors and energy burden across multiple geospatial levels in the United States. Our study found the distribution of energy burden in 2020 showed a great deal of variety, ranging from a minimum of 2.93 % to a maximum of 30.45 % across 3142 counties. The results of non-spatial and spatial regressions showed that the vulnerability ranks of socioeconomic, household composition and disability, minority and language, household type and transportation, and COVID mortality rate are significant predictors of energy burdens at the national level. However, at the regional level, only socioeconomic, minority and language significantly influence energy burdens. Minority and language negatively impact energy burdens except for the South East-Central region. Additionally, our analyses highlight the need to consider community vulnerability indicators' spatial homogeneity and heterogeneity. At the national level, only the epidemiological factors index is a spatially homogeneous predictor; on the regional and state level, the spatially homogeneous predictors such as socioeconomic status, household composition and disability, and household type and transportation vary by region. Such a region-sensitive relationship between energy burden and the predictors indicates spatial heterogeneity. Here this study suggests policy recommendations through the lens of the multidimensionality of community vulnerability factors. Implementing flexible national energy policies while making particular energy assistance policies for the vulnerable population at the regional or state levels is essential.
Single crystal p-type zinc antimonide in thermoelectric, thermoconductivity and electronic transport measurements
First-cut estimates are given of the performance advantages of liquid-hydrogen-fueled, ejector wing, V/STOL aircraft designed for shipboard delivery and search-type missions. Results indicate that the use of LH2 could reduce gross weights 30 percent, empty weights 15 percent, and energy consumption 10 percent for a fixed payload and mission. If gross weight is fixed, the delivery range could be increased about 60 percent or the hover time during a search mission doubled. No analysis or discussion of the economic and operational disadvantages is presented.
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This Safety Analysis Report for Packaging (SARP) documents the performance of the Department of Energy (DOE) Model USA/9979/AF-96 shipping package and compliance with the regulatory safety requirements of Title 10 and Title 49 of the Code of Federal Regulations. The SARP is prepared in accordance with U.S. Department of Energy (DOE) Order 460.1D. The Model 9979 Type A Fissile shipping package replaces the Department of Transportation (DOT) UN1A2 Specification Packaging. Formerly, the UN1A2 was authorized under Title 49 of the Code of Federal Regulations, Section 173.417 (2004) for transport of Type A quantities of fissile material over public highways. In accordance with the Federal Register, final rule making issued on January 26, 2004, the Nuclear Regulatory Commission, in a joint effort with the Department of Transportation, initiated a planned phase out of multiple Specification Packagings from 49 CFR 173, the UN1A2 being one. The rulemaking mandated, by law, removal of these specification packagings from service no later than September 30, 2008. The 9979 is a Performance Packaging and replaces the UN1A2 Specification Packaging. The Packaging Technology and Transportation Engineering (PT&TE) organization of the Savannah River National Laboratory (SRNL) is the Design Authority and Design Agency for the 9979.
Criteria and recommended practices are presented for the prediction and verification of transportation and handling loads for the space vehicle structure and for monitoring these loads during transportation and handling of the vehicle or major vehicle segments. Elements of the transportation and handling systems, and the forcing functions and associated loads are described. The forcing functions for common carriers and typical handling devices are assessed, and emphasis is given to the assessment of loads at the points where the space vehicle is supported during transportation and handling. Factors which must be considered when predicting the loads include the transportation and handling medium; type of handling fixture; transport vehicle speed; types of terrain; weather (changes in pressure of temperature, wind, etc.); and dynamics of the transportation modes or handling devices (acceleration, deceleration, and rotations of the transporter or handling device).
Metal ions are essential for all forms of life. In prokaryotes, ATP-binding cassette (ABC) permeases serve as the primary import pathway for many micronutrients including the first-row transition metal manganese. However, the structural features of ionic metal transporting ABC permeases have remained undefined. Here, we present the crystal structure of the manganese transporter PsaBC from Streptococcus pneumoniae in an open-inward conformation. The type II transporter has a tightly closed transmembrane channel due to “extracellular gating” residues that prevent water permeation or ion reflux. Below these residues, the channel contains a hitherto unreported metal coordination site, which is essential for manganese translocation. Mutagenesis of the extracellular gate perturbs manganese uptake, while coordination site mutagenesis abolishes import. These structural features are highly conserved in metal-specific ABC transporters and are represented throughout the kingdoms of life. Collectively, our results define the structure of PsaBC and reveal the features required for divalent cation transport.
The impact of various material technology advancements on the economics of civil transport aircraft is investigated. Benefits of advances in both airframe and engine materials are considered. Benefits are measured primarily by improvements in return on investment for an operator. Materials research and development programs which lead to the greatest benefits are assessed with regards to cost, risk, and commonality with other programs. Emphasis of the paper is on advanced technology subsonic/transonic transports (ATT type aircraft) since these are likely to be the next generation of commercial transports.
The impact of various material technology advancements on the economics of civil transport aircraft is investigated. Benefits of advances in both airframe and engine materials are considered. Benefits are measured primarily by improvements in return on investment for an operator. Materials research and development programs which lead to the greatest benefits are assessed with regards to cost, risk, and commonality with other programs. Emphasis of the paper is on advanced technology subsonic/transonic transports (ATT type aircraft) since these are likely to be the next generation of commercial transports.
As a prototypical Mott insulator with ferromagnetic ordering, YTiO 3 (YTO) is of great interest in the study of strong electron correlation effects and orbital ordering. Here we report the first molecular beam epitaxy (MBE) growth of YTO films, combined with theoretical and experimental characterizations of the electronic structure and charge transport properties. The obstacles of YTO MBE growth are discussed and potential routes to overcome them are proposed. DC transport and Seebeck measurements on thin films and bulk single crystals identify p-type Arrhenius transport behavior with an activation energy of ~0.17 eV in thin films, consistent with the energy barrier for small hole polaron migration from hybrid density functional theory calculations. Hard x-ray photoelectron spectroscopy measurements show the lower Hubbard band at 1.1 eV below the Fermi level, whereas a Mott-Hubbard band gap of ~1.5 eV is determined from photoluminescence measurements. These findings provide critical insight into the electronic band structure of YTO and related materials.
In this study, we examine the environmental impact of Urban Air Mobility (UAM) operations as measured via carbon dioxide (CO2) emissions by leveraging a computational model from previous studies that has been refined and expanded. Several scenarios are examined in which total transportation emissions for a representative day in a metro area are distributed differently among vehicle types and transportation modes. Specifically, we investigate the use of electric air vehicles in a UAM network; the increasing presence of electric ground vehicles for ground transportation; the impacts from implementing ridesharing in the UAM mode; and the effects of varying the electricity grid emissions. Results for a case study in the Chicago, IL metro area indicate that incorporating electric ground vehicles and UAM ridesharing can both lead to reduced CO2 emissions. These preliminary results indicate that carbon emissions from a UAM system leveraging ridesharing and all-electric aircraft may not be a practical operational limit on UAM, though further improvements to the modeling are warranted.
In this study, we examine the environmental impact of Urban Air Mobility (UAM) operations as measured via carbon dioxide (CO2) emissions by leveraging a computational model from previous studies that has been refined and expanded. Several scenarios are examined in which total transportation emissions for a representative day in a metro area are distributed differently among vehicle types and transportation modes. Specifically, we investigate the use of electric air vehicles in a UAM network; the increasing presence of electric ground vehicles for ground transportation; the impacts from implementing ridesharing in the UAM mode; and the effects of varying the electricity grid emissions. Results for a case study in the Chicago, IL metro area indicate that incorporating electric ground vehicles and UAM ridesharing can both lead to reduced CO2 emissions. These preliminary results indicate that carbon emissions from a UAM system leveraging ridesharing and all-electric aircraft may not be a practical operational limit on UAM, though further improvements to the modeling are warranted.
Oak Ridge National Laboratory (ORNL) was a pioneer in the testing of radioactive material shipping packages and has been performing such tests for over 50 years. Currently, except for Type B thermal tests, testing is performed at the purpose-built Packaging Research Facility that is located at the National Transportation Research Center - a U.S. Department of Energy User Facility. Packages used for the transportation of Type B quantities of radioactive materials must be capable of meeting normal conditions of transportation (NCT) requirements and hypothetical accident conditions (HAC) requirements as defined in Title 10 Code of Federal Regulations (CFR) Part 71. Evaluation of package designs to these criteria typically involves a combination of analysis and physical testing. Required physical tests include free drop, crush, puncture, penetration, compression, vibration, water spray, water immersion, and thermal. The Oak Ridge National Laboratory (ORNL) Packaging Evaluation Facility (PEF) at the National Transportation Research Center (NTRC) provides an inclusive testing capability for a wide variety of packages needed for shipment of radioactive materials. Since PATRAM 2019, ORNL has performed several sets of tests including testing of two designs of the Defense Program Package (DPP-3 and DPP-1) and several Special Form Capsules. This paper provides an overview of the testing performed as well as a summary of advancements made to the ORNL package testing program during that time.
An intriguing new class of two-dimensional (2D) materials based on metal–organic frameworks (MOFs) has recently been developed that displays electrical conductivity, a rarity among these nanoporous materials. The emergence of conducting MOFs raises questions about their fundamental electronic properties, but few studies exist in this regard. Here, we present an integrated theory and experimental investigation to probe the effects of metal substitution on the charge transport properties of M-HITP, where M = Ni or Pt and HITP = 2,3,6,7,10,11-hexaiminotriphenylene. The results show that the identity of the M-HITP majority charge carrier can be changed without intentional introduction of electronically active dopants. We observe that the selection of the metal ion substantially affects charge transport. Using the known structure, Ni-HITP, we synthesized a new amorphous material, a-Pt-HITP, which although amorphous is nevertheless found to be porous upon desolvation. Importantly, this new material exhibits p-type charge transport behavior, unlike Ni-HITP, which displays n-type charge transport. These results demonstrate that both p- and n-type materials can be achieved within the same MOF topology through appropriate choice of the metal ion.
A survey of line pilots' attitudes about flight deck automation was conducted by the Royal Air Force Institute of Aviation Medicine (RAF IAM, Farnborough, UK) under the sponsorship of the United Kingdom s Civil Aviation Authority and in cooperation with IATA (the International Air Transport Association). Survey freehand comments given by pilots operating 13 types of commercial transports across five manufacturers (Airbus, Boeing, British Aerospace, Lockheed, and McDonnell-Douglas) and 57 air carriers/organizations were analyzed by NASA. These data provide a "lessons learned" knowledge base which may be used for the definition of guidelines for flight deck automation and its associated crew interface within the High Speed Research Program. The aircraft chosen for analysis represented a progression of levels of automation sophistication and complexity, from "Basic" types (e.g., B727, DC9), through "Transition" types (e.g., A300, Concorde), to two levels of glass cockpits (e.g., Glass 1: e.g., A310; Glass 2: e.g., B747-400). This paper reports the results of analyses of comments from pilots flying commercial transport types having the highest level of automation sophistication (B757/B767, B747-400, and A320). Comments were decomposed into five categories relating to: (1) general observations with regard to flight deck automation; comments concerning the (2) design and (3) crew understanding of automation and the crew interface; (4) crew operations with automation; and (5) personal factors affecting crew/automation interaction. The goal of these analyses is to contribute to the definition of guidelines which may be used during design of future aircraft flight decks.