Adaptation of Approved Transport and Storage Cask Lines to Individual Customer Requirements

Abstract

Within the decommissioning programmes of the Italian nuclear power plants, the Italian multi-utility company ENEL decided to rely on on-site dry storage while waiting for the availability of the national interim storage site. SOGIN (Società Gestione Impianti Nucleari SpA, Rome, Italy), now in charge of all nuclear power plant (NPP) decommissioning activities was created in the ENEL group but is now owned by the Italian government. In 2000 it ordered 30 CASTOR® casks for the storage of its spent fuel not covered by existing or future reprocessing contracts. Ten CASTOR X/A17 casks will contain the Trino pressurised water reactor (PWR) fuel and the Garigliano boiling water reactor (BWR) fuel currently stored in pools at the nuclear power plant Trino and the Avogadro nuclear facility at Saluggia. Additionally 20 CASTOR X/B52 casks will contain the BWR fuel assemblies, which are stored in the pool at the Caorso nuclear power plant. GNB (Gesellschaft fuer Nuklear-Behaelter mbH, Essen, Germany) has completed detailed studies for the design of both types of cask. The tailored cask design is based on the well-established and proven design features of CASTOR reference casks and is responsive to the needs and requirements of the Italian fuel and handling conditions. The design of the CASTOR X/A17 for up to 17 Trino PWR fuel assemblies or 17 Garigliano BWR fuel assemblies and the CASTOR X/B52 cask holding up to 52 Caorso BWR fuel assemblies is suitable for the following conditions of use: loading of the casks in the fuel pools of the nuclear installations at Trino, Caorso and Avogadro; no upgrading of the Current on-site crane capacities; transport of the fuel assemblies, which are currently stored at the Saluggia facility to the nuclear power plant Trino; on-site storage in a vertical or horizontal position with the possibility of transfer to another temporary storage or a final repository, even after a number of years; the partial loading of mixed oxide (MOX) and failed fuel; loading and drying of bottled Garigliano fuel assemblies. On the basis of the CASTOR V/19 and CASTOR V/52 cask lines, the design of the CASTOR X/A17 and X/B52 casks aims at optimising safety and economics under the given boundary conditions. The long time for which fuel is kept in intermediate wet storage results in a reduced shielding and thermal-conduction requirement. This is used to meet the tight mass and geometry restrictions while allowing for the largest cask capacity possible.     

New Fresh Mox Fuel Packages: From Design to Operation

Abstract

The MX packages developed by COGEMA Logistics according to TS-R-1 requirements will replace older Current packaging to transport fresh pressurised water reactor (PWR) and boiling water reactor (BWR) mixed oxide (MOX) fuels in Europe. Two types of package have been developed: (1) MX8 with a capacity of eight 17 × 17 900 MWe PWR fuel assemblies for dry loading and underwater unloading operations; and (2) MX6 for dry loading and unloading operations. The capacity of the MX6 is six 16 × 16 or 18 × 18 PWR fuel assemblies or sixteen 10 × 10 BWR fuel assemblies. To meet these capacities requirements, an innovative and optimised design has led to ‘mid-weight’ packages with original solutions for the body, the baskets and the fuel restraining system. To cope with both capacity and legal weight transport requirements, a new high-security transport system has been developed simultaneously. The first shipment with MX8 was made in December 2001, and the first use of MX6 packages is scheduled for the end of 2003.     

PATRAM 2004 — Berlin,September 2004

Abstract

Since British Nuclear Fuels plc (BNFL) was formed in 1971 its transport service has safely moved spent light water reactor (LWR) fuel from many locations abroad to its fuel handling plants at Sellafield in the UK. To support this business a number of types of flasks have been designed and used. One of the types used has been the Excellox family of water-filled flasks. To support future business opportunities a new flask, designed to meet the requirements of the new IAEA transport regulations TS-R-1 (ST-1, Revised), has been developed. The flask will be a type B(U)F. This new flask design will maximise fuel carrying capacity to minimise transport costs. The design capacity of the new Excellox 8 flask is to be 12 pressurised water reactor (PWR) or 32 boiling water reactor (BWR) fuel assemblies. The objective of this BNFL project is to provide another economic spent nuclear fuel transport system, in support of BNFL transport business.     

BWR spent fuel transport and storage with TN9/4 and TN24BH casks

Abstract

In 2001 the Swiss nuclear utilities started to store spent fuel in dry metallic dual purpose casks at ZWILAG, the Swiss interim storage facility. BKW FMB Energy Ltd, as the owner of the Mühleberg nuclear power plant, is involved in this process and has selected to store the spent fuel in a new high capacity dual purpose cask, the TN24BH. For the transport Cogema Logistics has developed a new medium size cask, the TN9/4, to replace the NTL9 cask, which has performed numerous shipments of BWR spent fuel in past decades. Licensed by the IAEA 1996, the TN9/4 is a 40 t transport cask, for seven BWR high burnup spent fuel assemblies. The spent fuel assemblies can be transferred to the ZWILAG hot cell in the TN24BH cask. These casks were first used in 2003. Ten TN9/4 shipments were made, and one TN24BH was loaded. After a brief presentation of the operational aspects, the paper will focus on the TN24BH high capacity dual purpose cask and the TN9/4 transport cask and describe in detail their characteristics and possibilities.     

Implementation of burn-up credit approach for transport and storage cask

Abstract

TN International currently uses burn-up credit methodology for the design of casks dedicated to the transport of pressurised water reactor uranium oxide spent fuel assemblies. As long as the fuel enrichment of the pressurised water reactor fuel assemblies was sufficiently low, a burn-up credit methodology based on the sole consideration of actinides and the use of a partial burn-up was satisfactory to cover the needs without necessity to design new casks. Nevertheless, the continuous increase in the fuel enrichment during the last decade has led TN International to continue the investigations on the burn-up credit methodology to limit both the increase in the neutron poison content in the new basket designs and the burn-up constraints attached to the acceptability of the fuel assemblies for transport. The strategy of TN International was then to take benefit of the large negative reactivity reserves, which might be gained by the consideration of the fission products coming from the fuel irradiation. A big step forward has recently been reached by TN International on this field with the definition of an advanced burn-up credit methodology based on the consideration of relevant fission products recommended by OECD. In the meantime, TN International has taken the opportunity to use such burn-up credit approach in the design of the TN 24 E transport and storage cask developed for the German nuclear power plants. The relevant task has been carried out according to the German standard DIN 25712 for burn-up credit application. The present paper will describe the basic principles of the burn-up credit methodology implemented by TN International such as:

(i) the current state of the art concerning the burn-up credit application in the criticality assessment

(ii) the basic approach used for the implementation of the advanced burn-up credit methodology (bounding axial burn-up profiles, fuel irradiation parameters, fission products, etc.)

(iii) the area of validity of the TN International burn-up credit approach with fission products

(iv) example of application of the burn-up credit methodology for the design of the TN 24 E transport and storage cask under licensing in Germany

(v) the perspectives of development of the burn-up credit methodology.     

Mobile system for the management of fuel assemblies from research reactors

Interim storage in transport and storage casks of the CASTOR type, and later the final storage of these casks are planned for the management of spent fuel assemblies from German research reactors.A mobile transfer unit is used for loading the casks with fuel assemblies on the reactor sites. Key components of the mobile transfer unit are a transfer cask, the recharging lock, and an air-cushion transport system. By means of the air-cushion transport system, the whole equipment, as well as the CASTOR casks, is transported into the reactor building. Thus, handling of the 16 t CASTOR casks is possible even on reactor sites within sufficient crane capacity. A 20 ft container accommodates the mobile transfer unit and all accessories so that the whole equipment can be transported to the reactor sites by truck.     

Moving the Largest Capacity PWR Dual-Purpose Cask in the World from Gösgen NPP to the Zwilag Interim Storage Site

Abstract

The Swiss Gösgen nuclear power plant (NPP) has decided to use two different methods for the disposal of its spent fuel. (1) To reprocess some of its spent fuel in dedicated facilities. Some of the vitrified waste from the reprocessing plant will be shipped back to Switzerland using the new COGEMA Logistics, TN81 cask. (2) To ship the other part of its spent fuel to the central interim storage facility at Zwilag (Switzerland) using a COGEMA Logistics dual-purpose TN24G cask. The TN24G is the heaviest and largest dual-purpose cask manufactured so far by COGEMA Logistics in Europe. It is intended for the transport and storage of 37 pressurised water-reactor (PWR) spent fuel assemblies. Four casks were delivered by COGEMA Logistics to Gösgen NPP. Three transports of loaded TN24G casks between Gösgen and Zwilag were successfully pelformed at the beginning of 2002 using the new COGEMA Logistics Q76 wagon specifically designed to transport heavy casks. This article describes the procedure of operations and shipments for the first TN24G casks up to storage at Zwilag. The fourth shipment of loaded TN24G was due to take place in October 2002. The TN24G cask, as part of the TN24 cask family, proved to be a very efficient solution for Kemkraftwerk Gösgen spent fuel management.     

Testing of Lwr Fuel Rods to Support Criticality Safety Analysis of Transport Accident Conditions

Abstract

For the transport of low enriched materials, criticality safety may be emonstrated by applying pessimistic modelling assumptions that bound any realistic case. Where light water reactor (LWR) fuel is being transported, enrichment levels are usually too high to permit this approach and more realistic data are needed. This requires a method by which the response of LWR fuel under accident impact conditions can be approximated or bounded. In 2000, British Nuclear Fuels and Areva Cogema Logistics jointly commenced the Fuel Integrity Project (FIP) whose objective was to develop such methods. ACL were well advanced with a method for determining the impact response of unirradiated fuel, but required further test data before acceptance by the transport regulators. The joint project team extensively discussed the required inputs to the FIP, from which it was agreed that BNFL would organise new tests on both unirradiated and irradiated fuel samples and ACL would take major responsibility for evaluating the test results. Tests on unirradiated fuel rod samples involved both dynamic and quasistatic loading on fuel samples. Pressurised water reactor (PWR) fuel rods loaded with uranium pellets were dropped vertically from 9 m onto a rigid target and this was repeated on boiling water reactor (BWR) fuel rods; similar tests on empty fuel rods were also conducted. Quasistatic tests were conducted on 530 mm long PWR and BWR fuel specimens under axial loading. Tests on irradiated fuel samples were conducted on high-burn-up fuel rods of both PWR and BWR types. These were believed to be original to the FIP project and involved applying bending loads to simply supported pressurised rod specimens. In one test the fuel rod was heated to nearly 500°C during loading. All specimens were subject to axial impact before testing. Considerable experience of fuel rod testing and new data were gained from this test programme.     

Certification test for Safety of New Fuel Transport Package (Fire Test)

Abstract

Fire tests of actual transport systems for both BWR type and PWR type new fuel assemblies were carried out to clarify their safety margin, create a public perception of the transport programme and offer a data base to verify analytical codes. The supposed scenario of traffic accidents was considered by first reviewing them to select the plan of this work. Next, heating tests of simulated fuel rod elements and fuel assemblies of 1 m length were conducted in an electric furnace to examine their deformation and oxidisation behaviour under high temperature conditions. An analytical code including a simple model was verified by comparison with data obtained in a furnace test simulating a fire accident. Furthermore, simulated fuel assemblies and actual containers of both BWR and PWR types were manufactured. Actual 11 ton trucks carrying them were put in a burn pit 5 m in width, 11·5 m in length and 0·5 m in depth. The fire tests were carried out by burning kerosene for 30 min. These experimental results were analysed by the code.     

Transport of MOX fuel: continuous challenge

Abstract

For 45 years TN International has been involved in the radioactive materials transportation field. Since the beginning the spent nuclear fuel transportation has been its core business. During all these years TN International, now part of AREVA, has been able to anticipate and fulfil the needs for new transport or storage casks design to fit the nuclear industry evolutions. A whole fleet of casks able to transport all the materials of the nuclear fuel cycle has been developed. This paper focuses on the casks used to transport the fresh and used mix oxide (MOX) fuel. To transport the fresh MOX boiling water reactor and pressurised water reactors fuel, TN International has developed two designs of casks: the MX 6 and the MX 8. These casks are and have been used to transport MOX fuel for French, German, Swiss and in a near future Japanese nuclear power plants. A complete set of baskets have been developed to optimise the loading in terms of integrated dose and also of course capacity. Mixed oxide used fuel has now its dedicated cask: the TN 112 which certificate of approval has been obtained in July 2008. This cask is able to transport 12 MOX spent fuel elements with a short cooling time. The first loading of the cask has been performed in September 2008 in the Electricité de France nuclear power plant of Saint-Laurent-des-Eaux. By its continuous involvement in the nuclear transportation field, TN International has been able to face the many challenges linked to the radioactive materials transportation especially talking of MOX fuel. TN International will also have to face the increasing demand linked to the nuclear renaissance.     

Expansion of the capabilities of the GA-4 legal weight truck spent fuel shipping cask

Abstract

General Atomics has developed the model GA-4 legal weight truck spent fuel cask, a high-capacity cask for the transport of four pressurised water reactor (PWR) spent fuel assemblies, and obtained a certificate of compliance (CoC, No. 9226) in 1998 from the US Nuclear Regulatory Commission (NRC). The currently authorised contents for this CoC, however, are much more limiting than the actual capability of the GA-4 cask to transport spent PWR fuel assemblies. The purpose of this paper is to show how the authorised contents can be significantly expanded by additional analyses without any changes to the physical design of the package. Using burn-up credit as outlined in US NRC Interim Staff Guidance 8, Revision 2, the authorised contents can be significantly expanded by increasing the maximum enrichment as the burn-up increases. Use of burn-up credit eliminates most of the criticality imposed limits on authorised package contents, but shielding still limits the use of the cask for higher burn-up, short-cooled fuel. By reducing the number of assemblies transported (downloading) to two and using shielding inserts, even high-burn-up fuel with reasonable cooling times can be transported.     

Heat transfer in spent fuel storage

Heat transfer and fluid flow analyses are described for the underwater storage of spent fuel from nuclear power reactors. The analytical methods and supporting test measurements have been employed by General Electric Company in the design and licensing of two spent fuel storage systems: (a) High-density racks for storage of BWR spent fuels in at-reactor water basins [1]. (b) Multi-element baskets for storage of BWR and PWR spent fuel in GE's facility near Morris, IL [2]. The results show that natural convection flow through individual spent fuel bundles provides safe and effective temperature control. Under accident conditions the relatively slow dynamics of the basin system permits timely repair to a loss of basin cooling capability without significant risk to the spent fuel in storage.     

Safety of transport of radioactive Material: 2004 in retrospect

Abstract

There are basically two main technologies for the intermediate storage of spent nuclear fuel in Europe: dry storage in casks or vaults and wet storage in pools. The advantage of casks is their modularity and hence investment can be phased to suit the planned dates of loading individual casks, pools and vaults usually provide longer term capacity and thus require a greater initial investment for operators. Transnucléaire has developed a range of modular dry cask solutions for customers and more than 100 examples of the TN 24 type cask have been licensed for transport and storage in Belgium, Switzerland, Italy, Germany, the United States of America and Japan. This paper compares the requirements for cask licensing in Europe and the USA and shows how two particular BWR cask designs were developed by Transnucléaire. (1) The TN 97 L cask was designed primarily for the European market and the first use is foreseen at the Leibstadt nuclear power station in Switzerland. (2) The TN 68 cask was designed by Transnuclear Inc. and its first use is foreseen at the Philadelphia Electric Company's Peach Bottom Atomic Power Station.     

Plutonium breeding of light water cooled fast reactors

Light water cooled fast reactor with new fuel assemblies (FA) has been studied for high breeding of fissile plutonium. It achieves fissile plutonium surviving ratio (FPSR) of 1.342 (discharge/loading), 1.013 end and beginning of equilibrium cycle (EOEC/BOEC), and compound system doubling time (CSDT) of 95.9 years at the average coolant density of pressurized water reactor (PWR). It is further improved for reduced moderation boiling water reactor (BWR) (RMWR) coolant density. Fissile plutonium surviving ratio reaches 1.397 (discharge/loading), 1.030 (EOEC/BOEC) and CSDT is 37 years. The present study has shown the possibility of breeding at the PWR coolant density and meeting the growth rate of energy demand of advanced countries at the RMWR and Super FR coolant density for the first time. The new FA consist of closely packed fuel rods. The integrity of welding of fuel rods at the top and bottom ends is maintained as the conventional fuel rods. The coolant to fuel volume fraction is reduced to 0.085, one-sixth of that of RMWR. The volume fraction remains unchanged with the diameter of the fuel rod. The thermal hydraulic design of the cores remains for the future study.     

Operational experience of on-site transport of spent nuclear fuel in Korea

Abstract

With the rapid development of the nuclear power programme in Korea, the amount of accumulated spent nuclear fuel has inevitably increased year by year. The spent nuclear fuel is being stored in on-site storage pools at the nuclear power plants. As the current storage capacity for spent nuclear fuel is insufficient, at-reactor storage is being expanded at each site with regard to optimisation of technical and economic factors. On-site transport between neighbouring reactors has been necessary to secure sufficient storage capacity for pressurised water reactor spent nuclear fuel assemblies. A complete on-site transport system has been developed, and so far more than 800 spent nuclear fuel assemblies have been transported using two kinds of transport cask.     

Beyond design basis accidents in spent-fuel pools — Generic Issue 82

Nuclear reactor plants include storage facilities for the wet storage of spent-fuel assemblies. The safety function of the spent-fuel pool (SFP) and storage racks is to cool the spent-fuel assemblies and maintain them in a subcritical array during all credible storage conditions and to provide safe means of loading the assemblies into shipping casks.Generic Issue 82 (GI-82) relates to the concern that for a postulated accident sequence that results in the loss of water from a light-water reactor (LWR) spent-fuel storage pool, a Zircaloy cladding fire could occur and propagate to older stored fuel. This issue was identified during hearings concerning SFP reracking amendments in the late 1970s when licensees were starting to use high-density storage racks. High-density racks are used to accommodate the storage of spent fuel in SFPs at reactor sites until such time as the Department of Energy (DOE) repository is available and spent fuel can be removed from the reactor sites. Maintaining a low-density storage configuration for recently discharged spent fuel would reduce the Zircaloy cladding fire probability by an order of magnitude, but at a greater cost for additional onsite storage space.The accident sequences that could result in water loss from the SFP, including beyond design basis earthquakes, various types of seal failures and dropped shipping casks, and the Zircaloy cladding fire issues have been studied by the NRC staff. The results of these studies are provided in NUREG-1353, “Regulatory Analysis for the Resolution of Generic Issue 82, Beyond Design Basis Accidents in Spent-Fuel Pools”. Although these studies conclude that most of the spent-fuel pool risk is derived from beyond design basis earthquakes, this risk is not greater than the risk from core damage accidents due to these beyond design basis earthquakes. Therefore, reducing the risk from spent-fuel pools due to events beyond the safe shutdown earthquake would still leave a comparable risk due to core damage accidents. The risk due to beyond design basis accidents in spent-fuel pools, while not negligible, is sufficiently low that the added cost involved with further risk reduction is not warranted.     

German approach and feedback on experience of transportability of SNF packages after interim storage

In Germany, the concept of dry interim storage of spent fuel in dual purpose metal casks is implemented, currently for periods of up to 40 years. The casks being used have an approved package design in accordance with the international transport regulations. The license for dry storage is granted on the German Atomic Energy Act with respect to the recently revised ‘Guidelines for dry interim storage of irradiated fuel assemblies and heat-generating radioactive waste in casks’ by the German Waste management Commission. For transport on public routes between or after long term interim storage periods, it has to be ensured that the transport and storage casks fulfil the specifications of the transport approval or other sufficient properties, which satisfy the proofs for the compliance of the safety objectives at that time. In recent years, the validation period of transport approval certificates for manufactured, loaded and stored packages were discussed among authorities and applicants. A case dependent system of 3, 5 and 10 years was established. There are consequences for the safety cases in the Package Design Safety Report, including evaluation of long term behaviour of components and specific operating procedures of the package. The present research and knowledge concerning the long term behaviour of transport and storage cask components have to be consulted as well as experiences from interim cask storage operations. Challenges in the safety assessment are e.g. the behaviour of aged metal and elastomeric gaskets under IAEA test conditions to ensure that the results of drop tests can be transferred to the compliance of the safety objectives at the time of transport after the interim storage period. Assessment methods for the material compatibility, the behaviour of fuel assemblies and the aging behaviour of shielding parts are issues as well. This paper describes the state of the art technology in Germany, explains recent experience on transport preparation after interim storage and points out arising prospective challenges.     

Benchmark Problem Suite for Reactor Physics Study of LWR Next Generation Fuels

This paper proposes a benchmark problem suite for studying the physics of next-generation fuels of light water reactors. The target discharge burnup of the next-generation fuel was set to 70GWd/t considering the increasing trend in discharge burnup of light water reactor fuels. The UO₂ and MOX fuels are included in the benchmark specifications. The benchmark problem consists of three different geometries: fuel pin cell, PWR fuel assembly and BWR fuel assembly. In the pin cell problem, detailed nuclear characteristics such as burnup dependence of nuclide-wise reactivity were included in the required calculation results to facilitate the study of reactor physics. In the assembly benchmark problems, important parameters for in-core fuel management such as local peaking factors and reactivity coefficients were included in the required results. The benchmark problems provide comprehensive test problems for next-generation light water reactor fuels with extended high burnup. Furthermore, since the pin cell, the PWR assembly and the BWR assembly problems are independent, analyses of the entire benchmark suite is not necessary: e.g., the set of pin cell and PWR fuel assembly problems will be suitable for those in charge of PWR in-core fuel management, and the set of pin cell and BWR fuel assembly problems for those in charge of BWR in-core fuel management.     

Design of an overmoderated fuel and a full MOX core for plutonium consumption in boiling water reactors

The use of uranium–plutonium mixed oxide fuel (MOX) in light water reactors (LWR) is nowadays a current practice in several countries. Generally 1/3 of the reactor core is loaded with MOX fuel assemblies and the other 2/3 with uranium assemblies. Nevertheless the plutonium utilization could be more effective if the full core could be loaded with MOX fuel. In this paper the design of a boiling water reactor (BWR) core fully loaded with an overmoderated MOX fuel design is investigated. The design of overmoderated BWR MOX fuel assemblies based on a 10×10 lattice are developed, these designs improve the neutron spectrum and the plutonium consumption rate, compared with standard MOX assemblies. In order to increase the moderator to fuel ratio two approaches are followed: in the first approach, 8 or 12 fuel rods are replaced by water rods in the 10×10 lattice; in the second approach, an 11×11 lattice with 24 water rods is designed with an active fuel length very close to the standard MOX assembly. The results of the depletion behavior and the main steady state core parameters are presented. The feasibility of a full core loaded with the 11×11 overmoderated MOX fuel assembly is verified. This design take advantage of the softer spectrum comparable to the 10×10 lattice with 12 water rods but with thermal limits comparable to the standard MOX fuel assembly.     

Design analysis of core assemblies for supercritical pressure conditions

The increase of steam parameters to supercritical conditions could reduce the power generating costs of light water reactors significantly [Proceedings of SCR-2000 (2000) 1]. Core assemblies, however, will differ from current BWR or PWR design. In this context, this paper summarizes the main results related to a thermal-hydraulic design analysis of applicable fuel assemblies. Starting from a thorough literature survey on heat transfer of supercritical fluids, the current status indicates a large deficiency in the prediction of the heat transfer coefficient under reactor prototypical conditions. For the thermal-hydraulic design of such fuel assemblies the sub-channel analysis code Sub-channel Thermal-hydraulic Analysis in Fuel Assemblies under Supercritical conditions (STAFAS) has been developed, which will have a higher numerical efficiency compared to the conventional sub-channel analysis codes. The effect of several design parameters on the thermal-hydraulic behaviour in sub-channels has been investigated. Based on the results achieved so far, two fuel assembly configurations are recommended for further design analysis, i.e. a tight square lattice and a semi-tight hexagonal lattice.