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DOE OSTI2024

Carbon Management Projects (CONNECT) Database and Explorer

Overview The Carbon Management Projects (CONNECT) Toolkit is an online exploratory visualization tool developed by the U.S. Department of Energy's (DOE) Office of Fossil Energy and Carbon Management (FECM) with support from other federal agencies such as the U.S. Environmental Protection Agency (EPA) and the U.S. Department of Transportation (DOT). It provides a single point of access to authoritative information on federal agency investment in a portfolio of research, development, and demonstration (RD&D) projects that have been publicly announced to advance technologies for point source carbon capture, carbon dioxide removal, transport, storage, and conversion, collectively referred to as carbon management. The RD&D programs covered in this tool are authorized by annual congressional appropriations ("Base Program") and the 2021 Infrastructure Investment and Jobs Act (IIJA). The tool also incorporates public information on other federal initiatives, such as the Regional Clean Hydrogen Hubs, and public information released by other government agencies, such as the Environmental Protection Agency's (EPA) and Primacy States’ Underground Injection Control Class VI permits and EPA’s facility level greenhouse gas (GHG) emissions. Developed in a geographic information system, the tool organizes carbon management projects into five groups based on the primary technology that a project aims to advance, each visually represented as a digital layer ("carbon management project layer"). Only federally funded projects are included, which can be awarded projects that are completed or ongoing, or projects that have been selected but are currently under negotiation. Project information can be viewed in the map or in the attribute table below it when turned on. In the map view, each project is displayed at either its host site (for field work), where available, or its performer site (project lead's location, further explained in the table below). Host sites and performer sites are represented in distinct icons. Several reference layers offer additional public information on infrastructural and natural resource environment for carbon management. These reference layers, combined with multiple geographical basemaps, enable users to visualize the carbon management project layers in context. Carbon management project information will be updated monthly based on feedback and information availability. Carbon management project layers Point Source Carbon Capture (PSC) This layer contains DOE-funded projects focused on capturing carbon dioxide (CO2) from power plants or industrial facilities. Carbon Dioxide Removal (CDR) This layer contains DOE-funded projects focused on capturing CO2 from the atmosphere, including direct air capture (DAC) and DAC hubs, direct ocean capture, enhanced mineralization, and biomass carbon removal and storage. For projects with multiple host sites, each of the sites are displayed individually with the project cost and cost sharing information representing the total for the entire project. Carbon Transport This layer contains DOE- and DOT-funded projects focused on CO2 transport. The Transport Research and Development sublayer contains projects that do not involve physical infrastructure; the Proposed Transport Corridor sublayer contains projects for which either a route for the transport infrastructure has been proposed or a general area for the transport infrastructure has been identified. Carbon Storage This layer contains DOE-funded key projects focused on CO2 storage. For projects with multiple field-work sites, each of the sites are displayed individually on the map with the project cost and cost sharing information representing the overall total for the entire project. Carbon Conversion This layer contains DOE-funded projects focused on converting CO2 into economically valuable products. Reference layers The following layers provide additional information in the geographic proximity of carbon management projects. Users should reference the original sources for more details (weblinks provided below and in pop-up windows on the map). Regional Clean Hydrogen Hub and Facility These layers illustrate the approximate areas of the Regional Clean Hydrogen Hubs announced by DOE's Office of Clean Energy Demonstrations (OCED) and the approximate locations of individual facilities that constitute the hubs (see "Where are the H2Hubs located?" on the webpage linked above). EPA Facility Level GHG Emissions (direct emitter) This layer shows direct CO2 emissions from stationary sources in 2022, using data extracted from EPA's Facility Level Information on GreenHouse gases Tool (FLIGHT). Captured and injected CO2 are not deducted from direct emitters’ total emissions. Contact EPA for additional details. Underground Injection Control Class VI permit/permit application This layer shows the locations of CO2 injection wells that are granted or in the process of applying for an Underground Injection Control Class VI permit by EPA or a Primacy State (currently Louisiana, North Dakota, and Wyoming). The URLs for the permits or permit applications are provided in the pop-up windows associated with the well locations. Contact EPA for additional details. Carbon Storage Resource This layer contains information on prospective CO2 storage resources in saline formations and oil and gas reservoirs provided by the National Carbon Sequestration Database and Geographic Information System (NATCARB) spatial database. Contact NETL for additional details. Existing CO2 pipeline This layer shows active CO2 pipelines based on information digitized from the map issued by the Pipeline and Hazardous Materials Safety Administration (PHMSA). Contact PHMSA for additional details.

Carbon Conversion↗
DOE OSTI2018

The Future of Transportation Electrification: Utility, Industry and Consumer Perspectives

Electric vehicles (EVs) today are a small part of the U.S. transportation fleet. Technological advancements, automotive industry investments and state policies are driving increased transportation electrification. Bloomberg New Energy Finance projects that by 2040, 55 percent of new sales of automobiles worldwide will be EVs. Increased transportation demand for electricity will require additional investments in the distribution system and will impact the bulk power system as load profiles change. At the same time, managed EV charging and discharging can make more efficient use of distribution system assets and increase grid flexibility. EVs also hold promise for lowering transportation costs and reducing air emissions. Infrastructure needs to electrify transportation across the United States far exceed current investment plans by EV charging companies, the public sector and others. Utilities are building “make-ready” infrastructure to ease development of public charging stations and offering rates tailored for EVs, and some utilities are directly investing in charging stations. The growth of EVs raises a number of questions for policymakers and others: How much public charging infrastructure will be needed, where should it be built and when will it be used? What role should utilities play in developing the infrastructure, compared to EV charging companies?How should charging infrastructure costs be allocated among utility customers? How should electricity rates be set to encourage efficient grid use and minimize negative grid impacts? How are states preparing for increasing electrification of the transportation sector? This report in the Future Electric Utility Regulation series from Berkeley Lab, tackles these questions and more. The report approaches the issues from three perspectives: utilities, the EV charging industry and consumers.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2019

Washington State Highway Bridge Seismic Screening Tool (BSST) (Technical Report)

The Regional Resiliency Assessment Program (RRAP) is a cooperative assessment of specific critical infrastructure within a designated geographic area and a regional analysis of the surrounding infrastructure that addresses a range of infrastructure resilience issues that could have regionally and nationally significant consequences. In 2017, the U.S. Department of Homeland Security’s Cybersecurity and Infrastructure Security Agency (CISA) sponsored the Washington State Transportation Systems RRAP project in coordination with the Washington Emergency Management Division (EMD), Washington State Department of Transportation (WSDOT), and other regional stakeholders. This project is focused on assessing the impacts of a Cascadia Subduction Zone (CSZ) earthquake on state transportation systems and, in particular, how those impacts may affect the ability of emergency response efforts to move supplies into the region. The intended outcome of this analysis is the prioritization of transportation routes and modes for additional planning, investment, hardening, or other activities to enhance their resilience - and therefore, to enhance their ability to support response and recovery efforts following a CSZ earthquake. An important part of this transportation system-level assessment has been to assess the seismic vulnerability of the state highway system. In doing so, the RRAP project team developed a Bridge Seismic Screening Tool (BSST) to assess, at a system-level, the potential impacts that a CSZ earthquake could have on state highway bridges. The first step in the BSST is to assess the seismic vulnerability of highway bridge infrastructure in Washington State following a CSZ earthquake to determine a projected or potential damage state. Damage states are then used to determine approximate reopening times for bridge crossings.2 This document provides details on the methodological development of the BSST, the implementation of that tool to analyze the projected damage incurred in a CSZ earthquake scenario, and the determination of corresponding reopening times of interstate and state highway bridges following such an event. The BSST was implemented programmatically using a Microsoft Excel macro-enabled workbook; instructions on use of this tool are provided in the accompanying report, Washington State Highway Bridge Seismic Screening Tool (BSST) - User Manual.

42 ENGINEERING↗
DOE OSTI2021

Evaluation of Electrical Resistivity Tomography to Monitor the Transport of Past Releases Beneath Tank Farms

Underground storage tanks at the Hanford Site, in southeastern Washington State, hold radioactive waste generated from four decades of plutonium production. The 149 single-shell tanks and the 28 double-shell tanks have all exceeded their initial design life of approximately 25 years. At least 67 tanks are assumed to have leaked in the past, resulting in radioactive releases into the vadose zone. Gamma ray logging within dry monitoring wells is currently the primary method for tracking the migration of leaked tank waste through the vadose zone. While this approach provides an accurate assessment of radioactive contamination, that information is only provided near (within ~1m) the borehole, leaving most of the vadose zone unmonitored, particularly the important region directly beneath the tank. This report describes a numerical study that investigates the feasibility and performance of time-lapse 3D electrical resistivity tomography (ERT) for long-term monitoring of a hypothetical tank waste location and migration through the vadose zone. ERT is a method of remotely imaging the bulk electrical conductivity (EC) of the subsurface, which is significantly impacted by the presence of conductive solid and liquid tank waste. The release of liquid tank wastes increases subsurface fluid conductivity and saturation over time, creating a target to use time-lapse ERT for long-term monitoring. Although the presence of metallic infrastructure can cause ERT interference, recent advancements in ERT data processing enable the deleterious effects of buried metallic infrastructure (e.g. pipes, wellbore casings, tanks) to be removed to better determine the liquid tank waste migration over time. Three hypothetical realistic scenarios were simulated in the ERT evaluation. The first two scenarios assume the same leak amount and rate (i.e., between 1/1/1951 and 12/31/1951 at the rate of 347 m 3 per year) but different leaky tanks. Scenario 1 assumes leaks under tank B-102, which is located on the edge of the B-tank farm and surrounded by a few metallic infrastructure including cased pipes/wells/tanks. Scenario 2 assumes leaks under tank B-108, which is located near the center of the B-tank farm and surrounded by larger amount of metallic infrastructure than B-102. Scenario 3 assumes the same metallic infrastructure as B-102, with a more recent contaminant leak that was simulated to have occurred between 1/1/2018 and 12/31/2023 at a rate of 1.89 m 3 per year. The leak time in Scenarios 1 and 2 corresponds to a historical overfill event in 1951 and Scenario 3 corresponds to a recent found tank leak in 2019. In each scenario, a “true” bulk EC model vs. time reflecting contaminant migration was generated. ERT data was simulated from these “true” bulk EC models and a time-lapse ERT inversion produced “imaged” bulk EC vs. time. Three electrode configurations in two, four and eight boreholes surrounding the leak tank were used in the ERT simulations in each scenario. These borehole configurations were considered logistically feasible and cost-effective for monitoring. The hypothetical ERT boreholes are assumed to have non-metallic casing. By comparing the “imaged” bulk EC with the “true” bulk EC, it was demonstrated that the three configurations of wells used (two, four, and eight wells) were able to successfully monitor the migration of tank leaks through the vadose zone, with bulk EC resolution increasing with the number of down borehole ERT arrays for all scenarios. Therefore, the use of eight boreholes to perform ERT monitoring beneath the tanks provided the best spatiotemporal information.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2022

Climate Vulnerability Assessment and Resilience Planning for Idaho National Laboratory

Idaho National Laboratory’s (INL’s) mission is to discover, demonstrate, and secure innovative nuclear energy solutions, other clean energy options, and critical infrastructure. This INL’s Climate Vulnerability Assessment and Resilience Plan (VARP) was developed to enable and sustain that mission while ensuring the viability of operations considering expected climate change impacts. The VARP was developed according to the narrative requirements from the “Vulnerability Assessment and Resilience Planning Guidance, Version 1.2” document issued in February 2022. A prescribed process was used to identify mission-critical systems and components, determine historical and expected climate impacts, and develop resilient solutions. Experts from across INL, including operations staff, researchers, and climate scientists supplied input to the process. Analyses of climate modeling sources revealed that under scenarios of higher and lower greenhouse gas emissions (Representative Concentration Pathway (RCP) 4.5 and RCP 8.5), INL anticipates an increase in climate hazards, including drought, heat waves, wildfire, and precipitation. Increased frequency and duration of climatic hazards forecasts high impacts on certain mission-critical asset and infrastructure types. Utilizing the VARP Risk Assessment Tool, projected high climate hazard impacts across multiple asset and infrastructure types at the INL include energy generation and distribution systems, Site buildings, specialized or mission-critical equipment, and transportation and fleet infrastructure. Some of these mission-critical asset and infrastructure types maintain high adaptive capacity to climatic changes; however, others may need additional adaptive capacity to withstand increased frequency and duration of climate hazards. INL identified close to 300 resilient solutions that were consolidated into 11 solution categories to be tracked in the Department of Energy Sustainability Dashboard. The identified solutions are a starting point for future project development and analysis. These data are intended to inform decision makers on climate issues and potential solutions across INL and associated communities. The VARP is not intended to be a budget tool or project decision document on its own, but rather one of many tools used by decision makers to establish resilient priorities. This initial document provides the framework and foundation to resilient solutions. In the coming years, each solution needs to be fully developed, costed, and prioritized based on mission-critical risk and funding priorities.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2023

The Value of Sharing and Consolidating Critical Community, Electricity, and Natural Hazard Information

The California Public Utilities Commission (CPUC) sought support for the development of database schema specifications for a bi-directional data portal that would foster cross-jurisdictional collaboration necessary to improve resilient energy infrastructure planning processes. This technical assistance activity involved Berkeley Lab researchers reviewing 34 local/tribal government hazard mitigation plans to assess (1) the natural hazards that communities are most concerned about; (2) the variety of–and terminology used to describe–critical community infrastructure; and (3) the availability of GIS information that could be incorporated into CPUC-mandated "Microgrid Planning Portals". In addition, we develop a common, but generic data taxonomy showing what fields to collect to encourage consolidating and sharing of this information in the future. Finally, we partnered with the Bishop Paiute tribal government to demonstrate the value of combining electricity infrastructure, natural hazard layers, and critical community infrastructure into a series of maps. The project demonstrated that a single system containing both electric utility and community infrastructure data—as well as information about natural hazards—will help the state of California, the IOUs, first responders, and long-term planners better prepare for—and thus lower their exposure to these ongoing and emerging hazards. The project also identified a number of challenges that will need to be overcome before it is possible to stand up a single system to display this information.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2023

Implementation of an ICS Ransomware Testbed: Scenarios, Variants, and Evaluation Methods

Ransomware attacks on Industrial Control Systems (ICS) have emerged as a formidable threat to the United States’ critical infrastructure, eliciting grave concerns regarding national security. In March 2023, the FBI Internet Crime Complaint Center (IC3) unveiled its 2022 Internet Crime Report, highlighting a concerning 870 complaints related to ransomware impacting U.S. critical infrastructure. Of the country's 16 critical infrastructure sectors, 14 encountered at least one ransomware attack. Notably, while the Healthcare and Public Health sector suffered the most, reporting 210 attacks, sectors pivotal to ICS networks and governmental organizations were also targeted: the Defense Industrial Base reported 1 attack, Water and Wastewater Systems 3, Chemical 19, Energy 15, Government Facilities 115, and Critical Manufacturing 157. For instance, a ransomware attack on a major chemical company could jeopardize not only its production but also pose environmental risks should systems controlling hazardous materials be compromised. In 2022, three ransomware variants predominantly targeted U.S. critical infrastructure: HIVE, with 87 attacks; ALPHV/BlackCat, with 114; and LOCKBIT, with 149. Several cyber-attacks, such as the MOVEit data breach in May 2023 and the Colonial Pipeline ransomware attack in May 2021, have been so impactful that they commanded national attention. The DarkSide hacking group's assault on the Colonial Pipeline, initiated on May 6th, 2021, stands as one of the most substantial and publicly acknowledged cyber-attacks against U.S. critical infrastructure. The group exploited an exposed Virtual Private Network (VPN) password, paving the way for initial intrusion and subsequent data theft. A mere day later, DarkSide unleashed a ransomware attack that compromised vital accounting and billing systems, prompting an immediate shutdown of the pipeline to mitigate further ransomware proliferation across its network. This crisis spurred a robust response from the U.S. president and regulators, culminating in a national emergency declaration related to the pipeline shutdown on May 9th, 2021. This incident mirrors the 2017 NotPetya ransomware attack that significantly impacted the shipping giant Maersk, highlighting an urgent need for fortified cybersecurity across various industries. Future incidents, akin to the Colonial Pipeline attack, could potentially be mitigated—or entirely averted—should government agencies and private entities scrutinize system vulnerabilities, exploring various ransomware types and entry points. Proactive measures, such as conducting experiments on VPN accounts or auditing passwords to pinpoint duplicate usage across diverse systems and software, might illuminate feasible entry points and vulnerability zones within an organization's systems.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2024

National Zero-Emission Freight Corridor Strategy

The United States has committed to decarbonizing freight transportation by advancing the deployment of commercial zero-emission medium- and heavy-duty vehicles (ZEMHDVs) and infrastructure. It is pursuing this goal by leveraging historic federal and private investments, policies, and partnerships. Through the U.S. National Blueprint for Transportation Decarbonization1 and the Global Memorandum of Understanding for Zero-Emission Medium- and Heavy-Duty Vehicles,2 the United States has committed to identifying viable pathways and implementation actions that promote at least 30% ZE-MHDV sales by 2030, with a goal of 100% by 2040. These actions, along with the investments laid out in the Bipartisan Infrastructure Law and Inflation Reduction Act, put the nation on a path to advancing transportation and infrastructure solutions that are better for freight movement, our communities, the environment, and the economy. Providing ubiquitous and convenient access to electric vehicle (EV) charging and hydrogen refueling along our nation’s freight corridors, and at truck depots within freight hubs, is key to successfully deploying ZE-MHDVs. Consistent with its charge in the Bipartisan Infrastructure Law, 3 the Joint Office of Energy and Transportation (Joint Office), in collaboration with the U.S. Department of Energy (DOE), Department of Transportation, and the Environmental Protection Agency, has developed the National Zero-Emission Freight Corridor Strategy (Strategy). The Strategy guides infrastructure deployment to meet growing market demands; catalyze public and private investment; and support utility and regulatory planning and action at local, state, and regional levels.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

DOE BSSD Performance Management Metrics Report Q1

Microbes play key roles in our biosphere, from driving global nutrient cycling to impacting plant, animal and human health and disease. Complex data from microbial genomes, proteins, and metabolites provide a window into these tiny engines that drive life on our planet. Yet these data are dispersed among researchers’ laboratories and various repositories, making it difficult to access. This calls for new ways of managing data, improving data interoperability, advancing community standards, and creating an infrastructure where data are shared efficiently. We have built the National Microbiome Data Collaborative (NMDC) to advance how scientists create, use, and reuse data to redefine the way we understand and harness the power of microbes. The vision of the National Microbiome Data Collaborative (NMDC) is to drive a microbiome data sharing network connecting data, people, and ideas to advance microbiome innovation and discovery. The NMDC was launched in 2019 and brought together DOE National Laboratories to collaborate across resources, capabilities, and expertise. The NMDC team was strategically assembled to include software developers, microbial researchers, metadata experts, and multi-omics specialists. The diversity of the NMDC team reflects the inherently interdisciplinary nature of microbiome science, and we leverage the strengths of the DOE National Laboratory system. Towards BER’s goal of advancing an iterative systems biology approach to the understanding of microbial genomes, the NMDC serves as a foundation for infrastructure, data standards, and community building. Together with the flagship DOE User Facilities, the Joint Genome Institute (JGI) and the Environmental Molecular Sciences Laboratory (EMSL), we are developing core capabilities in metadata standards for environmental descriptors and sample handling and processing; standardized bioinformatic workflows; an interface for data search and access; and robust community engagement activities. The NMDC production platform supports long-term data infrastructure and community building for BER’s bioenergy and environmental research goals. Our approach leverages lessons learned and an ambitious framework for collaborative, interdisciplinary data infrastructure to support microbiome research. The NMDC supports data, information, and knowledge access through three defined software tools – the Submission Portal, NMDC EDGE, and the Data Portal – driven by community needs. Herein, we describe the value proposition for the microbiome research community, our overarching strategy, and challenges and opportunities for developing the NMDC as both an infrastructure and community engagement program.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2025

Enhanced Lighting Signals for Safety and Efficiency - Experiments With Addressable LEDs

For enhanced roadway safety, clear and immediate visual cues are essential for preventing accidents between drivers and pedestrians. At intersections, however, the line of sight to other roadway users may be obstructed by vehicles and infrastructure. Additionally, adverse conditions, including low visibility, poor weather, or inadequate lighting can increase the potential for collisions. Distracted drivers and pedestrians can further exacerbate the risk of accidents, particularly when using a smartphone, rather than focusing on roadway surroundings. These issues demonstrate the need for infrastructure upgrades that enhance visibility and awareness at crosswalks. A potential solution is through enhanced lighting signals integrated into the roadway infrastructure. One such example is the use of addressable LEDs, individually controllable lights that can change color and brightness instantaneously through programmable microcontrollers. They can be installed and integrated into crosswalks to maintain visibility in conditions where pedestrians may be difficult to see, while also offering peripheral cues to pedestrians who may be distracted by their phones or other objects rather than the road. Such a system (as one example) that is integrated into a traffic intersection digital twin that tracks all roadway users accurately, has the potential to enhance visibility of vulnerable road users, and thus enhance safety. This paper examines the potential implementation and feasibility of this technology, as well as the safety benefits it could provide. Laboratory experiments with addressable LEDs reveal the capabilities and challenges of this technology for roadway infrastructure safety. These findings could pave the way for more integrated lighting in infrastructure for vehicles and pedestrians at intersections, merge and diverge locations, and other areas where complex interactions present safety hazards. Such lighting solutions, enabled by modern computation and communications, could enhance safety and efficiency in our transportation system and improve overall mobility.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2026

Stakeholder Questionnaire on Fish Passage Facilities at U.S. Hydropower Developments

To mitigate the environmental impacts of hydropower dams on fish populations in rivers, fish passage infrastructure may be required by regulatory authorities or recommended by state or federal agencies to allow migratory fish to pass hydropower barriers and complete their life histories. However, information on the location, types, and characteristics of fish passage infrastructure is incomplete at the national scale. This lack of information limits understanding of current fish passage capabilities and hinders efforts to anticipate future passage requirements during project licensing or relicensing. To address this knowledge gap, researchers at Oak Ridge National Laboratory partnered with federal agency and industry stakeholders to create the first national-scale database of fish passage infrastructure at U.S. hydropower developments. As part of this effort, a stakeholder questionnaire was created and deployed to solicit information on fish passage infrastructure, including engineering characteristics, operational schedules, targeted species, and costs. This online questionnaire was designed to allow respondents to provide highly detailed information regarding fish passage capabilities at U.S. hydropower developments as efficiently as possible. The questionnaire improved database coverage and accuracy by providing valuable development- or passage-specific stakeholder knowledge that is not otherwise publicly available. However, questionnaire response rates were low, and stakeholders showed a preference for providing data via the spreadsheet template. This is likely because most stakeholders had high-level knowledge about fish passage existence and type at many features, and few stakeholders had highly detailed, feature-specific knowledge of fish passage infrastructure, cost, operational scheduling, and capabilities. Nonetheless, the development and deployment of the stakeholder questionnaire advanced the project in several fundamental ways, and a similar questionnaire may be valuable for future database expansion via targeted dissemination to stakeholders with confirmed knowledge of detailed fish passage information at specific hydropower projects.

13 HYDRO ENERGY↗
DOE OSTI2026

EVs-at-RISC: A Secure and Resilient Interoperable SCM Control System Architecture for Electric Vehicle’s-at-Scale (Final Technical Report)

The EVs-at-RISC project was a five-year research, development, and demonstration initiative to create foundational tools for utility-scale fleet aggregation and Smart Charge Management (SCM) of Electric Vehicles (EV), Electric Vehicle Charging Infrastructure (EVCI), and related Distributed Energy Resources (DER). Rather than seeking to develop and demonstrate highly perfected SCM algorithms and control strategies, this project instead focused on creating foundational software solutions that enable unprecedented digital interoperability across the communications technologies and vendor platforms used to manage EV , EVCI, and DER, as well as existing energy management infrastructure operated by utilities, grid operators, and aggregators. This project then extends these novel interoperability capabilities to develop and deploy powerful middleware abstractions across grid edge networks and EVCI/DER fleet aggregations incorporating modern software tools and best practices, such as CI/CD, to bring the immense capabilities of infrastructure-as-code and policy-as-code to modern grid edge network environments. This addresses the foremost systemic issues preventing realization of any net operational benefits from scaled deployment of behind-the-meter EV, EVCI, and DER assets in electric power grids and markets today. The results of this approach and project unlock massive potential for new SCM capabilities to be easily prototyped, evaluated, and deployed at-scale within the existing grid edge network infrastructure and EVCI/DER technology ecosystem. The EVs-at-RISC project achieves this by extending Open Field Message Bus (OpenFMB), a conceptual model for digital interoperability and distributed intelligence in traditional front-of-meter utility SCADA networks, validating our hypothesis that OpenFMB could be similarly used to solve systemic digital interoperability issues in behind-the-meter environments and unlock real-world utility-scale SCM capabilities without requiring any new proprietary vendor solutions or significant infrastructure reconfiguration.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2017

Game-theoretic strategies for asymmetric networked systems

Abstract—We consider an infrastructure consisting of a network of systems each composed of discrete components that can be reinforced at a certain cost to guard against attacks. The network provides the vital connectivity between systems, and hence plays a critical, asymmetric role in the infrastructure operations. We characterize the system-level correlations using the aggregate failure correlation function that specifies the infrastructure failure probability given the failure of an individual system or network. The survival probabilities of systems and network satisfy first-order differential conditions that capture the component-level correlations. We formulate the problem of ensuring the infrastructure survival as a game between anattacker and a provider, using the sum-form and product-form utility functions, each composed of a survival probability term and a cost term. We derive Nash Equilibrium conditions which provide expressions for individual system survival probabilities, and also the expected capacity specified by the total number of operational components. These expressions differ only in a single term for the sum-form and product-form utilities, despite their significant differences.We apply these results to simplified models of distributed cloud computing infrastructures.

Rao, Nageswara S.↗
DOE OSTI2025

Community-Informed Urban Flood Modeling for Impact Mitigation

The intensification of the hydrologic cycle due to climate change poses a threat to aging and under-designed water infrastructure systems which cannot adequately manage intense storm events. Developing a comprehensive plan for managing rain-driven flooding events is challenging due to uncertainties in the magnitude and frequency of future storm events and conflicting stakeholder objectives. In the City of Baltimore, Maryland, stormwater infrastructure is struggling to keep up with rainfall-driven (pluvial) flooding events, which regularly damage housing and disrupt transportation for residents. In this study, a hybrid of community engagement, numerical modeling, and artificial intelligence techniques are employed to explore prospective urban flooding adaptations. Community engagement drives the development of an urban flooding model (EPA Storm Water Management Model) for the Baltimore Harbor watershed. The model integrates complex surface and subsurface stormwater infrastructure data from the City, high-resolution spatial data, insights from local public works experts, and the lived experiences of City residents. This co-developed model simulates adaptations of interest to stakeholders in the city, including green and grey infrastructure and operational management strategies. Stormwater management scenarios focused on inlet cleaning and spatially concentrated green infrastructure are found to be the most effective in reducing flood depths in community priority locations. Together, these adaptations can reduce the duration of intersection inundation by more than twenty minutes, allowing for quicker emergency response and restoration of typical transportation systems. Future work will combine this community engaged flooding model with the Deep Uncertainties Pathways framework to explore tradeoffs between adaptations and develop dynamic adaptations which align with community objectives, enhance climate resilience in Baltimore, and can be adjusted in response to changing future conditions.

Ava, Spangler [Pennsylvania State University]↗
NASA NTRS2001

Road Extraction from AVIRIS Using Spectral Mixture and Q-Tree Filter Techniques

Accurate road location and condition information are of primary importance in road infrastructure management. Additionally, spatially accurate and up-to-date road networks are essential in ambulance and rescue dispatch in emergency situations. However, accurate road infrastructure databases do not exist for vast areas, particularly in areas with rapid expansion. Currently, the US Department of Transportation (USDOT) extends great effort in field Global Positioning System (GPS) mapping and condition assessment to meet these informational needs. This methodology, though effective, is both time-consuming and costly, because every road within a DOT's jurisdiction must be field-visited to obtain accurate information. Therefore, the USDOT is interested in identifying new technologies that could help meet road infrastructure informational needs more effectively. Remote sensing provides one means by which large areas may be mapped with a high standard of accuracy and is a technology with great potential in infrastructure mapping. The goal of our research is to develop accurate road extraction techniques using high spatial resolution, fine spectral resolution imagery. Additionally, our research will explore the use of hyperspectral data in assessing road quality. Finally, this research aims to define the spatial and spectral requirements for remote sensing data to be used successfully for road feature extraction and road quality mapping. Our findings will facilitate the USDOT in assessing remote sensing as a new resource in infrastructure studies.

Gardner, Margaret E.↗
NASA NTRS2010

Handling Emergency Management in [an] Object Oriented Modeling Environment

It has been understood that protection of a nation from extreme disasters is a challenging task. Impacts of extreme disasters on a nation's critical infrastructures, economy and society could be devastating. A protection plan itself would not be sufficient when a disaster strikes. Hence, there is a need for a holistic approach to establish more resilient infrastructures to withstand extreme disasters. A resilient infrastructure can be defined as a system or facility that is able to withstand damage, but if affected, can be readily and cost-effectively restored. The key issue to establish resilient infrastructures is to incorporate existing protection plans with comprehensive preparedness actions to respond, recover and restore as quickly as possible, and to minimize extreme disaster impacts. Although national organizations will respond to a disaster, extreme disasters need to be handled mostly by local emergency management departments. Since emergency management departments have to deal with complex systems, they have to have a manageable plan and efficient organizational structures to coordinate all these systems. A strong organizational structure is the key in responding fast before and during disasters, and recovering quickly after disasters. In this study, the entire emergency management is viewed as an enterprise and modelled through enterprise management approach. Managing an enterprise or a large complex system is a very challenging task. It is critical for an enterprise to respond to challenges in a timely manner with quick decision making. This study addresses the problem of handling emergency management at regional level in an object oriented modelling environment developed by use of TopEase software. Emergency Operation Plan of the City of Hampton, Virginia, has been incorporated into TopEase for analysis. The methodology used in this study has been supported by a case study on critical infrastructure resiliency in Hampton Roads.

Tokgoz, Berna Eren↗
NASA NTRS2011

Space Telecommunications Radio System (STRS) Compliance Testing

The Space Telecommunications Radio System (STRS) defines an open architecture for software defined radios. This document describes the testing methodology to aid in determining the degree of compliance to the STRS architecture. Non-compliances are reported to the software and hardware developers as well as the NASA project manager so that any non-compliances may be fixed or waivers issued. Since the software developers may be divided into those that provide the operating environment including the operating system and STRS infrastructure (OE) and those that supply the waveform applications, the tests are divided accordingly. The static tests are also divided by the availability of an automated tool that determines whether the source code and configuration files contain the appropriate items. Thus, there are six separate step-by-step test procedures described as well as the corresponding requirements that they test. The six types of STRS compliance tests are: STRS application automated testing, STRS infrastructure automated testing, STRS infrastructure testing by compiling WFCCN with the infrastructure, STRS configuration file testing, STRS application manual code testing, and STRS infrastructure manual code testing. Examples of the input and output of the scripts are shown in the appendices as well as more specific information about what to configure and test in WFCCN for non-compliance. In addition, each STRS requirement is listed and the type of testing briefly described. Attached is also a set of guidelines on what to look for in addition to the requirements to aid in the document review process.

Handler, Louis M.↗
NASA NTRS2017

Kennedy Space Center: Apollo to Multi-User Spaceport

NASA Kennedy Space Center (KSC) was established as the gateway to exploring beyond earth. Since the establishment of KSC in December 1963, the Center has been critical in the execution of the United States of Americas bold mission to send astronauts beyond the grasp of the terra firma. On May 25, 1961, a few weeks after a Soviet cosmonaut became the first person to fly in space, President John F. Kennedy laid out the ambitious goal of landing a man on the moon and returning him safely to the Earth by the end of the decade. The resultant Apollo program was massive endeavor, driven by the Cold War Space Race, and supported with a robust budget. The Apollo program consisted of 18 launches from newly developed infrastructure, including 12 manned missions and six lunar landings, ending with Apollo 17 that launched on December 7, 1972. Continuing to use this infrastructure, the Skylab program launched four missions. During the Skylab program, KSC infrastructure was redesigned to meet the needs of the Space Shuttle program, which launched its first vehicle (STS-1) on April 12, 1981. The Space Shuttle required significant modifications to the Apollo launch pads and assembly facilities, as well as new infrastructure, such as Orbiter and Payload Processing Facilities, as well as the Shuttle Landing Facility. The Space Shuttle was a workhorse that supported many satellite deployments, but was key for the construction and maintenance of the International Space Station, which required additional facilities at KSC to support processing of the flight hardware. After reaching the new Millennium, United States policymakers searched for new ways to reduce the cost of space exploration. The Constellation Program was initiated in 2005 with a goal of providing a crewed lunar landing with a much smaller budget. The very successful Space Shuttle made its last launch on July 8, 2011, after 135 missions. In the subsequent years, KSC continues to evolve, and this paper will address past and future efforts of the transformation of the KSC Apollo and Space Shuttle heritage infrastructure into a more versatile, multi-user spaceport. The paper will also discuss the US Congressional and NASA initiatives for developing and supporting multiple commercial partners, while simultaneously supporting NASAs human exploration initiative, consisting of Space Launch System (SLS), Orion spacecraft and associated ground launch systems. In addition, the paper explains the approach with examples for NASA KSC to leverage new technologies and innovative capabilities developed to reduce the cost to individual users.

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