@article{mamun2018integrated,
    title = {An Integrated Design and Control Optimization Framework for Hybrid Military Vehicle Using Lithium-Ion Battery and Supercapacitor as Energy Storage Devices},
    author = {Mamun, Abdullah-Al and Liu, Zifan and Rizzo, Denise and Onori, Simona},
    year = {2018},
    journal = {IEEE Transactions on Transportation Electrification},
    volume = {5},
    number = {1},
    pages = {239--251},
    issn = {2332-7782},
    doi = {10.1109/tte.2018.2869038},
    url = {https://doi.org/10.1109/tte.2018.2869038},
    language = {en},
    keywords = {Supercapacitor, Battery (electricity), Energy storage, Lithium (medication), Lithium-ion battery, Automotive engineering, Control (management), Computer science, Materials science, Engineering, Capacitance, Chemistry, Physics, Electrode, Power (physics)},
}

@misc{rizzoni2005modeling,
    title = {Modeling, simulation, and concept design for hybrid-electric medium-size military trucks},
    author = {Rizzoni, Giorgio and Josephson, John R. and Soliman, Ahmed and Hubert, Christopher J. and Cantemir, Codrin-Gruie and Dembski, Nicholas and Pisu, Pierluigi and Mikesell, David and Serrao, Lorenzo and Russell, James and Carroll, Mark},
    year = {2005},
    howpublished = {Proceedings of SPIE, the International Society for Optical Engineering/Proceedings of SPIE},
    volume = {5805},
    pages = {1--12},
    doi = {10.1117/12.604335},
    url = {https://doi.org/10.1117/12.604335},
    language = {en},
    keywords = {Truck, Powertrain, Automotive engineering, Automotive industry, Scalability, Computer science, Design of experiments, Generator (circuit theory), Drivetrain, Simulation, Engineering, Torque, Power (physics), Aerospace engineering},
}

@article{khaparde2024investigation,
    title = {Investigation of a Non-linear Suspension System for Electric Multi-axle Military Truck Moving over Cross Country Terrains},
    author = {Khaparde, Mayank and Shakya, Piyush and Shankar, K.},
    year = {2024},
    journal = {Journal of Vibration Engineering \& Technologies},
    volume = {12},
    number = {S2},
    pages = {2173--2186},
    issn = {2321-3558},
    doi = {10.1007/s42417-024-01527-5},
    url = {https://doi.org/10.1007/s42417-024-01527-5},
    language = {en},
    keywords = {Truck, Axle, Suspension (topology), Automotive engineering, Range (aeronautics), SAFER, Engineering, Computer science, Structural engineering, Aerospace engineering, Computer security},
}

@article{catenaro2021framework,
    title = {Framework for energy storage selection to design the next generation of electrified military vehicles},
    author = {Catenaro, Edoardo and Rizzo, Denise and Onori, Simona},
    year = {2021},
    journal = {Energy},
    volume = {231},
    pages = {120695},
    issn = {0360-5442},
    doi = {10.1016/j.energy.2021.120695},
    url = {https://doi.org/10.1016/j.energy.2021.120695},
    language = {en},
    keywords = {Selection (genetic algorithm), Energy storage, Engineering, Transport engineering, Automotive engineering, Systems engineering, Computer science, Power (physics), Physics},
}

@misc{lin2001integrated,
    title = {Integrated, Feed-Forward Hybrid Electric Vehicle Simulation in SIMULINK and its Use for Power Management Studies},
    author = {Lin, Chan-Chiao and Filipi, Zoran and Wang, Yongsheng and Louca, Loucas S. and Peng, Huei and Assanis, Dennis N. and Stein, Jeffrey L.},
    year = {2001},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/2001-01-1334},
    url = {https://doi.org/10.4271/2001-01-1334},
    language = {en},
    keywords = {Computer science, Automotive engineering, Power (physics), Electric vehicle, Power demand, Power management, Electrical engineering, Engineering, Power consumption},
}

@misc{murphey2009exploring,
    title = {Exploring Cognitive Knowledge for Intelligent Vehicle Power Management in Military Mission Scenarios},
    author = {Murphey, Yi Lu and Masrur, M. Abul and Neumann, Donald E.},
    year = {2009},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/2024-01-3097},
    url = {https://doi.org/10.4271/2024-01-3097},
    language = {en},
    keywords = {Power (physics), Computer science, Cognition, Systems engineering, Aeronautics, Engineering, Psychology},
}

@article{kokkolaras2004simulation,
    title = {Simulation-based optimal design of heavy trucks by model-based decomposition: an extensive analytical target cascading case study},
    author = {Kokkolaras, Michael and Louca, Loucas S. and Delagrammatikas, George J. and Michelena, Nestor and Filipi, Zoran and Papalambros, Panos Y. and Stein, Jürgen M. and Assanis, Dennis N.},
    year = {2004},
    journal = {International Journal of Heavy Vehicle Systems},
    volume = {11},
    number = {3/4},
    pages = {403},
    issn = {1351-7848},
    doi = {10.1504/ijhvs.2004.005456},
    url = {https://doi.org/10.1504/ijhvs.2004.005456},
    language = {en},
    keywords = {Truck, Engineering, Propulsion, Decomposition, Dual (grammatical number), Work (physics), Optimal design, Variable (mathematics), Philosophy of design, Emphasis (telecommunications), Systems engineering, Industrial engineering, Operations research, Automotive engineering, Computer science, Aerospace engineering, Mechanical engineering, Telecommunications},
}

@misc{lee2012design,
    title = {Design to reduce the cost and to improve the mechanical durability of IPMSM for the traction motor of military truck},
    author = {Lee, Ki‐Doek and Kim, Mijung and Han, Jung‐Ho and Jeong, Tae-Chul and Jin, Chang‐Sung and Kim, Won‐Ho and Lee, Ju},
    year = {2012},
    pages = {154--159},
    doi = {10.1109/vppc.2012.6422530},
    url = {https://doi.org/10.1109/vppc.2012.6422530},
    language = {en},
    keywords = {Traction motor, Torque, Automotive engineering, Brushed DC electric motor, Switched reluctance motor, Traction (geology), Truck, Stall torque, Stator, Electric motor, Direct torque control, AC motor, Torque motor, Computer science, Engineering, Rotor (electric), Induction motor, Mechanical engineering, Electrical engineering, Voltage, Physics},
}

@misc{vantsevich2014mobility,
    title = {Mobility and Energy Efficiency of Military Tactical Vehicle With Hybrid-Electric Driveline System},
    author = {Vantsevich, Vladimir V. and Paldan, Jesse and Gray, Jeremy P.},
    year = {2014},
    doi = {10.1115/imece2014-36448},
    url = {https://doi.org/10.1115/imece2014-36448},
    language = {en},
    keywords = {Powertrain, Automotive engineering, Axle, Engineering, Torque, Electric vehicle, Continuously variable transmission, Gear train, Power (physics), Electrical engineering, Mechanical engineering, Transmission (telecommunications), Spiral bevel gear},
}

@article{heuvers2009energy,
    title = {Energy Storage Commonality Military vs. Commercial Trucks},
    author = {Heuvers, Joseph K.},
    year = {2009},
    url = {https://openalex.org/W148987489},
    language = {en},
    keywords = {Powertrain, Automotive engineering, Truck, Energy storage, Regenerative brake, Engineering, Power (physics), Hybrid vehicle, Auxiliary power unit, Ignition system, Engine braking, Electric vehicle, Energy (signal processing), Electrical engineering, Brake, Torque, Aerospace engineering, Voltage},
}

@misc{rajashekara2002history,
    title = {History of electric vehicles in General Motors},
    author = {Rajashekara, Kaushik},
    year = {2002},
    volume = {32},
    pages = {447--454},
    doi = {10.1109/ias.1993.298962},
    url = {https://doi.org/10.1109/ias.1993.298962},
    language = {en},
    keywords = {Electrically powered spacecraft propulsion, Truck, General motors, Automotive engineering, Electric motor, Propulsion, Electric vehicle, Aeronautics, Engineering, Computer science, Electrical engineering, Aerospace engineering, Physics},
}

@misc{jerue2015systems,
    title = {A systems analysis framework to optimize the utilization of electric vehicles at military facilities},
    author = {Jerue, Michael and Otero, Luis Daniel and Fabregas, Aldo},
    year = {2015},
    pages = {716--720},
    doi = {10.1109/syscon.2015.7116835},
    url = {https://doi.org/10.1109/syscon.2015.7116835},
    language = {en},
    keywords = {Truck, Electricity, Fuel efficiency, Volatility (finance), Gasoline, Operations research, Engineering, Automotive engineering, Business, Finance, Electrical engineering},
    abstract = {The U.S. Department of Defense (DOD) is the world's largest consumer of petroleum, a commodity whose price volatility makes budget planning extremely difficult. A significant amount of DOD's oil consumption is attributable to its massive fleet of non-tactical vehicles - sedans, trucks and vans used for official duties at installations around the world. Federal statutes require the U.S. military to incorporate alternative-fuel vehicles, including those powered by electricity, in this fleet. This paper uses discrete event simulation built on real-world data from a fleet of sedans at an Air Force base to explain how the U.S. military can procure optimal numbers and types of electric vehicles (EVs) that will maximize financial savings while still meeting mission requirements. Output from simulated operation of the optimized fleet is then used to analyze the sensitivity of operating expense with respect to gasoline and electricity prices. This framework illuminates the path to widespread EV adoption without the time, expense and risk of committing physical assets.},
}

@article{morris2019effects,
    title = {The Effects of Electric Fan Use Under Differing Resting Heat Index Conditions: A Clinical Trial},
    author = {Morris, Nathan B. and English, Timothy and Hospers, Lily and Capon, Anthony and Jay, Ollie},
    year = {2019},
    journal = {Annals of Internal Medicine},
    volume = {171},
    number = {9},
    pages = {675--677},
    issn = {0003-4819},
    doi = {10.7326/m19-0512},
    url = {https://doi.org/10.7326/m19-0512},
    language = {en},
    keywords = {Medicine, Index (typography), Clinical trial, Internal medicine},
}

@misc{tao2015hybrid,
    title = {A Hybrid Electric Vehicle Thermal Management System - Nonlinear Controller Design},
    author = {Tao, Xinran and Zhou, Kan and Ivančo, Andrej and Wagner, John R. and Hofmann, Heath and Filipi, Zoran},
    year = {2015},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/2015-01-1710},
    url = {https://doi.org/10.4271/2015-01-1710},
    language = {en},
    keywords = {Thermal management of electronic devices and systems, Nonlinear system, Computer science, Electric vehicle, Control engineering, Controller (irrigation), Thermal, Control theory (sociology), Automotive engineering, Engineering, Mechanical engineering, Control (management), Physics, Artificial intelligence},
}

@misc{lee1984development,
    title = {Development of Diesel Exhaust Emission Requirements for Military Forklift Applications in Enclosed Environments},
    author = {Lee, Tim F.},
    year = {1984},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/840850},
    url = {https://doi.org/10.4271/840850},
    language = {en},
    keywords = {Automotive engineering, Diesel fuel, Environmental science, Diesel exhaust, Diesel engine, Computer science, Engineering, Aeronautics},
}

@misc{louca2002analytical,
    title = {Analytical Target Cascading for the Design of an Advanced Technology Heavy Truck},
    author = {Louca, Loucas S. and Kokkolaras, Michael and Delagrammatikas, George J. and Michelena, Nestor and Filipi, Zoran and Papalambros, Panos Y. and Assanis, Dennis N.},
    year = {2002},
    pages = {3--10},
    doi = {10.1115/imece2002-32860},
    url = {https://doi.org/10.1115/imece2002-32860},
    language = {en},
    keywords = {Truck, Automotive engineering, Propulsion, Schedule, Regenerative brake, Automotive industry, Engineering, Process (computing), Quality (philosophy), Systems engineering, Computer science, Reliability engineering, Brake},
}

@misc{hinkle2011bi,
    title = {Bi-directional power architectures for electric vehicles},
    author = {Hinkle, Christopher L. and Millner, A. R. and Ross, William F.},
    year = {2011},
    pages = {1--6},
    doi = {10.1109/cewit.2011.6135867},
    url = {https://doi.org/10.1109/cewit.2011.6135867},
    language = {en},
    keywords = {Offset (computer science), Automotive engineering, Grid, Vehicle-to-grid, Electric vehicle, Battery electric vehicle, Computer science, Battery (electricity), Revenue, Electrical engineering, Engineering, Power (physics), Business},
}

@article{horoshko2025prospects,
    title = {PROSPECTS FOR IMPLEMENTING ELECTRIC TRUCKS IN DRIVER TRAINING FOR MILITARY NEEDS},
    author = {Horoshko, O.О. and Zavalniuk, Viktoriia},
    year = {2025},
    journal = {Collection of scientific works of the Military Institute of Kyiv National Taras Shevchenko University},
    number = {86},
    pages = {34--43},
    issn = {2519-481X},
    doi = {10.17721/2519-481x/2025/86-04},
    url = {https://doi.org/10.17721/2519-481x/2025/86-04},
    language = {en},
    keywords = {Truck, Training (meteorology), Aeronautics, Business, Transport engineering, Engineering, Automotive engineering, Geography, Meteorology},
    abstract = {This article analyzes the prospects for integrating electric trucks into the driver training process for military applications. The study focuses on assessing the current state of freight transport electrification, its challenges, and near-term prospects. Additionally, it examines the pressing issue of enhancing the efficiency of vehicle operation training courses in the context of rising fuel costs and the need to optimize the training process. This optimization must account for the broad range of vehicles adopted over the past few years in response to the full-scale aggression of the Russian Federation. The study considers electric transport as a promising alternative to conventional internal combustion engine (ICE) vehicles, particularly in driver training, given global economic and technological trends as well as political developments within the EU and NATO. The inclusion of global warming and environmental preservation in NATO’s list of key security threats in 2021, coupled with Ukraine’s aspirations for EU and NATO membership in the near future, further reinforces the rationale for adopting more environmentally sustainable transport solutions in the country's security and defense sector. Among the key advantages of using electric trucks for training purposes, the study highlights the significant reduction in fuel and maintenance costs, the ability to simulate various driving modes and vehicle characteristics, and the capacity of electronic control systems to mitigate errors made by inexperienced drivers. Additionally, electric trucks offer ease of maintenance and high cost efficiency within the training cycle. These benefits are particularly relevant given the specifics of driver training, which typically involve frequent stops, low average speeds, and short daily mileage. The gradual introduction of electric transport, initially in rear-echelon training units, already appears to be a viable step. This move could serve as an important milestone toward the broader electrification of automotive transport within Ukraine’s security and defense sector.},
}

@misc{bayrak2014optimal,
    title = {Optimal Dual-Mode Hybrid Electric Vehicle Powertrain Architecture Design for a Variety of Loading Scenarios},
    author = {Bayrak, Alparslan Emrah and Ren, Yi and Papalambros, Panos Y.},
    year = {2014},
    doi = {10.1115/detc2014-34897},
    url = {https://doi.org/10.1115/detc2014-34897},
    language = {en},
    keywords = {Powertrain, Truck, Architecture, Automotive engineering, Variety (cybernetics), Dual (grammatical number), Computer science, Electric vehicle, Optimal design, Power (physics), Engineering, Torque},
}

@misc{kluger2001dual,
    title = {A Dual-Use Hybrid Electric Command and Control Vehicle},
    author = {Kluger, Michael A. and Szkubiel, Don and Bass, Edward A.},
    year = {2001},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/2001-01-2775},
    url = {https://doi.org/10.4271/2001-01-2775},
    language = {en},
    keywords = {Dual (grammatical number), Electric vehicle, Automotive engineering, Control (management), Hybrid vehicle, Computer science, Engineering, Artificial intelligence, Physics},
}

@incollection{w3208639098,
    title = {Hybrid Electric Vehicles},
    key = {w3208639098},
    year = {2004},
    pages = {139--158},
    doi = {10.1201/9781420037739-8},
    url = {https://doi.org/10.1201/9781420037739-8},
    language = {en},
    keywords = {Automotive engineering, Truck, Propulsion, Engineering, Electric motor, Hybrid vehicle, Electric vehicle, Auxiliary power unit, Fuel efficiency, Green vehicle, Energy storage, Electrical engineering, Power (physics), Voltage, Aerospace engineering},
}

@misc{vantsevich2014hybrid,
    title = {A Hybrid-Electric Power Transmitting Unit for 4x4 Vehicle Applications: Modeling and Simulation},
    author = {Vantsevich, Vladimir V. and Paldan, Jesse and Gray, Jeremy P.},
    year = {2014},
    doi = {10.1115/dscc2014-5855},
    url = {https://doi.org/10.1115/dscc2014-5855},
    language = {en},
    keywords = {Powertrain, Automotive engineering, Axle, Engineering, Continuously variable transmission, Torque, Electric vehicle, Mechatronics, Power (physics), Brake, Electric power, Electrical engineering, Transmission (telecommunications), Mechanical engineering},
}

@article{acquarone2023exergy,
    title = {Exergy Management Strategies for Hybrid Electric Ground Vehicles: A Dynamic Programming Solution},
    author = {Acquarone, Matteo and Pozzato, Gabriele and James, Corey and Onori, Simona},
    year = {2023},
    journal = {Journal of Dynamic Systems Measurement and Control},
    volume = {146},
    number = {3},
    issn = {0022-0434},
    doi = {10.1115/1.4063610},
    url = {https://doi.org/10.1115/1.4063610},
    language = {en},
    keywords = {Exergy, Minification, Electric vehicle, Computer science, Dynamic programming, Energy management, Exergy efficiency, Automotive engineering, Work (physics), Engineering, Process engineering, Energy (signal processing), Mechanical engineering, Mathematics},
}

@article{kusko1968off,
    title = {Off-highway vehicles},
    author = {Kusko, Alexander and Magnuson, Lee T.},
    year = {1968},
    journal = {Proceedings of the IEEE},
    volume = {56},
    number = {4},
    pages = {600--604},
    issn = {0018-9219},
    doi = {10.1109/proc.1968.6347},
    url = {https://doi.org/10.1109/proc.1968.6347},
    language = {en},
    keywords = {Horsepower, Automotive engineering, Prime mover, Truck, Engineering, Turbine, Diesel fuel, Converters, Drivetrain, Range (aeronautics), Electrical engineering, Torque, Mechanical engineering, Voltage},
}

@article{alpaslan2021drive,
    title = {Drive Cycle Simulations of Wheeled and Tracked Heavy-Duty Electric Vehicle Powertrains},
    author = {Alpaslan, Eda and Karaoğlan, Mustafa Umut and Çolpan, C. Özgür},
    year = {2021},
    journal = {Deu Muhendislik Fakultesi Fen ve Muhendislik},
    volume = {23},
    number = {69},
    pages = {913--922},
    issn = {1302-9304},
    doi = {10.21205/deufmd.2021236919},
    url = {https://doi.org/10.21205/deufmd.2021236919},
    language = {en},
    keywords = {Powertrain, Automotive engineering, Driving cycle, Truck, Electric vehicle, Heavy duty, Battery (electricity), Battery electric vehicle, Duty cycle, State of charge, Engineering, Range (aeronautics), Computer science, Power (physics), Torque, Voltage, Electrical engineering, Aerospace engineering},
    abstract = {Heavy-duty electric vehicle applications are becoming more popular in transportation, construction, and military applications because of the emission targets of several countries. Therefore, to obtain an efficient and clean heavy-duty electric vehicle, simulation of the powertrain is performed according to various vehicle weights and drive types for the determination of vehicle performance. In this study, the drive cycle simulation of a heavy-duty electric vehicle is performed by Matlab/Simulink for both wheeled and tracked drive alternatives. Battery power requirements and SOC (State of Charge) history are determined according to the drive cycle of HHDDT (Heavy Heavy-Duty Diesel Truck) Transient Mode and Cruise Mode for constant vehicle weight and battery capacity. On the other hand, the climbing potential of vehicles is calculated during the drive cycle. According to the results, the range of wheeled vehicle is found higher than that of the tracked versions, however, the climbing potential of the tracked vehicle is found more advantageous than that of the wheeled type.},
}

@misc{shafer2002fmc,
    title = {FMC high power density electric drive technology},
    author = {Shafer, G.A.},
    year = {2002},
    howpublished = {Proceedings of WESCON '94},
    pages = {172--175},
    doi = {10.1109/wescon.1994.403612},
    url = {https://doi.org/10.1109/wescon.1994.403612},
    language = {en},
    keywords = {Truck, Converters, Automotive engineering, Power (physics), Electric motor, Electrical engineering, Engineering, Computer science, Voltage},
}

@misc{king1971proving,
    title = {Proving Ground Testing of a Brushiess Electric-Wheel System},
    author = {King, C. W. and Collins, George C.},
    year = {1971},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/710155},
    url = {https://doi.org/10.4271/710155},
    language = {en},
    keywords = {Computer science, Electrical engineering, Engineering},
}

@misc{freeman2004perspective,
    title = {Perspective on hybrid electric technology for future for army vehicles},
    author = {Freeman, Marilyn M.},
    year = {2004},
    pages = {6},
    doi = {10.1109/modsym.2004.1433492},
    url = {https://doi.org/10.1109/modsym.2004.1433492},
    language = {en},
    keywords = {Mandate, Systems engineering, Engineering, Truck, Component (thermodynamics), Work (physics), Computer science, Aeronautics, Automotive engineering},
}

@article{rizzo2012military,
    title = {Military Hybrid Vehicle Optimization and Control},
    author = {Rizzo, Denise},
    year = {2012},
    url = {https://openalex.org/W301593541},
    language = {en},
    keywords = {Engineering, Hybrid vehicle, Automotive engineering, Truck, Transport engineering, Power (physics)},
}

@misc{choe2012research,
    title = {Research on the Output Characteristics of IPMSM according to the Pole-Slot Combinations},
    author = {Choe, You-Young and Lee, Ki‐Doek and Jang, Ik-Sang and Kim, Mijung and Ham, Sang-Hwan and Lee, Ju and Ko, Kwang-Cheol},
    year = {2012},
    howpublished = {Energy Procedia},
    volume = {14},
    pages = {1187--1192},
    doi = {10.1016/j.egypro.2011.12.1074},
    url = {https://doi.org/10.1016/j.egypro.2011.12.1074},
    language = {en},
    keywords = {Truck, Torque, Automotive engineering, Traction motor, Permanent magnet synchronous motor, Control theory (sociology), Traction (geology), Power (physics), Synchronous motor, Magnet, Engineering, Computer science, Electrical engineering, Physics, Control (management), Mechanical engineering},
    abstract = {Due to the global energy depletion and environmental problems, engine cars are currently being replaced by hybrid and electric cars. Military engine trucks must also be replaced by hybrid trucks because the former need improved starting performance, a high power supply, and low-noise operation, apart from environmental reasons. Compared to SPMSM (surface-mounted permanent-magnet synchronous motor), IPMSM (interior permanent-magnet synchronous motor) can use a reluctance-torque-caused salient pole as well as a magnetic torque; as such, IPMSM has a high power density. It can also be made lightweight and can be made to have high-speed operation through field-weakening control. For these reasons, IPMSM is currently being used as the traction motor of hybrid and electric vehicles. In this paper, an IPMSM for Hybrid Humvee is introduced. The characteristics of four models with constraint conditions are analyzed according to the pole-slot combinations. After the analysis of the designed motors, the resulting values are compared with one another.},
}

@article{stout2004characterizing,
    title = {Characterizing the Source of Fugitive Middle Distillate Fuels—A Case Study Involving Railroad Diesel Fuel, Mandan, North Dakota},
    author = {Stout, Scott A. and Uhler, Allen D. and McCarthy, Kevin},
    year = {2004},
    journal = {Environmental Claims Journal},
    volume = {16},
    number = {2},
    pages = {157--172},
    issn = {1040-6026},
    doi = {10.1080/10406020490500865},
    url = {https://doi.org/10.1080/10406020490500865},
    language = {en},
    keywords = {Diesel fuel, Truck, Fuel oil, Waste management, Environmental science, Jet fuel, Winter diesel fuel, Renewable fuels, Engineering, Distillation, Petroleum, Fossil fuel, Diesel cycle, Automotive engineering, Internal combustion engine, Chemistry, Petrol engine},
}

@article{dindorf2025comprehensive,
    title = {Comprehensive Review Comparing the Development and Challenges in the Energy Performance of Pneumatic and Hydropneumatic Suspension Systems},
    author = {Dindorf, R.},
    year = {2025},
    journal = {Energies},
    volume = {18},
    number = {2},
    pages = {427},
    issn = {1996-1073},
    doi = {10.3390/en18020427},
    url = {https://doi.org/10.3390/en18020427},
    language = {en},
    keywords = {Suspension (topology), Energy (signal processing), Automotive engineering, Engineering, Computer science, Control engineering, Mathematics, Statistics},
    abstract = {The purpose of this review is to comprehensively compare the developments and challenges in the energy performance of unconventional pneumatic suspension (PS) and hydropneumatic suspension (HPS), which have special applications in passenger cars, trucks, military vehicles and agricultural equipment. The main differences between PS and HPS, as well as their advantages and disadvantages, are presented. The PS system is discussed along with its principle of operation, advances in development, principle of operation of air springs, their models, characteristics, vibration isolation, and simulation models. The HPS system is discussed, along with its operational principles, progress in development, models, and characteristics. This review also discusses new trends in HPS development, such as the effect of a pressure fluctuation damper (PFD) placed in a hydraulic cylinder on the damping performance index (DPI) of an HPS under off-road driving conditions. It highlights innovative solutions that can be expected in the future in PS and HPS systems, with the expectations of drivers and passengers. The review focused on trends and challenges in PS and HPS development, such as integration with electronics, smart solutions, customized solutions, emphasis on compliance with ecological and environmental requirements, and applications in electric vehicles (EVs) and autonomous vehicles (AVs).},
}

@incollection{friedemann2021why,
    title = {Why Not Electrify Commercial Transportation with Batteries?},
    author = {Friedemann, Alice J.},
    year = {2021},
    booktitle = {Lecture notes in energy},
    publisher = {Springer International Publishing},
    pages = {41--45},
    doi = {10.1007/978-3-030-70335-6_7},
    url = {https://doi.org/10.1007/978-3-030-70335-6_7},
    language = {en},
    keywords = {Truck, Battery (electricity), Automotive engineering, Transport engineering, Engineering, Train, Power (physics)},
}

@misc{crow2000dual,
    title = {Dual Use Hybrid Electric Technology for 21st Century Truck Program},
    author = {Crow, Robert Thomas and Cortese, Stephen P.},
    year = {2000},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/2000-01-3421},
    url = {https://doi.org/10.4271/2000-01-3421},
    language = {en},
    keywords = {Truck, Dual (grammatical number), Computer science, Automotive engineering, Engineering},
}

@article{limitone2019ford,
    title = {Ford's all-electric F-150: 'Towing is like the bench press for truck drivers,' exec says},
    author = {Limitone, Julia},
    year = {2019},
    journal = {FOXBusiness},
    url = {https://openalex.org/W3194231234},
    language = {en},
    keywords = {Towing, Truck, Aeronautics, Engineering, Automotive engineering},
}

@article{jatsun2018modeling,
    title = {MODELING THE MOTION OF THE ROBOT-TRACTOR FOR TRANSPORTING AIRCRAFT ON THE AIRFIELD},
    author = {Jatsun, Sergey and Bartenev, Vitaly and Политов, Е. Н. and Afonin, D. V.},
    year = {2018},
    journal = {Proceedings of Southwest State University},
    volume = {22},
    number = {2},
    pages = {34--43},
    issn = {2223-1560},
    doi = {10.21869/2223-1560-2018-22-2-34-43},
    url = {https://doi.org/10.21869/2223-1560-2018-22-2-34-43},
    language = {en},
    keywords = {Towing, Robot, Bang-bang robot, Snake-arm robot, Mobile robot, Engineering, Cartesian coordinate robot, Simulation, Robot kinematics, Control theory (sociology), Control engineering, Computer science, Automotive engineering, Artificial intelligence},
    abstract = {Towing aircraft ensures the effective functioning of the modern airport, including the military. In military aviation at alarm efficiency and coherence of work of tow trucks is the extremely important task. The article is devoted to solving the actual problem of automation of the process of towing aircraft on the territory of airfields. The paper describes the design of a three-wheeled mobile robot with two independent driving wheels, designed for the transportation of aircraft at airports. The driving wheels are located behind the center of mass, which ensures stable straight-line movement of the robot at all velocities. Robot moves along the horizontal plane along the contrast strip applied to it. Sensory system of the robot is represented by the opto-matrix that includes two opto lines. The criteria of design parameters of the robot, ensuring its stability when moving along a given trajectory are defined. The computing scheme of a three-wheeled robot as a system of three absolutely solid bodies, one of which is the platform together with the optometric matrix of electric drives, the other two-driving wheels is given. In the mathematical model of the robot, the following assumptions are made: the robot is considered as a system of absolutely solid bodies, the motion is carried out without slipping, the driven wheel moves forward. Robot has four degrees of freedom. The equations of the dynamics of the robot with two independent driving wheels on a horizontal rough plane, using the form of Maggi’s equations for electromechanical systems with non-holonomic links are given. A Coulomb model of dry friction is assumed. The conditions of steady motion of a wheeled robot without transverse sliding of driving wheels are also determined.},
}

@article{bright1972comparison,
    title = {Comparison of Mobile Source Emission from Aircraft, Automobiles, Buses, Trucks, Railroads, and Electric Trains (Project Eagle).},
    author = {Bright, Cooper and Lamminen, Toivo and Hanko, Kenneth and Mullaly, James},
    year = {1972},
    url = {https://openalex.org/W315762378},
    language = {en},
    keywords = {Truck, Train, Air pollution, Environmental science, Aviation, Miles per gallon gasoline equivalent, Engineering, Pollutant, Waste management, Pollution, Mile, Aeronautics, Automotive engineering, Transport engineering, Environmental engineering, Fuel efficiency, Green vehicle, Aerospace engineering, Geography, Chemistry},
}

@article{lerman2012fatigue,
    title = {Fatigue Risk Management in the Workplace},
    author = {Lerman, Steven E. and Eskin, Evamaria and Flower, David and George, Eugenia C. and Gerson, Benjamin and Hartenbaum, Natalie P. and Hursh, Steven R. and Moore‐Ede, Martin C.},
    year = {2012},
    journal = {Journal of Occupational and Environmental Medicine},
    volume = {54},
    number = {2},
    pages = {231--258},
    issn = {1076-2752},
    doi = {10.1097/jom.0b013e318247a3b0},
    url = {https://doi.org/10.1097/jom.0b013e318247a3b0},
    language = {en},
    keywords = {Environmental health, Medicine},
}

@misc{letherwood2004spatial,
    title = {Spatial multibody modeling and vehicle dynamics analysis of advanced vehicle technologies},
    author = {Letherwood, Michael D. and Gunter, David D. and Gorsich, David and Udvare, Thomas},
    year = {2004},
    howpublished = {Proceedings of SPIE, the International Society for Optical Engineering/Proceedings of SPIE},
    volume = {5423},
    pages = {276--287},
    doi = {10.1117/12.540668},
    url = {https://doi.org/10.1117/12.540668},
    language = {en},
    keywords = {Vehicle dynamics, Multibody system, Computer science, Automotive engineering, Engineering, Physics},
}

@techreport{coles2021proposed,
    title = {Proposed Risk-Informed Regulatory Framework for Approval of Microreactor Transportation Packages},
    author = {Coles, Garill and Short, Steven A. and Maheras, Steven and Adkins, Harold E.},
    year = {2021},
    doi = {10.2172/1971131},
    url = {https://doi.org/10.2172/1971131},
    language = {en},
    keywords = {Microreactor, Business, Risk analysis (engineering), Computer science, Chemistry},
    abstract = {Microreactors are very small nuclear reactors with a power output of about 20 megawatts electric (MWe) or less that are designed to be factory-built, modular in nature, and highly portable.These compact reactors will be small enough to be transported by truck or even air and could help solve energy challenges in a number of areas, ranging from remote commercial or residential locations to military bases.},
}

@techreport{coles2021proposeda,
    title = {Proposed Risk-Informed Regulatory Framework for Approval of Microreactor Transportation Packages},
    author = {Coles, Garill and Short, Steven A. and Maheras, Steven and Adkins, Harold E.},
    year = {2021},
    doi = {10.2172/1971132},
    url = {https://doi.org/10.2172/1971132},
    language = {en},
    keywords = {Microreactor, Business, Risk analysis (engineering), Chemistry},
    abstract = {Microreactors are very small nuclear reactors with a power output of about 20 megawatts electric (MWe) or less that are designed to be factory-built, modular in nature, and highly portable.These compact reactors will be small enough to be transported by truck or even air and could help solve energy challenges in a number of areas, ranging from remote commercial or residential locations to military bases.},
}

@article{aw2011safety,
    title = {SAFETY AND ANALYSIS OF MODERN TRANSPORT ARTICULATED VEHICLES MOTORIC PROPERTIES},
    author = {aw, Przemys · and ski, Simi},
    year = {2011},
    url = {https://openalex.org/W2188248500},
    language = {en},
    keywords = {Trailer, Truck, Articulated vehicle, Tractor, Engineering, Transport engineering, Aeronautics, Automotive engineering},
}

@article{perrow2005using,
    title = {Using Organizations: The Case of FEMA},
    author = {Perrow, Charles},
    year = {2005},
    journal = {Homeland security affairs},
    volume = {1},
    number = {2},
    issn = {1558-643X},
    url = {https://openalex.org/W2566668504},
    language = {en},
    keywords = {Homeland security, Terrorism, Preparedness, Emergency management, Natural disaster, Political science, Computer security, Homeland, National security, Public administration, Business, Law, Geography, Politics, Computer science},
    abstract = {* This is a section of a manuscript in preparation, 'Disasters Evermore? Reducing U.S. Vulnerabilities to Natural, Industrial, and Terrorist Disasters.' Thanks to Lee Clarke for many suggestions and corrections. For other sections of the manuscript see 'The Department of Homeland Security, our second great disaster after 9/11,' forthcoming in Homeland Security Affairs and 'Disasters Evermore? Reducing U.S. Vulnerabilities...' forthcoming, Havidan Rodriguez, E. Quarantelli and R. Dynes, eds., Handbook of Disaster Research (Springer, 2006).IntroductionOrganizations are tools; their masters need not use them for their nominal ends. The focus of FEMA under President Clinton was natural disaster emergency relief and preparedness. Under the Bush administration the focus was shifted to combating terrorism, and disaster relief capabilities decayed. That left us unprepared for Hurricanes Katrina and Rita. This lack of preparedness led to the massive organizational failures we have been treated to by a shocked media.For days following Katrina, air conditioned trucks with no supplies drove aimlessly past 'refugees' who were without water or food or protection from the sun. Reporters came and went, but food and water and medical supplies did not. 1 The Red Cross was not allowed to deliver goods because it might discourage evacuation. 2 Evacuation by air was slowed to a crawl because FEMA said that post 9/11 security procedures required a (prolonged) search for more than 50 federal air marshals to ride the airplanes, and to find security screeners. At the gates, inadequate electric power for the detectors held things up until officials relented and allowed time consuming hand searches of desperate and exhausted people. 3 Their only food, emergency rations in metal cans, was confiscated because the cans might contain explosives. 4 Volunteer physicians watched helplessly; FEMA did not allow them to help because they had not been licensed in the state. 5 Without functioning fax machines to send the required request forms, FEMA would not send help that local officials begged for. Perhaps a fifth of the New Orleans police force simply quit, exhausted and discouraged, under fire from looters, or were themselves looting. A large National Guard force hid behind locked doors in the convention center, saying they were unprepared to help. A Navy ship idled off-shore, waiting for days to be called. Almost five days after Rita struck, at least one severely damaged Texas town remained without any outside help, out of power, water and food, with an alerted TV camera crew being the first to arrive. And so on.Did these failures reflect what has been called 'prosaic' organizational failures such as all organizations are likely to have in times of stress? Were the organizations simply overcome by an unprecedented challenge? Or had the resources for meeting natural disasters decayed or been diverted towards terrorist disasters? If it was the latter, decay and diversion, we will have to explain why relief organizations other than FEMA also failed.The failures involved government agencies and the military at all levels, not just FEMA. But FEMA was the organization most responsible for disaster response. What happened to it? It seemed to have performed reasonably well the previous year when four hurricanes struck Florida (though there were charges of gross mismanagement in the dispersal of funds). A review of its history is not encouraging, and will offer some possible explanations for its failures in 2005.FEMA's rocky historyFEMA got off to a modest but fairly good start when it was founded by President Jimmy Carter in 1979, in one of his last attempts to restructure the federal government. But the bungled Iranian hostage crisis drove him from office and put Ronald Reagan in. When it was first formed by Carter the agency had two goals. The main one was disaster relief, prevention, and mitigation. …},
}

@misc{w1504316199,
    title = {ProQuest statistical abstract of the United States, 2013},
    key = {w1504316199},
    year = {2013},
    howpublished = {Choice Reviews Online},
    volume = {50},
    number = {10},
    pages = {50--5330},
    doi = {10.5860/choice.50-5330},
    url = {https://doi.org/10.5860/choice.50-5330},
    language = {en},
    keywords = {History, Political science, Economics},
}

@article{gryz2021mobile,
    title = {Mobile Nuclear-Hydrogen Synergy in NATO Operations},
    author = {Gryz, Jarosław and Król, Krzysztof and Witkowska, Anna and Ruszel, Mariusz},
    year = {2021},
    journal = {Energies},
    volume = {14},
    number = {23},
    pages = {7955},
    issn = {1996-1073},
    doi = {10.3390/en14237955},
    url = {https://doi.org/10.3390/en14237955},
    language = {en},
    keywords = {Hydrogen economy, Energy carrier, Hydrogen fuel, Nuclear power, Supply chain, Energy supply, Energy security, Truck, Hydrogen vehicle, Engineering, Environmental science, Business, Energy (signal processing), Renewable energy, Automotive engineering, Fuel cells, Electrical engineering, Nuclear physics},
    abstract = {An uninterrupted chain of energy supplies is the core of every activity, without exception for the operations of the North Atlantic Treaty Organization. A robust and efficient energy supply is fundamental for the success of missions and a guarantee of soldier safety. However, organizing a battlefield energy supply chain is particularly challenging because the risks and threats are particularly high. Moreover, the energy supply chain is expected to be flexible according to mission needs and able to be moved quickly if necessary. In line with ongoing technological changes, the growing popularity of hydrogen is undeniable and has been noticed by NATO as well. Hydrogen is characterised by a much higher energy density per unit mass than other fuels, which means that hydrogen fuel can increase the range of military vehicles. Consequently, hydrogen could eliminate the need for risky refuelling stops during missions as well as the number of fatalities associated with fuel delivery in combat areas. Our research shows that a promising prospect lies in the mobile technologies based on hydrogen in combination with use of the nuclear microreactors. Nuclear microreactors are small enough to be easily transported to their destinations on heavy trucks. Depending on the design, nuclear microreactors can produce 1–20 MW of thermal energy that could be used directly as heat or converted to electric power or for non-electric applications such as hydrogen fuel production. The aim of the article is to identify a model of nuclear-hydrogen synergy for use in NATO operations. We identify opportunities and threats related to mobile energy generation with nuclear-hydrogen synergy in NATO operations. The research presented in this paper identifies the best method of producing hydrogen using a nuclear microreactor. A popular and environmentally “clean” solution is electrolysis due to the simplicity of the process. However, this is less efficient than chemical processes based on, for example, the sulphur-iodine cycle. The results of the research presented in this paper show which of the methods and which cycle is the most attractive for the production of hydrogen with the use of mini-reactors. The verification criteria include: the efficiency of the process, its complexity and the residues generated as a result of the process (waste)—all taking into account usage for military purposes.},
}

@misc{kauranne2018direct,
    title = {Direct Driven Pump Control of Hydraulic Cylinder for Rapid Vertical Position Control of Heavy Loads: Energy Efficiency Including Effects of Damping and Load Compensation},
    author = {Kauranne, Heikki and Koitto, Teemu and Calonius, Olof and Minav, Tatiana and Pietola, Matti},
    year = {2018},
    doi = {10.1115/fpmc2018-8812},
    url = {https://doi.org/10.1115/fpmc2018-8812},
    language = {en},
    keywords = {Actuator, Hydraulic cylinder, Control theory (sociology), Hydraulic machinery, Lift (data mining), Compensation (psychology), Control system, Servomechanism, Hydraulic pump, Hydraulic motor, Automotive engineering, Engineering, Computer science, Mechanical engineering, Control engineering, Electrical engineering, Control (management)},
}

@article{lee2012output,
    title = {Output Characteristics of IPMSM According to Pole-Slot Combinations},
    author = {Lee, Ki‐Doek and Jang, Ik-Sang and Kim, Mijung and Lee, Jaejun and Lee, Jaejun and Han, Jung‐Ho and Jeong, Tae-Chul and Chae, Woong-Chan and Ham, Sang-Hwan and Lee, Ju and Lee, Ju},
    year = {2012},
    journal = {Journal of International Council on Electrical Engineering},
    volume = {2},
    number = {3},
    pages = {264--268},
    issn = {2233-5951},
    doi = {10.5370/jicee.2012.2.3.264},
    url = {https://doi.org/10.5370/jicee.2012.2.3.264},
    language = {en},
    keywords = {Truck, Traction motor, Traction (geology), Automotive engineering, Inverter, Hybrid vehicle, Finite element method, Permanent magnet synchronous motor, Power (physics), Computer science, Engineering, Synchronous motor, Magnet, Control theory (sociology), Electrical engineering, Voltage, Mechanical engineering, Structural engineering, Physics},
}

@misc{m2017commercialization,
    title = {Commercialization and Standardization of HEV Technology and Future Transportation},
    author = {Mı, Chris and Masrur, M. Abul},
    year = {2017},
    pages = {539--544},
    doi = {10.1002/9781118970553.ch18},
    url = {https://doi.org/10.1002/9781118970553.ch18},
    language = {en},
    keywords = {Commercialization, Standardization, Business, Legislation, Competition (biology), Industrial organization, Electric vehicle, Government (linguistics), Marketing, Power (physics), Computer science, Political science},
}

@incollection{marra2016models,
    title = {Models Hierarchy},
    author = {Marra, Dario and Pianese, Cesare and Polverino, Pierpaolo and Sorrentino, Marco},
    year = {2016},
    booktitle = {Green energy and technology},
    publisher = {Springer Science+Business Media},
    pages = {27--89},
    doi = {10.1007/978-1-4471-5658-1_2},
    url = {https://doi.org/10.1007/978-1-4471-5658-1_2},
    language = {en},
    keywords = {Flexibility (engineering), Transient (computer programming), Computer science, SPARK (programming language), Black box, White box, Engineering, Control engineering, Artificial intelligence},
}

@misc{bhardwaj2002bolder,
    title = {BOLDER battery for different applications},
    author = {Bhardwaj, R. C. and Rinehart, R. and Keating, Joseph},
    year = {2002},
    pages = {303--309},
    doi = {10.1109/bcaa.1998.653884},
    url = {https://doi.org/10.1109/bcaa.1998.653884},
    language = {en},
    keywords = {Duty cycle, Lead–acid battery, Automotive engineering, Battery (electricity), Flash (photography), Pulsed power, Electrical engineering, Power (physics), Flexibility (engineering), Computer science, Truck, Voltage, Nuclear engineering, Engineering},
}

@article{gabdullina2023efficiency,
    title = {EFFICIENCY OF FUNCTIONING OF THE MACHINE-BUILDING ENTERPRISE OF PJSC KAMAZ: ECONOMIC ANALYSIS},
    author = {Gabdullina, Gulsina Kamilevna and Akhmetgareeva, Aisylu A. and Khusainova, Svetlana Vasilievna and АРСЛАНОВ, Д.В.},
    year = {2023},
    journal = {Экономика и предпринимательство},
    number = {8(157)},
    pages = {1158--1162},
    issn = {1999-2300},
    doi = {10.34925/eip.2023.157.8.218},
    url = {https://doi.org/10.34925/eip.2023.157.8.218},
    language = {ru},
    keywords = {Machine building, Business, Economic analysis, Operations management, Accounting, Engineering, Economics, Classical economics, Mechanical engineering},
}

@article{gibbs1992european,
    title = {European opportunities for fuel cell commercialisation},
    author = {Gibbs, C.E. and Steel, Michelle},
    year = {1992},
    journal = {Journal of Power Sources},
    volume = {37},
    number = {1-2},
    pages = {35--43},
    issn = {0378-7753},
    doi = {10.1016/0378-7753(92)80061-f},
    url = {https://doi.org/10.1016/0378-7753(92)80061-f},
    language = {en},
    keywords = {Greenhouse gas, Nuclear power, Electricity, Natural resource economics, Electricity generation, Business, Flexibility (engineering), Engineering, Power (physics), Economics},
}

@article{tamor2023clean,
    title = {The clean-energy challenge},
    author = {Tamor, Mike A.},
    year = {2023},
    journal = {Physics Today},
    volume = {76},
    number = {4},
    pages = {11},
    issn = {0031-9228},
    doi = {10.1063/pt.3.5209},
    url = {https://doi.org/10.1063/pt.3.5209},
    language = {en},
    keywords = {Clean energy, Energy (signal processing), Environmental science, Nuclear engineering, Engineering physics, Materials science, Physics, Engineering, Environmental protection},
}

@article{patterson2016heroes,
    title = {Heroes of the Open (Third) World: Killing as Pleasure in Ubisoft’s Far Cry Series},
    author = {Patterson, Christopher B.},
    year = {2016},
    journal = {American Quarterly},
    volume = {68},
    number = {3},
    pages = {769--792},
    issn = {0003-0678},
    doi = {10.1353/aq.2016.0062},
    url = {https://doi.org/10.1353/aq.2016.0062},
    language = {en},
    keywords = {Pleasure, Homeland, Beauty, White (mutation), History, Spectacle, Art history, Art, Ancient history, Media studies, Law, Sociology, Aesthetics, Political science, Psychology},
}

@misc{cho2025electric,
    title = {Electric Vehicle Scheduling and Vehicle-to-Grid Integration in Microgrids},
    author = {Cho, Nathan and Lodi, Andrea and Scaglione, Anna},
    year = {2025},
    howpublished = {arXiv (Cornell University)},
    doi = {10.48550/arxiv.2508.06752},
    url = {https://doi.org/10.48550/arxiv.2508.06752},
    language = {en},
    keywords = {Scheduling (production processes), Microgrid, Renewable energy, Electric vehicle, Electricity, Energy management, Fuel efficiency, Electricity generation},
    abstract = {The logistical challenges and high costs associated with procuring and transporting fuel to remote military bases underscore the need for sustainable and resilient energy solutions. Integrating renewable energy sources and electric vehicles into military microgrids offers a promising approach to enhance energy security and operational readiness. This paper explores the optimization of travel, charging, and discharging schedules for a fleet of military electric trucks, aiming to minimize reliance on fuel-generated electricity while ensuring that mission-critical transportation needs are met. We extend the classical Vehicle Scheduling Problem by incorporating Electric Vehicle Scheduling Problem dynamics and Vehicle-to-Grid capabilities, developing a comprehensive optimization model that addresses both logistical and energy demands within a military microgrid context. Utilizing a column generation approach, we efficiently solve large-scale instances and demonstrate significant improvements in fuel efficiency, renewable energy utilization, and overall operational cost. Computational experiments using realistic demand and solar generation data illustrate that integration of vehicle-to-grid enabled electric vehicles substantially reduces fuel consumption and can generate surplus energy returned to the grid. The results indicate that while battery constraints may require an increased fleet size, strategic scheduling of charging and discharging yields considerable economic and operational benefits. Our findings provide valuable insights for planners aiming to optimize energy use, reduce dependence on traditional fuel sources, and enhance operational resilience in remote environments.},
}

@misc{tomic2014lithium,
    title = {LITHIUM-ION 6T BATTERY TECHNOLOGY- FIELD TESTING IN COMMERCIAL TRUCKS},
    author = {Tomić, J. and Toomey, Laurence and Bloch-Rubin, Ted and Gallo, Jean-Baptiste},
    year = {2014},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/2024-01-3470},
    url = {https://doi.org/10.4271/2024-01-3470},
    language = {en},
    keywords = {Truck, Battery (electricity), Automotive engineering, Field (mathematics), Computer science, Lithium (medication), Electrical engineering, Engineering, Physics, Mathematics, Medicine},
}

@techreport{bureauofstandards1956annual,
    title = {Annual Report 1956 National Bureau of Standards},
    author = {{National Bureau of Standards}},
    year = {1956},
    doi = {10.6028/nbs.mp.220},
    url = {https://doi.org/10.6028/nbs.mp.220},
    language = {en},
    keywords = {Annual report, Environmental science, Library science, Computer science, Business, Accounting},
    abstract = {Fundamental electrical units 13, Electrochemistry 14, Electromotive force series for solid and molten chlorides 15, EMF-temperature hysteresis studies 15, Gassing of dry cells 15, Improvements in measuring techniques 16, Automatic microimage file 16, Microfilm -to-punched-card conveter 16, Magnetic -core transducer 16, Mechanized production of electronics 16, Electronic miniaturization techniques 17, Miniaturized receiver 17, Preferred circuits 17, Research on electric spark discharge 17. 2.2.Optics and Metrology 18 Intercomparison of length standards 18, New standards 19, Precision liquid light niters for photographic sensitometry 19, Size of color differences 19, Dictionary of color names 20, Interlaboratory photo- metric intercomparisons 20, Refractometry 20, Photogrammetry 20, Image evaluation 21, Waviness of mica 21, Aerial reconnais- sance photography 21, Aviation lighting 21. 2.3.Heat and Power 22 Temperature standards 22, Low-temperature research 24, Thermodynamics 25, Lubrication 27, Engine fuels 28, Pneumatic systems 29.2.4.Atomic and Radiation Physics 30 Spectroscopic research 30, Standards of isotopic abundance 30, Semiconducting materials 31, Field-emission X-ray microscope 32, Electron -optical studies of low-pressure gases 32, Microwave absorption 32, Radioactivity 33, X-ray standards 33, High-energy accelerator research 34, Reciprocity laws for X-rays 35, Medical X-ray rooms 35, National photoneutrons standard 36, Low-energy electron scatter 36.2.5.Chemistry 37 Rare-earth elements 37, Dielectric constant of water 38, Acids and bases in nonaqueous solvents 38, Thermochemistry 38, Analytical and physical chemistry 39, Special investigations and developments 40.2.6.Mechanics 40 Vibration pickups 41, Pressure measurement 42, Forces produced by waves 43, Origin of turbulence 43, Culvert hydraulics 43, Creep of aircraft structural joints 44, Vibration of telephone wires 44, Hightemperature strain gages 45, Milk meters for trucks 46, Jet-engine controls 46, Jet -engine combustors 47. iii Page 2.7.Organic and Fibrous Materials 48 Dynamic bulk modulus of polymers 48, Heat of vulcanization of rub- ber 49, Analysis of rubber mixtures 49, Temperature control for mixing rubber compounds 49, Static charge generation in military clothing 50, Shock loading of fibrous materials 51, Properties of glass fibers 51, Mildew on leather 52, Determination of lignosul- fonates in tannin compounds 52, Sounding balloons 52, Statistical treatment of test results 53, Thermal decomposition of cellulose 54, Radiation chemistry of high polymers 54, Plastic packaging materials 55, Plastic eyeshields 55, Plastic springs 56, Electronic measurement of adhesion 56, Crazing of plastics 56, Dental resins 57, Dimensional accuracy of dentures 57, Crystallography of tooth enamel and dentin 57.2.8.Metallurgy 58 Constitution diagrams 59, High-strength steels 59, Slack-quenched steels 60, Temper embrittlement 60, Titanium 60, Mechanism of deformation 60, X-ray studies of stresses 61, Fatigue 62, Corrosion 62. 2.9.Mineral Products 64 High-temperature X-ray diffraction 64, Engineering properties of ceramic materials 65, Phase -equilibria investigations 65, Immisci- bility of liquids in glass-forming systems 66, Bonding mechanism of ceramic coatings to stainless steel 66, Mechanism of plasticity in clays 67, Physical properties of glass at elevated temperatures 67, Standard X-ray diffraction patterns 67, Experimental methods for melting special optical glasses 68, Crystal structure of inorganic materials 68, Relation between structure and ferroelectricity 68, Chemical and physical properties of cementing materials 69, Laboratory tests versus performance of porcelain enamels 70, Compressibilities of alkaline earth oxides 70.2.10.Building Technology 71 Shrinking stresses in masonry 72, Masonary calking materials 72, Evaluation of hand-portable fire extinguishers 72, Mechansim of fire extinguishment 73, Thermal insulating values of reflective surfaces 73, Heating and air conditioning of underground structures 73, Insulated refrigerated structures 73, Asphalt roofing 74.2.11.},
}

@misc{patil2021model,
    title = {MODEL-BASED ASSESSMENT OF FUEL ECONOMY AND PERFORMANCE OF A SWITCHABLE P2/P3 HYBRID POWERTRAIN FOR HEAVY TRUCK},
    author = {Patil, Chinmaya and Thanom, Witt and Dykes, Erik and Kreucher, Josh and Genise, Thomas},
    year = {2021},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/2024-01-3913},
    url = {https://doi.org/10.4271/2024-01-3913},
    language = {en},
    keywords = {Truck, Powertrain, Automotive engineering, Computer science, Environmental science, Engineering, Torque},
}

@article{eichner2018accidental,
    title = {Accidental Carbon Monoxide Poisoning in Sports and Other Settings},
    author = {Eichner, E. Randy},
    year = {2018},
    journal = {Current Sports Medicine Reports},
    volume = {17},
    number = {3},
    pages = {78--79},
    issn = {1537-890X},
    doi = {10.1249/jsr.0000000000000459},
    url = {https://doi.org/10.1249/jsr.0000000000000459},
    language = {en},
    keywords = {Medicine, Accidental, Carbon monoxide poisoning, Poison control, Medical emergency, Injury prevention, Suicide prevention, Human factors and ergonomics, Occupational safety and health, Accidental poisoning, Sports medicine, Emergency medicine, Physical therapy, Pathology},
}

@article{ringland1971design,
    title = {Design Study of an Alernating-Current Electric Wheel.},
    author = {Ringland, W. L. and Enright, Francis J. and Snapp, Howard M. and Rynders, Raymond J. and Rockwell, Harvey W.},
    year = {1971},
    journal = {Defense Technical Information Center (DTIC)},
    url = {https://openalex.org/W296647681},
    language = {en},
    keywords = {Reducer, Automotive engineering, Electronic differential, Electric motor, Homopolar motor, Engineering, Brushed DC electric motor, Single-phase electric power, Truck, Current (fluid), Gear ratio, Electric vehicle, Torque, Mechanical engineering, AC motor, Electrical engineering, Voltage, Magnet, Power (physics), Steering wheel},
}

@misc{freeman2004perspectivea,
    title = {Perspective on hybrid electric technology for future for army vehicles},
    author = {Freeman, Marilyn},
    year = {2004},
    pages = {xxxvii--xxxviii},
    doi = {10.1109/modsym.2004.1433484},
    url = {https://doi.org/10.1109/modsym.2004.1433484},
    language = {en},
    keywords = {Enabling, Systems engineering, Mandate, Component (thermodynamics), Engineering, Key (lock), Computer science, Computer security},
}

@article{voinov2009energy,
    title = {The Energy‐Water Nexus: Why Should We Care?},
    author = {Voinov, Alexey and Cardwell, Hal E.},
    year = {2009},
    journal = {Journal of Contemporary Water Research \& Education},
    volume = {143},
    number = {1},
    pages = {17--29},
    issn = {1936-7031},
    doi = {10.1111/j.1936-704x.2009.00061.x},
    url = {https://doi.org/10.1111/j.1936-704x.2009.00061.x},
    language = {en},
    keywords = {Livelihood, Natural resource economics, Value (mathematics), Economics, Water supply, Energy supply, Nexus (standard), Energy (signal processing), Market economy, Business, Development economics, Agriculture, Geography, Environmental science, Environmental engineering, Engineering},
}

@misc{bheemaiah2019truck,
    title = {Truck launch ICBMs: A trail map to reversibility and non lethal weaponry with wide area delta sleep induction EMI weaponry.},
    author = {Bheemaiah, Anil Kumar},
    year = {2019},
    doi = {10.31237/osf.io/8kcvd},
    url = {https://doi.org/10.31237/osf.io/8kcvd},
    language = {en},
    keywords = {Truck, EMI, Aeronautics, Propulsion, Gimbal, Missile, Engineering, Shields, Aerospace engineering, Electromagnetic shielding, Telecommunications, Electrical engineering, Electromagnetic interference},
    abstract = {Abstract:The need for a trail map to world peace, is a map to reversibility and non-lethality, a long-distance deployment of EMI based delta sleep-inducing armament, a dual-use technology, with health benefits and use in stupor management in proposed space travel. In this paper, we present an improvement over much-published attempts at missile shields, deployable around the world. Truck launch ICBMs and shorter-range missiles and motors for light payloads, allow for a dual-use to space payloads and a mechanism at deploying missile-based defense mechanisms at short notice, from any location in the world, a defense shield mechanism. The trail to reversibility is in the induction of EMI based payloads, for non-casualty based warfare, completely eliminating the possibility of civilian casualties. A case study of the use of tesla semi-trucks and H2-O2 based blue Shepard motors for truck launch ICBMs is presented as a low carbon footprint solution for both shields and for space payloads.Keywords: ICBM, missile shields, EMI weapons, Delta sleep, reversibility, Peace Weapons(™), Tesla Semi, Blue Shepard.What:Reversibility is central to non -lethal and reversible disruption in conflicts, as internal conflicts are projected across political boundaries, in a need for large scale strike capabilities and EMI payloads. Present propulsion technology for dual-use, including lightweight motors by Blue Origin, includes solutions for redeployable vehicles, launchable from Tesla Trucks, under short notice from favorable locations, in a stealth mode. This publication proves the use of sleep EMI over wide areas, with a higher impact than wide-area drone use. A case study from World War II is presented, in the use of nuclear arsenal over Hiroshima and Nagasaki for negotiations to a Japanese early surrender, a case for the use of sleep-inducing EMI weapons with the same scale as disarmament and reversible disruption, with the same potential for the negotiation of early surrender of Imperialist Japanese forces is presented as an alternative solution towards zero civilian casualties.How:Dual-use delta sleep technology is the future of space travel, in the design of sleep schedules in the habitation of space stations and space transit carriers, with traditional dual-use motors for launch. The discrete nature of the space travel and possible stealth use of non-lethal weapons on intercontinental scales, calls for lightweight propulsion which has a very low carbon footprint in the use of reusable technologies like Blue Origins hydrogen-oxygen motors and Tesla electric trucks.The dual-use leads to the use of sleep technology for both small areas and very wide area technologies in digital medicine and in armament.Why:The evolution of human conflict is sculpted by much of the helpless spectators in the battles of internal conflicts, as aspecism is proven, the superiority of the flora and fauna in creation is proven in the evolution of armament towards EMI weaponry, with non-lethal applications and disruption of only human development. In this path of self annihilation, is a solution of peace diplomacy as presented by nature itself, a path to reversibility and non lethality, with a wide applicability, a scalable ballistic and drone-based payload, tailored to both flatland and global civilizations, in their quest for an early resolution to their conflict , both external and internal.Summary:Main Points:Use of off the shelf technology for shields and dual-use space payloads.Case study of Hiroshima and Nagasaki bombings as the need for reversibility and non-lethality in saving over 200,000 civilian lives.Attainment of the separation of civilian and military casualties and the attainment of a zero civilian casualty figure in military conflicts.},
}

@article{hampton2004fuel,
    title = {WITH FUEL COSTS FLYING HIGH, FLEET OWNERS TRY HYBRID POWER},
    author = {Hampton, T},
    year = {2004},
    journal = {ENR},
    volume = {253},
    number = {17},
    url = {https://openalex.org/W570469810},
    language = {en},
    keywords = {Truck, Automotive engineering, Telematics, Diesel fuel, Electric motor, Electric power, Engineering, Work (physics), Power (physics), Electrical engineering, Telecommunications, Mechanical engineering},
}

@misc{w4253395119,
    title = {99/01399 Ammonia-water power cycles for direct-fired cogeneration applications},
    key = {w4253395119},
    year = {1999},
    howpublished = {Fuel and Energy Abstracts},
    volume = {40},
    number = {2},
    pages = {141},
    doi = {10.1016/s0140-6701(99)96580-3},
    url = {https://doi.org/10.1016/s0140-6701(99)96580-3},
    language = {en},
    keywords = {Greenhouse gas, Nuclear power, Business, Electricity, Electricity generation, Cogeneration, Natural resource economics, Environmental economics, Environmental science, Power (physics), Engineering, Economics},
}

@article{lee2023electrical,
    title = {Electrical Energy Production Using Biomass},
    author = {Lee, Jongseo and Han, Sang-Soo and Kim, Doyeun and Kim, JuHyun and Park, Sangjin},
    year = {2023},
    journal = {New \& Renewable Energy},
    volume = {19},
    number = {1},
    pages = {12--21},
    issn = {1738-3935},
    doi = {10.7849/ksnre.2023.0003},
    url = {https://doi.org/10.7849/ksnre.2023.0003},
    language = {en},
    keywords = {Energy security, National security, Combatant, Peak oil, Energy supply, Terrorism, Engineering, Energy (signal processing), Natural resource economics, Renewable energy, International trade, Business, Economy, Political science, Law, Climate change, Economics},
    abstract = {nergy is the lifeblood of modern societies and a pillar of America's prowess and prosperity.Yet energy is also a major source of global instability, conflict, pollution, and risk.Many of the gravest threats to national security are intimately intertwined with energy, including oil-supply interruptions, oil-funded terrorism, oil-fed conflict and instability, nuclear proliferation, domestic critical infrastructure vulnerabilities, and climate change (which changes everything). 1 Every Combatant Command has significant and increasing energy-related missions.Energy has become such a "master key"-so pervasive in its tangled linkages to nearly every other security issue-that no national security strategy or doctrine can succeed without a broad and sharp focus on how the United States and the world get and use energy.For the first time, 37 years after the 1973 oil embargo, the 2010 Quadrennial Defense Review is expected to recognize energy's centrality to DOD's mission, and to suggest how DOD can turn energy from a major risk into a source of breakthrough advantage.2 The Department of Defense faces its own internal energy challenges.The heavy steel forces that defeated the Axis "floated to victory on a sea of oil," six-sevenths from Texas.Today, Texas is a net importer of oil, and warfighting is about 16 times more energy-intensive: its oil intensity per warfighter rose 2.6\%/y for the past 40 years and is projected to rise another 1.5\%/y through 2017, due to greater mechanization, remote expeditionary conflict, rugged terrain, and irregular operations.3 Fuel-price volatility also buffets defense budgets: each \$10/bbl rise in oil price costs DOD over \$1.3 billion per year.But of immediate concern, DOD's mission is at risk (as recent wargaming confirms), and DOD is paying a huge cost in lives, dollars, and compromised warfighting capability, for two reasons:• pervasively inefficient use of energy in the battlespace, and • \textasciitilde{}99\% dependence of fixed-facility critical missions on the vulnerable electricity grid.This discussion of both issues draws heavily on the Defense Science Board's 2008 report More Fight-Less Fuel. 4 That analysis, building on and reinforcing its largely overlooked 2001 predecessor, 5 found that solutions are available to turn these handicaps into revolutionary gains in warfighting capability, at comparable or lower capital cost and at far lower operating cost, without tradeoff or compromise.The prize is great: as the Logistics Management Institute said, 6 …aggressively developing and applying energy-saving technologies to military applications would potentially do more to solve the most pressing long-term challenges facing DOD and our national security than any other single investment area. Fuel logistics: DOD's soft underbellyFuel has long been peripheral to DOD's focus ("We don't do fuel-we buy fuel"), but turbulent oil markets and geopolitics have lately led some to question DOD's long-term access to mobility fuel.Echoing the International Energy Agency's chief economist, Dr. Fatih Birol-"We must leave oil before it leaves us"-some analysts assert world oil output capability has peaked or soon will.They overlook recent evidence that "peak oil" is more clearly imminent in demand than in supply.U.S. gasoline use-an eighth of world oil-is probably in permanent decline.7 So may be OECD oil use since early 2005.8 Deutsche Bank projects world oil use to peak in 2016, then be cut by electric cars to \textasciitilde{}40\% below the consensus forecast or \textasciitilde{}8\% below current levels E by 2030.9 This assumes China's new cars will be 26\% electrified by 2020 (China's target is 80\%), and omits lightweight and low-drag cars, superefficient trucks and planes, and other important oil savings well underway.10 Oil, as I've been predicting for two decades, is becoming uncompetitive even at low prices before it becomes unavailable even at high prices.Nobody knows how much oil is in the ground: governments, which often don't know or won't transparently reveal what they have, hold about 94\% of reserves.But DOD, like the U.S., has three compelling reasons to get off oil regardless: security, climate, and cost.Long-term oil availability concerns for DOD are misdirected; even more so, as we'll see, are proposals to create a defense synthetic-fuel industry.True, the Department is probably the world's largest institutional oil buyer, consuming in FY2008 (Fig. 1) 120 million barrels costing \$16 billion-93\% of all U.S. Government oil use.But oil is a largely fungible commodity in a global market; the Department uses only 0.4\% of the world's oil output (about what two good-sized Gulf of Mexico platforms produce); and in a crisis, 11 DOD has oil-buying priority.Rather, the issue is that DOD's unnecessarily inefficient use of oil makes it move huge quantities of fuel from purchase to use, imposing high costs in blood, treasure, and weakened combat effectiveness.Logistics uses roughly half the Department's personnel and a third of its budget.12 Onefifth of DOD's oil-at least 90 million gallons each month-supports Iraq and Afghanistan operations that have increased forward bases' oil use by tenfold.13 Of the tonnage moved when the Army deploys, roughly 50\% is fuel-perhaps more.14 A typical Marine combat brigade needs more than a half-million gallons of fuel per day.Desert Storm's flanking maneuver burned 70,000 tons of fuel in five days.15 Delivering all that fuel is a huge job for brigades of logistics personnel and for the personnel and assets needed to maintain and protect the logistics chain.Despite extensive land and air forces trying to guard them-a "huge burden on the combat forces" 16 -fuel convoys are attractive and vulnerable targets, making them one of the USMC Commandant's most pressing casualty risks in Afghanistan.17 In FY07, attacks on fuel convoys cost the U.S. Army 132 casualties in Iraq (0.026/convoy) and 38 in Afghanistan (0.034/convoy).18 About 12\% of total FY07 U.S. casualties in Iraq and 35\% in Afghanistan were U.S. Army losses-including contractors but not other Services nor Coalition partnersassociated with convoys.19 Their constrained routes expose them to IEDs, which probably caused the majority of 2009 U.S. fatalities in Afghanistan.Should that conflict follow an Iraq-like profile, its casualty rates could hypothetically rise 17.5\%./y.20 Just the dollar cost of protecting fuel convoys can be "upward of 15 times the actual purchase cost of fuel,…[increasing] exponentially as the delivery cost increases or when force protection is provided from air." 21 The \textasciitilde{}8,000 gallons per troop-year consumed in Afghanistan at a typical delivered cost of \$25-45/gal, reportedly accounts for \textasciitilde{}20-36\% of the \textasciitilde{}\$1 million/troop-year cost of deployment there.22 Thus attacks on fuel assets, and other serious hazards to fuel convoys, increase mission risk, while fuel logistics and protection divert combat effort and hammer oil-strained budgets.Yet most of the fuel delivered at such high cost could have been avoided by far more efficient use.Efficiency lags because when requiring, designing, and acquiring the fuel-using devices, the Department has systematically assumed that fuel logistics is free and invulnerable-so much so that wargames didn't and often couldn't model it.Instead of analyzing fuel logistics' burden on effectiveness and signaling it by price, DOD valued fuel at its wholesale price delivered in bulk to a secure major base (around \$1-3/gallon), rather than at its fully burdened cost delivered to the platform in theater in wartime (usually tens and sometimes hundreds of \$/gallon).Lacking requirements, instructions, shadow prices, rationales, or rewards for saving fuel, hardly anyone considered the military value of achieving, nor strove to achieve, high fuel efficiency.},
}

@misc{johnson2013energy,
    title = {Energy: Obama pushes electric vehicle R\&D, proposes to pull funds from fossil-fuel royalties},
    author = {JOHNSON, JEFF},
    year = {2013},
    howpublished = {Chemical \& Engineering News},
    volume = {91},
    number = {12},
    pages = {13},
    doi = {10.1021/cen-09112-notw9},
    url = {https://doi.org/10.1021/cen-09112-notw9},
    language = {en},
    keywords = {Fossil fuel, Electric vehicle, Business, Finance, Automotive engineering, Engineering, Waste management, Commerce, Physics, Power (physics)},
}

@article{wyllie2005destination,
    title = {Destination Mississippi},
    author = {Wyllie, Colleen},
    year = {2005},
    journal = {Critical Care Nurse},
    volume = {25},
    number = {6},
    pages = {14--18},
    issn = {0279-5442},
    doi = {10.4037/ccn2005.25.6.14-b},
    url = {https://doi.org/10.4037/ccn2005.25.6.14-b},
    language = {en},
    keywords = {Brother, Misfortune, Sister, Hurricane katrina, Storm, History, Law, Natural disaster, Meteorology, Geography, Political science, Visual arts, Art},
}

@incollection{bearce2021camp,
    title = {Camp X},
    author = {Bearce, Stephanie},
    year = {2021},
    pages = {18--21},
    doi = {10.4324/9781003239222-5},
    url = {https://doi.org/10.4324/9781003239222-5},
    language = {en},
    keywords = {Materials science, Computer science},
}

@article{hoyt2004rock,
    title = {Rock On???Staying Focused on Our Way to Greatness},
    author = {Hoyt, David B.},
    year = {2004},
    journal = {The Journal of Trauma: Injury, Infection, and Critical Care},
    volume = {56},
    number = {1},
    pages = {1--6},
    issn = {0022-5282},
    doi = {10.1097/01.ta.0000100172.39403.ec},
    url = {https://doi.org/10.1097/01.ta.0000100172.39403.ec},
    language = {en},
    keywords = {Greatness, Psychology, Geology, Social psychology},
}

@misc{beno2009simulation,
    title = {SIMULATION BASED DESIGN FOR ACTIVELY CONTROLLED SUSPENSION SYSTEMS},
    author = {Beno, J.H. and Weeks, D.A. and Mock, Jason R.},
    year = {2009},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/2024-01-3111},
    url = {https://doi.org/10.4271/2024-01-3111},
    language = {en},
    keywords = {Mechatronics, Suspension (topology), Active suspension, Truck, Automotive industry, Automotive engineering, Engineering, Computer science, Control engineering, Electrical engineering, Aerospace engineering, Actuator},
}

@misc{mi2025commercialization,
    title = {Commercialization and Standardization of HEV Technology and Future Transportation},
    author = {Mi, Chris and Masrur, M. Abul},
    year = {2025},
    pages = {521--525},
    doi = {10.1002/9781394295159.ch18},
    url = {https://doi.org/10.1002/9781394295159.ch18},
    language = {en},
    keywords = {Commercialization, Standardization, Work (physics), Technology transfer, Field (mathematics)},
}

@incollection{bhise2013introduction,
    title = {- Introduction to Products, Processes, and Product Development},
    author = {Bhise, Vivek D.},
    year = {2013},
    pages = {32--51},
    doi = {10.1201/b15483-6},
    url = {https://doi.org/10.1201/b15483-6},
    language = {en},
    keywords = {New product development, Product (mathematics), Development (topology), Business, Mathematics, Geometry, Marketing},
}

@article{lee2014design,
    title = {Design to Reduce Cost and Improve the Mechanical Durability of IPMSM in Traction Motors},
    author = {Lee, Ki‐Doek and Lee, Ju},
    year = {2014},
    journal = {Journal of the Korean Institute of Illuminating and Electrical Installation Engineers},
    volume = {28},
    number = {5},
    pages = {106--114},
    issn = {1229-4691},
    doi = {10.5207/jieie.2014.28.5.106},
    url = {https://doi.org/10.5207/jieie.2014.28.5.106},
    language = {en},
    keywords = {Torque, Traction motor, Automotive engineering, Stall torque, Traction (geology), Stator, Brushed DC electric motor, Engineering, Switched reluctance motor, Electric motor, Magnet, Direct torque control, Rotor (electric), Computer science, AC motor, Induction motor, Mechanical engineering, Electrical engineering, Voltage, Physics},
}

@misc{lowe2016building,
    title = {Building a Cost Effective Infrastructure with Green Hydrogen},
    author = {Lowe, Tim and Madden, P D},
    year = {2016},
    howpublished = {ECS Transactions},
    volume = {71},
    number = {1},
    pages = {239--276},
    doi = {10.1149/07101.0239ecst},
    url = {https://doi.org/10.1149/07101.0239ecst},
    language = {en},
    keywords = {Renewable energy, Raw material, Waste management, Fuel cells, Electricity, Hydrogen fuel, Environmental science, Natural gas, Truck, Process engineering, Engineering, Automotive engineering, Electrical engineering, Chemistry},
    abstract = {Fuel cells are a growing market as a source of electrical energy, finding their way into numerous applications including our cars and trucks. Most fuel cells operate by converting pure hydrogen and oxygen (air) into electricity. One of the key factors impeding that growth is the lack of a hydrogen production and distribution infrastructure. The US Department of Energy is currently trying to address this issue in the US, particularly to support the recent advent of Fuel Cell Electric Vehicles (FCEV). The US Army Corps of Engineers wrote a report that suggests that fuel cells be used to replace many of the engine-generator sets deployed by the military. The lack of a hydrogen infrastructure worldwide, let alone in theater, has limited the use to all but smaller fuel cells in military applications. This paper will discuss a new modular, scalable technology that can produce hydrogen anywhere from multiple locally available feedstocks. Besides traditional natural gas feedstock used today, this technology can also use renewable feedstocks such as ethanol, methanol, cellulose, wood, grass, corn, municipal solid waste, and other organic or hydrocarbon materials local to the region. This technology does not require large scale, stationary facilities to be economical. The process equipment can be containerized to be readily deployable to the field, scaled to meet the onsite demand. We call this technology Bio Reformation™.},
}

@misc{shevchenko2025eco,
    title = {ECO-VECTOR IN THE SALE OF CARS: EXPERIENCE OF THE EUROPEAN UNION},
    author = {Shevchenko, I.},
    year = {2025},
    doi = {10.30525/978-9934-26-603-4-35},
    url = {https://doi.org/10.30525/978-9934-26-603-4-35},
    keywords = {European union, Government (linguistics), European commission, Payment},
    abstract = {Just 10 years ago, Ukraine was among the 40 largest automobile manufacturing countries in the world, specializing in the production of cars, trucks and buses [1], but socio-economic and military crises led to the decline of the Ukrainian automotive industry.Today, Ukrainian buyers' demand for cars is mainly met by foreign-made cars -from the European Union, USA, Japan and China.At the same time, taking into account the traditional high demand of Ukrainian buyers for used cars from the European Union, new cars that Europeans are buying today will be of interest to Ukrainian buyers in 5-7 years.Understanding the current vectors of development of the European Union cars sale market is important for building a strategy for Ukrainian automobile manufacturing enterprises in the context of price competition between new domestically produced cars and used cars from the European Union.This study will focus on the eco-vector in the sale of cars in the European Union.The eco-vector is now clearly visible in the three largest cars sale markets in the world (Fig. 1).At the same time, the European Union is the second largest buyer of electric vehicles after China.Despite the impressive volume of electric vehicles sold in the European Union in 2024, the share of classic electric vehicles in total cars sale is not that high at 13.6\% (Fig. 2).Although it is fair to note the significant popularity of electric vehicles in hybrid versions (HEV, PHEV) among Europeans.},
}

@misc{jardine2005appendix,
    title = {Appendix 4: List of Applications of Maintenance Decision Optimization Models},
    author = {Jardine, Andrew K.S. and Tsang, Albert H.C.},
    year = {2005},
    pages = {317--320},
    doi = {10.1201/9781420044614-14},
    url = {https://doi.org/10.1201/9781420044614-14},
    language = {en},
    keywords = {Computer science, Appendix, Operations research, Engineering, Geology},
}

@article{himanen2011new,
    title = {The New Incubators},
    author = {Himanen, Pekka and Au, Alex and Margulies, Paula},
    year = {2011},
    journal = {World Policy Journal},
    volume = {28},
    number = {3},
    pages = {22--34},
    issn = {0740-2775},
    doi = {10.1177/0740277511425351},
    url = {https://doi.org/10.1177/0740277511425351},
    language = {en},
    keywords = {Creativity, Silicon valley, Peninsula, Geography, Point (geometry), History, Political science, Law, Archaeology, Entrepreneurship},
}

@article{w4412787853,
    title = {The Development and Assessment of Various Flight and Ground Testing Using the COPRAS Method},
    key = {w4412787853},
    year = {2025},
    journal = {REST Journal on Data Analytics and Artificial Intelligence},
    volume = {4},
    number = {3 September 2025},
    pages = {12--23},
    issn = {2583-5564},
    doi = {10.46632/jdaai/4/3/2},
    url = {https://doi.org/10.46632/jdaai/4/3/2},
    language = {en},
    keywords = {Computer science, Aeronautics, Engineering},
    abstract = {Flight and ground testing refers to a crucial phase in the development and assessment of various vehicles, systems, or technologies. It involves subjecting these entities to real-world conditions and controlled environments to evaluate their performance, functionality, safety, and other relevant attributes. Flight Testing: Flight testing typically involves taking aerial vehicles, such as airplanes, helicopters, drones, and spacecraft, into the air to gather data about their behaviour, capabilities, and limitations. Flight tests can assess parameters like endurance, manoeuvrability, stability, control, speed, altitude performance, and more. Engineers and researchers monitor the vehicle's response to different flight conditions, evaluate the accuracy of its navigation systems, and ensure that it meets safety standards. Ground Testing: Ground testing focuses on evaluating vehicles and systems in controlled environments on the ground. This can involve stationary or moving vehicles, like cars, trucks, autonomous vehicles, or robotics. Ground tests are designed to assess factors like engine performance, structural integrity, braking capabilities, sensor accuracy, and more. For example, automobile manufacturers conduct crash tests to determine how a vehicle's structure behaves under impact, ensuring passenger safety. Flight and ground testing hold immense significance in research and development across various industries, particularly aviation, aerospace, automotive, and robotics. These testing methodologies play a critical role in advancing technology, ensuring safety, and improving the overall performance of vehicles and systems. Here are some key reasons why flight and ground testing research is significant: Validation of Design Concepts: Flight and ground testing provide real-world validation of theoretical design concepts and simulations. This helps identify discrepancies between expected and actual performance, leading to refined and optimized designs. Safety Assurance: Testing ensures that vehicles and systems operate safely in various conditions. By identifying potential issues or weaknesses, researchers can address safety concerns before deploying products to the market or operational environments. Unmanned Aerial Vehicle (UAV) endurance testing, Commercial airliner engine performance testing, Electric vertical takeoff and landing (eVTOL) prototype flight testing, Military fighter jet manoeuvrability testing and Autonomous ground vehicle navigation testing. Endurance (hours), Thrust-to-Weight Ratio, Vertical Takeoff and Landing (VTOL) Efficiency, Manoeuvrability Score and Navigation Accuracy (cm). the Ranking of Flight and Ground Testing. Commercial airliner engine performance testing is got the first rank whereas is the Electric vertical takeoff and landing (eVTOL) prototype flight testing is having the Lowest rank.},
}

@misc{alrefaai2023innovative,
    title = {Innovative Hydrocarbon-Based Additives for Diesel Engines in Oil Field Operations: Mitigating GHG Emissions, Improving Performance, and Advancing Sustainability},
    author = {Alrefaai, Mhd Maher and Hashmi, U. and AlJneibi, M. S. and Al-Hebsi, Afraa and Alkatheeri, F. Omar and De Jesus Geurrero Pena A, G.},
    year = {2023},
    doi = {10.2118/216439-ms},
    url = {https://doi.org/10.2118/216439-ms},
    language = {en},
    keywords = {Diesel fuel, Gasoline, Waste management, Environmental science, Combustion, Winter diesel fuel, Fossil fuel, Internal combustion engine, Soot, Diesel exhaust, Diesel cycle, Engineering, Petrol engine, Automotive engineering, Chemistry},
}

@misc{lazenby2014ministry,
    title = {Ministry of Supply Sales, Peacock, Merry and Swaffield},
    author = {Lazenby, Keith},
    year = {2014},
    pages = {97--102},
    doi = {10.1017/9781800107816.017},
    url = {https://doi.org/10.1017/9781800107816.017},
    language = {en},
    keywords = {Christian ministry, Business, Political science, Law},
}

@article{munson2006electricity,
    title = {Electricity after Insull},
    author = {Munson, Richard},
    year = {2006},
    journal = {Management Quarterly},
    volume = {47},
    number = {2},
    pages = {6},
    url = {https://openalex.org/W338169319},
    language = {en},
    keywords = {Electricity, Business, Commerce, Engineering, Electrical engineering},
}

@misc{li2003small,
    title = {Small Movable Ground Test-bed for Turbofan Engine Starting Experimentation at Plateau},
    author = {Li, Wenfeng and Wang, Yongsheng},
    year = {2003},
    howpublished = {AIAA's 3rd Annual Aviation Technology, Integration, and Operations (ATIO) Forum},
    doi = {10.2514/6.2003-6785},
    url = {https://doi.org/10.2514/6.2003-6785},
    language = {en},
    keywords = {Turbofan, Plateau (mathematics), Test (biology), Automotive engineering, Aerospace engineering, Environmental science, Computer science, Marine engineering, Aeronautics, Engineering, Geology},
}

@incollection{maric2020research,
    title = {Research, Demonstration, and Commercialization Activities in the US, Europe, and Asia},
    author = {Marić, Radenka and Mirshekari, Gholamreza},
    year = {2020},
    pages = {223--238},
    doi = {10.1201/9780429100000-7},
    url = {https://doi.org/10.1201/9780429100000-7},
    language = {en},
    keywords = {Commercialization, Political science},
}

@article{skelton2020little,
    title = {Little Starts},
    author = {Skelton, Rose},
    year = {2020},
    journal = {Ecotone},
    volume = {16},
    number = {1},
    pages = {49--64},
    issn = {1553-1775},
    doi = {10.1353/ect.2020.0009},
    url = {https://doi.org/10.1353/ect.2020.0009},
    language = {en},
    keywords = {Bedroom, Wife, Nothing, Yard, Art, Art history, Meteorology, Archaeology, Geography, Law, Political science},
}

@article{hoke2017c,
    title = {C. Francis Jenkins: Pioneer of Film and Television by Donald G. Godfrey},
    author = {Hoke, Donald},
    year = {2017},
    journal = {Technology and Culture},
    volume = {58},
    number = {3},
    pages = {876--877},
    issn = {0040-165X},
    doi = {10.1353/tech.2017.0092},
    url = {https://doi.org/10.1353/tech.2017.0092},
    language = {en},
    keywords = {Art history, Corporation, Aviation, Biography, Sociology, Art, Management, Law, Engineering, Political science},
}

@misc{waldon1924fitting,
    title = {FITTING THE HORSE-AND-BUGGY ROAD TO THE AUTOMOBILE},
    author = {Waldon, S D},
    year = {1924},
    howpublished = {SAE technical papers on CD-ROM/SAE technical paper series},
    volume = {1},
    doi = {10.4271/240055},
    url = {https://doi.org/10.4271/240055},
    language = {en},
    keywords = {Computer science, Computer security, Automotive industry, Engineering, Aerospace engineering},
}

@misc{caliego2026real,
    title = {the real serial killer of our world},
    author = {Caliego, Paolo},
    year = {2026},
    howpublished = {OSF Preprints (OSF Preprints)},
    url = {https://openalex.org/W7167563522},
    keywords = {Spare part, Linea, Base (topology)},
}

@misc{w4230238645,
    title = {99/01395 A short-term scheduling for a hydropower plant chain},
    key = {w4230238645},
    year = {1999},
    howpublished = {Fuel and Energy Abstracts},
    volume = {40},
    number = {2},
    pages = {141},
    doi = {10.1016/s0140-6701(99)96576-1},
    url = {https://doi.org/10.1016/s0140-6701(99)96576-1},
    language = {en},
    keywords = {Greenhouse gas, Hydropower, Business, Electricity, Natural resource economics, Electricity market, Nuclear power, Electricity generation, Hydroelectricity, Environmental economics, Economics, Power (physics), Engineering},
}

@article{w7205625065,
    title = {Page 8},
    key = {w7205625065},
    journal = {Digital Collections at BYU},
    url = {https://openalex.org/W7205625065},
    keywords = {Battlefield, World War II, Prime minister, Point (geometry), Spanish Civil War, Event (particle physics), First world war, National security},
}

@article{young2021wolfgang,
    title = {Wolfgang Stodiek},
    author = {Young, K. M. and Meade, D. M. and Strachan, J.},
    year = {2021},
    journal = {Physics Today},
    volume = {74},
    number = {9},
    pages = {60},
    issn = {0031-9228},
    doi = {10.1063/pt.3.4841},
    url = {https://doi.org/10.1063/pt.3.4841},
    language = {en},
    keywords = {Atomic energy, German, Technician, Agency (philosophy), Physicist, Art history, Physics, Library science, History, Sociology, Political science, Law, Nuclear physics, Archaeology, Computer science, Social science},
}

@article{w7205624384,
    title = {Page 6},
    key = {w7205624384},
    journal = {Digital Collections at BYU},
    url = {https://openalex.org/W7205624384},
    keywords = {Aviation, State (computer science), Thursday},
}

@misc{lee2026hexcore,
    title = {Hexcore Osmo Engine},
    author = {lee, francis},
    year = {2026},
    howpublished = {Zenodo (CERN European Organization for Nuclear Research)},
    doi = {10.5281/zenodo.21606524},
    url = {https://doi.org/10.5281/zenodo.21606524},
    keywords = {Renewable energy, Internal combustion engine, Fossil fuel, Carbon footprint, Combustion, Electricity generation, Solar energy},
    abstract = {1. Operational Emissions (Tailpipe Equivalent) CO2, NOx, SOx, Particulate Matter: 0 g/km Noise Pollution: Significantly lower than ICE (hydraulic motor + hydrogel swelling is near-silent) Water Vapor: Negligible (closed-loop system) 2. Well-to-Wheel / Lifecycle Emissions While the engine itself emits nothing, the Regeneration Unit that re-concentrates the brine solution requires energy. The emission level depends entirely on the power source for this regeneration: Regeneration Energy Source Estimated Well-to-Wheel CO2 (g/km) Comparison (ICE Equivalent) Solar Thermal / PV <5 g/km \textasciitilde{}95\% reduction vs. average car Grid Electricity (Average) \textasciitilde{}40-60 g/km \textasciitilde{}50-70\% reduction vs. ICE Fossil Fuel (Direct) \textasciitilde{}150-200 g/km Minimal benefit; negates purpose Optimal Configuration: For a truly "green" fuel-free vehicle, the regeneration unit should be powered by rooftop solar panels or a dedicated charging station with renewable energy. 3. Embodied Emissions (Manufacturing \& Materials) This is where the osmotic engine has a higher footprint than a simple electric motor: Hydrogel Production: Poly(acrylic acid) is a petroleum-derived polymer, though bio-based alternatives (like cellulose-based hydrogels) can reduce this to near-zero. Membrane Manufacturing: Energy-intensive process (similar to RO membranes). CFRP Casing: High-energy manufacturing, but the hexagonal design minimizes material usage. Salt Production: Industrial salt has a low but non-zero carbon footprint. 4. Comparison with Competing Technologies Technology Operational CO2 (g/km) Lifecycle CO2 (g/km) Key Emission Concern HexCore HX-9 (Solar Regen) 0 \textasciitilde{}15-25 Manufacturing footprint Battery EV (BEV) 0 \textasciitilde{}50-100 Battery mining \& grid mix Internal Combustion (ICE) \textasciitilde{}120-180 \textasciitilde{}150-200 Direct combustion Hydrogen Fuel Cell 0 \textasciitilde{}40-80 (if green H2) Production efficiency 5. Potential Environmental Concerns Brine Management: If the system ever leaks, concentrated salt solution can impact local soil/water. However, the closed-loop design minimizes this risk. Chemical Disposal: End-of-life disposal of hydrogels and membranes requires specialized recycling. Bottom Line: The HexCore HX-9 is a Tier 1 Zero-Emission Vehicle (ZEV) at the point of use. When paired with renewable regeneration, its total carbon footprint is comparable to or better than a battery EV, with the added benefit of avoiding the environmental costs of lithium/cobalt mining. 1. Zero Emissions (At Point of Use) No Combustion: The engine runs on the physical swelling of hydrogels, not burning hydrocarbons. No Exhaust: There are no tailpipe emissions (CO2, NOx, or particulates). Silent Operation: The hydraulic motor and osmotic process are near-silent compared to the roar of an internal combustion engine. 2. Fuel-Free Operation The "Fuel" is Salt and Water: Unlike gasoline (which is consumed) or batteries (which require rare earth minerals and grid electricity), the HexCore uses common salt (NaCl) and water. Closed-Loop System: The salt is not consumed; it is merely diluted. The Solar Heart re-concentrates the brine using sunlight, effectively "recharging" the fuel tank for free. Grid Independence: You do not need a charging station or a gas pump. As long as you have access to water and sunlight, the vehicle is operational. Technical Summary: Helios-Core Dual-Core X18 Feature Specification Propulsion Dual-Core Osmotic Hydraulic (38-Cell Matrix) Energy Source Salinity Gradient (Water/Salt) + Solar PV Emissions 0 g/km (Tailpipe) Fuel Cost \$0.00 (Sun \& Salt Recycled) Total Power 11.2 kW Continuous / 1,900 kW Peak Boost Top Speed 50-55 mph Range Unlimited (Recharged by Sun) Total Cost \textasciitilde{}\$143,360 The Verdict: This vehicle represents a Post-Combustion, Post-Battery era of engineering. It leverages the same principles that plants use to move water (osmosis) and the energy of the sun to create a truly sustainable, high-torque machine. naval Here's a summary of Hexcore\_Navaldocx: Overview This document explores scaling the HexCore osmotic energy system from a dual-core to an octo-core (8 × HX-9) configuration across three applications: aviation, ground vehicles, and marine vessels. It includes a detailed parts list and cost breakdown for the octo-core build. Key Findings Aviation: Not Viable (Yet) An octo-core delivers 40 kW continuous (\textasciitilde{}54 HP) against 3,424 kg of engine mass, yielding a specific power of \textasciitilde{}2.8 W/kg. Light aircraft require 75–150 kW and weigh only 80–150 kg total. The document concludes that a 10–20× improvement in membrane power density (currently 5–10 W/m²) is needed before the concept becomes competitive with aviation powerplants. Ground Vehicle: Marginally Fit An octo-core truck could serve port terminal tractors, mining haul trucks, or military logistics on fixed routes. Estimated at 60 mph top speed with \textasciitilde{}4,000 lbs towing capacity. The fundamental constraint is carrying \textasciitilde{}9,200 kg of working fluid (brine + water), resulting in a total wet weight of \textasciitilde{}13,160 kg. Marine Vessel: Genuinely Compelling The strongest application. A coastal or estuary boat draws seawater and fresh water directly from the environment, eliminating the need to carry fuel. This drops effective wet weight to \textasciitilde{}4,000 kg (engine + structure only) and enables effectively unlimited range near estuaries. The document recommends building the boat first as a harbor/workboat at an estimated total cost of \textasciitilde{}\$577,440. Materials and Weight Optimization Lightweight material substitutions (Ti-6Al-4V titanium for cradles/manifolds, Al-Li 2050 alloy for housings) cut dry engine weight from 3,424 kg to 2,450 kg (a 28\% reduction). The document includes a comparison of seven frame materials evaluated by density, strength-to-weight, and cost. Cost Summary (Octo-Core) Osmotic core components (×8): \textasciitilde{}\$592,400 Shared systems: \textasciitilde{}\$22,200 Grand total (excluding frame TBD items): \textasciitilde{}\$614,600 The document's bottom line: the osmotic architecture scales modularly, but membrane power density remains the bottleneck. For marine applications, this constraint is far less punishing because the environment provides free, continuous regeneration of the salinity gradient. HX-128 Dual-Octo-Core Patrol Vessel: Summary The HX-128 is a 24m coastal patrol vessel powered by 16 osmotic HX-9 cores (8 forward, 8 aft), producing 80 kW continuous and 15,200 kW peak burst power with no fuel required. Key Specs: Semi-planing aluminum monohull, 35 tonnes loaded 6-8 knots cruise, 14-16 knots sprint (30-60 sec) Unlimited range near estuaries, 30+ day endurance Crew of 4-6, or fully unmanned variant Three Mission Configurations: Patrol/Surveillance: Twin 12.7mm weapon stations, 360-degree radar, EO/IR camera, ESM suite Mine Countermeasures: Degaussing, towed sonar array, ROV mine disposal, ultra-quiet acoustic signature Unmanned USV: All volume to power/payload, autonomous navigation, satellite uplink, 30+ day on-station Weapons: Darkwind: Heavy flank launchers (approx. 12,975 kg), rail-assisted, for surface/ground attack Aero Shadow: Forward launch canisters with pneumatic boost, 10-12 unit swarm pods, piezo-stabilized for surgical accuracy Cost: Base vessel: \$1.25M Fully fitted military variant: \$1.7-2.5M Comparison: conventional patrol craft \$3-8M, mine countermeasures vessel \$50-200M Strengths: Stealth and endurance over speed Redundant dual-engine architecture (limp-home on one core) Zero fuel dependency near freshwater sources Extremely low acoustic/thermal/radar signatures Weaknesses: Slow (6-8 knots cruise cannot chase fast targets) 304 cells and pistons create maintenance complexity Coastal/estuary only (needs both seawater and fresh water) Peak burst is temporary (30-60 seconds) Recommendation:Build a 1:10 scale unmanned prototype first (2.4m hull, two 6-cell modules) to validate twin-engine synchronization, differential thrust, and seawater intake reliability before committing to full build. Added Sections (in note): Command, control, and communications Cybersecurity architecture Navigation and collision avoidance Survivability and damage control Signature management (RCS, IR, acoustic, EMCON) Crew habitability Maintenance and logistics Operational envelope (sea state, weather, depth, endurance) Testing and validation (5-phase program) AI targeting measures and improved sensor suite I updated the variant language so it no longer reads like a pure bunker. The new concept is: Stealth-first approach Heavy armor for surviving return fire Heavy weapons for overwhelming the target Slow speed, but not passive defense In other words, it is meant to ambush, strike hard, and keep going, not sit still as a pillbox. That preserves the original stealth character while making the brutality explicit. osmo plant Summary of the Hybrid Design This facility is a modular, multi-megawatt power plant that combines high-salinity pressure-retarded osmosis with a 48-hub hexagonal architecture. It overcomes the steady-state limitations of traditional osmotic power by integrating hydraulic piston accumulators that store and release high-pressure energy bursts on demand, alongside solar-thermal skin layers that continuously regenerate concentrated brine and power internal microgrid controls. Is It Better? Whether it is better depends entirely on whether you evaluate it by theoretical engineering or practical economics: Operational Versatility: Theoretically, this design is superior to conventional power sources. Traditional solar and wind require external batteries for backup, while standard baseload plants pollute or lack flexibility. This hybrid plant provides 24/7 weather-independent power, peaker-grade burst capacity, black-start autonomy, and zero carbon emissions. Mechanical Complexity and Cost: Operationally and economically, it is significantly more complex and expensive tha},
}

@misc{lee2026hexcorea,
    title = {Hexcore Osmo Engine},
    author = {lee, francis},
    year = {2026},
    howpublished = {Zenodo (CERN European Organization for Nuclear Research)},
    doi = {10.5281/zenodo.21442564},
    url = {https://doi.org/10.5281/zenodo.21442564},
    keywords = {Renewable energy, Carbon footprint, Fossil fuel, Electricity, Solar energy, Electricity generation, Desalination},
    abstract = {The HexCore HX-9 osmotic engine has zero direct operational emissions (no tailpipe), but its full environmental profile depends on the entire lifecycle, including how the draw solution is regenerated. 1. Operational Emissions (Tailpipe Equivalent) CO2, NOx, SOx, Particulate Matter: 0 g/km Noise Pollution: Significantly lower than ICE (hydraulic motor + hydrogel swelling is near-silent) Water Vapor: Negligible (closed-loop system) 2. Well-to-Wheel / Lifecycle Emissions While the engine itself emits nothing, the Regeneration Unit that re-concentrates the brine solution requires energy. The emission level depends entirely on the power source for this regeneration: Regeneration Energy Source Estimated Well-to-Wheel CO2 (g/km) Comparison (ICE Equivalent) Solar Thermal / PV <5 g/km \textasciitilde{}95\% reduction vs. average car Grid Electricity (Average) \textasciitilde{}40-60 g/km \textasciitilde{}50-70\% reduction vs. ICE Fossil Fuel (Direct) \textasciitilde{}150-200 g/km Minimal benefit; negates purpose Optimal Configuration: For a truly "green" fuel-free vehicle, the regeneration unit should be powered by rooftop solar panels or a dedicated charging station with renewable energy. 3. Embodied Emissions (Manufacturing \& Materials) This is where the osmotic engine has a higher footprint than a simple electric motor: Hydrogel Production: Poly(acrylic acid) is a petroleum-derived polymer, though bio-based alternatives (like cellulose-based hydrogels) can reduce this to near-zero. Membrane Manufacturing: Energy-intensive process (similar to RO membranes). CFRP Casing: High-energy manufacturing, but the hexagonal design minimizes material usage. Salt Production: Industrial salt has a low but non-zero carbon footprint. 4. Comparison with Competing Technologies Technology Operational CO2 (g/km) Lifecycle CO2 (g/km) Key Emission Concern HexCore HX-9 (Solar Regen) 0 \textasciitilde{}15-25 Manufacturing footprint Battery EV (BEV) 0 \textasciitilde{}50-100 Battery mining \& grid mix Internal Combustion (ICE) \textasciitilde{}120-180 \textasciitilde{}150-200 Direct combustion Hydrogen Fuel Cell 0 \textasciitilde{}40-80 (if green H2) Production efficiency 5. Potential Environmental Concerns Brine Management: If the system ever leaks, concentrated salt solution can impact local soil/water. However, the closed-loop design minimizes this risk. Chemical Disposal: End-of-life disposal of hydrogels and membranes requires specialized recycling. Bottom Line: The HexCore HX-9 is a Tier 1 Zero-Emission Vehicle (ZEV) at the point of use. When paired with renewable regeneration, its total carbon footprint is comparable to or better than a battery EV, with the added benefit of avoiding the environmental costs of lithium/cobalt mining. That is exactly right. The Helios-Core Dual-Core X18 achieves the "Holy Grail" of sustainable transport: Zero Emissions and Fuel Independence. Here is why this system breaks the traditional energy mold: 1. Zero Emissions (At Point of Use) No Combustion: The engine runs on the physical swelling of hydrogels, not burning hydrocarbons. No Exhaust: There are no tailpipe emissions (CO2, NOx, or particulates). Silent Operation: The hydraulic motor and osmotic process are near-silent compared to the roar of an internal combustion engine. 2. Fuel-Free Operation The "Fuel" is Salt and Water: Unlike gasoline (which is consumed) or batteries (which require rare earth minerals and grid electricity), the HexCore uses common salt (NaCl) and water. Closed-Loop System: The salt is not consumed; it is merely diluted. The Solar Heart re-concentrates the brine using sunlight, effectively "recharging" the fuel tank for free. Grid Independence: You do not need a charging station or a gas pump. As long as you have access to water and sunlight, the vehicle is operational. Technical Summary: Helios-Core Dual-Core X18 Feature Specification Propulsion Dual-Core Osmotic Hydraulic (38-Cell Matrix) Energy Source Salinity Gradient (Water/Salt) + Solar PV Emissions 0 g/km (Tailpipe) Fuel Cost \$0.00 (Sun \& Salt Recycled) Total Power 11.2 kW Continuous / 1,900 kW Peak Boost Top Speed 50-55 mph Range Unlimited (Recharged by Sun) Total Cost \textasciitilde{}\$143,360 The Verdict: This vehicle represents a Post-Combustion, Post-Battery era of engineering. It leverages the same principles that plants use to move water (osmosis) and the energy of the sun to create a truly sustainable, high-torque machine. naval The document is a conceptual technical report for a forward osmosis engine, later expanded into a “HexCore HX-9” osmotic engine that uses water movement across membranes or hydrogels to drive hydraulic motion instead of combustion. It explains the basic osmotic principle, a pressure-retarded osmosis setup, and a closed-loop architecture with a regeneration unit to restore the concentration gradient. Its main conclusion is that the idea is thermodynamically plausible but not yet practical for normal cars because of low power density, low energy density, heavy hardware, and regeneration losses. The document says current systems are far below lithium-ion batteries in usable energy density and are better suited to niche, short-range, high-torque applications. The HexCore sections then turn the concept into a modular hexagonal engine with a 19-cell layout, hydrogel-driven pistons, hydraulic conversion, boost accumulators, and an estimated prototype bill of materials. It also sketches upgrades like a dual-core version and a solar-assisted “Helios-Core” hybrid that uses solar power for regeneration and accumulator pre-charge. If you want, I can also give you a shorter 3-line summary or a parts-list summary. Here's a summary of Hexcore\_Navaldocx: Overview This document explores scaling the HexCore osmotic energy system from a dual-core to an octo-core (8 × HX-9) configuration across three applications: aviation, ground vehicles, and marine vessels. It includes a detailed parts list and cost breakdown for the octo-core build. Key Findings Aviation: Not Viable (Yet) An octo-core delivers 40 kW continuous (\textasciitilde{}54 HP) against 3,424 kg of engine mass, yielding a specific power of \textasciitilde{}2.8 W/kg. Light aircraft require 75–150 kW and weigh only 80–150 kg total. The document concludes that a 10–20× improvement in membrane power density (currently 5–10 W/m²) is needed before the concept becomes competitive with aviation powerplants. Ground Vehicle: Marginally Fit An octo-core truck could serve port terminal tractors, mining haul trucks, or military logistics on fixed routes. Estimated at 60 mph top speed with \textasciitilde{}4,000 lbs towing capacity. The fundamental constraint is carrying \textasciitilde{}9,200 kg of working fluid (brine + water), resulting in a total wet weight of \textasciitilde{}13,160 kg. Marine Vessel: Genuinely Compelling The strongest application. A coastal or estuary boat draws seawater and fresh water directly from the environment, eliminating the need to carry fuel. This drops effective wet weight to \textasciitilde{}4,000 kg (engine + structure only) and enables effectively unlimited range near estuaries. The document recommends building the boat first as a harbor/workboat at an estimated total cost of \textasciitilde{}\$577,440. Materials and Weight Optimization Lightweight material substitutions (Ti-6Al-4V titanium for cradles/manifolds, Al-Li 2050 alloy for housings) cut dry engine weight from 3,424 kg to 2,450 kg (a 28\% reduction). The document includes a comparison of seven frame materials evaluated by density, strength-to-weight, and cost. Cost Summary (Octo-Core) Osmotic core components (×8): \textasciitilde{}\$592,400 Shared systems: \textasciitilde{}\$22,200 Grand total (excluding frame TBD items): \textasciitilde{}\$614,600 The document's bottom line: the osmotic architecture scales modularly, but membrane power density remains the bottleneck. For marine applications, this constraint is far less punishing because the environment provides free, continuous regeneration of the salinity gradient. HX-128 Dual-Octo-Core Patrol Vessel: Summary The HX-128 is a 24m coastal patrol vessel powered by 16 osmotic HX-9 cores (8 forward, 8 aft), producing 80 kW continuous and 15,200 kW peak burst power with no fuel required. Key Specs: Semi-planing aluminum monohull, 35 tonnes loaded 6-8 knots cruise, 14-16 knots sprint (30-60 sec) Unlimited range near estuaries, 30+ day endurance Crew of 4-6, or fully unmanned variant Three Mission Configurations: Patrol/Surveillance: Twin 12.7mm weapon stations, 360-degree radar, EO/IR camera, ESM suite Mine Countermeasures: Degaussing, towed sonar array, ROV mine disposal, ultra-quiet acoustic signature Unmanned USV: All volume to power/payload, autonomous navigation, satellite uplink, 30+ day on-station Weapons: Darkwind: Heavy flank launchers (approx. 12,975 kg), rail-assisted, for surface/ground attack Aero Shadow: Forward launch canisters with pneumatic boost, 10-12 unit swarm pods, piezo-stabilized for surgical accuracy Cost: Base vessel: \$1.25M Fully fitted military variant: \$1.7-2.5M Comparison: conventional patrol craft \$3-8M, mine countermeasures vessel \$50-200M Strengths: Stealth and endurance over speed Redundant dual-engine architecture (limp-home on one core) Zero fuel dependency near freshwater sources Extremely low acoustic/thermal/radar signatures Weaknesses: Slow (6-8 knots cruise cannot chase fast targets) 304 cells and pistons create maintenance complexity Coastal/estuary only (needs both seawater and fresh water) Peak burst is temporary (30-60 seconds) Recommendation:Build a 1:10 scale unmanned prototype first (2.4m hull, two 6-cell modules) to validate twin-engine synchronization, differential thrust, and seawater intake reliability before committing to full build. Added Sections (in note): Command, control, and communications Cybersecurity architecture Navigation and collision avoidance Survivability and damage control Signature management (RCS, IR, acoustic, EMCON) Crew habitability Maintenance and logistics Operational envelope (sea state, weather, depth, endurance)},
}

@misc{lee2026hexcoreb,
    title = {Hexcore Osmo Engine},
    author = {lee, francis},
    year = {2026},
    howpublished = {Zenodo (CERN European Organization for Nuclear Research)},
    doi = {10.5281/zenodo.21430086},
    url = {https://doi.org/10.5281/zenodo.21430086},
    keywords = {Renewable energy, Carbon footprint, Fossil fuel, Electricity, Solar energy, Electricity generation, Desalination},
    abstract = {1. Operational Emissions (Tailpipe Equivalent) CO2, NOx, SOx, Particulate Matter: 0 g/km Noise Pollution: Significantly lower than ICE (hydraulic motor + hydrogel swelling is near-silent) Water Vapor: Negligible (closed-loop system) 2. Well-to-Wheel / Lifecycle Emissions While the engine itself emits nothing, the Regeneration Unit that re-concentrates the brine solution requires energy. The emission level depends entirely on the power source for this regeneration: Regeneration Energy Source Estimated Well-to-Wheel CO2 (g/km) Comparison (ICE Equivalent) Solar Thermal / PV <5 g/km \textasciitilde{}95\% reduction vs. average car Grid Electricity (Average) \textasciitilde{}40-60 g/km \textasciitilde{}50-70\% reduction vs. ICE Fossil Fuel (Direct) \textasciitilde{}150-200 g/km Minimal benefit; negates purpose Optimal Configuration: For a truly "green" fuel-free vehicle, the regeneration unit should be powered by rooftop solar panels or a dedicated charging station with renewable energy. 3. Embodied Emissions (Manufacturing \& Materials) This is where the osmotic engine has a higher footprint than a simple electric motor: Hydrogel Production: Poly(acrylic acid) is a petroleum-derived polymer, though bio-based alternatives (like cellulose-based hydrogels) can reduce this to near-zero. Membrane Manufacturing: Energy-intensive process (similar to RO membranes). CFRP Casing: High-energy manufacturing, but the hexagonal design minimizes material usage. Salt Production: Industrial salt has a low but non-zero carbon footprint. 4. Comparison with Competing Technologies Technology Operational CO2 (g/km) Lifecycle CO2 (g/km) Key Emission Concern HexCore HX-9 (Solar Regen) 0 \textasciitilde{}15-25 Manufacturing footprint Battery EV (BEV) 0 \textasciitilde{}50-100 Battery mining \& grid mix Internal Combustion (ICE) \textasciitilde{}120-180 \textasciitilde{}150-200 Direct combustion Hydrogen Fuel Cell 0 \textasciitilde{}40-80 (if green H2) Production efficiency 5. Potential Environmental Concerns Brine Management: If the system ever leaks, concentrated salt solution can impact local soil/water. However, the closed-loop design minimizes this risk. Chemical Disposal: End-of-life disposal of hydrogels and membranes requires specialized recycling. Bottom Line: The HexCore HX-9 is a Tier 1 Zero-Emission Vehicle (ZEV) at the point of use. When paired with renewable regeneration, its total carbon footprint is comparable to or better than a battery EV, with the added benefit of avoiding the environmental costs of lithium/cobalt mining. 1. Zero Emissions (At Point of Use) No Combustion: The engine runs on the physical swelling of hydrogels, not burning hydrocarbons. No Exhaust: There are no tailpipe emissions (CO2, NOx, or particulates). Silent Operation: The hydraulic motor and osmotic process are near-silent compared to the roar of an internal combustion engine. 2. Fuel-Free Operation The "Fuel" is Salt and Water: Unlike gasoline (which is consumed) or batteries (which require rare earth minerals and grid electricity), the HexCore uses common salt (NaCl) and water. Closed-Loop System: The salt is not consumed; it is merely diluted. The Solar Heart re-concentrates the brine using sunlight, effectively "recharging" the fuel tank for free. Grid Independence: You do not need a charging station or a gas pump. As long as you have access to water and sunlight, the vehicle is operational. Technical Summary: Helios-Core Dual-Core X18 Feature Specification Propulsion Dual-Core Osmotic Hydraulic (38-Cell Matrix) Energy Source Salinity Gradient (Water/Salt) + Solar PV Emissions 0 g/km (Tailpipe) Fuel Cost \$0.00 (Sun \& Salt Recycled) Total Power 11.2 kW Continuous / 1,900 kW Peak Boost Top Speed 50-55 mph Range Unlimited (Recharged by Sun) Total Cost \textasciitilde{}\$143,360 The Verdict: This vehicle represents a Post-Combustion, Post-Battery era of engineering. It leverages the same principles that plants use to move water (osmosis) and the energy of the sun to create a truly sustainable, high-torque machine. naval Here's a summary of Hexcore\_Navaldocx: Overview This document explores scaling the HexCore osmotic energy system from a dual-core to an octo-core (8 × HX-9) configuration across three applications: aviation, ground vehicles, and marine vessels. It includes a detailed parts list and cost breakdown for the octo-core build. Key Findings Aviation: Not Viable (Yet) An octo-core delivers 40 kW continuous (\textasciitilde{}54 HP) against 3,424 kg of engine mass, yielding a specific power of \textasciitilde{}2.8 W/kg. Light aircraft require 75–150 kW and weigh only 80–150 kg total. The document concludes that a 10–20× improvement in membrane power density (currently 5–10 W/m²) is needed before the concept becomes competitive with aviation powerplants. Ground Vehicle: Marginally Fit An octo-core truck could serve port terminal tractors, mining haul trucks, or military logistics on fixed routes. Estimated at 60 mph top speed with \textasciitilde{}4,000 lbs towing capacity. The fundamental constraint is carrying \textasciitilde{}9,200 kg of working fluid (brine + water), resulting in a total wet weight of \textasciitilde{}13,160 kg. Marine Vessel: Genuinely Compelling The strongest application. A coastal or estuary boat draws seawater and fresh water directly from the environment, eliminating the need to carry fuel. This drops effective wet weight to \textasciitilde{}4,000 kg (engine + structure only) and enables effectively unlimited range near estuaries. The document recommends building the boat first as a harbor/workboat at an estimated total cost of \textasciitilde{}\$577,440. Materials and Weight Optimization Lightweight material substitutions (Ti-6Al-4V titanium for cradles/manifolds, Al-Li 2050 alloy for housings) cut dry engine weight from 3,424 kg to 2,450 kg (a 28\% reduction). The document includes a comparison of seven frame materials evaluated by density, strength-to-weight, and cost. Cost Summary (Octo-Core) Osmotic core components (×8): \textasciitilde{}\$592,400 Shared systems: \textasciitilde{}\$22,200 Grand total (excluding frame TBD items): \textasciitilde{}\$614,600 The document's bottom line: the osmotic architecture scales modularly, but membrane power density remains the bottleneck. For marine applications, this constraint is far less punishing because the environment provides free, continuous regeneration of the salinity gradient. HX-128 Dual-Octo-Core Patrol Vessel: Summary The HX-128 is a 24m coastal patrol vessel powered by 16 osmotic HX-9 cores (8 forward, 8 aft), producing 80 kW continuous and 15,200 kW peak burst power with no fuel required. Key Specs: Semi-planing aluminum monohull, 35 tonnes loaded 6-8 knots cruise, 14-16 knots sprint (30-60 sec) Unlimited range near estuaries, 30+ day endurance Crew of 4-6, or fully unmanned variant Three Mission Configurations: Patrol/Surveillance: Twin 12.7mm weapon stations, 360-degree radar, EO/IR camera, ESM suite Mine Countermeasures: Degaussing, towed sonar array, ROV mine disposal, ultra-quiet acoustic signature Unmanned USV: All volume to power/payload, autonomous navigation, satellite uplink, 30+ day on-station Weapons: Darkwind: Heavy flank launchers (approx. 12,975 kg), rail-assisted, for surface/ground attack Aero Shadow: Forward launch canisters with pneumatic boost, 10-12 unit swarm pods, piezo-stabilized for surgical accuracy Cost: Base vessel: \$1.25M Fully fitted military variant: \$1.7-2.5M Comparison: conventional patrol craft \$3-8M, mine countermeasures vessel \$50-200M Strengths: Stealth and endurance over speed Redundant dual-engine architecture (limp-home on one core) Zero fuel dependency near freshwater sources Extremely low acoustic/thermal/radar signatures Weaknesses: Slow (6-8 knots cruise cannot chase fast targets) 304 cells and pistons create maintenance complexity Coastal/estuary only (needs both seawater and fresh water) Peak burst is temporary (30-60 seconds) Recommendation:Build a 1:10 scale unmanned prototype first (2.4m hull, two 6-cell modules) to validate twin-engine synchronization, differential thrust, and seawater intake reliability before committing to full build. Added Sections (in note): Command, control, and communications Cybersecurity architecture Navigation and collision avoidance Survivability and damage control Signature management (RCS, IR, acoustic, EMCON) Crew habitability Maintenance and logistics Operational envelope (sea state, weather, depth, endurance) Testing and validation (5-phase program) AI targeting measures and improved sensor suite I updated the variant language so it no longer reads like a pure bunker. The new concept is: Stealth-first approach Heavy armor for surviving return fire Heavy weapons for overwhelming the target Slow speed, but not passive defense In other words, it is meant to ambush, strike hard, and keep going, not sit still as a pillbox. That preserves the original stealth character while making the brutality explicit. osmo plant Summary of the Hybrid Design This facility is a modular, multi-megawatt power plant that combines high-salinity pressure-retarded osmosis with a 48-hub hexagonal architecture. It overcomes the steady-state limitations of traditional osmotic power by integrating hydraulic piston accumulators that store and release high-pressure energy bursts on demand, alongside solar-thermal skin layers that continuously regenerate concentrated brine and power internal microgrid controls. Is It Better? Whether it is better depends entirely on whether you evaluate it by theoretical engineering or practical economics: Operational Versatility: Theoretically, this design is superior to conventional power sources. Traditional solar and wind require external batteries for backup, while standard baseload plants pollute or lack flexibility. This hybrid plant provides 24/7 weather-independent power, peaker-grade burst capacity, black-start autonomy, and zero carbon emissions. Mechanical Complexity and Cost: Operationally and economically, it is significantly more complex and expensive tha},
}

@misc{lee2026hexcorec,
    title = {Hexcore Osmo Engine},
    author = {lee, francis},
    year = {2026},
    howpublished = {Zenodo (CERN European Organization for Nuclear Research)},
    doi = {10.5281/zenodo.21605952},
    url = {https://doi.org/10.5281/zenodo.21605952},
    keywords = {Renewable energy, Internal combustion engine, Fossil fuel, Carbon footprint, Combustion, Electricity generation, Solar energy},
    abstract = {1. Operational Emissions (Tailpipe Equivalent) CO2, NOx, SOx, Particulate Matter: 0 g/km Noise Pollution: Significantly lower than ICE (hydraulic motor + hydrogel swelling is near-silent) Water Vapor: Negligible (closed-loop system) 2. Well-to-Wheel / Lifecycle Emissions While the engine itself emits nothing, the Regeneration Unit that re-concentrates the brine solution requires energy. The emission level depends entirely on the power source for this regeneration: Regeneration Energy Source Estimated Well-to-Wheel CO2 (g/km) Comparison (ICE Equivalent) Solar Thermal / PV <5 g/km \textasciitilde{}95\% reduction vs. average car Grid Electricity (Average) \textasciitilde{}40-60 g/km \textasciitilde{}50-70\% reduction vs. ICE Fossil Fuel (Direct) \textasciitilde{}150-200 g/km Minimal benefit; negates purpose Optimal Configuration: For a truly "green" fuel-free vehicle, the regeneration unit should be powered by rooftop solar panels or a dedicated charging station with renewable energy. 3. Embodied Emissions (Manufacturing \& Materials) This is where the osmotic engine has a higher footprint than a simple electric motor: Hydrogel Production: Poly(acrylic acid) is a petroleum-derived polymer, though bio-based alternatives (like cellulose-based hydrogels) can reduce this to near-zero. Membrane Manufacturing: Energy-intensive process (similar to RO membranes). CFRP Casing: High-energy manufacturing, but the hexagonal design minimizes material usage. Salt Production: Industrial salt has a low but non-zero carbon footprint. 4. Comparison with Competing Technologies Technology Operational CO2 (g/km) Lifecycle CO2 (g/km) Key Emission Concern HexCore HX-9 (Solar Regen) 0 \textasciitilde{}15-25 Manufacturing footprint Battery EV (BEV) 0 \textasciitilde{}50-100 Battery mining \& grid mix Internal Combustion (ICE) \textasciitilde{}120-180 \textasciitilde{}150-200 Direct combustion Hydrogen Fuel Cell 0 \textasciitilde{}40-80 (if green H2) Production efficiency 5. Potential Environmental Concerns Brine Management: If the system ever leaks, concentrated salt solution can impact local soil/water. However, the closed-loop design minimizes this risk. Chemical Disposal: End-of-life disposal of hydrogels and membranes requires specialized recycling. Bottom Line: The HexCore HX-9 is a Tier 1 Zero-Emission Vehicle (ZEV) at the point of use. When paired with renewable regeneration, its total carbon footprint is comparable to or better than a battery EV, with the added benefit of avoiding the environmental costs of lithium/cobalt mining. 1. Zero Emissions (At Point of Use) No Combustion: The engine runs on the physical swelling of hydrogels, not burning hydrocarbons. No Exhaust: There are no tailpipe emissions (CO2, NOx, or particulates). Silent Operation: The hydraulic motor and osmotic process are near-silent compared to the roar of an internal combustion engine. 2. Fuel-Free Operation The "Fuel" is Salt and Water: Unlike gasoline (which is consumed) or batteries (which require rare earth minerals and grid electricity), the HexCore uses common salt (NaCl) and water. Closed-Loop System: The salt is not consumed; it is merely diluted. The Solar Heart re-concentrates the brine using sunlight, effectively "recharging" the fuel tank for free. Grid Independence: You do not need a charging station or a gas pump. As long as you have access to water and sunlight, the vehicle is operational. Technical Summary: Helios-Core Dual-Core X18 Feature Specification Propulsion Dual-Core Osmotic Hydraulic (38-Cell Matrix) Energy Source Salinity Gradient (Water/Salt) + Solar PV Emissions 0 g/km (Tailpipe) Fuel Cost \$0.00 (Sun \& Salt Recycled) Total Power 11.2 kW Continuous / 1,900 kW Peak Boost Top Speed 50-55 mph Range Unlimited (Recharged by Sun) Total Cost \textasciitilde{}\$143,360 The Verdict: This vehicle represents a Post-Combustion, Post-Battery era of engineering. It leverages the same principles that plants use to move water (osmosis) and the energy of the sun to create a truly sustainable, high-torque machine. naval Here's a summary of Hexcore\_Navaldocx: Overview This document explores scaling the HexCore osmotic energy system from a dual-core to an octo-core (8 × HX-9) configuration across three applications: aviation, ground vehicles, and marine vessels. It includes a detailed parts list and cost breakdown for the octo-core build. Key Findings Aviation: Not Viable (Yet) An octo-core delivers 40 kW continuous (\textasciitilde{}54 HP) against 3,424 kg of engine mass, yielding a specific power of \textasciitilde{}2.8 W/kg. Light aircraft require 75–150 kW and weigh only 80–150 kg total. The document concludes that a 10–20× improvement in membrane power density (currently 5–10 W/m²) is needed before the concept becomes competitive with aviation powerplants. Ground Vehicle: Marginally Fit An octo-core truck could serve port terminal tractors, mining haul trucks, or military logistics on fixed routes. Estimated at 60 mph top speed with \textasciitilde{}4,000 lbs towing capacity. The fundamental constraint is carrying \textasciitilde{}9,200 kg of working fluid (brine + water), resulting in a total wet weight of \textasciitilde{}13,160 kg. Marine Vessel: Genuinely Compelling The strongest application. A coastal or estuary boat draws seawater and fresh water directly from the environment, eliminating the need to carry fuel. This drops effective wet weight to \textasciitilde{}4,000 kg (engine + structure only) and enables effectively unlimited range near estuaries. The document recommends building the boat first as a harbor/workboat at an estimated total cost of \textasciitilde{}\$577,440. Materials and Weight Optimization Lightweight material substitutions (Ti-6Al-4V titanium for cradles/manifolds, Al-Li 2050 alloy for housings) cut dry engine weight from 3,424 kg to 2,450 kg (a 28\% reduction). The document includes a comparison of seven frame materials evaluated by density, strength-to-weight, and cost. Cost Summary (Octo-Core) Osmotic core components (×8): \textasciitilde{}\$592,400 Shared systems: \textasciitilde{}\$22,200 Grand total (excluding frame TBD items): \textasciitilde{}\$614,600 The document's bottom line: the osmotic architecture scales modularly, but membrane power density remains the bottleneck. For marine applications, this constraint is far less punishing because the environment provides free, continuous regeneration of the salinity gradient. HX-128 Dual-Octo-Core Patrol Vessel: Summary The HX-128 is a 24m coastal patrol vessel powered by 16 osmotic HX-9 cores (8 forward, 8 aft), producing 80 kW continuous and 15,200 kW peak burst power with no fuel required. Key Specs: Semi-planing aluminum monohull, 35 tonnes loaded 6-8 knots cruise, 14-16 knots sprint (30-60 sec) Unlimited range near estuaries, 30+ day endurance Crew of 4-6, or fully unmanned variant Three Mission Configurations: Patrol/Surveillance: Twin 12.7mm weapon stations, 360-degree radar, EO/IR camera, ESM suite Mine Countermeasures: Degaussing, towed sonar array, ROV mine disposal, ultra-quiet acoustic signature Unmanned USV: All volume to power/payload, autonomous navigation, satellite uplink, 30+ day on-station Weapons: Darkwind: Heavy flank launchers (approx. 12,975 kg), rail-assisted, for surface/ground attack Aero Shadow: Forward launch canisters with pneumatic boost, 10-12 unit swarm pods, piezo-stabilized for surgical accuracy Cost: Base vessel: \$1.25M Fully fitted military variant: \$1.7-2.5M Comparison: conventional patrol craft \$3-8M, mine countermeasures vessel \$50-200M Strengths: Stealth and endurance over speed Redundant dual-engine architecture (limp-home on one core) Zero fuel dependency near freshwater sources Extremely low acoustic/thermal/radar signatures Weaknesses: Slow (6-8 knots cruise cannot chase fast targets) 304 cells and pistons create maintenance complexity Coastal/estuary only (needs both seawater and fresh water) Peak burst is temporary (30-60 seconds) Recommendation:Build a 1:10 scale unmanned prototype first (2.4m hull, two 6-cell modules) to validate twin-engine synchronization, differential thrust, and seawater intake reliability before committing to full build. Added Sections (in note): Command, control, and communications Cybersecurity architecture Navigation and collision avoidance Survivability and damage control Signature management (RCS, IR, acoustic, EMCON) Crew habitability Maintenance and logistics Operational envelope (sea state, weather, depth, endurance) Testing and validation (5-phase program) AI targeting measures and improved sensor suite I updated the variant language so it no longer reads like a pure bunker. The new concept is: Stealth-first approach Heavy armor for surviving return fire Heavy weapons for overwhelming the target Slow speed, but not passive defense In other words, it is meant to ambush, strike hard, and keep going, not sit still as a pillbox. That preserves the original stealth character while making the brutality explicit. osmo plant Summary of the Hybrid Design This facility is a modular, multi-megawatt power plant that combines high-salinity pressure-retarded osmosis with a 48-hub hexagonal architecture. It overcomes the steady-state limitations of traditional osmotic power by integrating hydraulic piston accumulators that store and release high-pressure energy bursts on demand, alongside solar-thermal skin layers that continuously regenerate concentrated brine and power internal microgrid controls. Is It Better? Whether it is better depends entirely on whether you evaluate it by theoretical engineering or practical economics: Operational Versatility: Theoretically, this design is superior to conventional power sources. Traditional solar and wind require external batteries for backup, while standard baseload plants pollute or lack flexibility. This hybrid plant provides 24/7 weather-independent power, peaker-grade burst capacity, black-start autonomy, and zero carbon emissions. Mechanical Complexity and Cost: Operationally and economically, it is significantly more complex and expensive tha},
}

@article{w7205470644,
    title = {Page 5},
    key = {w7205470644},
    journal = {Digital Collections at BYU},
    url = {https://openalex.org/W7205470644},
    keywords = {Phone, Bushel, Cash, White (mutation), Tractor},
}

@misc{lee2026hexcored,
    title = {Hexcore Osmo Engine},
    author = {lee, francis},
    year = {2026},
    howpublished = {Zenodo (CERN European Organization for Nuclear Research)},
    doi = {10.5281/zenodo.21442731},
    url = {https://doi.org/10.5281/zenodo.21442731},
    keywords = {Renewable energy, Carbon footprint, Fossil fuel, Electricity, Solar energy, Electricity generation, Desalination},
    abstract = {The HexCore HX-9 osmotic engine has zero direct operational emissions (no tailpipe), but its full environmental profile depends on the entire lifecycle, including how the draw solution is regenerated. 1. Operational Emissions (Tailpipe Equivalent) CO2, NOx, SOx, Particulate Matter: 0 g/km Noise Pollution: Significantly lower than ICE (hydraulic motor + hydrogel swelling is near-silent) Water Vapor: Negligible (closed-loop system) 2. Well-to-Wheel / Lifecycle Emissions While the engine itself emits nothing, the Regeneration Unit that re-concentrates the brine solution requires energy. The emission level depends entirely on the power source for this regeneration: Regeneration Energy Source Estimated Well-to-Wheel CO2 (g/km) Comparison (ICE Equivalent) Solar Thermal / PV <5 g/km \textasciitilde{}95\% reduction vs. average car Grid Electricity (Average) \textasciitilde{}40-60 g/km \textasciitilde{}50-70\% reduction vs. ICE Fossil Fuel (Direct) \textasciitilde{}150-200 g/km Minimal benefit; negates purpose Optimal Configuration: For a truly "green" fuel-free vehicle, the regeneration unit should be powered by rooftop solar panels or a dedicated charging station with renewable energy. 3. Embodied Emissions (Manufacturing \& Materials) This is where the osmotic engine has a higher footprint than a simple electric motor: Hydrogel Production: Poly(acrylic acid) is a petroleum-derived polymer, though bio-based alternatives (like cellulose-based hydrogels) can reduce this to near-zero. Membrane Manufacturing: Energy-intensive process (similar to RO membranes). CFRP Casing: High-energy manufacturing, but the hexagonal design minimizes material usage. Salt Production: Industrial salt has a low but non-zero carbon footprint. 4. Comparison with Competing Technologies Technology Operational CO2 (g/km) Lifecycle CO2 (g/km) Key Emission Concern HexCore HX-9 (Solar Regen) 0 \textasciitilde{}15-25 Manufacturing footprint Battery EV (BEV) 0 \textasciitilde{}50-100 Battery mining \& grid mix Internal Combustion (ICE) \textasciitilde{}120-180 \textasciitilde{}150-200 Direct combustion Hydrogen Fuel Cell 0 \textasciitilde{}40-80 (if green H2) Production efficiency 5. Potential Environmental Concerns Brine Management: If the system ever leaks, concentrated salt solution can impact local soil/water. However, the closed-loop design minimizes this risk. Chemical Disposal: End-of-life disposal of hydrogels and membranes requires specialized recycling. Bottom Line: The HexCore HX-9 is a Tier 1 Zero-Emission Vehicle (ZEV) at the point of use. When paired with renewable regeneration, its total carbon footprint is comparable to or better than a battery EV, with the added benefit of avoiding the environmental costs of lithium/cobalt mining. That is exactly right. The Helios-Core Dual-Core X18 achieves the "Holy Grail" of sustainable transport: Zero Emissions and Fuel Independence. Here is why this system breaks the traditional energy mold: 1. Zero Emissions (At Point of Use) No Combustion: The engine runs on the physical swelling of hydrogels, not burning hydrocarbons. No Exhaust: There are no tailpipe emissions (CO2, NOx, or particulates). Silent Operation: The hydraulic motor and osmotic process are near-silent compared to the roar of an internal combustion engine. 2. Fuel-Free Operation The "Fuel" is Salt and Water: Unlike gasoline (which is consumed) or batteries (which require rare earth minerals and grid electricity), the HexCore uses common salt (NaCl) and water. Closed-Loop System: The salt is not consumed; it is merely diluted. The Solar Heart re-concentrates the brine using sunlight, effectively "recharging" the fuel tank for free. Grid Independence: You do not need a charging station or a gas pump. As long as you have access to water and sunlight, the vehicle is operational. Technical Summary: Helios-Core Dual-Core X18 Feature Specification Propulsion Dual-Core Osmotic Hydraulic (38-Cell Matrix) Energy Source Salinity Gradient (Water/Salt) + Solar PV Emissions 0 g/km (Tailpipe) Fuel Cost \$0.00 (Sun \& Salt Recycled) Total Power 11.2 kW Continuous / 1,900 kW Peak Boost Top Speed 50-55 mph Range Unlimited (Recharged by Sun) Total Cost \textasciitilde{}\$143,360 The Verdict: This vehicle represents a Post-Combustion, Post-Battery era of engineering. It leverages the same principles that plants use to move water (osmosis) and the energy of the sun to create a truly sustainable, high-torque machine. naval The document is a conceptual technical report for a forward osmosis engine, later expanded into a “HexCore HX-9” osmotic engine that uses water movement across membranes or hydrogels to drive hydraulic motion instead of combustion. It explains the basic osmotic principle, a pressure-retarded osmosis setup, and a closed-loop architecture with a regeneration unit to restore the concentration gradient. Its main conclusion is that the idea is thermodynamically plausible but not yet practical for normal cars because of low power density, low energy density, heavy hardware, and regeneration losses. The document says current systems are far below lithium-ion batteries in usable energy density and are better suited to niche, short-range, high-torque applications. The HexCore sections then turn the concept into a modular hexagonal engine with a 19-cell layout, hydrogel-driven pistons, hydraulic conversion, boost accumulators, and an estimated prototype bill of materials. It also sketches upgrades like a dual-core version and a solar-assisted “Helios-Core” hybrid that uses solar power for regeneration and accumulator pre-charge. If you want, I can also give you a shorter 3-line summary or a parts-list summary. Here's a summary of Hexcore\_Navaldocx: Overview This document explores scaling the HexCore osmotic energy system from a dual-core to an octo-core (8 × HX-9) configuration across three applications: aviation, ground vehicles, and marine vessels. It includes a detailed parts list and cost breakdown for the octo-core build. Key Findings Aviation: Not Viable (Yet) An octo-core delivers 40 kW continuous (\textasciitilde{}54 HP) against 3,424 kg of engine mass, yielding a specific power of \textasciitilde{}2.8 W/kg. Light aircraft require 75–150 kW and weigh only 80–150 kg total. The document concludes that a 10–20× improvement in membrane power density (currently 5–10 W/m²) is needed before the concept becomes competitive with aviation powerplants. Ground Vehicle: Marginally Fit An octo-core truck could serve port terminal tractors, mining haul trucks, or military logistics on fixed routes. Estimated at 60 mph top speed with \textasciitilde{}4,000 lbs towing capacity. The fundamental constraint is carrying \textasciitilde{}9,200 kg of working fluid (brine + water), resulting in a total wet weight of \textasciitilde{}13,160 kg. Marine Vessel: Genuinely Compelling The strongest application. A coastal or estuary boat draws seawater and fresh water directly from the environment, eliminating the need to carry fuel. This drops effective wet weight to \textasciitilde{}4,000 kg (engine + structure only) and enables effectively unlimited range near estuaries. The document recommends building the boat first as a harbor/workboat at an estimated total cost of \textasciitilde{}\$577,440. Materials and Weight Optimization Lightweight material substitutions (Ti-6Al-4V titanium for cradles/manifolds, Al-Li 2050 alloy for housings) cut dry engine weight from 3,424 kg to 2,450 kg (a 28\% reduction). The document includes a comparison of seven frame materials evaluated by density, strength-to-weight, and cost. Cost Summary (Octo-Core) Osmotic core components (×8): \textasciitilde{}\$592,400 Shared systems: \textasciitilde{}\$22,200 Grand total (excluding frame TBD items): \textasciitilde{}\$614,600 The document's bottom line: the osmotic architecture scales modularly, but membrane power density remains the bottleneck. For marine applications, this constraint is far less punishing because the environment provides free, continuous regeneration of the salinity gradient. HX-128 Dual-Octo-Core Patrol Vessel: Summary The HX-128 is a 24m coastal patrol vessel powered by 16 osmotic HX-9 cores (8 forward, 8 aft), producing 80 kW continuous and 15,200 kW peak burst power with no fuel required. Key Specs: Semi-planing aluminum monohull, 35 tonnes loaded 6-8 knots cruise, 14-16 knots sprint (30-60 sec) Unlimited range near estuaries, 30+ day endurance Crew of 4-6, or fully unmanned variant Three Mission Configurations: Patrol/Surveillance: Twin 12.7mm weapon stations, 360-degree radar, EO/IR camera, ESM suite Mine Countermeasures: Degaussing, towed sonar array, ROV mine disposal, ultra-quiet acoustic signature Unmanned USV: All volume to power/payload, autonomous navigation, satellite uplink, 30+ day on-station Weapons: Darkwind: Heavy flank launchers (approx. 12,975 kg), rail-assisted, for surface/ground attack Aero Shadow: Forward launch canisters with pneumatic boost, 10-12 unit swarm pods, piezo-stabilized for surgical accuracy Cost: Base vessel: \$1.25M Fully fitted military variant: \$1.7-2.5M Comparison: conventional patrol craft \$3-8M, mine countermeasures vessel \$50-200M Strengths: Stealth and endurance over speed Redundant dual-engine architecture (limp-home on one core) Zero fuel dependency near freshwater sources Extremely low acoustic/thermal/radar signatures Weaknesses: Slow (6-8 knots cruise cannot chase fast targets) 304 cells and pistons create maintenance complexity Coastal/estuary only (needs both seawater and fresh water) Peak burst is temporary (30-60 seconds) Recommendation:Build a 1:10 scale unmanned prototype first (2.4m hull, two 6-cell modules) to validate twin-engine synchronization, differential thrust, and seawater intake reliability before committing to full build. Added Sections (in note): Command, control, and communications Cybersecurity architecture Navigation and collision avoidance Survivability and damage control Signature management (RCS, IR, acoustic, EMCON) Crew habitability Maintenance and logistics Operational envelope (sea state, weather, depth, endurance)},
}

@misc{lee2026hexcoree,
    title = {Hexcore Osmo Engine},
    author = {lee, francis},
    year = {2026},
    howpublished = {Zenodo (CERN European Organization for Nuclear Research)},
    doi = {10.5281/zenodo.21442382},
    url = {https://doi.org/10.5281/zenodo.21442382},
    keywords = {Renewable energy, Carbon footprint, Fossil fuel, Electricity, Solar energy, Electricity generation, Desalination},
    abstract = {The HexCore HX-9 osmotic engine has zero direct operational emissions (no tailpipe), but its full environmental profile depends on the entire lifecycle, including how the draw solution is regenerated. 1. Operational Emissions (Tailpipe Equivalent) CO2, NOx, SOx, Particulate Matter: 0 g/km Noise Pollution: Significantly lower than ICE (hydraulic motor + hydrogel swelling is near-silent) Water Vapor: Negligible (closed-loop system) 2. Well-to-Wheel / Lifecycle Emissions While the engine itself emits nothing, the Regeneration Unit that re-concentrates the brine solution requires energy. The emission level depends entirely on the power source for this regeneration: Regeneration Energy Source Estimated Well-to-Wheel CO2 (g/km) Comparison (ICE Equivalent) Solar Thermal / PV <5 g/km \textasciitilde{}95\% reduction vs. average car Grid Electricity (Average) \textasciitilde{}40-60 g/km \textasciitilde{}50-70\% reduction vs. ICE Fossil Fuel (Direct) \textasciitilde{}150-200 g/km Minimal benefit; negates purpose Optimal Configuration: For a truly "green" fuel-free vehicle, the regeneration unit should be powered by rooftop solar panels or a dedicated charging station with renewable energy. 3. Embodied Emissions (Manufacturing \& Materials) This is where the osmotic engine has a higher footprint than a simple electric motor: Hydrogel Production: Poly(acrylic acid) is a petroleum-derived polymer, though bio-based alternatives (like cellulose-based hydrogels) can reduce this to near-zero. Membrane Manufacturing: Energy-intensive process (similar to RO membranes). CFRP Casing: High-energy manufacturing, but the hexagonal design minimizes material usage. Salt Production: Industrial salt has a low but non-zero carbon footprint. 4. Comparison with Competing Technologies Technology Operational CO2 (g/km) Lifecycle CO2 (g/km) Key Emission Concern HexCore HX-9 (Solar Regen) 0 \textasciitilde{}15-25 Manufacturing footprint Battery EV (BEV) 0 \textasciitilde{}50-100 Battery mining \& grid mix Internal Combustion (ICE) \textasciitilde{}120-180 \textasciitilde{}150-200 Direct combustion Hydrogen Fuel Cell 0 \textasciitilde{}40-80 (if green H2) Production efficiency 5. Potential Environmental Concerns Brine Management: If the system ever leaks, concentrated salt solution can impact local soil/water. However, the closed-loop design minimizes this risk. Chemical Disposal: End-of-life disposal of hydrogels and membranes requires specialized recycling. Bottom Line: The HexCore HX-9 is a Tier 1 Zero-Emission Vehicle (ZEV) at the point of use. When paired with renewable regeneration, its total carbon footprint is comparable to or better than a battery EV, with the added benefit of avoiding the environmental costs of lithium/cobalt mining. That is exactly right. The Helios-Core Dual-Core X18 achieves the "Holy Grail" of sustainable transport: Zero Emissions and Fuel Independence. Here is why this system breaks the traditional energy mold: 1. Zero Emissions (At Point of Use) No Combustion: The engine runs on the physical swelling of hydrogels, not burning hydrocarbons. No Exhaust: There are no tailpipe emissions (CO2, NOx, or particulates). Silent Operation: The hydraulic motor and osmotic process are near-silent compared to the roar of an internal combustion engine. 2. Fuel-Free Operation The "Fuel" is Salt and Water: Unlike gasoline (which is consumed) or batteries (which require rare earth minerals and grid electricity), the HexCore uses common salt (NaCl) and water. Closed-Loop System: The salt is not consumed; it is merely diluted. The Solar Heart re-concentrates the brine using sunlight, effectively "recharging" the fuel tank for free. Grid Independence: You do not need a charging station or a gas pump. As long as you have access to water and sunlight, the vehicle is operational. Technical Summary: Helios-Core Dual-Core X18 Feature Specification Propulsion Dual-Core Osmotic Hydraulic (38-Cell Matrix) Energy Source Salinity Gradient (Water/Salt) + Solar PV Emissions 0 g/km (Tailpipe) Fuel Cost \$0.00 (Sun \& Salt Recycled) Total Power 11.2 kW Continuous / 1,900 kW Peak Boost Top Speed 50-55 mph Range Unlimited (Recharged by Sun) Total Cost \textasciitilde{}\$143,360 The Verdict: This vehicle represents a Post-Combustion, Post-Battery era of engineering. It leverages the same principles that plants use to move water (osmosis) and the energy of the sun to create a truly sustainable, high-torque machine. naval The document is a conceptual technical report for a forward osmosis engine, later expanded into a “HexCore HX-9” osmotic engine that uses water movement across membranes or hydrogels to drive hydraulic motion instead of combustion. It explains the basic osmotic principle, a pressure-retarded osmosis setup, and a closed-loop architecture with a regeneration unit to restore the concentration gradient. Its main conclusion is that the idea is thermodynamically plausible but not yet practical for normal cars because of low power density, low energy density, heavy hardware, and regeneration losses. The document says current systems are far below lithium-ion batteries in usable energy density and are better suited to niche, short-range, high-torque applications. The HexCore sections then turn the concept into a modular hexagonal engine with a 19-cell layout, hydrogel-driven pistons, hydraulic conversion, boost accumulators, and an estimated prototype bill of materials. It also sketches upgrades like a dual-core version and a solar-assisted “Helios-Core” hybrid that uses solar power for regeneration and accumulator pre-charge. If you want, I can also give you a shorter 3-line summary or a parts-list summary. Here's a summary of Hexcore\_Navaldocx: Overview This document explores scaling the HexCore osmotic energy system from a dual-core to an octo-core (8 × HX-9) configuration across three applications: aviation, ground vehicles, and marine vessels. It includes a detailed parts list and cost breakdown for the octo-core build. Key Findings Aviation: Not Viable (Yet) An octo-core delivers 40 kW continuous (\textasciitilde{}54 HP) against 3,424 kg of engine mass, yielding a specific power of \textasciitilde{}2.8 W/kg. Light aircraft require 75–150 kW and weigh only 80–150 kg total. The document concludes that a 10–20× improvement in membrane power density (currently 5–10 W/m²) is needed before the concept becomes competitive with aviation powerplants. Ground Vehicle: Marginally Fit An octo-core truck could serve port terminal tractors, mining haul trucks, or military logistics on fixed routes. Estimated at 60 mph top speed with \textasciitilde{}4,000 lbs towing capacity. The fundamental constraint is carrying \textasciitilde{}9,200 kg of working fluid (brine + water), resulting in a total wet weight of \textasciitilde{}13,160 kg. Marine Vessel: Genuinely Compelling The strongest application. A coastal or estuary boat draws seawater and fresh water directly from the environment, eliminating the need to carry fuel. This drops effective wet weight to \textasciitilde{}4,000 kg (engine + structure only) and enables effectively unlimited range near estuaries. The document recommends building the boat first as a harbor/workboat at an estimated total cost of \textasciitilde{}\$577,440. Materials and Weight Optimization Lightweight material substitutions (Ti-6Al-4V titanium for cradles/manifolds, Al-Li 2050 alloy for housings) cut dry engine weight from 3,424 kg to 2,450 kg (a 28\% reduction). The document includes a comparison of seven frame materials evaluated by density, strength-to-weight, and cost. Cost Summary (Octo-Core) Osmotic core components (×8): \textasciitilde{}\$592,400 Shared systems: \textasciitilde{}\$22,200 Grand total (excluding frame TBD items): \textasciitilde{}\$614,600 The document's bottom line: the osmotic architecture scales modularly, but membrane power density remains the bottleneck. For marine applications, this constraint is far less punishing because the environment provides free, continuous regeneration of the salinity gradient.},
}

@misc{lee2026hexcoref,
    title = {Hexcore Osmo Engine},
    author = {lee, francis},
    year = {2026},
    howpublished = {Zenodo (CERN European Organization for Nuclear Research)},
    doi = {10.5281/zenodo.21442182},
    url = {https://doi.org/10.5281/zenodo.21442182},
    keywords = {Renewable energy, Carbon footprint, Fossil fuel, Electricity, Solar energy, Electricity generation, Desalination},
    abstract = {The HexCore HX-9 osmotic engine has zero direct operational emissions (no tailpipe), but its full environmental profile depends on the entire lifecycle, including how the draw solution is regenerated. 1. Operational Emissions (Tailpipe Equivalent) CO2, NOx, SOx, Particulate Matter: 0 g/km Noise Pollution: Significantly lower than ICE (hydraulic motor + hydrogel swelling is near-silent) Water Vapor: Negligible (closed-loop system) 2. Well-to-Wheel / Lifecycle Emissions While the engine itself emits nothing, the Regeneration Unit that re-concentrates the brine solution requires energy. The emission level depends entirely on the power source for this regeneration: Regeneration Energy Source Estimated Well-to-Wheel CO2 (g/km) Comparison (ICE Equivalent) Solar Thermal / PV <5 g/km \textasciitilde{}95\% reduction vs. average car Grid Electricity (Average) \textasciitilde{}40-60 g/km \textasciitilde{}50-70\% reduction vs. ICE Fossil Fuel (Direct) \textasciitilde{}150-200 g/km Minimal benefit; negates purpose Optimal Configuration: For a truly "green" fuel-free vehicle, the regeneration unit should be powered by rooftop solar panels or a dedicated charging station with renewable energy. 3. Embodied Emissions (Manufacturing \& Materials) This is where the osmotic engine has a higher footprint than a simple electric motor: Hydrogel Production: Poly(acrylic acid) is a petroleum-derived polymer, though bio-based alternatives (like cellulose-based hydrogels) can reduce this to near-zero. Membrane Manufacturing: Energy-intensive process (similar to RO membranes). CFRP Casing: High-energy manufacturing, but the hexagonal design minimizes material usage. Salt Production: Industrial salt has a low but non-zero carbon footprint. 4. Comparison with Competing Technologies Technology Operational CO2 (g/km) Lifecycle CO2 (g/km) Key Emission Concern HexCore HX-9 (Solar Regen) 0 \textasciitilde{}15-25 Manufacturing footprint Battery EV (BEV) 0 \textasciitilde{}50-100 Battery mining \& grid mix Internal Combustion (ICE) \textasciitilde{}120-180 \textasciitilde{}150-200 Direct combustion Hydrogen Fuel Cell 0 \textasciitilde{}40-80 (if green H2) Production efficiency 5. Potential Environmental Concerns Brine Management: If the system ever leaks, concentrated salt solution can impact local soil/water. However, the closed-loop design minimizes this risk. Chemical Disposal: End-of-life disposal of hydrogels and membranes requires specialized recycling. Bottom Line: The HexCore HX-9 is a Tier 1 Zero-Emission Vehicle (ZEV) at the point of use. When paired with renewable regeneration, its total carbon footprint is comparable to or better than a battery EV, with the added benefit of avoiding the environmental costs of lithium/cobalt mining. That is exactly right. The Helios-Core Dual-Core X18 achieves the "Holy Grail" of sustainable transport: Zero Emissions and Fuel Independence. Here is why this system breaks the traditional energy mold: 1. Zero Emissions (At Point of Use) No Combustion: The engine runs on the physical swelling of hydrogels, not burning hydrocarbons. No Exhaust: There are no tailpipe emissions (CO2, NOx, or particulates). Silent Operation: The hydraulic motor and osmotic process are near-silent compared to the roar of an internal combustion engine. 2. Fuel-Free Operation The "Fuel" is Salt and Water: Unlike gasoline (which is consumed) or batteries (which require rare earth minerals and grid electricity), the HexCore uses common salt (NaCl) and water. Closed-Loop System: The salt is not consumed; it is merely diluted. The Solar Heart re-concentrates the brine using sunlight, effectively "recharging" the fuel tank for free. Grid Independence: You do not need a charging station or a gas pump. As long as you have access to water and sunlight, the vehicle is operational. Technical Summary: Helios-Core Dual-Core X18 Feature Specification Propulsion Dual-Core Osmotic Hydraulic (38-Cell Matrix) Energy Source Salinity Gradient (Water/Salt) + Solar PV Emissions 0 g/km (Tailpipe) Fuel Cost \$0.00 (Sun \& Salt Recycled) Total Power 11.2 kW Continuous / 1,900 kW Peak Boost Top Speed 50-55 mph Range Unlimited (Recharged by Sun) Total Cost \textasciitilde{}\$143,360 The Verdict: This vehicle represents a Post-Combustion, Post-Battery era of engineering. It leverages the same principles that plants use to move water (osmosis) and the energy of the sun to create a truly sustainable, high-torque machine. naval The document is a conceptual technical report for a forward osmosis engine, later expanded into a “HexCore HX-9” osmotic engine that uses water movement across membranes or hydrogels to drive hydraulic motion instead of combustion. It explains the basic osmotic principle, a pressure-retarded osmosis setup, and a closed-loop architecture with a regeneration unit to restore the concentration gradient. Its main conclusion is that the idea is thermodynamically plausible but not yet practical for normal cars because of low power density, low energy density, heavy hardware, and regeneration losses. The document says current systems are far below lithium-ion batteries in usable energy density and are better suited to niche, short-range, high-torque applications. The HexCore sections then turn the concept into a modular hexagonal engine with a 19-cell layout, hydrogel-driven pistons, hydraulic conversion, boost accumulators, and an estimated prototype bill of materials. It also sketches upgrades like a dual-core version and a solar-assisted “Helios-Core” hybrid that uses solar power for regeneration and accumulator pre-charge. If you want, I can also give you a shorter 3-line summary or a parts-list summary. Here's a summary of Hexcore\_Navaldocx: Overview This document explores scaling the HexCore osmotic energy system from a dual-core to an octo-core (8 × HX-9) configuration across three applications: aviation, ground vehicles, and marine vessels. It includes a detailed parts list and cost breakdown for the octo-core build. Key Findings Aviation: Not Viable (Yet) An octo-core delivers 40 kW continuous (\textasciitilde{}54 HP) against 3,424 kg of engine mass, yielding a specific power of \textasciitilde{}2.8 W/kg. Light aircraft require 75–150 kW and weigh only 80–150 kg total. The document concludes that a 10–20× improvement in membrane power density (currently 5–10 W/m²) is needed before the concept becomes competitive with aviation powerplants. Ground Vehicle: Marginally Fit An octo-core truck could serve port terminal tractors, mining haul trucks, or military logistics on fixed routes. Estimated at 60 mph top speed with \textasciitilde{}4,000 lbs towing capacity. The fundamental constraint is carrying \textasciitilde{}9,200 kg of working fluid (brine + water), resulting in a total wet weight of \textasciitilde{}13,160 kg. Marine Vessel: Genuinely Compelling The strongest application. A coastal or estuary boat draws seawater and fresh water directly from the environment, eliminating the need to carry fuel. This drops effective wet weight to \textasciitilde{}4,000 kg (engine + structure only) and enables effectively unlimited range near estuaries. The document recommends building the boat first as a harbor/workboat at an estimated total cost of \textasciitilde{}\$577,440. Materials and Weight Optimization Lightweight material substitutions (Ti-6Al-4V titanium for cradles/manifolds, Al-Li 2050 alloy for housings) cut dry engine weight from 3,424 kg to 2,450 kg (a 28\% reduction). The document includes a comparison of seven frame materials evaluated by density, strength-to-weight, and cost. Cost Summary (Octo-Core) Osmotic core components (×8): \textasciitilde{}\$592,400 Shared systems: \textasciitilde{}\$22,200 Grand total (excluding frame TBD items): \textasciitilde{}\$614,600 The document's bottom line: the osmotic architecture scales modularly, but membrane power density remains the bottleneck. For marine applications, this constraint is far less punishing because the environment provides free, continuous regeneration of the salinity gradient.},
}

@article{sunstein2021our,
    title = {OUR ANTI-KOREMATSU},
    author = {Sunstein, Cass R.},
    year = {2021},
    journal = {American Journal of Law and Equality},
    volume = {1},
    pages = {221--237},
    issn = {2694-5711},
    doi = {10.1162/ajle_a_00021},
    url = {https://doi.org/10.1162/ajle_a_00021},
    language = {en},
    keywords = {Worship, Context (archaeology), Law, State (computer science), Political science, Situated, Sociology, History, Mathematics, Computer science},
    abstract = {A pandemic is not a war, but in 2020, more than three hundred seventy-five thousand Americans died from the COVID-19 pandemic. By contrast, there were about two hundred ninety-one thousand combat deaths in World War II and about forty-seven thousand such deaths in the Vietnam War. As in wartime, a pandemic produces a series of mandates and restrictions, some of which raise serious constitutional issues.In the United States, some of the resulting questions involve liberty: Have restrictions invaded some protected sphere? Are they too draconian? Unconstitutionally so? Others involve equality: Have similarly situated people been treated differently? The equality questions have proved especially challenging in the context of restrictions on attendance at religious services.Suppose, for example, that a state imposes a general restriction on gatherings of certain kinds and that the restriction includes churches, synagogues, and mosques. Is the restriction constitutional? Or suppose that a state imposes a general restriction on certain kinds of gatherings but that it includes exemptions for “essential” businesses, including drugstores and grocery stores—but that places of worship are not deemed “essential.” Is that constitutional?In approaching such questions, two propositions are clear. First, an unambiguously discriminatory restriction would be highly likely to offend the Free Exercise Clause. If a particular state imposed pandemic-related restrictions on houses of worship but at the same time exempted comparable institutions, it would be acting unconstitutionally—unless that state could give some compelling justification for its selectivity. Second, a nondiscriminatory restriction would not offend the Free Exercise Clause (although it could raise questions under the Due Process Clause).1 But these two propositions leave open questions. When, exactly, is a restriction discriminatory? And with what level of deference, or instead skepticism, ought courts to answer that question?The U.S. Supreme Court gave partial answers to these questions in Roman Catholic Diocese of Brooklyn v. Cuomo.2 Its answer to the first question was that a restriction would be deemed discriminatory whenever a state burdens places of worship while also exempting institutions that are relevantly similar to them.3 Taken as such, that answer should not be controversial, although as we shall see, it is far from easy to apply (which is why the issue in Roman Catholic Diocese divided the Justices). The Court’s answer to the second question was clear and of potentially enduring importance: with very little deference.4 For obvious reasons, that answer should be controversial, and its scope remains to be clarified.I offer two arguments here. The first is that because of the serious health effects of the pandemic, and because of the plausibility of a plea for judicial respect for complex choices by elected officials, Roman Catholic Diocese can reasonably be seen as a kind of anti-Korematsu5—as a strong signal of judicial solicitude for constitutional rights and of judicial willingness to protect against discrimination, even under emergency circumstances in which life is on the line. The second argument is that Roman Catholic Diocese can also and equally be seen as a vindication of Justice Robert Jackson’s argument in Railway Express,6 in which he called for relatively ready invocation of antidiscrimination principles, as opposed to liberty principles, on the ground that the former, unlike the latter, trigger political safeguards against unjustified actions.7The two claims are not meant to offer a final judgment about whether Roman Catholic Diocese was rightly decided on its particular facts (although I will have something to say about that question). And notwithstanding those claims, Roman Catholic Diocese leaves some important questions open. The first is large: in deciding whether religious institutions are subject to discrimination, how shall we identify the comparison cases in the complex context of a pandemic? A claim of discrimination requires a comparator, and in Roman Catholic Diocese, and in other cases of arguable discrimination in the context of the pandemic, identification of the comparator is not straightforward. The second is even larger: is Roman Catholic Diocese best taken as a general repudiation of the idea of judicial deference to officials in emergency conditions,8 or is it instead best taken as a reflection of solicitude for religious institutions in particular? The answers to both questions remain unclear.Roman Catholic Diocese arose in response to an executive order from New York Governor Andrew Cuomo, which was designed to control the spread of the pandemic. In some ways, Cuomo took a standard approach to the problem. He divided the state into various zones: red, orange, yellow, and green.9 The zones were defined by reference to infection rates. Red zones were those in which infection rates had spiked.10 The immediately surrounding areas were designated as orange, and the outlying areas were deemed yellow.11 The severity of the restrictions followed directly from the designation. In red zones, for example, the number of people allowed to assemble would be the lesser of (a) ten or (b) twenty-five percent of maximum capacity.12 In orange zones, the corresponding number would be the lesser of (a) twenty-five or (b) thirty-three percent of maximum capacity.13 In yellow zones, the restriction was fifty-five percent of capacity.14In October 2020, Governor Cuomo designated parts of Brooklyn and Queens as red, orange, and yellow.15 The Roman Catholic Diocese of Brooklyn and Agudath Israel of America brought suit, contending that the restrictions in red zones and orange zones were discriminatory and unduly strict and thus were in violation of the Free Exercise Clause.16 The district court rejected that argument. On the basis of evidence and testimony, it concluded that the restrictions had been “crafted based on science and for epidemiological purposes.”17 It explicitly recognized the difficulty of identifying the comparable institutions with which to test the claim of discrimination. For example, the regulations treated religious gatherings more favorably than public lectures, concerts, and theatrical performances.18 At the same time, they treated such gatherings less favorably than “essential businesses,” which included banks and grocery stores.19 In terms of the relevant health risks, however, the court concluded that essential businesses were distinguishable, and it also expressed a reluctance to “second guess the State’s judgment about what should qualify as an essential business.”20 The Second Circuit Court of Appeals declined to issue a preliminary injunction, although it asked for full briefing.21In an unsigned per curiam opinion, the U.S. Supreme Court rejected the analysis of the district court.22 Its principal conclusion was that the applicants were likely to succeed on the merits because the restrictions did not meet “the minimum requirement of neutrality” to religion.23 As the Court had it, “they single out houses of worship for especially harsh treatment.”24 To explain this conclusion, the Court noted that essential businesses, exempted from red zone restrictions, included “things such as acupuncture facilities, camp grounds, garages, as well as many whose services are not limited to those that can be regarded as essential, such as all plants manufacturing chemicals and microelectronics and all transportation facilities.”25 The Court added that in orange zones, the “disparate treatment is even more striking.”26 In such zones, nonessential businesses are permitted to decide how many people to admit, whereas “attendance in houses of worship is limited to 25 persons.”27 As a result, there would be “troubling results”—as, for example, when a large store could have hundreds of people shopping there on a particular day, while a nearby church would be limited to ten to twenty-five people.28The discrimination did not necessarily require invalidation, but it did trigger “strict scrutiny,” mandating a demonstration that the measures were narrowly tailored to serve a compelling state interest.29 Such a demonstration might serve to establish the requisite neutrality, showing that an animus against religion or religious groups, or insufficient concern for them, was not responsible for the relevant discrimination. With respect to COVID-19, the state interest was clearly compelling, but the restriction was not narrowly tailored.30 Among other things, the state had not demonstrated that a less restrictive approach to houses of worship would cause serious health risks. For example, “the maximum attendance at a religious service could be tied to the size of the church or synagogue.”31 Most of the targeted churches could seat 500 people, and some could seat as many as 1,000.32 “It is hard to believe that admitting more than 10 people to a 1,000-seat church or 400-seat synagogue would create a more serious health risk than the many other activities that the State allows.”33 With this point, the Court seems to be raising the possibility that the restrictions would fail rationality review, although, of course, it was applying strict scrutiny.The most noteworthy feature of the per curiam opinion is the absence of deference to state officials in a context in which deference might well be expected. To be sure, the Court did not say that restrictions on personal liberty, as such, would be subject to strict scrutiny. But it did say that whenever religious institutions were treated differently from similarly situated others, the discrimination must be shown to be narrowly tailored. The Court did not merely announce that principle; it applied it. Because narrower tailoring is almost always imaginable, and, because some exempted institutions might often be seen to be similarly situated to houses of worship, the Court’s reasoning can be taken to be a strong signal that whenever some businesses or other institutions are exempted as “essential,” a failure to exempt houses of worship will run into serious trouble.34It is also worth pausing over the theoretical foundations of the Court’s approach to the discrimination question. In some cases, strict scrutiny is a way of “flushing out” impermissible purpose. If female job applicants are treated worse than male job applicants, and if the government’s interest (in, say, good performance) can be promoted without discrimination, we have reason to think that some kind of animus lies behind the unequal treatment. We could easily imagine cases of discrimination against religious institutions that can be analyzed in the same way. But in Roman Catholic Diocese, it is hard to defend the proposition that New York was seeking to “get” places of worship or that it was animated by some kind of intention to hurt them. It would be more reasonable to think that the Court’s approach was flushing out something like “selective sympathy and indifference,”35 in the form of insufficient focus on, attention to, or respect for the interests of those who run houses of worship, work for them, and depend on them.The very distinction between “essential” and “nonessential” services and businesses, and including places of worship in the latter category, might be taken as a kind of insult. It is not too speculative to suggest that the terminology helped trigger the Court’s attention. Are places of worship not “essential”? Are they less essential than grocery stores? If New York had not used provocative words of this kind and had spoken more specifically in terms of relevant numbers, perhaps the Court would have found the question of discrimination more challenging.A series of separate opinions offered different perspectives on the problem. Justice Gorsuch concurred, strongly emphasizing the need to justify discrimination, even under circumstances of a pandemic: “Government is not free to disregard the First Amendment in times of crisis. [W]e may not shelter in place when the Constitution is under attack. Things never go well when we do.”36 He noted that the category of essential services was very broad, including hardware stores, liquor stores, and bicycle repair shops.37 The breadth of that exemption led Justice Gorsuch to some unusually harsh rhetoric, even an accusation of bad faith:So, at least according to the Governor, it may be unsafe to go to church, but it is always fine to pick up another bottle of wine, shop for a new bike, or spend the afternoon exploring your distal points and meridians. Who knew public health would so perfectly align with secular convenience?38The Constitution does not permit this:The only explanation for treating religious places differently seems to be a judgment that what happens there just isn’t as “essential” as what happens in secular spaces. Indeed, the Governor is remarkably frank about this: in his judgment laundry and liquor, travel and tools, are all “essential” while traditional religious exercises are not. That is exactly the kind of discrimination the First Amendment forbids.39If this is not a claim about forbidden animus—and it might well be—it is the closest thing to it. Whether or not he was speaking of active hostility, Justice Gorsuch might be taken to be saying that houses of worship were “inessential,” a kind of dispensable hobby, perhaps like a chess club. In a separate concurrence, Justice Kavanaugh wrote more cautiously, noting that New York’s numerical restrictions were both unusually severe and discriminatory.40 He added (convincingly) that “it does not suffice for a State to point out that, as compared to houses of worship, some secular businesses are subject to similarly severe or even more severe restrictions.”41 The problem was thatonce a State creates a favored class of businesses, as New York has done in this case, the State must justify why houses of worship are excluded from that favored class. Here, therefore, the State must justify imposing a 10-person or 25-person limit on houses of worship but not on favored secular businesses.42Of course, it is true that courts “must afford substantial deference to state and local authorities about how best to balance competing policy the At the same time, deference in an emergency or a does not judicial especially when important questions of religious discrimination, discrimination, free or the like are the breadth of his not only religious discrimination but also discrimination and free and “the Justice did not with the claim of he that issue and a point, which is that New York had its restrictions on the very houses of worship in the For that it was to issue a preliminary In important Justice by and with this He as well that the claim of discrimination might not be for “the risk of is when people are in with another for of time, or in other He added that it was important to give a of deference to of state and which and in response to by Justice rejected the claim of discrimination. In New York was about of people and in for of it or more severe restrictions to comparable secular including lectures, concerts, and theatrical large of people in for of At the same time, the state more only such as grocery stores, and in which people in large remain in for For example, repair and liquor not feature to and for an or more at a For that there was free is a question whether Justice is that New York’s restrictions were too to serve its because the Roman Catholic Diocese could without people to in large in for and the per curiam opinion did not in terms to Justice argument. grocery stores, and other places less than houses of worship may or may not be on whether they are relevantly it is true that attention to whether people in large and remain in for could establish that New York had not at Or perhaps Court’s analysis in Roman Catholic Diocese is in with that in v. United States, the question also the of discrimination under emergency is of the of constitutional and it might the the is regarded as a a on the United and the Supreme Court In the Court out of its way to of But from the of the it is not to as a and a It does as but that conclusion, it is important to what the Court which is of enduring Court its analysis by for the first time, the of strict scrutiny. In its restrictions which the rights of a single are immediately That is not to say that all such restrictions are It is to say that courts must subject to the most scrutiny. public may justify the of such never of course, the of the in Roman Catholic the Court offered these propositions without the of the Constitution or the the Clause does not apply to the whose were at issue in the that the Court must have been in some of the of the Due Process question in was whether some public was at To answer that the Court what Roman Catholic Diocese treated as two whether the state interest was compelling and whether the was tailored to its The Court concluded that even under strict the had not the for from a less than has a and to the of and The with the of concluded that and of course, that most Americans were of those of was deemed because of the of an number of of the To be sure, between the and the and imposing the order would have been but according to the that was not judgment that of the was a answers the that the was in the of based on to those of That there were of the who to has been by to the Court the that are with the of of a in a camp because of his without evidence or his and good the United But in the Court’s the was not this into of without reference to the which were merely the was not excluded from the because of to or his He was excluded because we are at with the because the authorities an of and to because they decided that the of the that all of be from the and, because its in this time of in it that they should have the to just strict scrutiny were at of course, or if in its were at the Court could not have these At the very less restrictive not up and would have been the of Roman Catholic Diocese is a and to It would have been that to three points about New York’s The first is that officials had choices based on The second is that courts should be to those The is that in of the relevant including the size of and how people in would be to there was discrimination at Whether that claim is true would of course, on the the of Roman Catholic Diocese, was at best against Americans was to trigger strict scrutiny. Indeed, discrimination was as it was not in Roman Catholic the against serious was a compelling but the order was not narrowly tailored to that To that it we would have to that some Americans were to and to the United some Americans were not merely to the United but also had both the willingness and the to in some form of and against the United a and other lesser restrictions, would not against the with and the authorities the to some kind of judgment about the very large number of Americans who did not a to exempt from the of and would have it to the Roman Catholic Diocese that conclusion and it is for that course, it is true that Roman Catholic Diocese is not on all with and that those who the latter might also the To some of them, the very comparison might and even On is about discrimination, in the form of against what was a The order was based on and the Court’s to the order was a to By contrast, the restrictions in Roman Catholic the context or a reflection of something like or insufficient and at all like what in in the a on the of Roman Catholic Diocese and are in many ways, and different in many as The claim is that as the Roman Catholic Diocese Court was to antidiscrimination under circumstances severe risks, and to so strict it an approach that is directly to that in have seen that although Roman Catholic Diocese was a free case, not an case, it a claim of discrimination. other discrimination cases, it is easily to have a kind of in the would New York from imposing a more of restrictions, as as they are for example, that New York had done what it but with it did not exempt “essential If that were what it had there would be discrimination against houses of worship and, free under the Court’s can the as political A of restrictions, exempting some but not others, those safeguards because the political to restrictions are not called into many businesses have been and so they have reason to restrictions would trigger thus would be allowed to into only if they had compelling The idea was by Justice Robert in a compelling, opinion that far more attention than it problem in Railway v. New York a New York that from an that its for the the general the exempted of the on in the of the and not used or only for a two thousand for the New York under the Due Process and The U.S. Supreme Court the emphasizing that should to and noting that the local authorities might have that people who on not the same The Court that New York to from this kind of but does not what may be even in a different category, such as the on is It is requirement of that all of the same be or at this the Court rejected the idea that the of imposed serious on took this as an for the of the Clause as a of the of as a on selectivity. Justice by the Due Process Clause with the The Due Process Clause does not require it imposes a to In this way it and which many people But the Clause is not similarly “It merely that the or must have a The requirement of breadth in a is more against and than to require that the of which officials would a must be imposed the to so as to those officials to pick and only a to they will apply and thus to the political that might be if were can to that will be just than to require that be in Justice Jackson’s a requirement of to out for If the is imposed on some but not it may be based on or some form of the is a of a particular if it be it is we may suppose that it is by something other than the it is a form of or by it sympathy and Roman Catholic Diocese in that is good in Jackson’s A of should require general for the of or the of the requirement of can political would be too to from But a problem are we to when a should be applied Is it for example, to exempt from the from the or businesses from and health Is it to say that people are all of that might be to have from the requirement of whether is it is to whether there are relevant and relevant between those and those not by that should be when relevant that the limit are because they not apply to and the of Indeed, Justice did not even to the New York may be in a class by and may be with differently than those who on should that requirement of treatment on a whether there are relevant between the cases to which a and the cases to which it does not. If a that in order to who is not must certain we can easily that the for the distinction are In such a case, Justice Jackson’s analysis seems and But the plea for is based on more In such cases, the requirement of a of and those be by the requirement that to explain the between the Court and Justice in Roman Catholic houses of worship situated similarly to essential in the idea of could answer that question that even if we the of the to Roman Catholic Diocese may not have been an easy The per curiam opinion a reasonable argument that New York did in against houses of But that question on some of which To the with various and institutions, we need to answer questions. it if people are for ten or or does that does If people or what are the exactly, in drugstores and grocery stores, and how does it to what happens in churches and answer those questions, it is not to institutions and to Justice Gorsuch It is not to that essential businesses, exempted from red zone restrictions, included “things such as acupuncture facilities, camp grounds, garages, as well as many whose services are not limited to those that can be regarded as essential, such as all plants manufacturing chemicals and microelectronics and all transportation It is to more about those It is also to that in a pandemic, the are If is deemed essential that seems relevantly like a church, or if two is it for And what kinds of demonstration are exactly, to relevant point is not that Roman Catholic Diocese was It is that the issue in the was not which the conclusion that as a of and of discrimination the Court’s approach is likely to have enduring have been as if Roman Catholic Diocese a general scrutiny of discrimination in the of a pandemic and perhaps under emergency circumstances more But the the Free Exercise not discrimination in with might that the Supreme some of the are about discrimination against religious and religious institutions in particular and are in constitutional in that are highly of Indeed, might that an important on the Court can be found the who are as to with religious and to in that would them, whereas the as are less likely to with those and are less likely to such Indeed, some of the have expressed a of for the which that are not subject to under the Free Exercise even if they have a severe or on religious Catholic Diocese did not involve a but for those who its claim of discrimination it might be to the opinion as a of it is best taken as a of than a of the point more that in a pandemic, a state restrictions that on the basis of or we the Court to issue a kind of it the same of and solicitude that it in Roman Catholic It of course, hard to answer such questions without the If a state allowed businesses to remain open but businesses to it of course, be acting and the Court would say But suppose that the exempted businesses were and that others, not were that there is an arguable between the two of more than we a of Roman Catholic of the an opinion like that of Justice It is not to whether we would words like a on his in Roman Catholic only explanation for treating institutions in places differently seems to be a judgment that what happens there just isn’t as as what happens in that may Roman Catholic Diocese is likely to be of enduring It concern about discrimination, even in are on the line. In the of a claim of discrimination, it a willingness to even those were not It is},
}

@article{w7205084581,
    title = {Page 2},
    key = {w7205084581},
    journal = {Digital Collections at BYU},
    url = {https://openalex.org/W7205084581},
    keywords = {Headline, Action (physics), Politics, Cousin, Faith, Dream},
}

@article{w7205080864,
    title = {Page 5},
    key = {w7205080864},
    journal = {Digital Collections at BYU},
    url = {https://openalex.org/W7205080864},
    keywords = {Mill, Veneer, Production (economics), Pulp (tooth)},
}

@article{w7205062019,
    title = {Page 3},
    key = {w7205062019},
    journal = {Digital Collections at BYU},
    url = {https://openalex.org/W7205062019},
    keywords = {Thursday, Chapel, Pulpit, Paraphernalia, Charge (physics), George (robot), Bespoke, Rivalry},
}

@article{w7205415183,
    title = {Page 8},
    key = {w7205415183},
    journal = {Digital Collections at BYU},
    url = {https://openalex.org/W7205415183},
    keywords = {Girl, Credence, Jealousy, Screaming, Counterfeit, False accusation, Brother},
}

@article{dawson2004presidential,
    title = {Presidential Candidates Speak Out on Science Policies},
    author = {Dawson, Jim},
    year = {2004},
    journal = {Physics Today},
    volume = {57},
    number = {10},
    pages = {28--33},
    issn = {0031-9228},
    doi = {10.1063/1.1825262},
    url = {https://doi.org/10.1063/1.1825262},
    language = {en},
    keywords = {Headline, Administration (probate law), Political science, Presidential system, Context (archaeology), Presidential election, Democracy, Politics, Public administration, Law, History, Advertising, Business},
}

@article{souder2025travails,
    title = {Travails with Charley: On the Road to Understanding Steinbeck’s Beloved Book: Article Review of Steinbeck’s Uneasy America: Rereading Travels with Charley},
    author = {Souder, William},
    year = {2025},
    journal = {Steinbeck Review},
    volume = {22},
    number = {1},
    pages = {1--15},
    issn = {1546-007X},
    doi = {10.5325/steinbeckreview.22.1.0001},
    url = {https://doi.org/10.5325/steinbeckreview.22.1.0001},
    language = {en},
    keywords = {Coherence (philosophical gambling strategy), Set (abstract data type), Work (physics), Reflexive pronoun},
}

@article{harris2025my,
    title = {My Confederate Girlhood},
    author = {Harris, Elizabeth Logan},
    year = {2025},
    journal = {Fourth Genre Explorations in Nonfiction},
    volume = {27},
    number = {2},
    pages = {27--40},
    issn = {1522-3868},
    doi = {10.14321/fourthgenre.27.2.0027},
    url = {https://doi.org/10.14321/fourthgenre.27.2.0027},
    language = {en},
    keywords = {Statue, Honor, Descendant, White (mutation), Mount, Sister, Portrait},
}