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Cyote-attack Chain Estimator

Attack Chain Estimator (ACE) Application Overview The Attack Chain Estimator (ACE) Application is a sophisticated tool designed for the ingestion, classification, sequencing, and enrichment of cybersecurity threat reports. This application leverages advanced machine learning models and extensive historical data to provide comprehensive insights into cyber threats, specifically targeting Industrial Control Systems (ICS). Purpose The primary functions of the ACE Application include: Ingestion of Cybersecurity Threat Reporting: Capable of ingesting text-based threat reports in markdown or text file format. Supports ingestion of structured data from other sources in STIX/JSON format. Classification of Report’s Text-Based Events: Utilizes a DeBERTa classifier, specifically trained on cybersecurity data, to map the events to MITRE ATT&CK for ICS Tactics and Techniques. Classification is performed using multiple Jupyter notebooks and machine learning workflows hosted as FastAPI microservices: regex_data deberta_base_35_train_hft_classifier_mlflow.ipynb hft_regex_classifier_mlflow.ipynb param_train_hft_classifier_mlflow.ipynb regex_tactic_tech.ipynb Ordering of Tactics, Techniques, and Observable Events: Sequences the identified tactics, techniques, and events to form a coherent attack chain. Enrichment with Historical Attack Chain Details: Enhances the attack chain with details from historical attacks using a Markov model developed from CyOTE Precursor Analysis Report data. The Markov model is available as a FastAPI endpoint for seamless integration. Enrichment with Adversary Emulation Capabilities Data: Integrates adversary emulation capabilities data using MITRE Caldera for OT adversary abilities UUIDs. Export of Output Files: Provides options to export the enriched attack chain in JSON or CSV formats. Routing of Output to Other Applications: Facilitates routing of output to various platforms and applications, including: Threat Intelligence Platforms COREII Scout for Threat Intelligence Analysis COREII Modeling and Simulation for Adversary Emulation Technical Description The ACE Application is an advanced cybersecurity tool designed to provide detailed threat analysis and sequence generation. It is built on a robust architecture that integrates natural language processing, machine learning, and historical data modeling. Key Components: Data Ingestion Module: Handles the input of threat reports and data from various formats, ensuring flexibility in data sources. Classification Engine: Employs DeBERTa-based classifiers hosted as FastAPI microservices to analyze and classify threat report events in accordance with the MITRE ATT&CK framework for ICS. Sequence Generator: Orders the classified events into a logical attack chain, providing clear insight into the sequence of tactics and techniques used in the threat. Enrichment Engine: Integrates historical data and adversary emulation capabilities to enhance the attack chain with valuable context and additional details. The historical data enrichment is powered by a Markov model, which is available as a FastAPI endpoint. Export and Routing Module: Facilitates the export of the enriched attack chain in multiple formats and routes the output to designated applications for further analysis or emulation.

Paul, Tony [Idaho National Laboratory (INL), Idaho↗

Oral Tolerance to Environmental Mycobacteria Interferes with Intradermal, but Not Pulmonary, Immunization against Tuberculosis

Bacille Calmette–Guérin (BCG) is currently the only approved vaccine against tuberculosis (TB) and is administered in over 150 countries worldwide. Despite its widespread use, the vaccine has a variable protective efficacy of 0–80%, with the lowest efficacy rates in tropical regions where TB is most prevalent. This variability is partially due to ubiquitous environmental mycobacteria (EM) found in soil and water sources, with high EM prevalence coinciding with areas of poor vaccine efficacy. In an effort to elucidate the mechanisms underlying EM interference with BCG vaccine efficacy, we exposed mice chronically to Mycobacterium avium (M. avium), a specific EM, by two different routes, the oral and intradermal route, to mimic human exposure. After intradermal BCG immunization in mice exposed to oral M. avium, we saw a significant decrease in the pro-inflammatory cytokine IFN-γ, and an increase in T regulatory cells and the immunosuppressive cytokine IL-10 compared to naïve BCG-vaccinated animals. To circumvent the immunosuppressive effect of oral M. avium exposure, we vaccinated mice by the pulmonary route with BCG. Inhaled BCG immunization rescued IFN-γ levels and increased CD4 and CD8 T cell recruitment into airways in M. avium-presensitized mice. In contrast, intradermal BCG vaccination was ineffective at T cell recruitment into the airway. Pulmonary BCG vaccination proved protective against Mtb infection regardless of previous oral M. avium exposure, compared to intradermal BCG immunization. In conclusion, our data indicate that vaccination against TB by the pulmonary route increases BCG vaccine efficacy by avoiding the immunosuppressive interference generated by chronic oral exposure to EM. This has implications in TB-burdened countries where drug resistance is on the rise and health care options are limited due to economic considerations. A successful vaccine against TB is necessary in these areas as it is both effective and economical.

59 BASIC BIOLOGICAL SCIENCES↗

Determining the Effectiveness of Incorporating Geographic Information Into Vehicle Performance Algorithms

This thesis presents a research study using one year of driving data obtained from plug-in hybrid electric vehicles (PHEV) located in Sacramento and San Francisco, California to determine the effectiveness of incorporating geographic information into vehicle performance algorithms. Sacramento and San Francisco were chosen because of the availability of high resolution (1/9 arc second) digital elevation data. First, I present a method for obtaining instantaneous road slope, given a latitude and longitude, and introduce its use into common driving intensity algorithms. I show that for trips characterized by >40m of net elevation change (from key on to key off), the use of instantaneous road slope significantly changes the results of driving intensity calculations. For trips exhibiting elevation loss, algorithms ignoring road slope overestimated driving intensity by as much as 211 Wh/mile, while for trips exhibiting elevation gain these algorithms underestimated driving intensity by as much as 333 Wh/mile. Second, I describe and test an algorithm that incorporates vehicle route type into computations of city and highway fuel economy. Route type was determined by intersecting trip GPS points with ESRI StreetMap road types and assigning each trip as either city or highway route type according to whichever road type comprised the largest distance traveled. The fuel economy results produced by the geographic classification were compared to the fuel economy results produced by algorithms that assign route type based on average speed or driving style. Most results were within 1 mile per gallon ({approx}3%) of one another; the largest difference was 1.4 miles per gallon for charge depleting highway trips. The methods for acquiring and using geographic data introduced in this thesis will enable other vehicle technology researchers to incorporate geographic data into their research problems.

58 GEOSCIENCES↗

The Trip Itinerary Optimization Platform: A Framework for Personalized Travel Information

The New Concepts Incubator team at the National Renewable Energy Laboratory (NREL) developed a three-stage online platform for travel diary collection, personal travel plan optimization and travel itinerary visualization. In the first stage, users provide a travel diary for the previous day through an interactive map and calendar interface and survey for travel attitudes and behaviors. One or more days later, users are invited via email to engage in a second stage where they view a personal mobility dashboard displaying recommended travel itineraries generated from a novel framework that optimizes travel outcomes over a sequence of interrelated trips. A week or more after viewing these recommended travel itineraries on the dashboard, users are emailed again to engage in a third stage where they complete a final survey about travel attitudes and behaviors. A usability study of the platform conducted online showed that, in general, users found the system valuable for informing their travel decisions. A total of 274 individuals were recruited through Amazon Mechanical Turk, an online survey platform, to participate in a transportation study using this platform. On average, the platform distilled 65 feasible travel plans per individual into two recommended itineraries, each optimal according to one or more outcomes and dependent on the fixed times and locations from the travel diary. For 45 percent of users, the trip recommendation algorithm returned only a single, typically automobile-centric, itinerary because there were no other viable alternative transportation modes available. Platform users generally agreed that the dashboard was enjoyable and easy to use, and that it would be a helpful tool in adopting new travel behaviors. Users generally agreed most that the time, cost and user preferred recommendations 'made sense' to them, and were most willing to implement these itineraries. Platform users typically expressed low willingness to try the carbon and calories optimized itineraries. Of the platform users who viewed the dashboard, 13 percent reported changing their travel behavior, most adopting the time, calories or carbon optimized itineraries. While the algorithm incorporates a wealth of travel data obtained from online APIs pertaining to a travelers route such as historic traffic condition data, public transit time-tables, and bike path routes, open-ended responses from users expressed an interest in the integration of even more fine-grained traffic data and the ability to dynamically model the effect of changes in travel times. Users also commonly expressed concerns over the safety of walking and biking recommendations. Responses indicate that more information about the amenities available to cyclists and pedestrians (sidewalks, shade from trees, access to food) and routes that avoid areas of perceived elevated danger would reduce barriers to implementing these recommendations. More accurate representations of personal vehicle trips (based on vehicle make and model, implications of parking) and the identification of routes that optimize caloric intensity (seeking out elevation changes or longer walks to public transit) are promising avenues for future research.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Biomass Pyrolysis to Hydrocarbon Fuels in the Petroleum Refining Context: Cooperative Research and Development Final Report, CRADA Number CRD-12-500

This work focuses on developing a thermochemical route to produce biofuels from agricultural wastes such as sugar cane bagasse, wood chips or corn stover; more specifically it intends to develop the biomass pyrolysis route, which produces bio-oils. Production of bio-oils by pyrolysis is a commercial technology. However, bio-oils are currently not being used for liquid fuels production. Although bio-oils can be produced by high-pressure liquefaction, pyrolysis is a less expensive technology. Nevertheless, bio-oils cannot be used directly as a transportation fuel without upgrading, since they are generally unstable, viscous, and acidic. Thus NREL and Petrobras intend to use their combined expertise to develop a two-step route to biofuels production: in the first step, a stable bio-oil is produced by NREL biomass pyrolysis technology, while in the second step it is upgraded by using two distinct catalytic processes under development by Petrobras. The first process converts bio-oil into gasoline, LPG, and fuel oil using the catalytic cracking process, while the second one, converts bio-oil into synthesis gas. Syngas gasification catalysts provided by both NREL and Petrobras will be tested. The work includes experiments at both sites to produce bio-oil and then biofuels, life-cycle analysis of each route, personnel training and development of analytical methods with a duration time of two years.

09 BIOMASS FUELS↗

Compendium of Tour-Based Freight Modeling Literature

Transportation officials, metropolitan planning organizations (MPOs), and companies of varying size can all benefit from freight movement data. Obtaining freight movement data and route choice information is crucial to planning, improving current and future transportation infrastructure, locating businesses, improving efforts to streamline goods movement, especially urban goods movement, and reducing energy usage within freight transportation. Obtaining data on freight movements can also help in better planning transportation infrastructure to improve safety. Also, with increasing demands and changing consumption habits, mobility being offered as a service, and with new technologies such as 3-D printing, the landscape of freight planning is changing, as businesses compete to meet the needs of a growing customer base, while transportation planners aim at meeting these needs by maintaining and updating the transportation infrastructure.For decades, transportation research has focused on passenger travel behavior. Much of this research has examined route decision choice and, more recently, trip chaining of personal vehicles, both individually and collectively. Discrete choice modeling has commonly been used to better understand passenger movement and predict route decisions based on geographic and demographic data from Census data and personal surveys, and micro-simulation has been used to model estimated movements through the transportation network. However, there is a growing interest in examining freight movements, and although previous research has been done to look at freight route choice regarding individual trips, there is increasing interest in freight tours. This paper is an overview of the current tour-based freight modeling methodology found in the literature. Background information on tour-based freight modeling is provided, as well as common modeling methods, data sources, and findings. Consideration is given to new technologies and safety considerations excluded from the current literature. Suggestions are provided for future tour-based freight modeling studies.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Jamaica Urban Transit Company Drive-Cycle Analysis

NREL partnered with the Jamaica Urban Transit Company (JUTC) to investigate the suitability of implementing battery electric buses (BEB) on JUTC bus routes in the Kingston vicinity. In December 2017 NREL captured drive cycle data of select buses to define the utilization patterns of existing buses and to estimate which routes could be best suited for electrification based on (1) the ability of available BEB options to cover the route distance while allowing sufficient time to recharge, and (2) the route drive cycle statistics that would allow for the greatest energy efficiency gains from switching from a diesel bus to a BEB.

33 ADVANCED PROPULSION SYSTEMS↗

Fleet-wide Electrification Impacts Assessment for the Valley Transportation Authority

This report explores the long-term electrification opportunities for the Valley Transit Authority’s (VTA) transit bus fleet. The potential for transit bus electrification at VTA as well as the economic impacts of partial and complete electrification are explored. We use the Revenue Operation and Device Optimization model to determine the optimal charging, operation and lowest capital and operating cost solution to achieve different levels of electrification to meet their existing routes. This study finds that, relying on only depot charging, around 70% of the daily trips by VTA’s transit bus fleet can be replaced with battery electric buses (BEBs) today. The benefits and drawbacks of five methods for improving the electrification potential beyond that achievable with only depot charging are discussed including (1) increase charger power, (2) purchase of larger vehicle batteries, (3) en-route charging, (4) purchasing additional buses and swapping them to enable the existing routes/blocks1 to be met, and (5) route/block redesign. A strategy is developed to enable full fleet electrification by increasing charger power or allowing intraday charging as a proxy for the options mentioned above. This method allows us to develop an understanding of the impacts and trade-offs of full fleet electrification. Two charging strategies are examined. Immediate charging, when the bus is charged as soon as it arrives at a depot or en-route charging station, and smart charging, which uses a controller to determine the best times to charge to achieve the lowest charging cost, while maintaining the same trip schedules. Smart charging is effective at reducing the peak power consumption, which can be reduced by between 31% and 65% compared to immediate charging. This translates directly to lower electricity demand charges and lower costs for possible distribution system upgrades. The total lifetime net present value (NPV) costs for different scenarios are presented in Figure ES-1. Scenarios are separated into three sections. The first stacked bar on the left is the base case (business-as-usual) where all buses are diesel hybrids, the next four bars include partial and full fleet electrification utilizing only immediate charging, and the last four bars include partial and full fleet electrification utilizing smart charging. The results show that smart charging scenarios are within ±4% of the lifetime NPV cost of the diesel-hybrid only (business-as-usual) scenario. The scenarios with full fleet electrification (i.e., including intraday charging) are 4% lower cost and those with partial fleet electrification (i.e., without intraday charging) are 2%–3% higher. However, it is important to note that the intraday charging scenarios do not include any additional costs for the equipment necessary to achieve intraday charging (e.g., additional chargers, larger batteries, new route design). Additionally, it is worth noting that the Low Carbon Fuel Standard (LCFS) credit received for implementing electric buses is essential to achieving these results.

33 ADVANCED PROPULSION SYSTEMS↗

Where Have All of the Electrons Gone? Understanding the Role of Alternative Electron Flow and O 2 Reduction in Balancing Cellular Redox (Final Technical Report)

An informed understanding of the fundamentals of light-driven electron transfer reactions in photoautotrophic organisms is necessary to enable improved photosynthetic efficiencies for the production of renewable fuels and novel biomaterials. To obtain high photosynthetic yields, light energy must be efficiently coupled to the fixation of CO 2 . Sub-optimal environmental conditions and metabolic routing (caused by blocks in biosynthetic routes) can severely impact the conversion of light energy to biomass and lead to reactive oxygen production, which in turn can cause cellular damage and productivity losses. Hence, plants, algae, and photosynthetic bacteria have evolved a network of alternative outlets to sustain the flow of photosynthetically derived-electrons. Our research was focused on the nature and integration of these outlets. The data obtained in this project will inform efforts to rationally engineer crop plants and algae to improve photosynthetic yields by enhancing electron transfer reactions to CO 2 reduction and targeted biomass accumulation. A major project research thrust was focused on identifying and quantifying the flow of photosynthetic reductant through electron transfer circuits that result in the light-dependent reduction of O 2 . New energy management strategies were identified that are used when normal carbon assimilation pathways are compromised due to nutrient deprivation, and/or by a reduction in starch synthesis/carbon storage, all conditions resulting in highly reduced intracellular redox pools. The green alga Chlamydomonas reinhardtii, and likely many other algae, have multiple O 2 -reducing pathways that play critical roles in maintaining cellular metabolic balance and scavenging electrons that could potentially cause cellular damage, which in some instances leads to reduced photosynthetic yields but increased fitness. We explored the activities of three essential outlets associated with Chlamydomonas reinhardtii photosynthetic electron transport: (1) reduction of O 2 to H 2 O through Flavodiiron proteins (FLVs) and (2) Plastid Terminal Oxidases (PTOX), and (3) the synthesis of starch. Real-time measurements of O 2 exchange demonstrated that FLVs immediately engage during dark to light transitions, allowing electron transport when the CBBC is not fully activated. Under these conditions, we quantified, for the first time, maximal FLV activity and its overall capacity to direct photosynthetic electrons towards O 2 reduction. However, when starch synthesis is compromised, a greater proportion of electrons is directed toward O 2 reduction through the FLVs, while PTOX, which is sensitive to the PQ pool redox state, is activated. This suggests, that starch synthesis has an important role in priming/regulating CBBC and electron transport. We also identified a biological ‘switch’ in the green alga Chlamydomonas reinhardtii that reversibly restricts photosynthetic electron transport (PET) at the cytochrome b 6 f complex when reductant and ATP generated by PET are in excess of the capacity of carbon metabolism to utilize these products; we specifically show a restriction at this switch when sta6 mutant cells, which cannot synthesize starch, are limited for nitrogen (growth inhibition) and subjected to a dark to light transition. This restriction causes diminished electron flow to PSI, which prevents PSI photodamage, and the plastid alternative oxidase (PTOX) becomes fully activated, serving as an electron valve that dissipates excitation energy absorbed by PSII, thereby lessening PSII photoinhibition. Furthermore, illumination of the cells following the dark acclimation gradually diminishes the restriction at the switch. Future engineering of these switches may allow more effective electron transfer to lipid (biofuel) pathways and diminish the number of electrons “wasted” in the reduction of O 2 to water. Lastly, we explored metabolic routing of electrons during algal fermentation and discovered multiple novel pathways that are activated when the preferred anoxic routes are blocked. These provide valuable products (e.g. lactate, glycerol) that can be used in broad portfolio of biotechnological applications.

59 BASIC BIOLOGICAL SCIENCES↗

CoDCon Project (Final Report)

The co-decontamination (CoDCon) project was established in FY 2016 with the objectives of (a) evaluating the uncertainty in the uranium (U)/plutonium (Pu) ratio in a mixed U/Pu product from a tributyl phosphate (TBP)–based solvent extraction flowsheet, and (b) developing and demonstrating on-line optical spectroscopy for real-time monitoring of key components (e.g., Pu, U, and HNO 3 concentrations) in the process solutions. We were interested in assessing the accuracy and precision to which a specific uranium-to-plutonium (U/Pu) ratio can be achieved, which for the purposes of this project was set at a U/Pu mass ratio of 7/3. The uncertainty associated with achieving this specific target U/Pu ratio was investigated during five flowsheet tests using laboratory-scale solvent extraction equipment. In addition, optical spectroscopic techniques were incorporated into the CoDCon solvent extraction testing system, allowing real time monitoring of all input and output process streams. Two CoDCon flowsheet tests were performed in FY 2018 using a simple dissolved fuel simulant containing only U (~1 M) and Pu (~15 mM) in nitric acid (HNO 3 ; ~3 M). In FY 2019, two additional flowsheet tests were performed. For the first of these (CoDCon Run 3), the dissolved fuel simulant was similar to that used in the first two tests, with the inclusion of 1 mM neptunium (Np). The second test conducted in FY 2019 (CoDCon Run 4) used a more representative dissolved fuel simulant, including addition of non-radioactive fission product elements. A fifth CoDCon flowsheet test (CoDCon Run 5) was conducted in FY 2020, with the following additional objectives: (1) routing of the technetium (Tc) in the simulated dissolved fuel solution to the solvent extraction raffinate, and (2) routing of the Np in the simulated dissolved fuel solution to the U/Pu product. All tests used a bank of sixteen 2 cm centrifugal contactors. The tests involved first loading the solvent (30 vol% TBP dissolved in n-dodecane) with U and Pu (and Np, for Run 5), then the Pu (and Np) was stripped from the loaded solvent with a U(IV) solution (~50 mM) and the flowsheet conditions were adjusted such that some U partitioned into the Pu-containing product stream. The amount of U accompanying the Pu was monitored in real time using optical spectroscopic techniques coupled with chemometric modeling. Based on the real-time spectroscopic measurement of the U/Pu ratio, adjustments were made to the flowrate of the fresh TBP solvent phase used to scrub U from the aqueous Pu-containing product. This proved to be a very effective way to control the U/Pu mass ratio in the product. This report presents the results of the CoDCon Run 5 test. The flowsheet tested in Run 5 was substantially different than that run in the prior tests, especially the solvent loading section of the flowsheet. Two key changes were made. First, based on the objective to extract all the Np and route it with the U/Pu product, pentavalent vanadium [V(V)] was added to the feed and scrub solutions. The purpose of the V(V) was to convert all the Np to the +6 oxidation state, which is extractable by TBP. Second, a high acid (8 M HNO 3 ) scrub was added to the flowsheet to scrub the Tc from the solvent. This was followed by a low acid scrub (0.05 M HNO 3 ) to reduce the residual HNO 3 concentration in the solvent prior to the Pu stripping step. The output from the low acid scrub was collected separately, rather than routing towards the raffinate. The modifications to the solvent loading part of the flowsheet were only partially successful. The treatment with V(V) was effective at converting the Np to Np(VI). Only 1.3% of the Np remained in the raffinate solution. However, ~40% of the Np stripped out of the solvent in the low acid scrub step; nearly 20% of the Pu also was stripped from the solvent during the low acid scrub. For further development, either modifications to the flowsheet, or concentration and recycle of the low acid stream into the

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Multi-modal Energy-optimal Trip Scheduling in Real-time (METS-R) for Transportation Hubs (Final Report)

This report summarizes the work performed under the award number EE0008524. The project develops the Multi-modal Energy-optimal Trip Scheduling in Real-time (METS-R) platform as the next-generation transportation solution based on autonomous electric vehicles (AEV) serving passenger trips from and to urban transportation hubs, to substantially reduce transportation energy consumption. Extensive data collection and analyses were first conducted to understand the demand patterns and energy consumption of hub-based on-road trips. Then, a data-driven framework that consists of an analytical module and a simulation module was proposed. For the analytical module, five planning + operation tools were developed to support the planning and energy-efficient operations of urban AEV services: the charging station planning that robotically allocates charging supplies based on the stationary charging demand distribution; the transit planning and demand adaptive scheduling model that efficiently generates\ candidate transit routes from hubs to other places and dynamically adjusts the transit time table to fit the current demand; the online energy-efficient routing that learns the energy-optimal paths from observations of link-level energy consumption in real-time; the hub-based ridesharing that matches trip requests together with account for the uncertainty of future trip demand and vehicle supply; and finally, the integrated demand prediction and anomaly detection pipeline that leverages the flight/train time table and support other planning/operation tools. To demonstrate the performance of these tools, a scalable high-performance agent-based simulator was built. We divided the urban space into multiple service zones where each zone was considered as an agent for passenger generation and vehicle charging. Two types of AEV agents were coded to model two types of mobility services: AEV taxi and AEV transit. For the AEV taxi, the team implemented the functions of pickup/drop-off passengers, energy-efficient routing, ridesharing, fleet rebalancing, and recharging. For the AEV bus, the team implemented the functions of demand-adaptive route scheduling, passenger boarding, and recharging. A high-performance computing framework was introduced to receive various profiling information (such as link energy updates, vehicle speed) from the simulator instances and communicate the operational commands back to the instances. The numerical experiments show that each of the proposed operational algorithms can reduce energy consumption and improve system efficiency. Furthermore, there exists the need to collectively consider multiple planning + operational strategies as multiple strategies can influence each other in terms of performance impacts. Recommendations for future work related to AEV planning and simulation are discussed.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Fort Erie On-Demand Transit Case Study

Rural and smaller-sized communities in North America face unique mobility challenges due to their low population density, lower public transit spending per capita compared to major cities, and a high reliance on private vehicles. In recent years, communities such as Fort Erie, Ontario have restructured or advanced their public transit systems using on-demand services. Fort Erie is a relatively sparsely populated region of 32,901 residents, spread across a land area of 166 square kilometers (64 square miles), for an average population density of 193 residents per square kilometer (500 per square mile). In October 2021, the town implemented a mobility-on-demand system integrated with smartphone software to replace its fixed-route community bus system, which consisted of four buses with three routes, each with a roughly one-hour, one way loop. The new service utilizes a fleet of six minivans, two of which are retrofitted with wheelchair-accessible ramps. The system may require that a passenger requesting a standard van walk up to 400 meters (a quarter mile) to their pickup location to optimize vehicle routing while providing origin-to-destination service. The on-demand system proved effective in providing service, eclipsing pre-pandemic ridership by 40%, decreasing greenhouse gas emissions per ride by 63%, and decreasing the cost per ride to the town by 29%. This report documents both the previous system and the new system in terms of routes, ridership, costs, fuel, and other notable system parameters. This work is part of an ongoing series of case studies on providing small communities with on-demand, right-sized vehicle service coupled with a smartphone application.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

EB Vs PAM Vs VAR for Uranium Alloys

Questions were raised during the February ’97 PDP Meeting at LLNL as to the advisability of funding three separate melting development programs (Advanced Vacuum Arc Remelt (VAR), Plasma Arc Melting (PAM) and Electron Beam Melting (EB)) through PDP in this era of shrinking research funds. The main issues seemed to be: 1) Have we evaluated the potentials of the three processes sufficiently to eliminate any of them out of hand and 2) Have any of these processes to date produced results which show clear advantages over the other two. The feeling at the meeting toward the latter seemed to be that all three processes required further development before they would be accepted by the complex as the standard. As far as evaluating potential for process improvements, however, we at Livermore did go through somewhat of a trade study in 1993 when we proposed the EB route. It seemed to us that even with the elimination of the skull caster via a VIM/VAR/VAR route, the problem of recycle limitations in the VIM step due to excessive carbon pick-up limited the potential for a great improvement in material utilization using this method. A single-step, cold hearth route looked to be the preferable choice. Both EB and PAM are used commercially as cold hearth processes, and both have been used for the production of refractory and specialty metals; EB since the mid 1950’s and PAM since the mid 1980’s. Both seem to have found their individual niches with some applications being suited to EB and others to PAM. Both can be adapted to continuous casting techniques and both are capable of imparting the high heat fluxes necessary to melt refractory metals. The major differences appear to be that for most applications, the EB process is capable of producing a purer product, while PAM results in less loss of volatile components. There exists an abundance of information in the open literature on the results of processing via both routes on various materials. The attached 1984 paper gives a good explanation of electron beam melting and plasma melting, and, I believe, a fair assessment of the advantages and limitations of both processes.

36 MATERIALS SCIENCE↗

Mechanical Performance of Additively Manufactured ODS 316L and 316H Stainless Steels

This work package within the Advanced Materials and Manufacturing Technologies (AMMT) program focused on the mechanical and microstructural characterization of oxide dispersion strengthened (ODS) stainless steels produced using advanced manufacturing techniques. The research aimed to identify an accelerated development path for ODS alloys by integrating additive manufacturing (AM) technologies with recent advancements in ODS materials and traditional manufacturing methods. For FY 24, the research specifically targeted exploring an accelerated development path for ODS alloys by combining AM technologies with these advancements. Novel AM and post-build processing routes were developed for ODS austenitic alloys, including Fe-Cr-Ni alloys such as 316L and 316H. Electron microscopy and mechanical characterizations were conducted to evaluate the impact of process variables on microstructure and properties, with the goal of optimizing these properties economically. Traditionally, producing ODS alloys involves multi-day, high-energy mechanical milling of alloy powder with yttria powder, followed by milled-powder consolidation through extrusion or other methods, and additional thermomechanical processing (TMP) for property control. To overcome the challenges associated with this complex and costly approach, we propose exploring alternative, cost-effective processing routes that emphasize AM and traditional TMP methods. The new processing routes for ODS alloys have achieved significantly higher strengths—several times greater than those of wrought stainless steels—while maintaining substantial ductility and fracture toughness. This report outlines the novel and economical AM-based processing routes for ODS austenitic alloys, combined with post-build TMPs, and discusses the mechanical and microstructural characteristics of the developed materials.

36 MATERIALS SCIENCE↗

Improving the Freight Productivity of a Heavy-Duty, Battery Electric Truck by Intelligent Energy Management

This project aimed to enhance the range and reduce the operating costs of battery electric Class 8 trucks traveling over 250 miles daily. This was achieved through the development and implementation of an intelligent-Energy Management System (i-EMS) that leverages vehicle and operations data, physics-aware machine learning algorithms, and vehicle-to-cloud (V2C) connectivity. The project hypothesized that advanced machine learning algorithms and real-time data analytics could significantly improve the energy efficiency and range of these trucks. Key objectives included developing a physics-aware machine learning algorithm, implementing an i-EMS with V2C connectivity and physics-aware spatial data analytics (PSDA), and validating the system’s effectiveness with fleet partners HEB Companies and Murphy Logistics. Extensive data collection from vehicle operations, including vehicle characteristics, road conditions, and payload, was conducted. A machine learning algorithm was developed to predict energy consumption and enable proactive decision-making. The i-EMS was implemented on two Volvo VNR BEVs, with operators receiving charging and routing recommendations. Charging stations were installed at depot locations in Texas and Minnesota, with an additional on-route charger in Minnesota. Significant findings included a 14% range improvement for Murphy Logistics on a highway-driving eco-route and a 22% range improvement for HEB Companies on a city-driving eco-route. The i-EMS utilized rule-based methods and physics-based algorithms to predict and reduce energy consumption, with real-time monitoring and analysis through V2C connectivity enabling proactive decision-making. The project demonstrated the feasibility and economic viability of battery electric Class 8 trucks for long-haul operations, showcasing the potential of physics-aware machine learning in optimizing energy management. The successful implementation of the i-EMS in real-world scenarios validates its practical application and effectiveness, paving the way for the widespread adoption of battery electric vehicles in the freight transportation industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

A Review of the Biotechnological Production of Methacrylic Acid

Industrial biotechnology can lead to new routes and potentially to more sustainable production of numerous chemicals. We review the potential of biobased routes from sugars to the large volume commodity, methacrylic acid, involving fermentation based bioprocesses. We cover the key progress over the past decade on direct and indirect fermentation based routes to methacrylic acid including both academic as well as patent literature. Finally, we take a critical look at the potential of biobased routes to methacrylic acid in comparison with both incumbent as well as newer greener petrochemical based processes.

59 BASIC BIOLOGICAL SCIENCES↗

Entropy Analysis of FPGA Interconnect and Switch Matrices for Physical Unclonable Functions

Random variations in microelectronic circuit structures represent the source of entropy for physical unclonable functions (PUFs). In this paper, we investigate delay variations that occur through the routing network and switch matrices of a field-programmable gate array (FPGA). The delay variations are isolated from other components of the programmable logic, e.g., look-up tables (LUTs), flip-flops (FFs), etc., using a feature of Xilinx FPGAs called dynamic partial reconfiguration (DPR). A set of partial designs is created to fix the placement of a time-to-digital converter (TDC) and supporting infrastructure to enable the path delays through the target interconnect and switch matrices to be extracted by subtracting out common-mode delay components. Delay variations are analyzed in the different levels of routing resources available within FPGAs, i.e., local routing and across-chip routing. Data are collected from a set of Xilinx Zynq 7010 devices, and a statistical analysis of within-die variations in delay through a set of the randomly-generated and hand-crafted interconnects is presented.

97 MATHEMATICS AND COMPUTING↗

Copper-Tantalum Metal Matrix Composites Consolidated from Powder Blends by Severe Plastic Deformation

We investigated the effectiveness of severe plastic deformation by equal channel angular extrusion (ECAE) for consolidation of metal powders into metal matrix composites. Equal volumes of copper (Cu) and tantalum (Ta) powders were consolidated at ambient temperature via different ECAE routes. Composites processed by ECAE routes 4E and 4Bc were also processed at 300 °C. The resulting materials were characterized by scanning electron microscopy (SEM) and compression testing. Processing by route 4Bc at 300 °C resulted in the highest compressive strength, lowest anisotropy, and least strain rate sensitivity. We conclude that the superior properties achieved by this route arise from mechanical bonding due to interlocking Cu and Ta phases as well as enhanced metallurgical bonds from contact of pristine metal surfaces when the material is sheared along orthogonal planes.

36 MATERIALS SCIENCE↗