Presented to:National Spent Nuclear Fuel Program

Presented by:Presented by:Ned Larson, DirectorNed Larson, DirectorInfrastructure Development DivisionInfrastructure Development DivisionOffice of National TransportationOffice of National Transportation

April 15, 2005April 15, 2005Washington, DCWashington, DC

Transportation Infrastructure Development

2

Introduction

The Office of National Transportation (ONT) has made steady progress in establishing the groundwork to develop the transportation infrastructure.

Today, I will address:

– Requirements for cask systems;

– Cask integration efforts to ensure interface with the Yucca Mountain repository and utility sites;

– Capabilities of existing casks to accommodate commercial spent nuclear fuel (SNF) and Department of Energy (DOE) SNF and high-level radioactive waste (HLW); and

– Ability of commercial reactor sites to accommodate transportation cask systems.

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Cask System Requirements DOE has a preference for purchasing cask systems with

current Nuclear Regulatory Commission (NRC) certifications.

DOE has a bias toward cask systems that keep radiation exposure to workers and the public as low as reasonably achievable (ALARA) via design or procedure.

DOE has a preference for cask systems that provide the maximum flexibility in terms of facility and fuel compatibility.

ONT facilitated a meeting to bring the Office of Repository Development (ORD) and cask vendors together to discuss repository and transportation cask interfaces.

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Transportation Cask Interface with the Repository

The Yucca Mountain repository must receive a license issued by the Nuclear Regulatory Commission (NRC) in accordance with 10 CFR Part 63.

10 CFR Part 71 will govern the transportation casks.

To facilitate waste receipt, coordination efforts are underway to utilize transportation casks that will be compatible with the Yucca Mountain repository.

– 10 CFR 63 regulations may impose additional performance requirements upon casks utilized at the repository.

We are working with the repository to get data from the cask vendors to make sure the systems are compatible.

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Cask Acquisition Project Overview

FY 2013FY 2003 FY 2014FY 2012FY 2011FY 2010FY 2009FY 2008FY 2007FY 2006FY 2005FY 2004

DESIGN & DEVELOPMENT CERTIFICATION FABRICATION

Issue Notice ofProgram Interest

Award Cask Capability Assessment

Initiate Cat. B orC Fabrication

Begin Category C Deliveries

Begin Operations

Complete Cask Deliveries

Award Design & Certification

Begin Category A Deliveries

Begin Category B Deliveries

• Functional Requirements: DOE will refine based on vendor input provided in Cask Capability Assessments (CCA)

• Designs (preliminary and final): Vendors will generate designs for Category B & C casks (i.e., existing designs w/ modifications and new designs) at a sufficient detail level for NRC certification

Cask Category Definitions:

– Category A = Existing NRC-certified cask systems

– Category B = Existing NRC-certified cask systems requiring design/certification modifications

– Category C = New Cask Systems

• Vendors will submit licensing applications to the NRC for certification

• Fabrication may not be initiated until vendors obtain NRC certifications

• Fabrication and Delivery: Vendors will fabricate and deliver fully certified casks to DOE, based on negotiated schedules

Receive CCA Reports

Obtain CD-2

Initiate Category ACask Fabrication

Initiate Cask Certification

Obtain CD-3

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Cask Capability Assessment Reports Purchase orders to perform cask capability

assessments (CCA) were placed with vendors possessing NRC Certificates of Compliance (C of C).

– All reports were received by August 28.

Vendor meetings held in late August and early September provided an opportunity to discuss the data and the vendors’ ability to meet ONT’s needs.

– Vendors explained the analysis and/or modifications necessary to accommodate the maximum amount of the SNF and high-level waste (HLW) inventory.

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Casks with Existing Certificates

(Highlighting indicates casks evaluated by vendors in cask capability assessments.)

Cask Models Having Current Transport Certificates of Compliance

Storage-Only Cask Models Which May Receive Certification for

Transportation

MODEL C of C No. MODEL C of C No.

NAC-LWT 9225 TN-BRP 9202

GA-4 9226 TN-REG 9206

GE-2000 9228 TN-40 72-0010

NAC-STC 9235 CASTOR V-21 72-1000

MP-187 9255 Westinghouse MC-10

72-1001

HI-STAR-100 9261 CASTOR X-33 72-1018

NAC-UMS 9270 NAC-128S/T 72-1020

TS-125 9276 TN-32 72-1021

TN-FSV 9277

TN-68 9293

MP-197 9302

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Current Cask Size Envelope

For ORD planning purposes, all new casks purchased will fall within this envelope:

Cask Characteristics Minimum Maximum Length of cask body w/o impact limiters

72 inches 250 inches

Diameter of main cask body 38 inches 108 inches Diameter of cask across upper trunnions

40 inches 120 inches

Diameter of cask closure lid 13 inches 88 inches Diameter of impact limiters 65 inches 156 inches Maximum loaded weight 24,000 lbs. 360,000 lbs.

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Facility Interface Data Sheets Summary Eighty-nine out of 119 facilities have provided

responses to the Facility Interface Data Sheets (FIDS) sent out in March 2004.

Although preliminary, FIDS responses point out a number of facility infrastructure limits that will influence cask selection and transportation planning.

About 40 reactor sites are currently anticipated to have a crane capacity of 120 tons or less.

Crane lifting capacity will be a primary factor in determining the type of shipping cask a facility can utilize.

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Utility Reactor Crane Capacities

0

25

50

75

100

125

150

1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 63 65 67 69 71 73 75 77 79 81 83

Number of Reactors

To

ns

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Conclusions Regarding Existing Casks’ Ability to Accommodate Commercial SNF

The CCA reports indicated that no single cask could transport more than about 40% of the commercial SNF inventory under the conditions of current C of Cs.

However, analysis of the reports has shown that a suite of casks from several vendors could transport upwards of 60% of the projected commercial inventory.

Preliminary analysis by the vendors indicated that CoCs could be modified to accommodate more than 90% of the commercial SNF inventory, based on SNF characteristics alone.

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Individual Cask Capabilities

Vs. 2010 Projected Inventory

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Portion of Total Commercial SNF Inventory Accommodated by Casks

2010

2015

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54,751Assemblies Locatedwithin Facilities with

InfrastructureLimitations

(38% EligibleInventory)

43,206Assemblies Locatedwithin Facilities with

AdequateInfrastructure

(30% Eligible Inventory)

7,884Assemblies Locatedwithin Facilities with

Infrastructure Limitations

(6% EligibleInventory)

37,679Assemblies Locatedwithin Facilities with

AdequateInfrastructure

(26% EligibleInventory)

97,957 Assemblies Compatible withOne or More Current Rail Cask Part 71 CoCs

45,563 Assemblies Not Compatiblewith a Current Rail Cask Part 71 CoC

100000

90000

80000

70000

60000

50000

40000

30000

20000

10000

0

As

se

mb

lie

s

Inadequate Facility Infrastructure Adequate Facility Infrastructure

2010 Eligible Inventory Breakdown

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Transportation Cask Interface with Commercial Reactor Sites

Preliminary evaluation of available data and information sources indicates that 125-ton transportation casks may not be suitable at a number of sites.

The Department of Energy (DOE) is developing strategies to address these sites, including possible design of smaller, bare fuel transportation cask systems (100-, 70-, or 60-ton, for example).

DOE is also evaluating other concepts or solutions such as utilizing smaller transfer casks to load large transportation casks.

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Transportation Cask Interface with DOE Sites

Casks exist today that are technically capable of transporting DOE spent nuclear fuel (SNF) and high-level radioactive waste (HLW).

– Generally, the thermal, structural, and shielding requirements for commercial SNF bound those of the DOE SNF and HLW.

DOE is developing a performance specification that will delineate the characteristics and parameters of DOE SNF and HLW in order to solicit transportation package designs for this material.

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Conclusions Regarding DOE SNF and HLW

Casks exist today that are technically capable of transporting DOE SNF and HLW.

– Generally, the thermal, structural, and shielding requirements for commercial SNF bound those of the DOE SNF and HLW.

New internal basket designs would be developed to accommodate the DOE canisters.

– Certificate modifications will be required for the new baskets.

During the first 5 years of shipping operations, no new (Category C) casks will need to be developed for DOE material.

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Rolling Stock Performance Requirements

DOE is currently working to meet the Association of American Railroads’ (AAR) Performance Specification, S-2043, for trains used to carry HLW.

ONT has engaged Transportation Technology Center, Inc. (TTCI) to provide preliminary evaluation of several standard and premium railcar truck designs.

Results indicated that off-the-shelf truck designs would not meet all S-2043 requirements.

However, TTCI indicates that specific design and tuning of the trucks and suspensions as part of railcar system should improve results and provide acceptable performance.

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Nevada Rail Line

Work on the Nevada Rail Alignment Environmental Impact Statement (EIS) is moving forward.

DOE Received over 4,000 comments during scoping meetings.

Several alternative routes were suggested by the public.

– The EIS will be delayed slightly to perform engineering work on the alternative routes to evaluate their feasibility.

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Fleet Management and Support Facilities

Locations of the Fleet Management Facility (FMF) and other support facilities are being evaluated in the Nevada Rail Alignment EIS.

Preliminary work to provide input into the EIS has been performed.

The FMF may be completed after the opening of Yucca Mountain.

– Operations can begin using commercially available facilities.

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Conclusions ONT has many challenges ahead in procuring the

transportation infrastructure to support repository operations.

Many drivers will influence the development of the transportation infrastructure.

ONT is emphasizing flexibility in its procurement approach in order to adapt to external influences and changing requirements.