(3 INEL-96/0300 (Formerly EGG-WM-10877) Revision 1

June 1996

Idaho National Engineer'In g Laboratory Waste Management Facilities Cost Information for Transportation of Radioactive and Hazardous Materials

Fred Feizollahi David Shropshire David Burton

~lociikeed Idaho Technologies Company INEL-95/0300 (Formerly EGG-WM-10877) Revision 1

Waste Management Facilities Cost Information for Transportation of: Radioactive and Hazardous bllaterials

Fred Feizollahi David Shropshire David Burton

Published June 1996

Idaho National Engineering Laboratory Lockheed Martin Idaho Technologies Radioactive Waste Technical Support Program Idaho Falls, Idaho 83416

Prepared for the U.S. Department of Energy Office of Environmental Management Under DOE Idaho Operations Office Contract DE-AC07-941D13223 Waste Management Facilities Cost Information for Transportation of Radioactive and Hazardous Materials

Prepared by:

d Feizollahi Date orrison Knudsen Co ration Engineering, Construe on & Environmental Group

David Shropshire, Complex ConGguration Technical Support, Date EG&G Idaho, Inc.

Reviewed by:

Derek Bolton Bate Morrison Knudsen Corporation Engineering, Construction & Environmental Group

Reviewed and approved by:

Eric Williams, Manager, Radi6active Waste Technology Initiative, Date EG&G Idaho, Inc. I, This report contains cost information on the U.S. Department of Energy (DOE) Complex waste streams that will be addressed by DOE in the programmatic environmental impact statement (PEIS) project. It describes the results of the task commissioned by DOE to develop cost information for transportation of radioactive and hazardous waste. It contains transportation costs for most types of DOE waste streams: low-level waste (LLW), mixed low-level waste (MLLW), alpha LLW and alpha MLLW, greater-than-Class C (GTCC) LLW and DOE equivalent waste, transuranic (TRU) waste, spent nuclear fuel (SNF), and hazardous waste. Unit rates for transportation of contact-handled ((200 mrem/hr contact dose) and remote-handled (>200 mrem/hr contact dose) radioactive waste are estimated.

Land transportation of radioactive and hazardous waste is subject to regulations promulgated by DOE, the U.S. Department of Transportation (DOT), the U.S. Nuclear Regulatory Commission (NRC), and state and local agencies. The cost estimates in this report assume compliance with applicable regulations. The authors would like to acknowledge the efforts of those who contributed to this report: Fred Monette and Tony Policastro of Argonne-East, and Steve Maheras of Scientific Applica'ions International Corporation for the extra effort required in reviewing this report. ACKNOWLEDGMENTS

ACRONYM S

1. INTRODUCTION 1.1 Background . 1.2 Transportation Cost Estimating Methods .. 1.3 Limitations 1.4 Mleage Charts 1.5 Report Organization

2. LLW, MLLW, ALPHA LLW, ALPHA MLLW, AND GTCCIDOE EQUIVALENT WASTE 8 2.1 Contact-Handled Waste... 8 2.1.1 Truck Shipment 8 2.1.2 Rail Shipment 8 2.2 Remote-Handled Waste...... 9 2.3 Guidelines for Liquid Waste Shipments by Truck or Rail 10 2.4 Guidelines for Lab Pack Shipments . 10

3. TRANSURANIC WASTE 11 3.1 Truck Shipment of Contact-Handled Waste .. 11 3.2 Truck Shipment of Remote-Handled TRU Waste 11 3.3 Rail Shipment of Contact-Handled TRU Waste . 12 3.4 Rail Shipments of Remote-Handled TRU Waste 13

4. SPENT NUCLEAR FUEL 14 4.1 Truck Shipment of SNF 14 4.1.1 Method for Estimating Truck Shipment Costs . 14 4.1.2 Guidance for Determining Number of Truck Shipments 14 4.2 Rail Shipment of SNF . 16 4.2.1 Method for Estimating Rail Shipment Costs 16 4.2.2 Guidance for Determining Number of Rail Shipments... 18

5. HAZARDOUS WASTE 20 5.1 Truck Shipment 20 5.2 Rail Shipment . 20

6. REFERENCES 22

Appendix A-Methods, Bases, and Assumptions . A-1

Appendix B-Backup Data for Low-Level Waste Shipments B-1

Appendix C-Backup Data for TRU Shipments C-1 Appendix D-Backup Data for SNF Truck Shipments

Appendix E-Backup Data for SNF Rail Shipments .

Appendix F-Transportation of HL% Canisters

TABLES

1. Distance (in miles) by truck between DOE sites . 2. Distance (in miles) by rail between DOE sites 3. Capacity of various cask and canister combinations for transport of N-reactor, high- eliched uranium, and low-enriched uranium fuel by truck 4. Capacity of various cask and canister combinations for transport of ¹eactor, LEU, and HEU fuel by rail . A activity (Curies) BOY base operating year BWR boiling water reactor Code of Federal Regulations CPLM cost per loaded mile DOE U.S. Department of Energy DOT U.S. Department of Transportation FSV Fort St. Vrain GTCC LLW greater-than-class-C low-level waste HEU high-enriched uranium

high temperature gas-cooled reactor INEL Idaho National Engineering Laboratory LEU low-enriched uranium low-level waste mixed low-level waste multi-purpose canister monitored retrievable storage U.S. Nuclear Regulatory Commission PEIS Programmatic Environmental Impact Statement PLCC planning life-cycle cost pressurized water reactor RH remote handled SNF spent nuclear fuel transuranic waste TSD treatment, storage, and disposal Union Pacific Railroad WIPP Waste Isolation Pilot Plant WMFCI Waste Management Facilities Cost Information Waste Management Facilities Cost Information for Transportation of Radioactive and Hazardous Materials

1. INTRQDUCTIQN

1.1 Background

The Waste Management Facilities Cost Information (WMFCI) report series contains cost information on the U.S. Department of Energy (DOE) Complex waste streams that will be addressed by DOE in the Programmatic Environmental Impact Statement (PEIS) project. To date, four reports (EGG-WTD-10443, EGG-WM-10670, EGG-WM-10962, and EGG-WM-10701), covering planning life-cycle cost (PLCC) estimates for treatment, storage, and disposal (TSD) facilities, have been issued. This report describes the results of a closely related task commissioned by DOE: development of cost information for transportation of radioactive and hazardous waste.

This report contains transportation costs for most types of DOE waste streams: low-level waste (LLW), mixed low-level waste (MLLW), alpha LLW and alpha MLLW, greater-than-Class C (GTCC) LLW and DOE equivalent waste, transuranic waste (TRU), spent nuclear fuel (SNF), and hazardous waste. Unit rates for transportation of contact-handled (<200 mrem/hr contact dose) and remote- handled (>200 mrem/hr contact dose) radioactive waste have been estimated previously, and a summary has been included in earlier WMFCI reports. In order to have a single source for obtaining transportation cost for all radioactive waste, the transportation costs for the contact- and remote- handled wastes are repeated in this report.

Land transportation of radioactive and hazardous waste is subject to regulations promulgated by DOE, the U.S. Department of Transportation (DOT), the U.S. Nuclear Regulatory Commission (NRC), and state and local agencies. The cost estimates in this report assume compliance with applicable regulations. It should be noted that the trend is toward greater restrictions on transportation of radioactive waste (e.g., truck or rail car speed, shipping route, security escort, and personnel training requirements), which may have a significant impact on future costs.

4.2 Transportation Cost Estimating Methods

This report presents transportation unit rates in a cost-per-loaded-mile (CPLM) format. This allows the reader to determine shipping costs. The primary transportation mode is by truck, although rail has been considered where practical. The transportation cost is divided into two components: variable cost and fixed cost.

CPLM unit rate is a variable cost dependent on the distance travelled. It has two subcomponents: carrier cost and hardware cost.

Carrier cost covers the variable costs associated with the cargo carrier. The carrier is the entity that takes title to the waste from the shipper during transportation, i.e., the trucking company or railroad company. The carrier costs include tractor, fuel, labor (drivers), insurance, security escort, taxes, tools, permit fees, and related costs incurred while the waste or SNF is in transport.

Hardware covers the variable costs associated with procuring and maintaining the special hardware used during the transportation of waste or SNF. Special hardware consists mainly of trailers and railroad cars equipped with special tight-sealing enclosures or shielded casks.

~ Fixed costs generally consist of demurrage costs of the carrier and the hardware used in the shipment, which are independent of the distance travelled. Fixed costs are incurred during loading and unloading operations.

The cost of labor during the loading and unloading operation (e.g., crane operators and health physics technicians) is part of the facility operating and maintenance costs rather than transportation costs.

1.3 Limitations

Appendix A must be consulted regarding limitations and qualifications that apply to developing transportation costs. To apply data f'rom this report, the reader must consider the following:

The CPLM rates given in this report do not include costs of labor or materials needed to load and unload waste and SNF into the casks or onto shipping trailers. These costs are included in the facility operating and maintenance costs.

'nly the estimate for SNF includes the cost of security escorts. This cost is estimated to be 20% of variable carrier cost for truck shipments, and 30% of cask rental rates during loaded portions of the move.

It is assumed that all shipments will follow routes approved by the NRC.

Rail costs are based on tariff rates and do not include special dedicated train charges.

An internal basket has not been designed for the SNF canisters DOE intends to ship by rail.

No criticality calculations have been performed for the SNF canister and cask recommendations. Conservative assumptions have been made regarding capacities.

~ No attempt was made to estimate less than full truckload shipments. 1A Miieage Charts

Tables 1 and 2 show distances between DOE sites by truck and by rail. These distances assume bypassing tunnels and major cities (using beltways when available) and travelling on major highways. 1.5 Report Organization

Section 1 presents the background data and scope of this report. Sections 2 through 5 present the cost summaries for LLW, MLLW, alpha LLW, alpha MLLW, GTCC LLW; transuranic waste; SNF; and hazardous waste, respectively. Section 6 contains references. Appendix A lists the methods, bases, and assumptions used during the cost-estimating process. Appendices B-F contain data used in the preparation of LLW, TRU, SNF truck, and SNF rail estimates, respectively. Table 1. Distance (in miles) by truck between DOE sites. Origin site Abbrev AL AN AW LY BC BA BN Hs IN LB LL MP

Ames Laboratory AL 0 351 1,2S7 675 894 1)206 341 611 1)703 1,287 1>129 234 1,163 1,844 1,853 1,136 644 Argonne, East AN 0 0 1,582 348 567 874 36 294 ',998 1,582 1)333 520 831 2,139 2,148 1,431 317 Argonne, West AW Q 0 1,906 2,125 2,437 1,5'l2 1,842 599 0 1,177 1,325 21393 963 972 1,144 11875 Babcock 4 Wilcox LY 0 0 0 0 0 0 2738 2322 0 0 0 0 0 0 0 Batelle Columbus BC 0 0 223 653 380 113 2)322 1,906 1>463 650 626 2,463 2>472 1/52 72 Bettis Atomic BA 0 0 0 506 599 312 2,541 2,125 1>6S2 869 543 2,682 2,691 1)771 291 Brookhaven NL BN 0 0 0 0 9Q6 76Q 2,853 2,437 2,113 1,299 241 2,994 3,003 2,201 721 Fermilab (FNAL) FL 0 0 0 0 0 326 11975 1,572 1@59 519 863 2,129 2,138 1>421 349 Fernald (FEMP FE 0 0 0 0 0 0 2,258 1,842 1@99 586 733 2,408 1>488 49 Hanford Site Hs 0 0 0 0 0 0 0 599 1/93 1,741 2,809 875 894 1)560 2,291 INEL IN 0 0 0 0 0 0 0 1,177 1)325 2@93 '''9.)2 1,144 1,875 ITRI IT 0 0 0 0 0 0 0 0 895 2,085 963',19>I 1,154 111 1,432 Kansas City Plant KC 0 0 0 0 '0 0 0 0 0 1,272 1,881 1,890 984 619 Knolls Atomic KA 0 0 0 0 0 0 0 0 0 0 0 2>950 2,959 2,174 694 Lawrence Berkeley LB 0 0 0 0 0 0 0 0 0 0 0 0 45 1,274 2,432 Lawrence Livermore LL 0 0 0 0 0 0 0 0 0 0 0 0 0 1)233 21441 Los Alamos NL LA 0 0 0 0 0 0 0 0 0 0 0 0 0' 0 1,521 Mound Plant MP 0 0 0 0 0 0 0 0 0 0 0 0 0 Naval Reactors Facili 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Nevada Test Site NT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 GRISE OI 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Oak Ridge Reserv, OR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Paducah GDP PA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Pantex Plant PP 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Portsmouth GDP PO 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Princeton PPL PR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Reactive Metals RM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Roche Flats Plant RF 0 0 0 0 0 0 0 0 0 0 0 0 0 0 SNL, Albuquerque SA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 SNL, Livermore SL 0 0 Q Q Q 0 0 0 0 0 0 0 0 0 Savannah River SR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 SLAC ST 0 0 0 0 0 0 0 0 Q 0 0 Q Q 0 West Valley DP WV 0 0 0 0 0 0 0 0 0 0 0 0 0 0 WIPP WI 0 0 0 0 0 0 0 0 0 0 0 0 Q 0 Yucca Mountain, NV 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Table 1. (Cont'd) Origin site Abbrev NR NT OI OR PA PP PO PR RM RF SA SL SR ST WI

Ames Laboratory AL 1,287 1,520 887 900 629 834 755 1)217 751 722 1,120 1,853 1,175 1,885 909 1,301 1,554 Argonne, East AN 1,582 1,815 571 584 385 1,038 428 822 419 1,017 1,324 2,148 892 2,180 577 1,505 1,849 Argonne, West AW 0 712 2)077 2,048 1,766 1,468 1,986 2,448 1,982 716 1,168 1,100 2,311 1,004 2,140 1)759 746 Babcock gt Wilcox LY 0 2,491 0 35Q Q Q 0 0 0 0 0 0 455 0 0 0 21459 Batelle Columbus BC 1,906 2,078 399 412 477 1,168 84 546 214 1,283 1)454 2,472 720 2,524 372 1,625 2,112 Bettis Atomic BA 2,125 2,297 586 563 696 1,387 265 398 175 1/00 1,673 2,691 656 2723 257 1,813 21331 Brookhaven NL BN 2,437 2,670 808 821 1,115 1,817 689 189 531 1,870 2)103 3,003 897 3,035 492 2,192 2,704 Fermilab (FNAL) FL 1,572 1,805 603 616 417 1,064 460 854 451 1,005 1,350 2,138 924 2,167 6Q9 1)531 11839 Fernald (FEMP FE 1,824 2,014 299 312 409 1,104 173 635 321 1,217 1,390 2>408 620 2,440 479 1,526 2,048 Hanford Site HS 599 1,128 2,493 2,464 2,182 2,884 2,402 2,864 2,398 1,132 1,584 894 2727 916 2,556 2,175 1)162 INEL IN 0 712 2,077 2,048 1,766 1,468 1,986 2,448 1,982 716 1,168 1)100 2,311 1,004 21140 1,759 746 ITRI IT 1,177 918 1,420 1,391 1,230 313 1,543 2>006 1,673 483 9 1,154 1,653 1,198 1)832 614 952 Kansas City Plant KC 1,325 1,428 752 723 441 600 730 1,192 860 631 886 1,890 987 1)939 1,018 1,067 1,462 Knolls Atomic KA 2,393 2,626 872 885 1,099 1,790 688 291 416 1,827 2,076 2>959 961 21979 314 2,256 2,660 Lawrence Berkeley LB 963 719 2,592 2,563 2 332 1,485 2,543 3,005 2,538 1,283 1,185 45 2,791 47 2>697 1,509 753 Lawrence Livermore LL 972 678 2,551 2,523 2>327 1,445 2,552 3,014 2,547 1,292 1,145 0 2,750 64 2,706 1,468 712 Los Alamos NL LA 1,144 997 1,509 1,480 1,319 402 1,632 2,094 1,762 452 102 1,326 1)742 1,294 1,921 693 1,031 Mound Plant MP 1,875 2,047 335 348 441 1,137 152 614 282 1,250 1,432 2,441 656 2,473 440 1,561 2,081 Naval Reactors Facility NR 0 712 2,077 2,048 1,766 1,468 1,986 2,448 1,982 716 1,168 1,100 2,311 1,004 2,140 11759 746 Nevada Test Site NT 0 0 2,180 2,151 1,864 1,209 2,158 2,620 2,214 836 909 0 2,414 739 2>373 1,365 46 ORISE 0'I 0 0 0 10 333 1,125 358 702 595 1,383 1,411 2,551 369 2,584 753 1,410 2,214 Oak Ridge Reserv. OR 0 0 0 0 304 1,096 371 715 608 1,354 1,382 2,523 379 2,584 766 1,381 2,185 Paducah GDP PA 0 0 0 0 0 940 0 1)009 687 1,072 1,226 21327 568 2,359 845 1,258 1,903 Pantex Plant PP 0 0 0 0 0 0 1,248 1,710 1,378 774 304 1,445 1,358 1,506 1,537 308 1)243 Portsmouth GDP PO 0 Q 0 0 0 0 0 588 276 1,361 11543 2,552 540 2,584 434 1,632 0 Princeton PPL PR 0 0 0 0 0 0 0 0 528 1,823 1,997 3,014 767 3,046 489 2,086 2,654 Reactive Metals RM 0 0 0 0 0 Q 0 0 Q 1,415 1,664 2,547 726 2,579 162 1,822 2,248 Rocky Flats Plant RF 0 0 0 0 0 0 0 0 0 0 474 1,292 1,618 1,324 1,573 1,067 868 SNL, Albuquerque SA 0 0 0 0 0 0 0 0 0 0 0 1,145 1,644 1,198 1,823 6QS 943 SNL, Livermore SL 0 0 0 0 0 0 0 0 0 0 0 0 2,750 64 2,706 1,468 712 Savannah River SR 0 0 0 0 0 0 0 0 0 0 0 0 0 2,820 1,023 1,524 2)448 SLAC ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2,738 1,529 773 West Valley DP WV 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,980 2,407 WIPP WI 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,399 Yucca Mountain, NV YM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Table 2. Distance (in miles) by rail between DOE sites. AW LY BC BA BN FL FE HS IN IT KC KA LB LL LA MP Ames Laboratory AL 0 329 1,242 0 700 823 1,365 291 717 1,788 1,242 1,187 275 1,126 1I873 2,018 1,124 715 Argonne, East AN 0 0 1,655 0 401 518 1;066 49 412 2,201 1,655 1,351 439 827 21549 2,506 1>288 416 Argonne, West AW 0 0 0 0 1I942 2I133 2,607 1,533 1,907 658 0 1,247 1,238 2,468 1I102 1)100 1,179 1,926 Babcock gt Wilcox LY 0 0 0 0 0 0 0 0 0 2)879 2)333 0 0 0 0 0 0 0 Batelle Columbus BC 0 0 0 0 0 280 855 427 135 2,488 1,942 1,759 753 615 2,573 2,718 1,696 65 Bettis Atomic BA 0 0 0 0 0 772 543 475 2,611 2133 1,857 943 533 2,696 2,840 1,794 345 Brookhaven NL BN 0 0 0 0 0'' 0 0 1,088 984 3,153 2,607 2,414 1,518 239 3,238 3@83 2,351 920 Fermilab (FNAL) FL 0 0 0 0 0 0 0 11971 1,533 1I356 453 853 2,343 2,341 1)405 443 Fernald (FEMP) Q ., Q 0 0 Q Q 0 0 0 2ISQS 1,907 1,751 717 '145 2,590 2,735 1,688 69 Hanford Site HS 0 0 0 0 0 0 0 0 0 0 658 1,793 1,784 2,914 986 973 II725 2I472 INEL IN 0 0 0 0 0 0 0 0 Q Q Q 1,247 1,238 2,468 1,102 1,100 1,179 1,926 ITRI IT 0 0 0 0 0 0 0 0 0 0 0 932 2,177 1,266 1,222 104 1)767 Kansas City Plant KC 0 0 0 0 0 0 0 0 0 0 0 1,250 2,Q16 2,013 869 708 Knolls Atomic KA 0 0 0 0 0 0 0 0 0 0 0 0 2,999 3,144 2,122 680 Lawrence Berkeley LB 0 0 0 0 0 0 0 0 0 0 {) 0 0 46 1,354 2,717 Lawrence Livermore LL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,326 2,695 Los Alamos NL LA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,704 Mound Plant MP 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Naval Reactors Facility NR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Cn Nevada Test Site NT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 GRISE OI 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Oak Ridge Reserv. OR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Paducah GDP PA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Pantex Plant PP 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Portsmouth GDP PO 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Princeton PPL PR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Reactive Metals RM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Rocky Flats Plant RF 0 0 0 0 6 0 '0 9 0 0 9 0 0 0 0 0 SNL, Albuquerque SA 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 SNL, Livermore SL 0 0 0 0 0 0 0 0 0 0 0 0 .0 0 Savannah River SR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 SLAG ST 0 Q 0 0 0 0 0 0 0 0 0 0 0 0 West Valley DP WV 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 WIPP WI 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Yucca Mountain, NV YM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Table 2. (Cont'd) NR NT OI OR PA PP PO PR RM RF SA SL SR ST WV WI YM Ames Laboratory 1,242 1>674 956 954 646 809 727 1>197 717 782 1,187 2>018 1,281 1>924 881 1,115 1>674 Argonne, East 1,655 2,348 651 649 390 972 422 898 418 1,194 1>351 2,506 976 2,536 579 1,279 2,348 Argonne, West AW 0 756 2,099 2,055 1,699 1,141 1,975 2>507 2,060 738 1,247 1>100 2,407 1,160 2,123 1,447 756 Babcock dt Wilcox, LY 0 2,765 0 386 0 0 0 0 0 0 0 0 661 0 0 0 0 Batelle Columbus 1,942 2>374 366 393 581 1>381 91 655 207 1,502 1,759 2,718 740 2,947 370 1,688 2,374 Bettis Atomic BA 2,133 Z,496 714 903 816 1,479 429 400 136 1,692 1>857 2,840 947 2,746 244 1,785 2>496 Brookhaven NL BN 2,6Q7 3,Q39 1,221 1,152 1,346 2,035 921 410 648 2,266 2,414 3,383 1,239 3,289 549 2,342 3,039 Fermilab (FNAL) FL 1,533 1,997 679 682 469 977 451 924 445 1,016 1,356 2,341 1,001 2,393 603 1,284 1,997 Fernald (FEMP) FE 1>907 2,391 331 358 468 1,373 2Q7 938 337 1,466 1,751 2,735 774 2,641 631 1,679 2,391 Hanford Site HS 658 1,302 2,644 2,601 2,245 1,686 2,515 2,985 2,505 1,284 1>793 973 2,953 1,036 2,669 1,993 1,302 INEL IN 0 756 2,099 2,055 1,699 1,141 1,975 2,507 2>060 738 1>247 1,10Q 2,407 1,160 2,123 1,447 756 ITRI IT 1,247 1,065 1,989 1,749 1,539 379 1>761 2>248 1,769 572 0 1,222 2,315 1,253 1,929 477 1,063 Kansas City Plant KC 1,238 1,670 881 838 482 554 758 1,289 842 778 932 2>013 1>161 2,073 1,Q33 861 1,67Q Knolls Atomic KA 2,468 2,800 981 957 1,106 1,807 681 214 408 2,027 2,177 3,144 1,044 3,050 309 2,114 2,800 Lawrence Berkeley LB 1,102 860 2,890 2,686 2,490 1,561 2,767 3,298 2,851 1,320 1,266 46 3,192 56 2773 1>660 860 Lawrence Livermore LL 1100 1>370 2,868 2,831 2,469 1,534 2,745 3,276 2,829 1>394 1>222 0 3,183 60 2,898 1>633 1>370 Los Alamos NL LA 1,179 1>169 1,926 1,686 1,476 483 1>698 2,186 1,706 504 104 1,326 2,252 1>357 1,866 581 1,169 Mound Plant MP 1,926 2,386 301 328 564 1,396 156 719 272 1,485 1,767 2,695 744 Z,930 562 1>703 2>386 Naval Reactor Fac. NR 0 756 2,099 2,055 1,699 1>141 1,975 2,507 2,060 738 1,247 1,100 2>407 1,160 2,123 1,447 756 Nevada Test Site NT .,0 0 2,530 2,487 2,131 1,376 2,401 2,871 2>391 987 1,065 1,370 2>839 862 ~54 1,475 0 GRISE OI 0 0 0 40 632 1,611 39Z 1,176 575 1,658 1,989 2,868 443 3,103 889 1>918 2,530 Oak Ridge Reserv. OR 0 0 0 0 527 1,371 442 760 600 1,586 1>749 2,831 417 3,031 889 1>678 2,487 Paducah GDP PA 0 0 0 0 0 1,103 495 1,145 698 1,220 1,539 2,469 714 2,597 861 1,410 2,131 Pantex Plant PP 0 0 0 0 0 0 1,382 1,867 1,387 465 379 1,534 1>937 1,564 1,551 307 1>376 Portsmouth GDP PO 0 0 0 0 0 0 0 838 279 1,535 1,761 2,745 655 2,651 585 1,689 2,401 Princeton PPL PR 0 0 0 0 0 0 0 0 511 2,066 2,248 3,276 848 3,121 426 2>185 2>871 Reactive Metals RM 0 0 0 0 0 0 0 0 0 1,619 1>769 2>829 920 2,641 163 1>705 2,391 Rocky Flats Plant RF 0 0 0 0 0 0 0 0 0 0 572 1,394 1>938 1,377 1,782 769 987 SNL, Albuquerque SA 0 0 0 0 0 0 0 0 0 0 0 1,222 2,315 1,253 1,929 477 1,065 SNL, Livermore SL 0 Q 0 0 0 0 0 0 0 0 0 0 3>183 60 2>898 1,633 1,370 Savannah River SR 0 0 0 0 0 0 0 0 0 0 0 0 0 3,194 1,223 2,243 2>839 SLAC ST 0 0 0 0 0 Q 0 Q 0 0 0 0 0 0 2,804 1,662 862 West Valley DP WV 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,858 2,540 WIPP WI 0 0 0 0 0 0 0 0 0 Q 0 Q Q 0 0 0 1,475 Yucca Mountain, NV YM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2. LLN) MLLN, ALPHA LLN, ALPHA MLLN, AND GTCC/DOE EQUlVALENT NASTE

Transportation of LLW, MLLW, alpha LLW, and alpha MLLW can involve either contact- handled or remote-handled shipments. However, a large portion of the GTCC/DOE equivalent waste will involve only remote-handled shipments. A summary of costs associated with shipment of waste by truck is presented below. 2.1 Contact-Handled Waste

2.1.1 Truck Shipment

Transportation costs for contact-handled LLW, MLLW, and alpha LLW and alpha MLLW aro. estimated based on the assumption that unshielded 48-ft-long truck trailers containing eighty-eight 500-lb drums are used, yielding a total of 44,000 Ib per shipment. The total transportation costs can be calculated using the following steps:

a. If the average weight of the'drums is 500 lb or more, divide the total weight of waste (in Ib) by 44,000 lb/shipment to obtain the number of shipments. If the average weight of the drums is less than 500 lb, divide the total volume of waste by 640 ft (88 drums at 73 ft3/drum) to obtain the number of shipments.

b. Multiply the CPLM unit rates listed below by the one-way distance (in miles) and the number of shipments (from step a above) to obtain the CPLM cost.

~ Less than 30 miles: $5.94/mile

~ 30-200 miles: $4.98/mile

More than 200 miles: $4.00/mile.

c. Multiply the number of shipments (from step a above) by $880 per shipment to obtain the fixed transportation costs.

d. Add the CPLM cost (from step b above) to the fixed cost (from step c above) to obtain the total transportation cost.

2.1.2 Rail Shipment

Transportation costs by rail for contact-handled LLW and MLLW are estimated based on the assumption that waste in drums or steel boxes would be moved in 40-ft-long intermodal (sealand) containers. These containers can be moved by truck or on rail flatcars. Each container would hold seventy-six 500-lb drums, yielding a total weight of 38,000 lb, or would hold eleven 3,945-lb boxes, yielding a total weight of about 44,000 lb. The totai transportation costs can be calculated using the following steps:

a. Divide the total weight of waste (in lb) by 38,000 lb (for drums) or 44,000 Ib (for boxes) to obtain the number of container loads. b. Multiply the CPLM unit rates listed below by the one-way distance (in miles) and by the number of container loads (from step a above) to obtain the CPLM.

~ 500 to 1,000 miles: $2.32 /mile.

~ 1,000 to 2,000 miles: $1.91/mile

More than 2,0QQ miles: $1.6Q /mile

c. Multiply the number of container loads (f'rom step a above) by $750 per container load to obtain the fixed transportation costs.

d. Add the CPLM (from step b above) to the fixed cost (from step c above) to obtain the total transportation cost.

The cost estimate was prepared on a per-container basis; the number of containers per fiat car will vary by railroad carrier. One can assume three containers per flat car, with an average capacity of 20 tons per container. 2.2 Remote-Handled Naste

Transportation costs by truck'or remote-handled LLW, MLLW, alpha LLW, and alpha MLLW, and GTCC/DOE equivalent waste are estimated based on a payload of 13,400 lb per shipment. Typically fourteen 55-gallon drums are loaded per shipment. The total transportation cost for a given scenario can be developed according to the following steps: I

a. Divide the total weight of waste by 13,,400 Ib to obtain the number of shipments.

b. Multiply the CPLM unit rates listed below by the one-way distance (in miles) and the number of shipments (from step a above) to obtain the CPLM cost.

Less than 30 miles: $11.70/mile

30-200 miles: $7.85/mile

~ More than 200 miles: $4.90/mile.

c. Multiply the number of shipments (from step b above) by $2,480 per shipment to obtain the fixed transportation costs.

d. Add the CPLM costs (from step b above) to the fixed cost (from step C above) to obtain the total transportation cost.

a. The volume of remote-handled waste of this type is very small and does not warrant an estimate of rail costs in addition to truck costs. Also, the standard remote-handled containers are not designed for rail shipment. 2.3 Guidelines for Liquid Waste Shipments by Truck or Rail

Packaging specifications for radioactive waste shipments are found in the newly revised 49 CFR 173401 (Subpart I). Liquid shipments of contact-handled LL%, MLL%, alpha LL%, alpha MLL%, and GTCC waste normally can be shipped in Type A containers. These shipments have to be evaluated by formulas given in 49 CFR 173.433to determine whether the source material activity is lower than the limits given in 49 CFR 173.435(see A< and Az values). Generally, shipments of liquid LL% and MLL% will qualify as low-spe-ific-activity shipments. Thus, these shipments can be packaged in Type A containers. For shipments with A values (Curies) in excess of the limits given in 49 CFR 173.435,the shipper must use Type B containers.

'1 , Shippers of liquids in Type A containers can use the CPLM rates given in Section 2.1 for contact-handled waste with the following changes to Section 2.1. Liquid shipments differ from solid shipments because of the need to provide secondary containment of spills that might occur in transit (shippers must provide a 2:1ratio of containment volume to liquid volume). The level of activity will define the packaging combinations. Some very low-specific-activity shipments may not require secondary containment; however, secondary containment is highly recommended for all shipments. The cost information for liquid shipments assumes eighty-eight drums per truckload, but the liquid component will only be 50% of the shipment volume. The total quantity of liquid per shipment is estimated to be 2,600 gal. The shipper should divide the total quantity of liquid to be shipped by 2,600 gal to determine the number of shipments. A common method used for packaging liquids is to place the liquid waste in a 30-gal closed-top drum and place this drum in a 55-gal open-head drum. Absorbent is placed between the two containers.

Shippers of liquids in Type B containers can use the CPLM rates given in Section 2.2 for remote-handled waste. The number of shipments can be determined by dividing the quantity of liquid to ship by 3,300 lb. Fourteen drums with 30 gal per drum equals 420 gallons, times 8 lbIgal equals approximately 3,300 lb per shipment.

2A Guidelines for Lab Pack Shipments

Laboratory chemicals, or sample vials, may be packaged in drums as "lab packs." This type of shipment typically contain small quantities of liquids. To provide secondary containment, the shipper places absorbent in the bottom of the drum and adds the vials in a layer, repeating this procedure until the drum is full. Costs for this type of shipment can be estimated using the procedure given in Section 2.1 with one exception. Assume lab packs weigh 50% less than solid waste drums. Up to ninety-six drums of lab packs can be shipped per truckload, which equals 24,000 Ib per shipment.

10 3. TRANSURANIC NASTE

This section presents cost for shipment of transuranic waste by truck and rail. The TRUPACT-II containers represent the standard packaging for contact-handled waste shipped by truck or rail. The TRUPACT-II is designed for use in DOE's Waste Isolation Pilot Plant (WIPP) in New Mexico. Remote-handled TRU waste can be shipped in a variety of Type B configurations. The specific activity of the waste must be known by the shipper in order to select the appropriate packaging." Costs for contact-handled and remote-handled shipments are presented below.

3.1 Truck Shipment of Contact-Handled Naste

Transportation costs for contact-handled TRU waste are based on using TRUPACT-II overpacks. Each overpack handles fourteen 55-gal drums with a total maximum payload per container of 7,265 lb. Three TRUPACT-II overpacks may be shipped per truckload. The total transportation cost can be calculated by the following steps:

a. Divide the total weight of waste by 7,200 lb to obtain the number of overpacks needed. Divide this number by 3 to obtain the number of truck shipments.

b. Multiply the below listed CPLM unit rates by the one-way distance (in miles) and the number of shipments (from step a above) to obtain the CPLM cost.

~ Less than 200 miles: $19.65/mile

~ 200 to 1,000 miles: $10.87/mile

o 1,000 to 2,500 miles: $9.31/mile.

c. The fixed costs are obtained by multiplying the number of truck shipments by $4,630.

d. Add the CPLM (from step b above) to the fixed cost (from step c above) to obtain the total transportation cost.

3.2 Truck Shipment of Remote-Handled TRU Naste

Remote-handled TRU waste may come in different forms. The different waste forms will require various combinations of inner and outer packaging. Two cost estimates are provided below. The shipper is advised to use the first estimate for materials suitable for packaging in drums or boxes and then placed in Type B casks. The second estimate is for high-level waste produced from a vitrification process.

b. In practice, TRUPACI'I loadings may be driven by criticality and thermal considerations at some sites. For instance, some planned TRU shipments from the Rocky Flats Plant are limited to half the container capacity due to these considerations. Shippers should use their knowledge of the waste characteristics to refine the shipping capacity estimate.

11 Chem-Nuclear and NuPac have an overweight truck cask (Type B) that has been used for truck shipments of remote-handled TRU waste. The overweight truck cask has a net payload capacity of 10,000 lb. Total transportation cost can be calculated by the following steps:

a Divide the weight of waste by 10,000 lb to obtain the number of truck shipments.

b. Multiply the CPLM unit rates listed below by the one-way distance (in miles) and the number of shipments (from step a above) to obtain the CPLM cost.

Less than 200 miles: $19.65/mile

~ 200 to 1,000 miles: $10.87/mile

~ 1,000 to 2,500 miles: $9.31/mile

c. Fixed costs are obtained by multiplying the number of truck shipments by $4,630.

d. Add the CPLM (from step b above) to the Gxed cost (from step c above) to obtain the total transportation cost.

A waste stream similar to RH-TRU is high level waste (HLW) generated from defense operations. HLW has risk characteristics similar to RH-TRV. DOE has provided a cost estimate for shipping HLW by truck to Yucca Mountain for disposal. The CPLM is given as $13.70for HLW, which includes variable and Qxed cost components. This information is provided to shippers for comparison purposes. More information about HLW is provided in Appendix F.

3.3 Rail Shipment of Contact-Handled TRU Waste

The user can assume that six TRUPACT-II overpacks, which are designed for the Waste Isolation Pilot Plant (WIPP), can be loaded on a railroad Qatcar. If drums are shipped, assume each drum weighs 500 Ib and 14 are placed in each TRUPACT-II overpack, for a total weight of 7,000 Ib per overpack. Therefore, the total weight per rail car for drums is 42,000 lb. If the waste is packaged in bins rather than drums, assume each bin weighs 4,000 lb and two bins are placed in each overpack, yielding a total weight per rail car of 48,000 lb. The total transportation costs can be calculated using the following steps:

a. Divide the total mass of waste to be shipped by 7,200 lb to obtain the number of TRUPACTs needed. Divide this number by 6 to obtain the number of rail cars needed. The cost presented below assumes one rail car per shipment.

b. Multiply the CPLM unit rates listed below by the one-way distance (in miles) and by the number of container loads (from step a above) to obtain the CPLM.

200 to 500 miles: $42.05/mile

500 to 1,000 miles: $33.95/mile

o 1,000 to 2,500 miles: $24.04/mile

12 c. Multiply the number of rail car shipments (from step A above) by $9,260 per shipment to obtain the Gxed transportation costs.

d. Add the CPLM (f'rom step b above) to the Gxed cost (from step c above) to obtain the total transportation cost.

3A Rail Shipments of Remote-Handled TRU Waste

Remote-handled TRU waste can be shipped by rail. Only a few shipping containers exist for this application. The DOE has commissioned designs of equipment, such as the NuPac 728 cask,, which is suitable for truck or rail shipment; however, this cask has not yet be:n constructed. The only known shipment of remote-handled TRU waste by rail was from the damaged reactor at Three Mile Island to the INEL. Details on the cost of this shipping campaign are provided in Appendix A-1.2. lI.

13 4. SPENT NUCLEAR FUEL

The cost-estimating procedure for SNF is presented below

4.1 Truck Shipment of SNF

Transportation cost data for truck shipment of SNF casks are based on quotations from private- sector firms. These casks are generally used for shipment of SNF from nuclear power plants.

4.1.1 Method for Estimating Truck Shipment Costs

The total transportation cost for a given scenario can be calculated as follows:

a. Determine the number of canisters needed to package the SNF assemblies or elements (see Table 3). For trucks, the number of canisters is the same as the number of shipments.

b. Multiply the CPLM unit rates listed below by the one-way distance (in miles) and the number of shipments (from step a above) to obtain the CPLM cost.

~ Below 200 miles: $47.82/mile

200 to 1,000 miles: $16.70/mile

1,000 to 2,500 miles: $14.37/mile

c. Multiply the number of shipments (from step a above) by $8,110 per shipment to obtain transportation fixed costs.

d. Add the CPLM cost (from step b above) to the fixed cost (from step c above) to obtain the total transportation cost.

4.1.2 Guidance for Determining Number of Truck Shipments

The number of assemblies that can be housed in each cask is known for common fuels such as boiling and pressurized water reactor fuel. However, determining the number of assemblies per cask for nonstandard fuel is a relatively complex process and detailed evaluations will be required.'o facilitate the planning life-cycle cost (PLCC) estimating process, guidance based on several simplifying assumptions is presented below.

c. For odd-shaped fuels (e.g., the special SNF at INEL and the N-reactor fuel at Hanford Site), detailed geometry, physical, and radiological characteristics must be known. Before actual SNF shipments begin, a detailed evaluation will be required to ensure that the shipment of the fuel meets the limitation of the NRC license for the cask. Based on this evaluation, special canisters or baskets may have to be provided to secure the fuel in the cask cavity and to facilitate criticality safety during normal and accident conditions.

14 Table 3. Capacity of carious cask and canister combinations for transport of N-reactor, high-enriched uranium, and low-enriched uranium fuel by truck

Net Canister Cavity Cans Assem. Total payload Fuel size dimension per per assem. (Ib) category (m /Ib~) (in.) cask canister per cask

FSV-1 3,700 FSV 18 x 187/3,225 18 x 192 6 6 N-reacror 10 x 187/1,750 18 x 192 42 42

NAC-LTW 2,000 HEU Basket 13.4 x 180.9 1 1 LEU Basket 13.4 x 1S0.9 1-2 1-2 N-reactor 8 x 120/900 13.4 x 180.9 40 40

BMI-1 1,200 Research 14.75 x 51.5/870 15.5 x 54 1-2 1-2 fuel

GA-4/9 5,000 PWR Basket 18 x 187 est. 1 BWR Basket 1S x 187 est. 1

a. Empty weight of canister shell, assuming canisters are 1-in. thick.

4.1.2.f High-Enrichecf Urenium (HEU) SNF.

Four factors must be determined to develop the number of truck shipments. Guidelines for developing these factors are discussed below.

Canister size. Table 3 contains a listing of the canisters that are currently in use or proposed for canning SNF. If limited data are available on the fuel geometry and criticality specifications, a canister with a diameter ranging in size from 8 to 12 in. may be assumed for HEU fuel. Long HEU assemblies will not fit into the 120-in.-long canister originally proposed in the EGG-WM-10670 report It is simpler to use a longer canister than to cut these assemblies for transportation purposes. Longer canisters may readily be used because the maximum available cavity length in a truck cask is 192 in.

Number of canister per cask. In most cases, the shipment will be limited to one canister per cask. However, several types of HEU fuel already exist in short canisters (i.e., less than 5 ft long). 7nese may be loaded end-to-end within the cask cavity.

Number of fuel elements or assemblies per canister. Three limiting factors determine the number of fuel elements or assemblies that can be placed in a canister: the heat generation rate of the total fuel in the shipment must not exceed the specified heat removal capacity of the cask; the weight must not exceed the cask payload capacity; and the total U23s content in each canister must not exceed 40 kg.

Shielding. The cask must provide adequate radiation protection as measured on the outer surface of the cask. Maximum dose rate at the package surface should be below the 200 mrem/hr regulatory limit, and the maximum dose rate at 2 m (6 ft) from the package should not exceed the limit of 10 mrem/hr. 4.1.2.2 Low Enriched Uranium SNF.

The number of truck cask shipments for low enriched uranium (LEU) fuel can be determined in the same manner as the HEU, except that canisters are not restricted to the 40 kg of U~s limitation.

4.1.2.3 Other Special Cases.

The recommended shipping methodology for special cases is stated below.

TRIGA SNF. TRIGA can be shipped in a BMI-1 cask, which has a basket specifically designed ior TRIGA fuel. DOE currently owns this cask and lends it to universities to ship research fuels. It has a flexible design that includes eight licensed basket and canister combinations. TRIGA fuel is rod shaped; typically 1.5 in. in diameter by 21 in. long. Some of the TRIGA fuel currently in storage may be in long canisters with multiple rods per canister. TRIGA fuel has three basic levels of enrichment: 19.8% (the majority of the fuel), 70%, and 93lo.

N-reactor SNF. Rod-shaped ¹eactor fuel is about 2.5 in. in diameter by 21 in. long. The average weight of each element is 40 lb. To develop an estimate of truck shipment costs, assume transport by a 10 x 180-in. canister containing 42 elements.

Fort St. Vrain SNF. One-third of this high-temperature graphite reactor fuel has been shipped from Colorado to the INEL. These shipments were made using the FSV-1 truck cask manufactured by General Atomics. There are typically six assemblies per canister, and one canister per cask in each shipment. The canisters used for these shipments are too long to ship by rail.

4.2 Rail Shipment of SNF

Table 4 summarizes the casks that are either currently licensed or being considered for rail shipment of SNF. Two of the rail casks, the Navy's M-140 and Pacific Nuclear's IF-300, have been licensed and are currently in use. Two other rail casks have not yet been licensed: Babcock &, Wilcox BR-100 and the multi-purpose canister (MPC) proposed by DOE's Office of Civilian Radioactive Waste Management for use at the monitored retrievable storage facility. General information and 1993 cost data for the M-140 cask is presented in Appendix E. Cost data for rail casks may be obtained from publicly available literature (TRW 1993a and 1993b) or estimated from this study.

4.2.1 Method for Estimating Rail Shipment Costs

To determine the cost of an SNF rail shipment, first determine the type of cask to be employed. The IF-300 is suited for facilities with 70-ton lift caoacities, and the M-140 is suited for facilities with 100-ton lift capacities. The total transportation costs for a given scenario then can be calculated as follows:

a. Determine the number of canisters needed to package the SNF assemblies or elements. Determine how many canisters can be loaded in the appropriate cask to arrive at the

. number of shipments. Refer to Table 4 to determine number of assemblies per shipment.

16 Table 4. Capacity of various cask and canister combinations for transport of N-reactor, LEU, and HEU fuel by rail.

Net Canister Cavity Assem. Total Rail payload Fuel size dimension Cans per assem. cask (Ib) category (in./lb~) (in.) per cask canister per cask

10,000 ¹eactor 8 x 120/900 37.5 x 180 4 40 160 ¹eactor 26 x 126/3,300 37.5 x 180 1 200 200 PWR Basket 37.5 x 169 Basket 7 7 BWR Basket 37.5 x 180 Basket 18 18

M-140 32,000 ¹eactor 26 x 126/3@00 70 x 140 4 195 .780 HEU 8 x 120/900 70 x 140 13 1-2 '-'3 LEU 8 x 120/900 70 x 140 25 1-2 25

MPC 32,000 N-reactor 21 x 187/3,800 57 x 187 est. 4 195 780 PWR Basket 57 x 187 est. Basket 21 21 BWR Basket 57 x 187 est. Basket 40 40

BR-100 33,000 PWR Basket 48 x 187 est. Basket 21 21 BWR Basket Basket 52 52 N-reactor 21 x 187/3,800 4 150 600

a. Empty weight of canister shell, assuming canisters are 1-in.-thick.

b. Multiply'he CPLM unit rates for the cask listed below by the one-way distance (in miles) and the number of shipments (from step a above) to obtain the CPLM cost. Choose the nearest rate for the intended destination that exceeds the actual distance required for the shipinent.

IF-300 M-140

~ Less than 200 miles: $182/mile $205/mile

~ 200 to 1,000 miles: $108/mile $127/mile

1,000 to 2,500 miles: $ 87/mile $103/mile

c. Multiply the number of shipments (from step a above) by $18,000 per shipment to obtain transportation fixed costs.

d. Add the CPLM (from step b above) to the fixed cost (from step c above) to obtain the total transportation cost. 4.2.2 Guidance for Determining Number of Rail Shipments

Determining the number of assemblies per cask will require detailed evaluations as discussed in Section 4.1.2. To facilitate developing PLCC estimates, guidance based on several simplifying assumptions is presented below.

4.2.2.1 High Enriched Uranium SNF.

Four factors must be determined to develop the number of rail shipments:

Canister size. If limited data are available on the fuel geometry and criticality specifications, an 8-in.-diameter canister is recommended for HEU fuel (see Table 4).

Number of canisters per cask. If detailed information on the cask basket is not available, the assumed geometry for the basket should be based on maintaining a minimum 8-in. separation distance between the outer surface of any two adjoining canisters. As an example, the basket for the M-140 cask would have twenty-five 13-in.-square cavities with a 1-in. separation between each cavity. In this configuration, 13of the cavities could be used for HEU and still maintain an 8-in. separation between individual canisters.

Number of fuel elements per canister. Three limiting factors determine the number of fuel elements or assemblies that can be placed in a canister: the heat generation rate of the total fuel in the shipment must not exceed the specified heat removal capacity of the cask, the weight must not exceed the cask payload capacity (shown in Table 4), and the total Uz35 content per canister should not exceed 40 kg.

Shielding. The cask must provide adequate radiation protection as measured at the outer surface of the cask Maximum dose rate at the package surface should be below the 200 mrem/hr regulatory limit, and the maximum does rate 2 m (6 ft) from the package should not exceed the limit of 10 mrem/hr.

4.2.2.2 Low Enriched Uranium.

The number of rail shipments for LEU fuel can be determined in the same way as for HEU, except that canisters are not restricted to the 40 kg of Uz35 limitation.

Canister size. Because of lower enrichment, the 21-in. MPC (currently being considered by DOE's Office of Civilian Radioactive Management [OCRWM]) may be used. A 26-in.-diameter canister (recommended for the Mined Geological Repository at Yucca Mountain) may also be used.

Number of canisters per shipment. If a 21-in. or a 26-in.-diameter cask is used, the nuinber of canisters per shipment is limited to four. However, if fuel is densely packed inside each canister, weight limitations will dictate a lesser number of canisters per shipment. Up to twenty-five 8- by 120-in. canisters can be shipped in the M-140 cask. The M-140 can accommodate a 25-channel basket with 13-in.-square cavities.

Number of fuel elements or assemblies per canister. The number of elements or assemblies per shipment should be calculated based on the three limitations mentioned above as well as specific criticality and heat generation calculations, if available.

18 4.2.2.3 Other Special Cases.

Special mseatch fuelL Fuels, such as TRIGA, plate, and Fort St. Vrain's high-temperature graphite reactor (HTGR), have normally been shipped by truck. There are no design, cost, or packaging guidelines for rail shipment of these types of fuel.

¹eactor SNF. The average N-reactor fuel element is 2.5 in. in diameter, 21 in. long, and weighs about 40 lb. A single 21-in.diameter MPC canister loaded with about 780 fuel elements can be considered for estimating cost of N-reactor rail shipments. This is based on meeting the weight limitation of the cask, but does not consider potential criticality or heat removal problems.

19 5. HAZARDGUS WASTE

5.1 Truck Shipment

Transportation costs for hazardous waste are estimated based on the assumption that unshielded 48-ft-long truck trailers containing eighty-eight 500-lb drums are used. This configuration yields a total weight of 44,000 Ib per shipment. The total transportation costs can be calculated using the following steps:

Divide the total weight of waste (in pounds) by 44,000 Ib/shipment to obtain the number of shipments.

b. Multiply the CPLM unit rates listed below by the one-way distance (in miles) and the number of shipments (from step a above) to obtain the CPLM cost.

~ Less than 200 miles: $3.00/mile

~ 200 to 1,000 miles: $2.50/mile

~ More than 1,000 miles: $1.95/mile.

There are no signiGcant Gxed costs for transporting hazardous waste by truck to add to the variable cost given in step b (see Appendix A, Section A-4.4). However, for very short truck hauls, e.g., less than 80 miles, trucking costs will be independent of mileage and will not fall below a minimum charge set by the trucking company (e.g., $250).

5.2 Rail Shipment

Costs for transporting hazardous waste by rail are estimated based on the assumption that waste in drums or steel boxes would be moved in 40-ft-long intermodal (sealand) containers. The containers can be moved by truck or on rail flatcars. Each container would hold seventy-six 500-lb drums, yielding a total weight of 38,000 lb, or would hold eleven 3,945-1b boxes, yielding a total weight of about 44,000 lb. The total transportation costs can be calculated using the following steps:

Divide the total weight of waste (in lb) by 38,000 lb (for drums) or 44,000 lb (for boxes) to obtain the number of container loads.

Multiply the CPLM unit rates listed below by the one-way distance (in miles) and by the number of container loads (from step a above) to obtain the GPLM.

~ 500 to 1,000 miles: $1.96/mile.

~ 1,000 to 2,000 miles: $1.74/mile.

~ More than 2,000 miles: $1A6/mile

20 c. Multiply the number of container loads (from step a above) by $750 per container load to obtain the fixed transportation costs. d. Add the CPLM (from step b above) to the fixed cost (from step c above) to obtain the total transportation cost.

21 8. REFERENCES

Feizollahi, F.and D. Shropshire, 1993,Waste Management Facilities Cost Information Report for Spent Nuclear Fuel, EGG-WM-10670, March 1993.

Schmid, S. P., F. L. Danese, and M. W. Wankerl, proceedings1993, "Site & Facility Waste Transportation Planning Documents (SPD's) Status and Findings," in ofthe Fourth Annual International Conference on High Level Radioactive Waste Management, Las Vegas, NV.

TRW, Inc., 1993a, A Aelimtnary Evaluation of Using Multi-Purpose Canisters within the Civilian Radioactive Waste Management System, Doc. No. A00000000-AA-07-00002, March 1993.

TRW, Inc., 1993b, Reference Transportation Data and Assumptions, May 1993.

Telephone contacts: A variety of cask vendors, transportation carriers, and DOE contractors supplied information for use in preparing this report. These include the following firms:

Argonne National Laboratory, Argonne, Illinois: mileage tables.

Babcock & Wilcox, Lynchburg, Virginia: BR-100 SNF rail cask design information.

Chem Nuclear, Columbia, SC: cask data.

CSX Railroad, Jacksonville, Florida: rail rates.

EG&G, Idaho Falls, Idaho: SNF rates and operational details.

Envirolease(GATX, Morristown, NJ; Intermodal equipment data.

General Atomics, San Diego, California: FSV-1 truck cask rates for HTGR fuel and TRIGA Information.

Nuclear Assurance Corporation, Norcross, Georgia: truck cask rates.

Pacific Nuclear, various offices: SNF rail cask rates, TRUPACT-II design information, container information, and operational details.

Santa Fe Railway, Schaumburg, Illinois: rail rates.

SEG, Oak Ridge, Tennessee: LLW shipping cost and container data.

Southern Pacific Transportation Company, San Francisco, California: rail rates.

Tri-State Motor Transit Company, Joplin, Missouri: truck transportation rates.

Union Pacific Railroad, Omaha, Nebraska: rail rates.

Westinghouse, Carlsbad, New Mexico: TRUPACT-II shipping costs for TRU waste. Vectra Technologies, Inc., Federal Way, Washmgton: NuPac Data. Cho Yang Shipping Lines, San Francisco, California: intermodal container, chassis costs.

DSR-Senator, San Francisco, California: intermodal container cost.

Mi-Jack, Portland, Oregon: intermodal container lift equipment cost. .~j.) if I( Methods, Bases, and Assumptioos Appendix A Methods, Bases, and Assumptions

This appendix contains cost estimating methods, assumptions, and technical bases that were used to develop the planning life~cle cost (PLCC) estimates. Specific additional assumptions and bases for waste stream transportation cost estimates are given in the main body of the report. First, technical assumptions as they apply to the four main waste types in this report are discussed in the following sections. Second, cost bases and assumptions as they apply to transport in intermodal containers and without are presented. Third, additional waste type-specific assumptions are presented. The backup data for the cost estimates are included in separate appendices.

A-1 TECHNICAL ASSUMPTIONS

The approach is based on developing well-documented transportation cost estimates for various waste streams. Initially, waste is grouped into the following four categories: (1) LLW, MLLW, alpha LLW and MLLW, and GTCC LLW/DOE equivalent; (2) TRU waste; (3) SNF; and (4) hazardous waste.

A-1.1 Shipment Assumptions for LLW, MLLW, Alpha LLW, Alpha MLLW, and GTCC LLW/DOE Equivalent

Transportation of LLW, MLLW, alpha LLW and LLMW, and GTCC LLW/DOE equivalent is accomplished either as contact-handled or remote-handled shipments. Contact-handled shipments are accomplished by placing the waste in DOE, DOT, and NRC approved packages (drums or boxes) and placing them in open-top truck trailers, rag-top trailers, enclosed trailers, or intermodal (sealand) containers. Remote-handled shipn: nts are accomplished by placing the waste in packages and loading the packages into trailer or railcar-mounted casks (overpacks) that are licensed by DOE, DOT, and NRC. It is assumed that remote-handled waste will use Type B casks as defined by the NRC regulations.

The physical forms of the waste include heterogeneous solid waste (consisting of soils, debris, trash, surface contaminated metals, stabilized liquids, etc.), activated metals, and organic liquids.

Before shipment, all waste is assumed to be characterized, treated, and packaged in accordance with all applicable regulations. All LLW is assumed to be transported in DOT/NRC certified Type A packages, such as 55-gal drums or standard waste boxes. 55-gal drums have a maximum capacity of 500 lb (227 kg) according to DOT regulations. Boxes are B25s, made of 12- or 14-gauge steel, similar to those manufactured by Container Products Corp., of Wilmington, North Carolina. B25s have a volume capacity of 90 fthm aiid.a.maximum rated load capacity of 3,945 lb gross. To convert between volume and mass, assume a d'ensity of 70 lb/ft3. It is further assumed that if radiological characterization shows that the total activity in a package exceeds Az values, then the package contents would be divided between one or more additional containers until the A> limits are met. Shipments of liquid organic waste would meet additional regulatory requirements speciTied for liquids (i.e., packages would contain adequate absorbent for twice the liquid volume, and a leak-tight overpack would be used).

Shipment requirements are determined by weight [total waste mass (kg) at each site divided by the appropriate vehicle capacity (kg)]. For truck transportation, the DOT gross weight limit is 80,000 lb. Tractor-trailer combinations are assumed to weigh from 30,000 to 35,000 lb. The

A-3 maximum payload weight has been taken to be 44,000 lb (20,000 kg). This woiild'require a 48-ft trailer to accommodate the shipment. For rail shipment of LLW, MLI.W, and,hazardous waste, it is assumed two 40-ft intermodal containers would be placed on a rail flatcar. Payload weight of these containers would be 38,000 lb in the case of drums and 44,000 lb for boxes.

A-1.2 Transuranic Naste Shipment Assumptions

Transportation of TRU waste is accomplished either as contact-handled or remote-handled shipments. It is assumed that all contact-handled TRU waste shipments will be shipped in TRUPACT-II containers. Remote-handled TRU waste will be shipped in Type B casks or SNF casks, depending on the specific characteristics of the waste shipment.

The physical forms of TRU waste are highly variable. They include heterogeneous solid debris, soils, laboratory trash, surface contaminated metals, stabilized liquids, vitrified high level waste, and debris reactor cores and fuel rods assemblies, aH of which may be contaminated with transuranic elements. It is assumed that the shipper will package waste in accordance with all applicable regulations.

For contact-handled TRU waste, the payload capacity of each TRUPACT-II is limited to 7,265 lb; 7,200 was used for calculations. Three TRUPACI'-Gs are assumed to,Ibe transported per truck and six per rail car. Total shipment capacities are 21,600 lb for truck and 43,200 lb for rail. Each TRUPACT-II can accommodate fourteen 55-gal drums. The safety analysis report for the TRUPACT-II did not address rail shipment of these containers. We assume that TRUPACTs can be transported by rail. Rates were calculated using costs provided for SNF shipments, and include two buffer cars for the loaded portion of the shipment.

For remote-handled TRU waste, truck transport has been the normal method of shipment. Rates for overweight truck casks were supplied by Chem-Nuclear and NuPac. A legal-weight cask has been design by NuPac, but the cask has not been built. This cask, known as the NuPac 72-B, is suitable for shipment of vitrified high level waste and has a payload of 8,000 lb. NuPac stated that the container could be shipped by truck or rail.

DOE has provided a cost estimate for shipping high level waste by truck to Yucca Mountain for disposal. The CPLM is given as $13.70for high level waste, which includes variable and fixed cost components. This estimate assumes a waste form similar to the vitrified material produced at Savannah River. No details are given for the type of container used in this shipment. Yucca Mountain's design basis for a repository cask suitable for vitrified high-level waste is 26-in. in diameter by 10-ft long. More information about this cost estimate is provided in Appendix F.

Otherwise, the cost of shipping remote-handled TRU waste with a high specific activity by rail is roughly equal to the cost of shipping SNF by rail (refer to Section 4.2). The assumption is based on the fact that remote-handled TRU waste containers require Type B casks with all the associated special handling and equipment related to SNF. This assumption has been validated by the DOE in their campaign to ship remote-handled TRU waste from the damaged reactor at Three Mile Island.

SNF cask vendors have provided their casks for remote-handled TRU waste shipments. For example, DOE has purchased three 125-B casks from NuPac to ship remote-handled TRU-related debris from Three Mile Island. Several shipments were made between 1986-1990. An article describing these shipments is included in Appendix C. The distance traveled was 2,350 miles each

A-4 way. Each shipment included three casks, four buffer cars, and a caboose. Two railroads, UPRR and Conrail, provided the locomotives for these dedicated shipments. The Three Mile Island cost data represents a limited estimate of remote-handled TRU rail shipping costs. A cost estimate based on DOE's Three Mile Island shipments is presented below:

Average railroad cost per TMI shipment, including security $200,000 Cask lease rate $ 7,150 per day X three casks X 10 days per shipment $214,500 (based on method presented in A-3.2.3) Total variable cost = $414,500

Variable cost of $414,500/2,350 miles = cost per loaded mile of $176.30 CPLM $176.30/3 casks per shipment = CPLM per cask of $58.77

Fixed cost of 2 days demurrage per cask = $14,300 A-1.3 SNF Waste Shipment Assumptions

Transportation of SNF is accomplished by using licensed SNF casks. Hardware (casks) used for shipping SNF generally has features for coohng the SNF during shipment, provides shielding, and has impact absorbing features. Several different SNF casks are available (Schmid et al. 1993), and each one is licensed for a special type of SNF. Grouping of the various SNF casks, described in report EGG-%M-10670, is as follows: HEU fuel, which is assumed to have )20% enriched uranium content, can be shipped in Type A canisters; LEU fuel, which is assumed to have (20% enriched uranium content, can be shipped in Type B canisters; and Fort St. Vrain Facility fuel (high-temperature graphite fuel) can be shipped in Type C canisters.

Using the above waste groupings, the CPLM unit rates and fixed costs were estimated by soliciting bids from carriers (trucking and railroad) and commercial cask-rental firms. Their prices (which were specific to speciGed routes or lease periods and timetables) per shipment were calculated.'dditional conversations with DOE contractors helped to clarify some of the data and assumptions. The information obtained from the vendors has been summarized and presented in variable CPLM and Gxed cost per shipment format.

Additional assumptions are as follows:

Casks are available 168 days per year, based on a 240-day year and a 70% utilization rate.

Average truck cask weight is 40,000 lb for legal weight truck shipments of SNF.

~ Cask loading and unloading is performed by facility operations staff.

~ Two days are required to load and unload an SNF cask.

A-).4 Hazardous Waste Shipment Assumptions

Transportation of hazardous waste is accomplished by truck in bulk in appropriate truck trailers, or in packages (drums or boxes) placed in open-top truck trailers, rag-top trailers, enclosed trailers, or intermodal (sealand) containers. Transportation of hazardous waste is accomplished by rail in drums or boxes placed in intermodal containers. The physical forms of the waste include

A-5 heterogeneous solid waste (consisting of soils, debris, trash, surface-contaminated metals, stabilized liquids, etc.), activated metals, and organic liquids. Before shipment, all waste is assumed to be characterized, treated, and packaged in accordance with all applicable regulations. The packages are assumed to be DOT-certifled, such as 55-gal drums or standard waste boxes. 55-gal drums have a maximum capacity of 500 Ib (227 kg) according to DOT regulations. Boxes are B25s, made of 12- or 14-gauge steel, similar to those manufactured by Container Products Corp., of Wilmington, North Carolina. B25s have a volume capacity of 90 ft3 and a maximum rated load capacity of 3,945 lb gross. To convert between volume and mass, assume a density of 70 lb/ft3.

Shipment requirements are determined by weight [total waste mass (kg) at each site divided by the appropriate vehicle capacity (kg)]. For truck transportation, the DOT gross weight limit is 80,000'lb. Tractor-trailer combinations are assumed to weigh from 30,000 to 35,000 lb. The maximum payload weight has been taken to be 44,000 lb (20,000 kg). This would require a 48-foot trailer to accommodate the shipment. For rail shipment of hazardous waste, it is assumed two 40-ft intermodal containers would be placed on a rail flatcar. Payload weight of these containers would be 38,000 lb in the case of drums and 44,000 lb for boxes.

A-3 COST BASIS AND ASSUMPTIONS

A-3.1 Shipment Primarily by Rail In Intermodal Containers

Cost estimates for transporting contact-handled LLW, contact-handled MLLW, and hazardous waste by rail were based on movement in intermodal (sealand) containers. It is assumed DOE owns or leases (from a third party) a number of intermodal containers and chassis, which would be dedicated to the task of transporting these types of DOE waste. Four hypothetical destinations for the waste were chosen: (1) Hanford Site, (2) Idaho National Engineering Laboratory (INEL), (3) Nevada Test Site, and (4) Oak Ridge National Laboratory (ORNL). These are hypothetical disposal sites and are also the assumed locations where containers and lift equipment are stored.

A facility needing to ship waste would call for empty intermodal containers from the nearest storage location. The shipping facility (waste-generating facility) would call a trucking company to meet the empty intermodal container at the nearest public rail loading ramp. The trucking company would bring the empty container to the shipping facility, where it would be loaded by the shipping facility. The shipper is assumed to have a standard forklift (not included in the transportation cost) for loading the waste onto the truck. The truck will bring the loaded container to the public ramp, where the container is placed on a rail flatcar. The disposal installation will purchase a special lift device to transfer loaded intermodal containers between the rail flatcar and truck chassis; this lift device will be part of fixed transportation costs. The containers, after reaching one of the destination installations and being unloaded, are returned to the pool of containers at the destination installation.

It is assumed that rail lines directly service the destination facility. The containers will still need to be trucked between the rail spur and treatment, storage, and disposal facilities within the destination installation. A lift device will be needed for this transfer, and a small number of chassis will be needed for the in-plant moves within the installation.

A-6 A-3.1.1 Costs of Trucking Segments

Trucking costs make up part of the rail transportation costs presented in Sections 2.1.2and 5.2 (trucking costs are already included in the rail costs presented). The basis for these trucking costs are as follows.

It is assumed that rail lines do not directly service the shipping facility nor go directly to the TSD facilities at the destination facility. Therefore, truck shipment will augment rail transportation at both ends of the rail movement. A total truck shipment distance of 150 miles was added to the rail shipment.

Assumptions regarding the trucking segments of rail transportation costs are substantially the same as trucking assumptions used elsewhere in this report (see Section A-3.2.1). The main exception is an absence of a demurrage charge associated with the pickup, loading, or dropoff of the intermodal container. It is assumed that drums or boxes can be loaded into and unloaded from the container in less than 2 hours and that lifton and liftoff of the container at the rail ramps can also be accomplished within that time.

A-3.1.2 Costs of Rail Segment

Rail movement comprises the main, central segment of the trip described in Sections 2.1.2 and 5.2. Rail rates are based on quotations from railroads for specific routes. Actual rates are typically defined by a contract between the shipper and railroad. Shipments of contact-handled LLW, contact-handled MLLW, and hazardous waste are assumed to involve the movement of two 40-foot intermodal containers on an 89-foot flatcar. The railroad provides the flatcar. A short-haul rate quote was provided by Union Pacific Railroad (UPRR) for the route from Seattle, Washington, to Nampa, Idaho (655 miles). Two medium-length rate quotes were provided by CSX for the route from Bettis Atomic Power Plant, Pennsylvania, to Savannah River Site, South Carolina (947 miles), and for the route from Rocky Hats Plant, Colorado, to the Y-12 Plant, Tennessee (1,586 miles). A long-haul rate quote was provided by UPRR for East St. Louis, Illinois, to Hanford, Washington (2,040 miles) (see Table A-1).

Table A-1. Rail rate quotes for containerized contact-handled LLW, contact-handled MLLW and hazardous waste.

Roundtrip rail rate per Origin Destination Rail mileage container Railroad

Seattle, WA Nampa, ID 655 $1,125 UPRR Bettis Atomic Savannah River $1,250 CSX Power Plant, Site, SC PA Rocky Flats Y-12 Plant, TN 1,586 $2,575 CSX Plant, CO E. St. Louis, IL Hanford, WA 2,040 $2,750 UPRR

A-7 ' A-3.1.3 Transportation Hardware Costs

Transportation hardware costs consist of intermodal containers and chassis, and one lift device at the disposal facility. These costs work out to a charge of $750 per container shipped that DOE will assess the shipping facility for the use of the equipment.

The costs of a container, chassis, and lift device are amortized over 5 years using a straight-line depreciation. The total cost of equipment is divided by 5 years to yield an annualized cost. The annual maintenance cost is assumed to be 25% of the annualized capital cost, and the cost of money, overhead, and fee are assumed to be 50% of annualized cost. The sum of these annualized costs are divided by 168 days to obtain the daily container cost. (It is assumed the equipment will be used 70% of the time 240 days per year, or 1~& days per year.) An average purchase cost of $3,500 for a 40-ft sealand container and $3,000 for a chassis were obtained from Cho Yang Lines and DSR-Senator Agency. The daily cost for containers and chassis is multiplied by 7 days, assuming the equipment will be used this long during the average round trip movement. Two cost quotes for a lift device were obtained: $350,000 was quoted by Mi-Jack Corporation, Portland, Oregon, and $280,000 was quoted by Tenco, Union City, California. These two amounts were averaged to arrive at a cost of $315,000 per lift device.

A-3.2 Shipment in Other Than intermodal Containers

A-3.2.'I Truck Carrier Costs

Shipment of waste by truck is based on the following assumptions:

Carrier costs include the following:

Dispatching crews from their base of operations to pick up an empty cask,

One day of demurrage at the shipper's facility while the cask is loaded.

Transporting the loaded cask from the shipper to the receiving facility.

One day of demurrage at the shipper's facility while the cask is unloaded.

Return of the empty cask from the receiving to the shipping facility.

Carrier surcharges for special,''.'quiptiient used to ship radioactive material.

Carrier insurance costs.

Security escort as a direct quote where available, or at 20% of the carrier's variable costs.

Carrier cost is converted into dollars per mile by assuming a crew (two drivers) covers 900 round-trip miles per day (or 450 loaded miles per day).

Carrier freight rates are based on specific rate quotes from Tri-State Motor Transit for three specific routes.

A-8 o Carrier detention (demurrage) costs are calculated based on a daily rate of $840, which includes stand-by costs for the special spent fuel crew during cask loading/unloading operations.

A-3.2.2 Rail Carrier Costs

Cost estimates for rail shipment in other than intermodal containers are based on tariff quotations from different railroads. The estimates assume that normal service can accommodate the 35 miles-per-hour-in-transit requirement. Actual rail rates are typically defined by a contract between the shipper and the railroad. It is also assumed that rail lines directly serve the shipping facility and the destination facility and that both facilities have the necessary lift devices (cranes, forklifts) to move waste onto and off the rail cars.

SNF shipments are assumed to require the movement of a loaded cask, its dedicated flatcar, two buffer cars, and a caboose for escort personnel. This assumption is similar to the requirements of Carolina Power and Light, which has maintained a dedicated fleet of its own equipment for multiple shipments over several years. They contract out only the traction (power) equipment from CSX. They own two IF-300 casks, two buffer cars, and a caboose. Four IF-300s have been in service for nearly 20 years. Pacific Nuclear Fuel Services (formerly GE Morris, Illinois) owns the other two IF-300 casks. Most of the fixed cost portion of SNF rates are based on lease rates for the IF-300 cask supplied by Pacific Nuclear. This cask has a basket design suitable for most types of DOE fuel; however, a new basket must be designed for the canisters listed in Table 4. A cost estimate cost for a new basket design is beyond the scope of this report.

Tariff rates were provided on a cost-per-hundredweight basis. The total weight of TRU waste and SNF shipments were estimated for both the loaded (heavy) and unloaded (light) segments of the trip. These costs were combined and divided by the total mileage for the estimated range to arrive at the CPLM.

Two short-haul rate quotes were received for trips in the 200-mile range. These were provided by Southern Pacific (Mare Island, California, to Sacramento, California, about 80 miles), and CSX railroad (Newport News, Virginia, to Portsmith, Virginia, about 238 miles). The rate quote in the 1,000-mile range was provided by UPRR for a trip between Sacramento, California, and Scoville, Idaho. UPRR provided other rates for shipments from Idaho Falls, Idaho, to both Hanford, Washington, and Las Vegas, Nevada. It is interesting that the rates from Idaho Falls were lower than the rates from Sacramento. UPRR explained that distance is not the main factor in rail rates. The amount of rail traffic along a given corridor is the main factor in determining the shipping cost. For the 1,000- to 2,500-mile range, a combined move of nearly 2,200 miles was priced out for a shipment between Idaho Falls and Barnwell, South Carolina. This rate is divided between UPRR and CSX. A 1,300-mile quote for a shipment between Morris, Illinois, and Albuquerque, New Mexico, has also been received from Santa Fe Railway. A comparison of only the loaded tariff rates for various distances has been prepared (see Table A-2). Table A-2. Rail rate quotes for SNF and TRU waste.

Origin Destination Mileage Loaded SNF rate Tariff P

Mare Island, CA Sacramento, CA $ 2.96/cwt. SPTC Newport News, VA Portsmith, VA 238 $ 2.92/cwt CSXT 4600g Sacramento, CA Scoville, ID 1,020 $12.15/cwt UPRR 4605d Idaho Falls, ID Hanford, WA $ 9.07/cwt UPRR 4605d Idaho Falls, ID Las Vegas, NV $ 8.84/cwt UPRR 4605d Idaho Falls, ID E. St. Louis, MO 1,510 $13.73/cwt UPRR portion E. St. Louis, MO Barnwell, SC $ 6.44/cwt CSX portion Idaho Falls, ID Barnwell, SC 2,175 $20.17/cwt Combined Rate Argonne Albuquerque, NM 1,315 $ 7.15/cwt Santa Fe 4043-A

cwt = cost'per hundredweight

Security related costs were assumed to be 30% of the cask rental charges during the loaded portion of the move. Train crew and security personnel may have to be relieved while a shipment is in progress to maintain the designated rate of traveL This often involves special arrangement to deliver a crew to a remote location when an existing crew has run out of hours as prescribed by the DOT.

A-3.2.3 Transportation Hardware Costs

Transportation hardware costs include equipment capital and maintenance costs. Capital costs associated with hardware needed for shipment of contact-handled LLW, MLLW, and alpha LLW and LLMW are assumed to be negligible.

Capital costs for casks, trailers, and rail cars used during shipment of remote-handled waste and SNF are estimated using either a commercial lease rate or a purchase cost, as described below.

The annual commercial lease rate submitted by the commercial cask leasing firms are averaged to obtain a basic daily leasing cost. The basic annual leasing cost is divided by 168 days to obtain the daily lease rate. The daily lease rate for a given trip is calculated by dividing the one-way distance by 450 miles to obtain the number of days the hardware will be in use. If the number of days is a fraction, it is rounded up to the next whole number and multiplied by 2 to determine the cask rental period for the round trip. Next, the number of days is multiplied by the daily lease rate to arrive at the variable cost component of the cask rental. For example, a 1,000-mile trip requires 3 days each way at 450 miles/day, multiplied by 2, resulting in 6 days total cask rentaL

The cost of purchased casks is depreciated straight-line over 5 years. The annualized capital cost is obtained by dividing the capital cost into 5 years. The annual maintenance cost is assumed to be 25% of the annualized capital cost. The cost of money, and the cask vendor overhead and fee are assumed to be 50% of the total annualized capital costs. The sum of the annualized capital, maintenance, and vendor overhead profit and fee is divided by 168 days to obtain the cask daily capital payment cost.

The calculation of rates for daily cask rental are presented in Table A-3.

Table A-3. Rates for daily cask rental.

Daily rate based on 168 days per Vendor Cask 1-year lease rate year

General. Atomics FSV-1 $432,000 $2,571 Dept. of Defense M-140 $1,400,000 $8,333 DOE BMI-1 NA $1,200 Pacific Nuclear IF-300 $1,620,000 $9,643 NAC NLI-1f2 LWT $648,000 $3,214

The cask lease rates for the IF-300 were provided by Pacific Nuclear, of San Jose, California. The lease terms are $4,500 per day based on a 1-year commitment (360 days). The total for the year is $1,620,000. In previous reports, capital costs were divided by 168 days (70% of 240 operating days) to determine the daily rate. Using this formula, the daily lease rate is $9,643. In addition to the capital cost of the lease, a charge for annual operation and maintenance (O&M) related costs will be added to the capital rate. Pacific Nuclear estimated $50,000 for annual O&M-related expense-. This number is divided by 168 and equals approximately $300 day. The total variable cost rate of the cask rental is $9,943 per day.

The Department of Defense has provided cost information on the M-140 cask used by Naval Reactors. The basic hardware cost is $4,000,000, which equates to $800,000 per year, assuming use for 5 years. The annual maintenance cost is $200,000, and the overhead cost is $400,000 per year. The total yearly cost for the M-140 cask is $1,400,000. The daily lease rate is $8,333.

The fixed cost portion of the rate is assumed to be two times the daily rate. The average of the 2-day lease rate was used as the basis for the fixed cost portion, which equals $18,000 (rounded). There is no train demurrage since the cask and its flatcar can be spotted at the shipper's or receiver's facility.

TRUPACT-II casks are assumed to weigh 12,000 lb empty and 19,200 lb full. Rail rates are based on cost-per-hundred-weight quotes. The loaded segment of the move includes two buffer cars at 24,000 lb each. The return assumed six empty TRUPACTs and no buffer cars. No security escorts are provided for TRU shipments. The total cost per loaded mile is the sum of loaded and empty return cost divided by the distance between the shipper and the destination facility. No rail car exists to ship TRUPACTs by rail. A safety analysis report, design, and fabrication of hardware by others are in progress. AR BASIS FOR NASTE STREAM SPECIFIC COST ESTIMATES

AR.1 LLN, MLLN, Alpha LLN, and Alpha MLLN

The backup data used to prepare the cost information present in Section 2 is located in Appendix B. The main source of information was provided by Scientific Ecology Group (SEG). This data was presented in an earlier %MFCI report, and has been repeated here to give the user a single source of cost information. Information on intermodal equipment and transport rates has been added to Appendix B.

A%.2 TRU Naste

The backup data used to prepare Section 3 is located in Appendix C. Pacific Nuclear provided the TRUPACT-II specifications. Phil Gregory, %estinghouse-WIPP, provided cost information based on life-cycle cost studies prepared by his office. Bill Dean, EG&G INEL, provided cost information on the TMI shipments. A journal article on the TlvII shipping campaign is also included.

A<.3 Spent Nuclear Fuel

The backup data for SNF transportation cost estimates is broken down into two parts. Appendix D contains the information on SNF truck shipments, and Appendix E contains the information on SNF rail shipments. Union Pacific Railroad has extensive experience with SNF shipments to INEL. CSX is the contract carrier for Carolina Power and Light, who has an ongoing program to ship SNF by rail. Tri-State Motor Transit has an excellent reputation as a highway carrier. It should be noted that the greatest expense, in the short distance shipments, is dispatching the crew from their base of operation. For example, the 30-mile quote represents an internal move at Hanford. However, the crew must travel 1,800 miles each way to pick up the shipment and deliver it. Another hidden cost is incurred if shipping containers are not stored at the shipper's or receiver's facility. A-4.4 Hazardoui Naste

Transportation costs for hazardous waste are similar to those presented for contact-handled low-level radioactive waste. Relevant backup data are presented in Appendix B. Costs for shipment of hazardous waste are sightly lower than radioactive waste, because these shipments differ in the following ways:

There are many more carriers for hazardous waste than radioactive waste

~ No significant fixed costs are related to container rental and demurrage

Hazardous waste does not require complex packaging and secondary containment

~ Bulk containers, such as dump trucks, roll-off boxes, and vacuum trucks are readily available No requirement exists for health physics technicians to inspect loaded trucks before release

e Insurance and training related costs are lower.

The cost difference between radioactive low-level shipments and hazardous waste is reflected in lower CPLM rates for hazardous waste. The linuted number of radioactive waste shippers increases the cost of mobilization of transportation equipment to the shipper's facility. In addition, shipment of radioactive waste requires monitoring by health physics technicians (per NRC regulations CFR 10) and compliance with DOT regulations (Subpart I of CFR 49.173),which lead to additional fixed costs for radioactive waste shipments.

A-13 Appendix 8

Backup Data for Lour-Level Waste Shipments

Appendix 8-1:SEG Quotation/Cask Data Appendix 8-2: Chen. Nuclear Cask Data Appendix 8-3: NuPac Cask Data Appendix 8-1

SEG Quotation/Cask Gata

B-2 I I I I a~ lllS SCIENTIFIC ECOLOCY CROUP, INC.

February 18,

1993-'isa

Penaska M.K. Environmental 180 Howard Street 12th Floor San Francisco, CA 9410S

Dear Lisa,

Scientific Ecology Group is pleased to provide the attached data sheets for your reference. SEG has a full line of process containers and radwaste shipping casks to meet a variety of needs.

Feel free to contact me at (615) 376-8115 if you have any further questions. We are looking forward to hearing from you.

Sincerely,

William J. Horsey Manager Field Services

Ltr-93-05

P.O. Box 2530 1560 Bear Creek Rd. P.O. Box 9308 1R34 Columbia Dr. S.E. Oak Ridge, Tennessee 37831-R530 Carlsbad, New Mexico 88RBO Richland, Washington 99352 (615)4814HR (505) 887-1673 (509) 73646R6 SCZENTIF1 C ECOLOGY GROUPS INC Data Sheet, No. RT-14 A Westinghouse Subsidiary Reve No ~ 6 Date 8 -zL-8< DISPOSABXE CONTAINER DATA IS~ Reference DCN 91-0&4 Approved Nodel Designation: RADLOK-200 (RADLOK-73) High Intearitv Container South Carolina Certification No.: DHEC-HIC-PL-007 Cask Application: 3-82B Cask f HN-142 ~k

60.3l ]'l FfLL PORT —$0.88 DIh- MAN%AY OPENING 5I.'H O.G. OPENING

ALL DIMENSIONS NOMINAL

DESIGN DATA Total Approx. Confiauration Nom. Can. (emntv) Wt. Plain 57.5 cu ft 400 lb Hat erial: Polyethylene Undezdiain Hax Gross Wt: a. For Powdered Resin 56.9 cu ft 450 lb 5,500 lb b. For Bead Resin 57. 3 cu ft 440 lb REFERENCE DRAWINGS/DOCUKENTS User Drawing: STD-03-104 User Manual: STD-D-03-009 HANDLING AND SHIPMENT Lifting: Double wire rope sling / ~...losure: Two (2) concentric threaded closures SCIENTIFIC ECOLOGY GROUPS INC. Data Sheet No RT-24-1 A Westinghouse Subsidiary Rev. No. 4 Date J/>~/~ Z DISPOSABLE CONTAINER DATA SHEET Reference ae4 9Z-r~o Approved /MZa /~ SEG Model Designation: RADLOK - 179 Hiah Intecrritv Container South Carolina Certification No.: DHEC-HIC-PL-005 Cask Application: All HN-100 Casks except the HN-100 Series 3 w/shield insert

119.50

72.88

<24.25 MANWAY OPEMNG 73.50 O.D. OPENERS 0

A~L DIMENSIONS NOMINAL

DESIGN DATA Total Approx. Configuration Nom. Cap. (empty)Wt. Material: Polyethylene Plain 156.8 cu ft 1090 lb w/Underdrain Max. Gross Wt.: 14,000 lb a. For Powdered Resin 155.9 cu ft 1150 lb b. For Bead Resi n 156.4 cu ft 1150 1b REFERENCE DRAWINGS/DOCUMENTS User Drawing: STD-03-147 User Manual: STD-D-03-009

HANDLING AND SHIPMENT ing: Double wire rove slina

II Closure: Two (2) concentric threaded closures SCXENTXFXC ECOLOGY GROUPS XNC. Data Sheet No RT-24-2 A Westinghouse Subsidiary Rev. No. 0 Date g/8c/9 2 DISPOSABLE CONTAINER DATA SHEET Reference C Approved M4< /mid

SEG Model Designation: RADLOK - 179 Hiah Intearitv Container

119.50

a 24.25 MANWAY OPENING 73.50 O.D. OPENING

ALL DIMENSIONS NOMINAL

DES ZGN DATA Total Approx. Configuration Nom. Cap. (empty)Wt. Material: Polyethylene Plain 156.8 cu ft 1290 lb w/Underdrain Max. Gross Wt.: 14,000 lb a. For Powdered Resin 155.9 cu ft 1350 lb b. For Bead Resin 156.4 cu ft 1350 lb REFERENCE DRAWINGS/DOCUMENTS User Drawing: STD-03-147 User Manual: STD-D-03-009

HANDLING AND SHIPMENT ting: Gravvle or Double wire rove slina ~closure: Two (2) concentric threaded closures SCIENTIFIC ECOLOGY GROUP p INC+ Data Sheet No. RT-25-1 A Westinghouse Subsidiary Rev. No. 4 Date s/w./s z DISPOSABLE CONTAINER DATA SHEET Reference 2AM gZ- /cZ Approved —M~aiscg Model Designation: RADLOKe-195 Hich Zntearitv Container South Carolina Certification No.: DHEC-HIC-PL-005 Cask Application: 14-215H Cask

IZ6.625

79.50

MANWAY OPENING 73.50 O.D. OPENING

ALL DIMENSIONS NOMINAL

DESIGN DATA Total Approx. Conficruration Nom. Can. (emotv) Wt. Plain 172.8 cu ft 1150 lb Material: Polyethylene Underdrain Max Gross Wt: a. For Powdered Resin 171.9 cu ft 1210 lb 15,500 lb b. For Bead Resin 172.4 cu ft 1210 lb REFERENCE DRAWINGS/DOCUMENTS User Drawing: STD-03-147 User Manual: STD-D-03-009 HAHDLIHG AHD SHIPMENT Lifting: Double wire rope sling :losure: Two (2) concentric threaded closures SCXENTXPXC ECOLOGY GROUPS XNC Data Sheet No. RT-25-2 A Westinghouse Subsidiary .Rev. No. 0 Date DISPOSABLE CONTAINER DATA SHEET Reference Approved >f8>JPZ'odel

Designation: RADLOKO-195 H~oh Xntecritv Container (Grannable) South Carolina Certification No.: DHEC-HIC-PL-005 Cask Application: 14-215H Cask

136 615

79.50

)I fl s 24.25 MANWAY OPENING 73.50 O.D. OPENING

ALL DXMENSXONS NOMINAL

DESIGN DATA Total Approx. Confiauration Nom. Can. (emntY) Wt. Plain 172.8 cu ft 1350 lb Material: Polyethylene Underdrain Max Gross Wt: a. For Powdered Resin 171.9 cu ft 1410 lb 15,500 lb b. For Bead Resin 172.4 cu ft 1410 lb REFERENCE DRAWINGS'OCUMENTS User Drawing: STD-03-147 User Manual: STD-D-03-009 HANDLXNG AND SHIPMENT Lifting: Grapple or Double wire rope sling .'losure: Two (2) concentric threaded closures SCIENTIFIC ECOLOGY GROUP, INC. Data Sheet No.MT-12 A Westinghouse.,Subsidiary Rev. No. 7 Date R -2.W - Rl DISPOSABLE CONTAXNER DATA SKEET Reference DCN 91-052 O Approved MHCfv5 /~ Model Designat,ion: RADLOK -100 tRADLOÃ-163) Hiah Intearitv Container South Carolina Certification No.: DHEC-HIC-PL-005 Cask Application: ~190-1. HN-190-2. HN-194S. 14-21~ and HN-100 Series 3 Casks

111.25

71.00

—68.7$ DIA FII.I.PORT MANWAY W —71.130.9.— QPEMNG 0PKNING

gLL DIMENSIONS NOMINAL

DESXQN DATA Tot,al Approx. Conficruration Nom. Can. (emntv) Wt. Plain 125.7 cu ft 695 lb Material: Polyethylene Underdrain Max Gross Wt a. For Powdered Resin 123.9 cu ft 745 lb 10,500 lb. b. For Bead Resin 125.4 cu ft. 760 lb REFERENCE DRAWINGS/DOCUMENTS User Drawing: STD-03-007 User Manual: STD-D-03»009 HANDLING AND SHIPMENT Li fti ng: Double wire rope sl ing losure: Two concentric threaded closures ( (2) SCXENTXFXC ECOLOGY GROUP, XNC. Data Sheet No. RT-17-1 A Westinghouse Subsidiary Rev. No. 5 Date 9/9o/P Z DISPOSABLE CONTAINER DATA SHEET Reference Dd4 9l-oM Approved —i'm ~ Model Designation: RADLOK-500 (RADLOK-1361 High Integrity Container South Carolina Certification No.: DHEC-H1C-PL-014 Cask Application: HN-142 Cask & HN-100 Cask

115.75 71.81

d 16.00 af 8.25 MANWAY FILL PORT 63.70 DIA I OPENING OPENING 64.50 O.D.

ALL DIMENSIONS NOMINAL

DESIGN DATA Total Approx. Configuration Nom. Can. femntV) Wt. Plain 111.0 cu ft 680 lb Material: Polyethylene Vnderdrain Max Gross Wt: a. For Powdered Resin 110.2 cu ft 740 lb 9,500 b. For Bead Resin 110.7 cu ft 745 lb REFERENCE DRAWINGStDOCUMENTS User Drawing: STD-03-110 User Manual: STD-D-03-009 HANDLING AND SHIPMENT Lifting: Double wire rope sling 'losure: Two (2) concentric threaded closures 6CXENTXPXC ECOLOGY GROUP INC. Data Sheet, No ~ ~T-17-2 A Westinghouse Subsidiary Rev. No. 0 Date ~Pc/sz DISPOSABLE CONTAINER DATA 8HEET Reference Approved Model Designation: RADLOK-500 (RADLOK-136) Hiah Xntearitv Container (Grannable) South Carolina Certification No.: „DHE~IC-PL-014 Cask Application: HN-142 Cask & HN-100 Cask

115.75

71,81

W 16.00 I MANWAY 63.70 DIA OPENING OPENING 64.50 O.D.

ALL DIMENSIONS NOMINAL

DESIGN DATA Total Approx. Conf iouration Nom. Can. (emntv) Wt. Plain 111.0 cu ft 980 lb 'Material: Polyethylene Underdrain Max Gross Wt: a. For Powdered Resin 110.2 cu ft 1040 lb 9, 500 b. For Bead Resin 110.7 cu ft 1045 lb REFERENCE DRAWINGS/DOCUMENTS User Drawing: STD-03-110 User Manual: STD-D-03-009 HANDLXNG AND SHIPNE¹ Lifting: Grapple or Double wire rope sling Closure." Two (2) concentric threaded closures SCXENTItIC ICOLOGY QROUPg INCAN Data Sheet No. RE-13 Rev. No. 2 Date (,-]0-9o RADWAST~~PPINQ CASK DATA SHEET Refer(ERR/ECN) Approved ~/ ~ Model Designation: 14-215 USNRC Certificate. No. USA/9222/A Empty Wgt: 38.400 lbs Max Payload: 20.000 Ibs Shipping Wgt: ~.400 lbs Shielding: ~.75 (Lead Equivalent) RQNRr LS UR US 0) I— 93.50 GLK OFT Rzeve QO US (4)

1.88~ .88 'amL-I X+ LM STL.

80.25

x

SHIPPING CONFIGURATIONS Shipping Configuration No. Capacity Max Rad Level 55-gallon Drum 14 55 Gal. 20 rem per hr 215 Liner 1 Data Sheet 20 rem per hr RT-27 RADLOK -55 14 Data Sheet 20 rem per hr Hiah Intearitv Container RT-13 RADLOK -195 1 Data Sheet 20 rem per hr Hiah Intearitv Container RT-25 REFERENCE DRAWINGS/DOCUMENTS rawings: STD-02-077 >sk Operating Procedures: STD-P-02-020 Auxiliarv Eauizment Data Sheets; Standard Pallets. DP-1 SCXENTXFXC ECOLOGY GROUPS XNC. Data Sheet No. RE-22 : A Westinghouse Subsidiary Rev. No. 1 Date wioXyw RADWASTE SHIPPING CASK DATA SHEET Reference DCN 92-110 Approved ~/

Model Designation: 14-215 CASK IN CLOSED TRANSPORT VEHICLE (CTV-2) USNRC Certificate No. USA/9222/A Empty Wgt,: 44.000 lbs Max Payload: 20. 000 1bs* Shipping Wgt.: 64.000 lbs- Shielding: 3.25" (Lead Equivalent) «Indivisible Payload Only- Contact SEG for Additional Information

Side Wall Thickness 1" Maximum CTV Weight 5600 lbs Maximum

Side View Front View Reference Data Sheet No. RE-13 for 14-215 Cask

SHIPPING CONFIGURATIONS container QDtions Caaacitv Max Rad Level See 14-215 CASK DATA SHEETS 45 rem/hr REFERENCE DRAWXNGS/DOCUMENTS

Drawings: STD-02-077, 9414-M-3205 SHEETS 1 AND 2 Cask Operating Procedures: STD-P-02-020 uxiliary Equipment Data Sheets: Standard Pallets, DP-1 SCIENTIFIC ECOLOGY GROUPg INCo Data Sheet No. RE-18 Rev. No. 1 Date 12-19-90 RADWASTE ~SH PPING CASK DATA SHEE+ Refer(EWR/ECN) Approved Prate. / ban- /- Model Designation: ~4- 15 with 1" Shield Inse~ USNRC Certificate. No. USA/922~ Empty Wgt: 43.600 lbs Max Payload: 14,800 lbs Shipping Wgt: 58,400 lhs Shielding: 3.35 (Lead Equivalent) RUNE QD UFT US t3) ~ .50— $ CLK UFT seneer oo US (4) LFf UI la~ ~Q» SL. LBG SlL. +x 4 t 2 z.mL 1.0)

R.25 < IN.25

- 74e25 Q

II r

ZN 8Sr LÃR

SHIPPING CONFIGURA'TIONS Shipping Configuration No. Capacity Max Rad Level

55-gallon Drum 14 55 Gal. 30 rem per hr * 190 Liner 30 rem per hr

RADLOK -55 14 Data Sheet 30 rem per hr Hiah Intecrritv Container RT-13 RADLOK -195 1 Data Sheet 30 rem per hr Hiah Intearitv Container RT-25 REFERENCE DRAWINGS/DOCUMENTS Drawings: STD-02-077, STD-02-086 '~Cask Operating Procedures: STD-P-02-020 Auxiliarv Eauipment Data Sheets: Standard Pallets. DP-1 4'PECIAL ORDERS CONTACT SEG SCIENTIFIC ECOLOGY GROUPS INC» Data Sheet No. RE-14 Rev. No. 2 Date 12-19-90 RADWASTE SHIPPING CASK DATA SHEET Refer(EWR/ECN) Approved / bat, Model Designation: 14-215 with 1-1/44'hield Insert USNRC Certificate. No. USA/9222/A Empty Wgt: 45.000 lbs Max Payload: 13.400 lbs Shipping Wgt: 58,400 lbs iel ing: 3.50 (Lead Equivalent)

RUM'S UFT UI (3) . ~ 93.50 GN UFT Lli (4)

~a f fg~ 88 I I '7( + LBD S1L.

x x 92.25 x x x x x x ~ g /

x

SHIPPING CONFIGURATIONS Shipping Configuration No. Capacity Max Rad Level / '/

55-gallon Drum 14 55 Gal ~ 35 rem per hr * 190 Liner 35 rem per hr

RADLOK -55 14 35 rem per hr Hiah Intearitv Container RADLOK -195 1 35 rem per hr Hiah Intearitv Container REFERENCE DRAWINGS/DOCUMENTS Drawings: STD-02-077, STD-02-086 Cask Operating Procedures: STD-P-02-020 Auxiliarv Eauioment Data Sheets: Standard Pallets. DP-1 * SPECIAL ORDERS COMTACT SEG ! RE-A NcxaNTxtxc acozoar aaogp, xsc. Data Sheet No. RE-4 Rev. No. 8 Date RADÃASTE SHIPPING CASK DATA SHEET Refer(ERR/DCN) DCN-91-069 Approved M~ J~

SEG Model Designation: 3-828 USNRC CertifiCate. No. USA/6574/8 f 1 Empty Wqt: 41.805 lbs Max Payload: 8 195 ibm Shipping Ngt: 50.000 l~ Shielding: 4.58 inches (Lead Equivalent)

SPAT LSCISl 3 1/2' LIFQJS PE 13)

I I

1

z:T LINIIR 115.%4' 52-1/6'w (%Ã3V~ )

l" KI(X SEEL I

I dr A KK~ M'~OMTii I

't l

L i~15''.D.

~~%-I/P D.D. 101-1/i'.D.—

SHIPPING CONFIGURATIONS

Shiopina Confiauration No. Caoacitv Max Rad Level

55-aal ion Drum 3 55 Gal. 1000 rem ver hr L76 Standard Steel Liner Data Sheet 800 rem ver hr RADLOK 55 Data Sheet 1000 rem per hr Hiah Intearitv Container RT-13 RADLOK -2 00 Data Sheet, 800 rem per hr Hiah Intearitv Container RT-14

REFERENCE DRAMINQS/DOCUMENTS Drawings 1 STD-02-076, Sheets 1-3 Cask Operating Procedures: STD«P-02-017 and STD-P-02-024 Auxiliary Eauinment Data Sheets: Drum Pallet. DP-2 SCIENTXFXC ECOLOGY GROUP, INC. Data Sheet No. RK-21 A Westinghouse Subsidiary Rev.. No. 0 Date RADWABTE SHXPPXNQ CASE DATA SHEET Reference Approved Mkkc~ /'pm

Model Desianation: LN-142 USNRC Certificate. No. USA/9073/A Emvtv Wat: 54.000 lbs Max Pavload: 10.000 lbs Shieldina: 4.4" (Lead Eauivalent) Shinoina Wat: 64.000 lbs

Upper IaaaIaeca ~ 1hsaase

N / II I~X&%1

DIA 3 i/2 120 ~!

7C 3I4 OlA 1el DLL $4 DlA Acnas Awaa

SHIPPING CONFIGURATIONS

Shipping Configuration No. Capacity Max Rad Level 55-Gallon Drum 10 55 Gal. 350 rem per hr *142 liner 1 Contact SEG 350 rem per hr Barrier Plus 131C 1 114.3CF 350 rem per hr High Integrity Container RADLOK -500 Data Sheet 350 rem per hr High Integrity Container RT-17

REFERENCE DRAWINGS/DOCUMENTS Drawings: 9414-M-3204 "ask Operating Procedures: WM-Oll, WN-013, WN-021 WM-022 Auxiliary Equipment Data Sheets: Standard Pallets, DP-4 * Special Order, Contact SEG SCIENTIFIC ECOLOGY GROUPg XMC ~ Data Sheet No. RE-12 Rev. No. 7 Date r=; ~ 02-11-91 RADWASTE SHIPPING CASK DATA SHEET Refer(EWR/DCN) 91-023 Approved ~M /cvB, Model Designation: HN-14+ USNRC Certificate. No. USA/9208/B ( Empty Wgt: ~8.100 Wbs Max Payload: 10.000 lbs Shipping Mgt: 68.100 lbs Shielding: 4.4" (Lead Equivalent)

—lit OiA.— ~AC7 La4TER

ik „4 r

~ RETkNiHG RIM ,65-1/2 nba- ~ e~ ~J $ )/2 MAD t

' i 1I2 P'L7 g tIY n a-

$5 QtA

— f4 QLA

SHIPPING CONFIGURATIONS

Shipping Configuration No. Capacity Max Rad Level 55-gallon Drum 10 55 Gal. 350 rem per hr

+l42 Liner 1 Contact SEG 350 rem per hr Barrier Plus 131C 1 114.3CF 350 rem per hr High Intearitv Container RADLOK+ 500 1 Data Sheet 350 rem per hr High Intearitv Container RT-17 REFERENCE DRAWINGSJDOCUMENTS Drawings: STD-SD-02-316 Cask Operating Procedures: STD-P-02-012; STD-P-02-013 Auxiliarv Equioment Data Sheets: Standard Pa 1 lets. DP-04 4SPECIAL ORDERS CONTACT BEG NiSTING HITTK1N LEAR INCORPORATED Data Sheet No. A Mestin Subsidiary Rev. No. 7 Date 8-4-8 8 RADNASTE SHIPPING CASK DATA SHIgjg Refer(EWR/Egg) ERR 88-017 Approved /WPB / b~ IJ o

Hittman Model Designation: HN-190-1 USNRC Certificate No. V%A/9088/A Empty Mgt: 85.500 ibm. Max Payload: ~4.500 >h~ Shipping Mgt: 50.ooo lh~ Shielding: 2.5" (Lead Equivalent,)

.We

X XXXX~Pa /~A XX X XX5 ~ 'smL ~ 1.75» & ~ Sll. LM SIL.

S.R R.S

SL.II RL =-

SHIPPIMQ CORI'IGORATIONS

Shipping Configuration Capacity Reference Max/Avg Rad level

55-gallon Drum 15/8 rem per hr RADLOK -55 Data Sheet 15/8 rem per hr High Integrity Container RT-13 HN-100 Liner or Data Sheet rem per'hr HN-100 Large Vol.(LV)Liner RT-1 or RT-2 RADLOK-100 Data Sheet 12/-- rem per hr High Integrity, Container RT-12 HN-600 Large Vol. (LV)Liner Data Sheet rem pe? hr Stackable/Grappable RT-18 rem hr RADLOK-179 1 Data Sheet 12/-- per [ Ri crh Tnteurity Cant.i 8 ne r RT-24 Rxe >INCR DRAWINGS/DQCOMRNTS Drawings: STD-02-028, STD-02-029, and STD-02-030 Cask Operating Procedure: STD-P-02-022 Auxiliary Equipment, Data Sheets: Standard Pallets, DP-1 WESTINGHOUSE RADIOLOGICAL SERVICES, INC. Data Sheet No. RE-2 A Westinghouse Subsidiary Rev. No. 9 Date 'S=sf=A

RADWABTEI SHIPPING CASK DATA SHEET Refer (EWR/EC ) ERR-88-055

Apprnved (>I

Ki ttman Model Designations KN-190-2 USNRC Ger ti 5 i cate. No. USA/9:"„0/c; Empty Wgt: ','~8<.>0 lbs Ma."< F'ayload: 14~2<><> lbs Shipping Wgt: 4Q~<><,><,'> l b-.= Shiel dina: 2.5" (Lead Equivalent)

Vlt."4~ iVQS, ~ xMxxxV//&K> x ~ S» ~ 1 l5»',Q 'mmL Nl.~ L80 Nl.~

790%

Is.<5 ><

SHIPPING CONFIGURATIONS

Shi ppi riq Car>< i aurati cn No. Capaci ty Ma:: /Ava F'ad Level

55-Qal 1 nl > D< u<>> 15/8 r em per hr

~ > hr- I 1Di Qf . 14 Data Sheet 1 /8 re<» per Hi ah Iri~ cg.-i ty Container F'T- i.

HN-1<;><.> L j ns.>- Dat a Sheet 1 /-- rem per hr HN-1<>O Larae Vol . (LV) Lirier F.'T- 1 or RT- .

FAt>LOl -1O<'i 1 Data Sheet 1 /-- rem pcr hr Hiqh Inteari ty Container RT-1 HN-6<><> Large Vol. (LV) Liner 2 Data Sheet 12/ —rem per hr Steel: able/Grappabl c RT-18

RAD L0)'-179 Data Sheet 1 "/ —rem per hr 's gh Integr x ty Cnritainer RT-"4

REFERENCg DRAWINGS/DOCUMENT@ r awi ngs: COO1-5-9122, C001-5-912i, and C001-5-9124 or STD-0 -080, STD-<.>2-081, STD-02-082 a l< Oper a~ i r>a F"r ace dur e: STD-P-02-<'.>19 .<::i 1 i ar y Equi pmcnt Data Sheet s: Standard F'al l ets. DF'-1 WESTINGHOUSE RADIOLOGICAL SERVXCES, XNC- Data Sheet No. RE-9 A Westinghouse Subsidiary Rev. No. 6 Date C- t'I-BR RADWASTE SHIPPING CASK DATA SHEET Refer(EWR/ECN) EWR 89-016 Approved Mkfll/ /~ /—

Model Designation: HN-100 Series 3 USNRC Certificate No. USA/9151/A Empty Wgt: 35,200 lbs Max Payload: 17,800 lbs Shipping Wgt: 53,000 lbs Shielding: 2.5" (Lead Equivalent)

i 16" l0" Nax. Nae 73 3/5" 54-1/4" ! 81-1/2"

j g m ///// / /T J7/I/ // / / / / / / / / / / / // /// // I Yi r 3/I rulZZXZXXrr r r irrrXi'~ '~d 1$-9/37," Min. 1l 3/4" Egag

SHIPPING CONFIGURATIONS Shipping Configuration Reference Capacity Max/Avg Rad Level

'5-gallon Drum 14 15/8 rem per hr

HN-100 Liner or Data Sheet 1 12/- rem per hr HN-100 Large Vol. (LV) Liner RT-1 or RT-2 HN-600 Large Vol. (LV) Liner Data Sheet 2 '12/- rem per hr Stackable/Grappable RT-18 HN-190 Liner Data Sheet 1 12/- rem per hr RT-26 ! RADLOK"55 Data Sheet 14 15/8 rem per hr High Integrity Container RT-1 3 RADLOK(8)-100 Data Sheet 12/- rem per High Integrity Container RT-12 RADLOK(5 -179 Data Sheet 12/- rem per hr High Integrity Container RT-24 REFERENCE DRAWINGS/DOCUMENTS Drawings: C001-5-9138; C001-5-9139; C001-5-9140; C001-5-9141; and C001-5-9144 C001-5-9142'001-5-9143; Cask Operating Procedures: STD-P-02-018 Auxiliary Equipment Data Sheets: Standard Pallets, DP-1 WESTINGHOUSE RADIOLOGICAL SERVICES, INC. Data Sheet No. RE-10 A Westinghouse Subsidiary Rev. No. 5 Date lr - 'K4 - & ~ RADWASTE SHIPPING CASK DATA SHEET Refer(EWR/ECN) EWR 89-016 Approved ~le/ ~ /—

Model Designation: HN-100 Series 3 Cask vith Shield Insert USNRC Certificate No. USA/9151/A Empty Wgt: 42 445 lbs Max Payload: 10,555 Ibs Shipping Wgt: 53,000 Ibs Shielding: 3.2" (Lead Equivalent)

( 0

84-1/4"'1-9/16"aiba.

81-1/2" 8cl l.

1-3/4'tl. ri irzzz sx ir s r zstlsi i 1A,ad ~n atua'Ql J'l/////3'C jFIll I I/)I/5'/8"

.SHIPPING CONFIGURATIONS Shipping Configuration Reference Capacity Max/Avg Rad Level 55-gallon Drum 14 50 rem per hr RADLOK -55 Data Sheet 7 50 rem per hr High Integri~t Container RT-13 RADLOK -100 Data Sheet 1 50 rem per hr High Integrity Container RT-12 REFERENCE DRAWINGS/DOCUMENTS Drawings: C001-5-9138; COOl-5-9139; C001-5-9140; C001-5-9141; C001-5-9142; C001-5-9143; C001-5-9144; STD-02-035; STD-02-036; and STD-02-037 Cask Operating Procedures: STD-P-02-018 Auxiliary Equipment Data Sheets: Modified Pallets, DP-3 't Scientific Ecology Group, Xnc. Data Sheet, No. RE-15 A Westinghouse Subsidiary Rev. No. 1 Date rid rsx- RADWASTE SHIPPING CASK DATA SHEET Reference DCN 92-132 Approved /~8M /

Model Designation: HN-100 Series 3 Cask with Shield Insert in Closed Transport Vehicle (CTV-1I USNRC Certificate No. USA/9151/A Empty Wgt: 51.045 lbs Max Payload: 10.555 lbs* Shipping Wgt: 61.600 lbs Shielding: 4.0" (Lead Equivalent) ~Indivisible Pavload Onlv- Contact. SEG for Additional Information Side Wall Thickness 1" Maximum CTV Weight. 8600 lbs

/ e tftl e t a ! ill x 7s II II I II II I II II s6.2s ,I I 'I I I'I II II 47.50 II II II II II II II — — II ..II li I ~r r ~I I )I MIJ i li< L I I I

FRONT VIEW CTV SIDE VIEW CTV

Reference Data Sheet No. RE-10 for BN-100 Series 3 Cask with Shield Insert Data

SHIPPING CONFIGURATIONS Shiooina Confiauration Reference Cavacitv Max Rad Level RADLOK -100 Data Sheet 1 75 rem per hr Hiah Intearitv Container 'RT-12 REFERENCE DRAWINGS/DOCUMENTS Drawings: C001-5-9138; C001-5-9139; C001-5-9140; C001-5-9141; C001-5-9142; C001-5-9143; C001-5-9144; STD-02-035; STD-02-036; and STD-02-037

Cask Operating Procedures: STD-P-02«018 E CTV Operating Procedure Auxiliarv Eauinment Data Streets: Modified Pallets. DP-3 Appenclix 8-2

Chem Nuclear Cask Data

B-3 ChlSI MIDldEST TEL: 1-815-467-4646 Feb 16 93 15:2a No.004 P.01

TCLECOPY TRANSMITTAL

TELECOPY SENT TO KiA~4- rs rs

SCNT BY;

CHEM-NLICLEAR SYSTEMS, INC. - MIDWEST OFl ICES

TEI.EPHONE: (815) 467-3000 (TO VCRI F~Y

(815) 467-4646 (TELECOPIER) C*CiCCi*CCC**C**CWCii*C*CCCii***C+*CCCCCC********C*****CiCCC**Ci***CCC*CCw****

NUMBER OF PAGES SENT (INCLUDING Tl

DATE: g-4. - g3 OPERATOR:

C**C***ki'*****CC*w*i*Ci'ii*iC**+CCCC**CC*****ic*C***CCCCCC**CC******C*****CC*C*C Feb 16 95 15:24 Na.004 P.02 CNS I M IDLEST TEL: 1-815-467-4646

CHKH-NUCLEAR DISPOSAL LINERS DIHKHS ION AND VOLUHE

Usab)e Liner He)9ht He)Dht Oiaaater Has. Internal Vo). (Cu.Ft.) Dls sal s.amnns I ti on Unss $)ra/Tma'snty ()bs~ finches) Cinchesl Vol. ICu.ft.g 'svntnr/Cn)kd VA,

C roon Steel U 13 500 5) .37$ 12.5 12/NA 14.6 L3 65 945 109.25 52.9 SR/NA $7.4

L6-Su HT 1000 57 SS SR.9 NA

L6 80 CHT 1150 57 58 82 ~ 9 NA/80 87.2 L6-80 In-Situ 3500 57 58 49.8 NA 87.2 LS So FR 1050 $7 58 SR.9 17INA75INA'7.287.2 L6 Bo FP/FKDX 1226 67 58 82.9 87.2

L7 100 HT )300 40 74.5 94.1 NA 100;9 L7-)00 CHT 1450 40 74 ' 94') NAI89 100.9

LS-120 HT )200 74 6) 120.2 NA 125 ~ 2 LS-120 CHT 1350 74 61 120.2 HA/111 12$,2 LS-120 In-Sl tu 4200 74.$ 61 SO.3 NA 12& L8 120 FR 1250 74 61 )RO.R 114/NA 125.2 LS '120 FP/FEOX 1326 74 61 120.2 "112/NA 126.R

L)4-170 TVA Custos )4$0 73.25 &9 151.3 KAI147 158,5 L14 170 HT 1550 11.375 74,5 1'72.1 NA 180.1 L)4-) 70 CHT 1750 11.375 14.5 112.7 HA/)65 )80.1 LI4-l10 in-Situ TBO 74 74.$ 66.1 NA 186.7 L14 170 FR ~ 1600 11.37$ 74.5 172.7 163/HA )80.) Ua-170 FP/FEOX '1 750 11.375 74.5 172.1 160/NA 180.1

L)4 )9S HT 1650 79 16 199.6 NA 207.4 L)4 196 CHT 1850 19 76 199.6 NA/195 207.4 L)4-19S In-Situ 6300 78.5 I6 138.5 NA R06.) L)4 19$ FR 1700 19 76 199.& 190/NA 207.4 U4-195 FPIFEOX 1860 79 76 199.6 )87/NA 207.4

LR) 300 HT 2200 108 82 320.6 NA 330il LRl-300 FP/FEOX 2450 108 82 320.6 303/HA 330.1 24~ n TZ~ PV 530 72 24 '16.5 14/NA )8.8

NOTE: Sine) Liners

A. Cenent liners are for 0 filters. For 3 filters add 15 lbs. For 6 filters add 2$ lbs.

8. For resote grapy)e rin9s add:

14 19$ - 93 lbs. 14 170 91 lbs. 8-120 - 74 lbs. 7 100 91 lbs. 6« So 71 lbs.

'See attached standard codes CNSI NIDldEST TEL:1-815-467-4646 Feb 16,95 15(24 No.004 P.03

CHEIS4UCLEAR OTSPOSAL L1NERS OIHENSIN ANO UOLUHE

Usable . Liner Empty Height Ne)$ ht Olaaeter Hax. 1nternal Vol. (Cu.Ft.) Olsposal lens I tl an L&er Shxs/Tvna~ (Ibs.) (lnehasl (lnchesl ~ol. (Cu.Ft& . Oevater/Solid Ualatne

HIC PL6-80 HT 500 56.6 57 73.3 NA/HA 83,4 PL6-81 HTlF 625 56.6 57 64.1 NA/NA SS.4

PL6%0 FR 550 56.5 52 73 ~ 3 64/NA 83.4 PLS 80 FP/FEQX 625 56.5 52 73.3 62/HA 83.4

PLB 120 HT 600 73.5 107.6 HA/NA 120.3 PLS-120 HTIF 625 73.5 95.$ N/NA 120.3 PLS-'l20 FR 650 73.6 107.6 101/N lt0.3 PLS-120 FP/FEOX 725 73.5 107.6 99/HA 120.3

PL14 170 KT 800 71.5 7t.5 I50.3 HAIHA 110.8 PL14 110 HTJF BSO 71.5 22.5 134.9 NA/NA 110.$ PL14 171 FR SSO 7'I.S 12.5 150.3 141/HA '110.8 PL14 170 FP/FKOX 1000 71.6 72.5 150.3 13S/HA 170,8

PLI4 193 HT 850 78 74 17l.i HA/HA 194.1 PL14-195 HTIF 900 28 74 154.6 NAINA 194.1 PLY 195 FR 900 7S 74 l11.4 162/NA . 194.'I PL14-195 FP/FEOX 1150 78 74 111.4 1$9IHA 194,1

Pl,14 215 HT '1200 78 '76 76 189.2 HA/NA 205.8 PL14 215 HTlF 1251 78.325 76 I71.7 HA/NA 20$ .$ PL14-ZIS FR 1250 78.325 16 189.2 177IHA 205.8 PL14-215 FP/FEOX 1400 78.375 76 189.2 174/HA 205.$

PL21-3QQ IIT 1100 108 80 285.1 HA/N 314.2 PL21 301 HTIF ll75 108 80 262.1 KA/NA 314.2 PLtl-300 FR 1150 108 80 285.1 269/HA 314.2 PL21 300 FP/FEOX 1350 108 80 28$ .1 264/NA 3I4.2

Overpacks Small 250 56.S 33 23.8 NA/NA 2$.0 246-Sallon" 285 TS.75 33 32.7 KA/HA 36.5 Hed)ea " 300 77.375 SS 33.6 HA/NA 38.3 60-Bal Ion 100 34.6 25.5 8.4 NA/HA 10.2

NOTE: HSCs

A. For resvste grapple basket add: 'Lead time is a minimum of six weeks. 14-2'15 - 218 lbs. 'li-195 - ZIB lbs. 14 170 - 210 lbs. 8 120 - 148 lbs. 6- BO - 135 lbs.

'See attached standard codes "For 0!ups "For Pressure Vessels CNSI MIDWEST TEL: 1-815-467-4646 Feb 16.93 15124 No.004 P.04

CHDl-NUCLEAR TRANSPORT CASK INVENTORY

APPROX)I(ATE 98 I(AX IN(8( Sl INTERNAL SHIE LOINS RAOLKVELS LINER ORU)l APPROX)NATE MAXI)lip( ANS PORT CLASS IFI CATION OINK NS ION 5 KIX)IVALENCE (R/¹8) CAPAC ITT !55 GAL) )6AX I)8)N PAYLOAD 4TAINKR C OF C OIA, X IKIS¹T ()NCIKS) ERASED (9) Co 60 (FT3) CAPACITT K)IP»NT» (LOS) (LOS)

Type 8 S)8 USA/9070/8 24' 34.50'11 0.200

Type 8 I 1 )36 USA/9044/8 2S.SO x 54', 6.20 13 1 23,050 5,000

I Type 8 I-13C USA/9081 /8 26.50' 54 5.70 4,500 13 1 2O,PSO .S,DN

3-$5 Type 8 ~ 57 55) USA/5806/8 36' 64a980 I 116.75'.00 15,0N, 60 9,220

Type 8 USA>/6244/8 46' 100'.38 40,300 S.700

6-75 SPKC 7A -33-90) USA/9) 08/A 53' 74.50 4.00 150 85 31,000 10,300

Strony, T1yht No aore than 6 80-I ConKoinor, Type A 1 R/hr on ¹o gwntltfes Only 59' 58'.00 Contoct 8S 47,50D Est. L1a)t

SPKC 7A 6»80»2 USA/91 )1/A 59' 1,ON 85 44,000

58'4' SPEC 7A 156'.00 54»200 6-101 USA/9105/A 3.28 60 N/A Inc. Tra1lor 6,000

7-100 7S.SO' 40.75'.50 100 85-100 3S,SOO 13,000

8-120 Type 8 0-100) USA/660) /8 62' 75 4.50 I 20») 30 58,000 20»000

S'trony, tlyht No wm thon 12 180 Canto(nor» Typo 'A 54' 40' I R/hr 8 No I-) 20) Ouont1tlos Only )47» Contect 12 3'1,000 L1a) t

14-170 USA/9079/A 75.50 x 73.25 2. 13 170-185 33,800 14,DOO

14-170 USA/9151/A 75.50' 73.25', 2.13 9 'ITO"'185 14 33,800 19,205,I is 111 I

Payo I

4% CNSI NIDb)EST TEL: 1-815-467-4646 Feb 16.93 15125 N0.004 P.05

CKNWUCLEAR TRAI6PQRT CASA INVENTORY

AP PROX IWITE Py NAXIHUH 1SI INTERNAL SHIELDING RADLEVELS LINER QRUH APPROXIHATE HAX )HUH cAPAcl TY 15s GAL) )IANIHUH PAYLQAD tANSPDRT CL ASS IF I CA'I IQN QIHENSIQNS EQUIVALENCE (R/HR) CAPACITY NITAINER COFC OIA X HEIGHT (INCHES) +8ASEO IXI Co 60 {FT ) nlpoNTo(LSS) (LSSI

Strony, t1yht No nore than Cent41ner. Type A 1 R/hr on 614~195L Quantities Only 77' 80» 2.00 Contact 3),660i, 17,700

SPEC 7A 1514-195H USA/9094/A 77' 80'.75 18 14 39,66D 17,700

Type A I 215H USA/9176/A 77 25' 80.25'.73 14 S9,000 20,000

Strony, tiyht No ere than NS)4-2ZIX., Container, LSA 1!'ype 1 R/hr on No 'I iL27-Z40) A Quantities Only 77.5' 89' ~ 76 Contact 200 4 33v200 Liait

Strony, t1yht No sore thah

Container, LSA Type 124' 35' 1 R/nr on No Contact 2 P 80 15 42,000 Linl t Nsl6-1605 A Quantities only 72',75

Type 8 I R6' 36' NS15-1608 USA/6144/8 RP80 15 37,000 5,000 75'3' SPEC 7A NSZI -300 USA/9095/A 1+50 21 30,200 27,250

109'6' 1/2'.50 1-300 / SHIELD Type A NSERT USA/9096/A 106 2.0 Rl 170 39,310 27,?50

8'N x 40'L LAT 8ED N/A 8'N a 45'L N/A 61 N/A «/A 14,000 48,000

EGULAR 13'6'H x 40'L 'AN 8/A 13'6'H x 45'L N/A 17,5DQ 45,000

HIE LDKD CLOSED, TRANSPORT 'AN 3$ v26,000 VEHICLE 7'5' 40' 9'.50 N/A 0.750 ,000 3 Oueo type vehicles for the transport of bulx LSA, radioactive wastes - 6RQ ft capacity, :NS PTC-C SHIPHEMT ONLY on various state 1! ts). Oitaensions 18' 52' 84'I PULK f 36,000 lb payload capacity Idependiny !

'NS RTC-S STC closed box-tyoe conta1ners for the ahipnent of bula, Lsa, radioactive wastes 360 ft capaci Xy, 40,be lb payload capacity {depending on various state Iiai ts )~ Dieensions: without inserts - 78' 180'

52'ased on cobalt 60 yaaaa eneryy, these Rad levels are yenerally found to be conservative, however, equivalent shlleldiny stou)d e carefully evaluated in relat1on to the specif1c 1sotopes involved.

Paya Z Appendix 8<

NuPac Cask Data

II,:

B-4 NRC-Licensed Type A and Type B Casks

MODEL NuPac 14-210L Type nAn C of C 9176.

MODEL NuPac 10-142 NRC Type nBn C of C 9208

8 NRC-licensed Type A or Type B 8 Full range of sizes for drums or bulk liners 5 Shielding thickness from 1.5to 4.4" lead 8 Rapid lid removal lowers operator exposure Ii Designed and fabricated to NRC approved Q.A. program tf+al'f WuzcErim

1010 South 336th Street Federal Way, Washington 98003 (206) 874-2235 Nuclear Packaging, Inc. is America's largest supplier of nuclear transportation equipment. NuPac casks are used to transport a variety of radioactive anc'andling materials, from low-level waste to spent fuel. We can design, license and fabricate shielded transportation casks to fit your particular application. Or, you may choose from our list of standard designs as shown on the table below. Typical design features include:

5 High-strength, quick-acting binders secure the primary lid. This reduces operator exposure and turn-around time by 50% over conventional bolting systems. fI High-quality epoxy phenolic paint and internal stainless steel liner facilitates decontamination. Drain with external plug.

Choose the cask thai best fits your needs. Custom-designed casks can also be provided.

BASIC DATA Characteristics Weights (lbs.) Cavrly (in.) P/L Lead Inner Inner USNRC Drum Vol. Equiv. Auth. Oia. Height Model Cole Cap. (Fl.') (in.) Empty P/L Loaded A B TYPE A CASKS NuPac 14/21OL 9176 14 217 2.00 31.600 20.000 51.600 77.25 80,25 NuPac 14/21OH 9176 14 217 2.73 38,400 20.000 58.400 77.25 80.25 NuPac 14/190L 9159 14 190 2.00 29.200 20.000 49.200 75.50 73.38 NuPac 14D-'2.0 9079 14 190 2.25 34,000 14,000 48,000 75.50 73.38 NuPac 14/190M 9159 14 190 2.25 33.500 20.000 53.500 75.50 73.36 NuPac 14/190H 9159 14 190 3.50 45.200 20.000 65.200 75.50 73.38 NuPac 10/140 9177 10 144 3.60 41.500 15.000 56.500 66.00 73.00

NuPac'/100 9178 105 3.50 35,900 13.000 48.900 75.50 40.75 hluPac 6/IDOL 9179 105 3.25 30,900 12.000 42.900 61.00 62.00 NuPac 6/100H 9179 105 4.40 41.900 12,000 53.900 61.00 62.00 NuPac 50 1.5L 9145 56 1.50 9,000 4.200 13.200 48.50 52.50 NuPac 50.2.5L 9145 56 2.50 15,00D 4,200 19,200 48.50 52.50 NuPac 50 3.0L 9145 56 3.00 18.000 4.200 22.000 48.50 52.50 NuPac O'1 50 4.0L 45 4.00 24,700 I 4 20D 28.900 48.50 52.50 TYPE B CASKS NuPac-B 10/140 MB 10 150 3.25 53,000 15,000 68.000 66.00 73.00 NuPac.B 10/142 9208 10 142 4.25 68,100 10,000 68.100 66.00 72.00

A pacific Nuclear Company

~rrrec

1010 South 336th Street Federal Way, Washington 98003 (206) 874-2235 B—25 LSA TASTE CONT

DMKSlONS (INCHES) INTERIOR 59 47 78 DESCKPTIQN CLASSIIICATJON LSA VfASTE CONTAINER . PACKAGE TYPE CFR SPECIFICATION STRONG-TIGHT'APACITY 90 CURC PRET MATERIAL ASTI k-589 LOS CARBON HOT ROLLED STEE'RMS 'HKOHT (EMPTY) 445 POUNDS TO 895 POUNDS PAYLOAD 4,000 POUNDS TO 10,000 POUNDS MAX lJOADED %EIGRT 4,446 POUNM TO 10,895 POUNDS

ADDITIONAL BPORRATIQH MEETS GENERAL CONTAINER REQUIREMINTS 49 CFR 17S,R4) FOR ASRESTQSi ORM AND HAZARDOUS TASTE Mk PATENTED, RECLUSIVE 'SEAL-LOC POSITIVE CLOSUII SYSTEM TO PRECLUDE INADVERTENT OPENINC'., OPTIONAL REMOVARLE "~ OPTIONAL kNTI SPENQRACK RITENTION KlSTEM FOR COMPACTOR APPLICATION RWAL PROTECT%II PD688 TO MEET CUSTOMER REQUIREMENTS OPTIONAL SHHXDINQ AVsvr~+

SEAKr-LOC CLI. SYSTEM

U.S. PAINT NUMEISS 4971098 AHD 4485997 0PN'AlÃN

COW'AIRER PBQBUCTZ CORPORATION 1~- P.O. BOX SV67 li8 NORTH COLLEGE ROAD OBPORCFlOP VKMINCTON, NORTH CAROIJNA 86405 (eI.s)ssa-e~oo Fm (s>s)asa-evvs

3N MDIV F03 SJ.DflQ08d 83WIUIM03 Wdt8:28 t 6 t'I MAP B—88 LSA TASTE CONTAINER FOR THE STORAGE AND SHPPKG OF XSA MANUALS

DIMENSIONS (INCR3S) INTEKOB mpkxggOR

h@ic m 45 IIKÃS 44 IXNGTR Ba DESCKPTION CLASSIFICATION LSk PASTE CONTAINER . PACKAGE TYPE CFR SPECIFICATtQN "STRONG-TIGRt" CAPACITY BB CURIO FEET MATERIAL ASTM k-551 LOP CARBON HOT ROLLED STEEL GROSS 1iEIORT (EMPTY) 55Q POUNDS TQ 595 POUNDS PAYJA)AD 4,000 POUNDS TO B,QQO POVHDS MAX LOADED WEIGHT 4.550 POUNDS TO 5.585'OUNDS

ADDITIONAL ~ORMATION

MEETS GENERAL CONTAImI RNIUIREMENTS 4Q CFR IVB.R4) ORM AND RAMARDOUS lfASTE MA B)R'SRESTOS, PATENTED. EBCMSIVE 'SEkIlC'OSlTLVR CIOSURE STSTEM TQ PRKCI.UDE NADvmsrsAT OPENING. OPTlONAL INMOVAKZ RNRRS I OPTIONAL ANTt-SPRNGSACX'RIITRÃTION SYSTEM FOR COMPACTOR APPLICATIUN FlNAL PROTECTIVE FINER TO MEET CUSTOMER REQUU@MEYK OPTIONAL SICKING AVAKASLE

SEkL-LOC CLP SYSTEM

U.S. PATES'UIQIRRS 4571008 AND 44ISBBT OM'AlÃSR

I2 MRCt8 COW'A.INZB PMBU'CPS'OBPORAT JOP P.O. BOX 3767 112 NORTH COLLEGE ROAD OlVQR4TIOH WILMIHGTON, NORTH CAROLINA 28405 (919)SSS-e

PBBBB 2/14/BB DN W1IN F03 SiDI1GOBd 83NIUlNOD Wdt 8:28 t 6 PT N|1Z IMX FOR FURTHER INFORMATION CONTACT:

Holly Rea, GATX Stephen Fraser, Envirolease (312) 621-6493 (201) 292-2456

FOR RELEASE: IMMEDIATELY .l GATX CAPITAL lVASTE BY RAIL JOINT VENTURE

SAN FRANCISCO, April 11-GATX Capital Corporation has entered into a joint venture with Envirolease, Inc. to provide capital equipment for the intermodal movement of selected wastes and recyclables. GATX EnviroLease Corporation combines the equipment and 6nancial expertise of

GATX Capital with the knowledge and speciaHzation of the waste by rail market of Envirolease,

Inc., and Fraser Group, Inc.

GATX EnviroLease will provide lease financing for a full range of intermodal equipment including special purpose containers, chassis, railcars, and other material and container handling . systems such as tippers, sidehandlers and rotary dumping technologies. The equipment will be

/i'edicated to the intermodal transportat'.on of non-hazardous and selected hazardous waste such as municipal solid waste, incinerator and coal ash, sanitary and industrial sludges, contaminated soil, construction and demolition debris, and recyclables.

Potential customers include a wide range of waste companies, railroads, waste transportation companies, and other generators of waste which are considering in-house remediation of captive sites which would require intermodal containers to transport and dispose of the waste.

-more-

GATX CORPORATION 500 WEST NIONROE STREET CHICAGO, IL 60661-3676 MAJOR OPERATING COMPANIES GENERAL AMERICAN TRANSPORTATION CORPORATION GATX CAPITAL CORPORATION GATX TERMINALS CORPORATION AMERICAN STEAMSHIP COMPANY „GATX LOG!SACS. INC. Page 2

"We embraced the expertise and reputation of Envirolease and Fraser Group as an entrance into providing financial services for the intermodal movement of waste by rail," said Brooks Laudin, vice president, corporate development, GATX Capitd Corporation. "The movement of waste and

recyclables is making a shift toward rail due in part to the industry's consolidation of waste streams.

Intermodal containers are interchangeable between truck, barge and rail offering waste managers

greater flexibility with shipments and cost effective modes of transporting wastes." Intermodal

containers eliminate the need for onsite rail loading facilities and the intermediate transfer of waste

from one mode to another, he added.

"The strength of transporting waste by rail is enhanced by the economies of scale coupled

with a more environmentally secure mode of transportation," commented Stephen Fraser, president,

GATX EnviroLease. "As the number of available disposal sites continues to diminish, the average

length of haul rises, making special-purpose intermodal equipment more suitable and cost effective."

Based in Convent Station, New Jersey, Envirolease, Inc. has marketed intermodal equipment

on short and long term leases to the waste industry. Fraser Group, Inc., has provided consulting

expertise and market development services to some of the nation's leading public waste companies

on waste by rail issues. GATX EnviroLease is headquartered in Morristown, New Jersey.

GATX Capital Corporation is a diversified, asset-oriented, financial services company which

invests for its own account and manages assets for other institutional investors. GATX Capital owns

or manages portfolio assets with an original cost of approximately $8 billion, the largest

concentration of which includes air, rail and manufacturing equipment. Page 3

GATX Capital is a subsidiary of GATX Corporation, which provides more than $4 billion of service-based assets including transportation equipment, primarily railroad tank cars, bulk liquid terminals, ships, warehouses, commercial aircraft, and other capital assets worldwide. GATX also offers a variety of financial services focusing on owning or managing transportation and distribution

—30-

(4-11-94) Envirolease offers a range of products and„services REDUCE YOUR WASTE to support your use of Envirolease containers... TRANSPORTATION COSTS NOW BY LEASING INTERNIODAL PRODUCTS SHIPPING CONTAINERS ~ Chassis FROM Envirolease offers special chassis for use with its containers designed to allow payloads weights exceeding those permissible using ordinary chassis. ~ Tip Chassis .%VI YOI Special chassis equipped with hydraulic cylinders allowing containers to be emptied Under side view of container and optional removable adapter allowing container to be handled as conventional roll-olf box. like a dump truck. v Hammarlift Mobile container lifting device which turns any rail siding into an intermodal terminal.

i=AS'ERVICES a Roll-Off Sleds Sled like adapter which allows Envirolease containers to be handled as a roll-off box.

~ Elect Management Envirolease will manage your container equipment insuring optimal utilization Transferring container (rom truck to rail car at intermodal rail ter- and maintenance. minal. An Envirolease ldammarlig can

More and more waste companies are reducing Envirolease containers represent a refinement of External Dimensions Ft ln transportation costs by shipping their waste by rail these earlier designs and users of Envirolease Container Length 19 10.5 6,058 using specially designed containers. Until now, )) containers wi! I enjoy the generational improve- Container Width 8 2,438 these containers leasie have not been available for ments and added flexibility incorporated into Container Height 6 4.5 1,943 and could only be obtained through purchase. Envirolease containers.

Envirolease now offers a complete line of shipping Fabricated of heavy gauge steel, the containers Apertures containers, support equipment and services to have been designed and tested to meet impact Door Width 7 1.25 2,165 enable your company Io enjoy the following and durability requirements of rail and truck Door Height 5 .75 1,543 bene('iis of containerizing waste shipments: carriers. The containers are built to nominal Top Opening Length 15 1.13 4,600 International Standard Organization (ISO) Top Opening Width 7 5.25 2,267 ~ Waste shipped in Envirolease containers is specifications insuring universal compatibility sealed from the environment in a weather tight with container handling equipment throughout Yds container which is hydrostatically tested prior Volumes Cu CuM the world. i Io leaving the factory. \ 29.5 27.42 The containers incorporate-,: uti«, .op to facili- ~ Envirolease containers can be used regardless of tate loading. This of)ening is ii ai (,prior to transit Weights Lbs KG Ihe availability of rail track at waste handling or j,i L by means of a tarpaulin top anil'elastic cords. disposal sites. p Maximum Gross Weight 52,910 23,996 An optional light-Weight, durable hard top is also Tare Weight 5,500 12,128 ~ Shipments of waste in Envirolease containers available. I;. Payload Weight 47,410 21,501 move unobtrusively through established Emptying the container is identical to that of a channels of commerce. dump truck by means of a single piece top-hinged FOR CLARITY, ROOF BOWS AND ROOF COVERING OMITTED FROM I.S.O. CORNER ~ Transferring containerized shipments for waste door at the rear of the container. This door is from one mode of transportation to another can equipped with compression gaskets, reliable be performed at hundreds of intermodal facilities locking mechanisms and ratchets which are in North America. designed to achieve a water tight seal allow the container to handle moist cargo. ~ Shipping waste by rail is recognized as being rop the safest way to ship your waste and offers a means to reduce or eliminate traffic congestion TECHNICAL SPECIFICATIONS problems at some facilities. Units are capable of two high stacking whe loaded and fit within 20 foot ISO envelope. PHYSICAL DESCRIPTION Containers comply with applicable Envirolease containers are the product of a four requirements of the Association year development and testing process. The con- of American Railroads (AAR) HINGEs ~ tainers are based on designs currently used by M-930-90 performance stan- several thousand existing containers which have dards and will be tested SINGLE PIECE been handling hazardous and non-hazardous and certi%ed as required. REAR DOOR waste throughout North America rail, truck and by Containers are tested and barge since 1985. certified by American Bureau of Shipping (ABS). REAR DOOR SAFETY LATCHES ~I H%~ghs mm~mn! I May 10, 1994 Quote 730-194

Mr. Frank Groffie Morrison Knudsen Corp. 180 Ho~ard St. San Francisco, CA 94102

Tenco Material Handling Division is pleased to submit the following proposal for your consideration:

1 Model: V800D Cat New Lift Truck Caterpillar 3208T Diesel Engine Planetary Drive Axle with Oil Disc Brakes Oscillating Steer Axle 3-Section Valve Five degree forward, 10 degree back High Mount Tilt Cylinders Counterweight Cab consisting of: -Full suspension seat -Tilt steering column -Front, rear and top windshield wipers -Front and rear windshield washers -80dB(a) sound level at operator's ear -pressurized filtered ventilation system -heater -rear view mirror -Tail and stop lights -two side view lights -audible back up alarm -power steering Tires: 18.00 x 33 dual drive tires (E-4) 18.00 x 25 steer tires (E-4) Mast: Maximum fork height: 301" Overall lowered height: 259.0" Twist lock height: 385" (3 high stack) Gooseneck mounted container handler Includes container handler carriage with 20' 40'xpansion Capacity for 3 high: 61,000 lbs. Working light package: 4 flood lights front 6 rear Air conditioned cab Site assembly

Price: F.O.B. delivered $275,547 F 00 plus 'tax Page 2

Options: 4 high stacking, twist lock height 483", Capacity: 53,400 lbs. $283,421.00 plus tax V900CH with container handler Good neck mounted, 3 high Capacity: 75,700 lbs. On site assembly included Price: F.O.B. factory $282,258.00 plus tax 4 high stacking Capacity: 67,400 lbs. On site assembly included Price: F.O.B. factory $289,553.00 plus tax Delivery: August, 1994 Warranty: Cat 12 month parts and labor, unlimited hour usage, Cat "Parts Fast, Parts Free" policy

Accepted by: Proposed by:

Morrison Knudsen Date J '+lorr ~ Account Manager , jib',M 4 -%II . CATE A VILLA,R I STEELBRO

M K tat 5 T R 5 L S R S I I3) 5 L I F T 5 R

SHORTER, llSHTKR, I'ASTRR, STRONQRR AND NORE VKRSATILR

Steelbro Sidelifters are highly transfer of containers to another only be loaded and unloaded efficient all-in-one container semi-trailer a simple and safe with safety and ease, but can handling and delivery systems. operation. be corried in many countries They permit rapid loading The new MK6 Steelbro without travel restrictions being and unloading on virtually any Sidelifter has an overall length imposed due to the overall flat, reasonably hard surface, of 13.6m (including the front length of the trailer. allow double stacking of fully arc) and easily complies with There are a number of other loaded containers, permit 13.72 m (45 ft) trailer length features of the new MK6 stuffing and de-stuffing at regulations. This means that 40 Sidelifter that bring considerable ground level and make the ft and 20ft containers can not benefits to the transport industry. With a tare weight from 11 tonnes, the new design is considerably lighter. Also, operation has been made faster through dual speed and variable speed controls. It is safer as there is greater control over the movement of the container and it is stronger as the lift capacity is rated to 30 tonnes and tested to 37.5 tonnes. Finally the AhK6 is more versatile as its extended working radius enables companion vehicles to drive past during container transfers.

Companion vehicles can drive past the MK6 Sideli &er due to its errtended reach W Greater emphasis on safety 8 Rapid deployment of stabilizer legs for faster tumarounds tI Easy to use controls 8 Variable speed remote controls for superior handling flexibility of the container

It Greater lift capacity, particularly at full outreach

II High speed operation, with dual speed ond variable speed controls 8 Significantly reduced tare weight, now from 11 tonnes 8 Greater stability 8 New style of twistlocks and lifting lugs for reduced Cranes fold low to improve loading by other means at terminals, protect lifting equipment maintenance and reduce pivot pin wear

8 Length reduced to 13.6m, Steel Bros (NZI Ltd including front to suit arc, Distributed by P.O, Box 11077, regulations. Sockbum, Christchurch, New Zealand manoeuvrability 8 Superior Telephone: (now a conventional INT+ 64+ 3 + 348 8499 turning circle) and greater Facsimile: control over movement of INT+ 64+ 3+ 348 5786 the container. tI Rated capacity of SWL 30 tonnes ( tested to 37.5 tonnes) 8 Reduced shock loodings in the hydraulic system resulting in lower stresses ond strains 8 Higher capacity motor. STEELBRO ig INI7ElikIMIQI3A

I='REIGI- T I iRAIN~S ~Q ill A I

IGIN'GHN

H. MAHGNEY

ERG FGUNMTIGN FGR TRANSPORTATIGN, INC. +pggpQpg o $ QQQ o QQggpQgQQ f Eno Foundation for Transportation

Box2055, Saugatuck Station Westport, Connecticut 06880 Tel. 203-227A852

BOARD OF DIRECTORS WILBUR S.SMITH, Columbia, South Carolina, Chairman ROBERTS. HOLMES, Hilton Head, South Carolina, President HAROLD F. HAMMOND, Washington, D.C., Secretary and Treasurer H. BURR KELSEY, West Orange, New Jersey MARK D. ROBESON, Shawnee Mission, Kansas ROLAND A. OUELLETTE, Washingtori, D.C.

EDITORIAL STAFF WILBUR S. SMITH, Editor-in-Chief ROBERT S. HOLMES, Managing Editor ROBERT A. WEANT, Technical Editor ANGELA D. MICCINELLO, Associate Editor

Eno Foundation ivas established by William Phelps Eno in 1921.Ets purpose is to help to improve transpor- tation in all its aspects through the conduct and encouragement of appropriate research and educational activities, and through the publication and distribution ofin formation pertaining to transportation planning, design, operation, and regulation.

One of the objectives of the Eno Foundation is to encourage the dissemination of ideas, opinions, and facts relating to the field of transportation. The facts, opinions and conclusions set forth herein are those of the authors. They do not necessarily represent the views or opinions of the Eno Foundation nor can the Founda- tion assume any responsibility for the accuracy or validity of any of the information contained therein.

Copyright 1985, by the Eno Foundation for Transportation, Inc, All rights reserved under International Pan-American Copyright Conventions. Reproduction ofthe whole or any part without written permission ofthe copyright holder is prohibited. Library of Congress Catalog Number: 85-81210.Printed in the United States of America. Appendix C

Backup Data for TRU Shipments

Appendix C-5: TRUPACT-II Product Literature Appendix C-2: NuPac 125-8 Reference Article —TMI Shipments Appendix C-1

TRUPACT-II Product Literature

C-2 TRANSPORTATION OF CONTACT HANDLED TRU WASTES

R. T. Hael si g Pacific Nuclear Systems Federal Way, Washington 98003

G. J. Quinn. R. A. Johnson Nuclear Packaging, Inc. Federal Way. Washington 98003

K. L. Ferguson Westinghouse, WIPP Carlsbad. New Mexico 88221

ABSTRACT

Contact-handled transuranic wastes wi 1 1 be trans- ported by a new design package for shipment from DOE sites to the Waste Isol ation Pilot Plant (WIPP). The new package is cal led TRUPACT II. CH-TRU wastes are those contaminated with al pha- emitting transuranium radionucl ides with hal f-1 ives greater than 20 years and concentrations greater than 37 kBq (100 nCi). The wastes are stored at DOE sites in dr ums and boxes and wil 1 be 1 oaded into TRUPACT II using hands-on techniqu'es since the dose rates are 1 ow. The TRUPACT II design wi1 1 contain 14 drums of waste. The package provides doubl e containment which al 1 ows transport of greater than 740 GBq (20 cur ies) of pl utonium. Each containment vessel is unvented during transport and has seals which are "leak-tight" during both normal and accident conditions of transport. Unl oading of the drums from each TRUPACT II is al so a h ands-on p rocess.

INTRODUCTION

Commencing in October 1988> nuclear waste related to defense facil ities operations at various locations (Fig. I) wil 1 be delivered to the Department of Energy's Waste Isolation Pilot Pl ant (WIPP) near Carl sbad~ New Mexico. The facility is being designed to store as much as 25 years worth of these shipments. More than 15i000 shipments are anticipated. Consistent with that needi Westinghouse El ectric is invol ved with the pl arming> implementation and management of waste containers development to safel y transport that waste. The major constituent wil 1 be tran surani c> a 1 ph a-emitti ng materi al ("contact waste") ~ Acti v i- ties are under way to address boxed and drummed waste. r"xcvRE 1

LAW LIV

'l8: 0925 The constituent waste consists of a variety of forms emanating from laboratory wastes and by-products from production operations and reclamation processes used to recover pl utonium from contaminated equipment and material s. Examples incl ude laboratory clothingp gloves. tissues. polyethylene bags~ gl assp tool s. and cemented sl udge. Over 170 ML (6 mil 1 ion cubic feet) of waste is anticipated to be shipped. More than one shipment is expected to be del i vered each day to the WIPP site. The transportation of these transuranic wastes will util ize the results of programs to evol ve (a) container design (Type B) to transport drums, (b) design of a Type 8 container to handle boxed waste existent at sitesi (c) a Type A waste box design to accommodate newly generated waste and compatible with emplacement in a Type B container. This paper addresses the TRUPACT II (Type 8) container which wi 1 1 transport drums and alternatively the Type A box being planned. The design> certification and fabrication of TRUPACT II is being performed by Nuclear Packaging under subcontract to Westinghouse.

CH-TRU WASTE

The CH-TRU wastes which wi 1 1 be transported in TRUPACT II are contaminated with greater than 3.7 kBq (100 nCi) of alpha- emitting TRU nuclides with a half-life greater than 20 years per gram of waste. The dose rate on the .surface of the drum or box containing the waste must be less th'an 2 mSv (200 mRem) per hour to be cl assi f ied as contact handl ed for acceptance at the WIPP. Wastes exceeding 2 mSv (200 mRem) per hour are cl assi fied as remote-handled TRU or RH-TRU wastes.

The DOE TRU waste generator sites have been storing TRU wastes retrievably since l970. Over the next 25 years DOE plans to transport the retrievably stored and newly generated waste to the WIPP. Of the ten waste generator sitesi the Idaho National Engineering Laboratory (INEL) has the majority of the r etrievably stored wastes w ith approximatel y 60 percent. Hanf or d> Los Al amos National Laboratory (LANL). Savannah River Plant (SRP) and Oak Ridge National Laboratory also store TRU wastes retrievably. The newly generated waste is produced principal ly at the Rocky Flats Plant fol lowed by SRP, Hanford, LANL and Lawrence Livermore Na ti o na 1 Laboratory. An important part of the pl an for recel pt of TRU waste at the WIPP has been the devel opment of a process by which TRU wastes can be characterized and shown to meet the waste accep- tance criteria at the WIPP. The characterization process has become a significant effort for sites storing or generating TRU waste since it establishes that the waste in the containers meets the allowable limits. The parameters of the waste important for recei pt of waste at the WIPP are also useful for obtaining the information needed to eval uate the safety of the waste during transport. The para- meters of interest include the identity and quantity of the radioactive material including fissile content. chemical and physical form. potential for generation of gases, thermal power and weight.

To datei many CH-TRU waste streams generated at the DOE sites have been described in a waste acceptance certification plan. The pl an has been reviewed by WIPP and the waste streams have been approved for recei.pt at WIPP. One of the benef its of this approval process is the framework it provides for categor i- zation and certification of CH-TRU wastes for transport in TRU- PACT II. The broad categories of CH-TRU wastes identi fied for tr ansport in TRUPACT II include organic and inorganic materi al s in either a sol id or sol idi fied form. These wastes have been and are being generated from research and development programs or defense programs. A wide variety of items are in the waste. TRU contaminated paper-wipes, clean-up rags, laboratory clothes. absorbed 1iquidsi solidified organic solutions and plastics make up some of the organic wastes. Metal and gl ass items> such as discarded tool s. pumpsi val ves> racks and laboratory glassware are in the inorganic waste category. The CH-TRU wastes are contained in either drums or boxes which meet the Type A packaging requirements. These containers also have gas release provisions, such as vents, filters or semi- permeable gaskets since pressur ized containers are prohibited at the WIPP.

TRANSPORTATION PACKAGE

TRUPACT II is a sealed transportation package for CH-TRU waste which incl udes two separate containment vessel s in strict accordance with NRC requirements (10 CFR 11.63) for two 1 evel s of testable containment when transporting Pu in excess of 740 GBq (20 curies) per package. A TRUPACT II is sized to contain four- teen 200-L (55-gal ion) drums of CH-TRU waste and al 1 ow three packages per trailer during transport for a total of 42 drums o' waste per shipment. The abil ity to transport boxes is al so part of the TRUPACT I I desi gn.

The outer level of containment in TRUPACT II is provided by an outer containment assembly (OCA) which consists of an exterior stainless steel skin> a relatively thick layer of polyurethane foam and a stainless steel pressure vessel inside the foam. The exterior of the OCA is in the form of a right circular cyl inder with an external diameter of 239 cm (94 inches) and an external height of 300 cm (118 inches). The exterior stainless steel skin provides a tough> puncture-resistant surface which absorbs energy during the hypothetical drop accident conditions. The skin is backed everywhere by the closed-cel 1 polyurethane foam that is approximatel y 25.4 cm. (10 inches) thick. The foam is an excel- lent impact-energy absorber and thermal insulator. Its presence protects the OCA's inner pressure vessel from the various regul a- tory drop conditions and al so retar ds heat input during the hypothetical f i re acci dent condition. The foam is fl arne-res i s- tant and sel f-extinguishing thus minor tearing of the

OCA exter ior skin is ful 1 y acceptab1 e. The pressure vessel inside the foam is called the outer containment vessel (OCV) and is designed to withstand 345 kPa (50 psig) of internal pressure. The OCV consists of a cylindrical shell> two dished heads and a set of closure rings which join together to form a double o-ring bore seal. The seal is designed to a "leak-tight" leakage rate of 10 scc/sec in accordance with ANSI N14.5. This low leakage rate applies to both the normal and hypothetical accident condi- tions of transport.

Nested concentrically inside of the OCV is the separate inner containment vessel (ICV) which is a completely removable pressure vessel made of stainless steel. Like the OCV> the ICV also consists of a cylindrical shell, two dished heads and a set of closure rings with bore seals. Similarly~ the leakage rate for the seal is "leak-tight" per ANSI N14.5. The internal cavity provided by the ICV has energy absorbing honeycomb in the upper and 1 ower heads to protect the heads from impacts from the con- tents during dr op acci dent conditions. These 1 arge cel 1 al uminum honeycomb spacers also serve as generous plenums for gases gener- ated by the contents. The ICV desi gn al so incorporates beds of catalyst recombiner material to limit the formation of combus- tibl e gas mixtures during tr ansport. The 14 drums pl aced within the ICV are supported on a single pallet which permits loading and unl oading of al 1 drums in one 1 i ft. Both the OCV and ICV are equipped with vent and seal leak test ports on their respective cl osure rings. These permit venting or inerting of the vessel cavities and performance of leakage rate tests on the o-ring seals. Another feature of TRUPACT II is the use of fork-1 ift pockets at the bottom to permit routine handl ing by means of f ork-1 i ft trucks. The pockets prov i de f or access by the fork- 1 i ft truck from either side when a TRUPACT II is on a trail er.

Tie-down of the TRUPACT II packages to the trailer is by means of four attachment points per package. The attachments are located at the bottom outside surface of package and are sized in accordance with, the draft standard for tie-downs> ANSI N14.2 and the requir ements of 10 CFR 71.45(b).

The trailer for TRUPACT II transport is of lightweight construction featuring a singl e drop gooseneck. The dimensions of the trailer were selected for compatibility with state and federal highway regulations. The trailer and three loaded TRU- PACT II packages are designed to weigh less than 28,182 kg (62.000 1 bs.) permitting up to an 8.182 kg (18>000 lb.) tractor while remaining bel ow an 36>364 kg (80>000 lb.) gross vehicle wei ght. TRUPACT II is being devel oped with the aid of an extensive test program to demonstrate compliance with 10 CFR 71. Bench seal e tests, have been used to I) size the exterior skin thickness and foam density for puncture resistancei 2) prove the sealing effectiveness of bore seal s in deformed geometriesi 3) identify acceptable bore seal gap tolerance for leak-tight performance> 4) measure o-ring squeeze forces. andi 5) demonstrate the flame retardant and self-extinguishing properties of the energy absorbing f oam. In addition to the bench seal e testsi a one-hal f seal e model of the package's energy absorbing components were tested in 9-m (30-foot) drop and I-m (40-inch) puncture tests to confirm the selection of exterior skin thickness and foam density.

Two series of ful 1 scale tests are planned. The first series is with an engineering prototype that wil 1 be used to I) conf irm the impact arid punch performance features. 2) prove the effectiveness of the bore seals after drop and puncture test impacts, 3) demonstrate the ability of the ICV to survive payload impacts> andi 4) select the "wor st" orientations for the subse- quent ful 1 -seal e tests. The second series of full-scale tests is the Certification Demonstration Test Program which will be conducted by Sandia National Laboratories (SNL). The tests at SNL wil 1 consist of one or more 9-m (30-foot) drops followed by one or more I-m (40- inch) drops onto a l5.24-cm (6-inch) puncture bar fol 1 owed by a one-hal f hour pool fire. Before and after the test series the leakage rate will be tested for the seals for both the OCY and ICV.

Delivery of the first trailer's worth of TRUPACT II package is currentl y schedul ed for October 1988. This schedul e requires continued successes in the testing program. a coor dinated effort on the description and analyses of the payloads and dedicated support to the pr eparations for handl ing the TRUPACT II package when it becomes avail able for transport of CH-TRU wastes. CERTIFICATE GF COMPLIANCE; to cFR rt FOR RAQIOAGTIVK MATERIALS ISAGKAGKS PACKAGE t.s.CERTIFICATE NUMBER b. REVISION NUMBER [ c. IDENTIFICATION NUMBER d. PAGE NUMBER I ~. TOTAL IIUMSER PAGES 9218 4 USA/9218/B(U)F 4

E. PREAMBLE ft ~. This certltlcate is issued to certify that the packaging and contents described in Item S below. meets the appliable sa fety standards set forth in Title 10,Code of Federal Regulations, Part 71, "Packaging and Transportation of Radioactive MateriaL" b. This certificate does not relieve the consignor from compliance with any requirement of the regulations of the L.S, Department of Transportation or other ~pplicable regulatory agencies, including the government of any country through or into which the package will be transported.

S. THIS CERTIFICATE IS ISSUED ON THE BASIS OF A SAFETY ANALYSIS REPORT OF THE PACKAGEDESIGN OR APPLICATION a ISSUED TO IIWmv smi Ackrvvri b. TITLE AND IDENTIFICATION OF REPORT QR APPLICATION

Department of Energy Nuclear Packaging Inc. application Transportation 8 Packaging dated March 3, 1989, as supplemented. Safety Div., EH-33.3 Mashington, DC 20585 c. DDOKET NUMBER 71-9218

4. CONDITIONS This certificate is conditional upon fulfilling the requirements of 10 CFR Part 71, as applicable. and the conditions specified below.

(a) Packaging

(1) Model No.: TRUPACT-II (2) Description

A stainless steel and polyurethane foam insulated shipping container designed to provide double containment for shipment of contact-handled transuranic waste. The packaging consists of an unvented, 1/4-inch thick stainless steel inner containment vessel (ICV), positioned within an outer containment assembly (OCA) consisting of an unvented 1/4-inch thick stainless steel outer containment vessel (OCV), a 10-inch thick layer of polyurethane foam and a 1/4 to 3/8-inch thick outer stainless steel shell. The package is a right circular cylinder with outside dimensions of approximately 94 inches diameter and 122 inches height. The package weighs not more than 19,250 pounds when loaded with the maximum allowable contents of 7,265 pounds.

The OCA has a domed lid which is secured to the OCA body with a locking ring. The OCV containment seal is provided by a butyl rubber 0-ring (bore seal). The OCV is equipped with a seal test port and a vent port.

The ICV is a right circular cylinder with domed ends. The outside dimensions of the ICV are approximately 73 in(!hes diameter and 98 inches height. The ICV lid is secured to the ICV body with a locking ring. The ICV containment seal is provided by a butyl rubber 0-ring (bore seal). The ICV is equipped with a seal test port and vent port. Aluminum spacers are placed in the top and bottom domed ends of the ICV during shipping. The cavity available for the contents is a cylinder of approximately I3 inches diameter and ?5 inches height.

PI

IP

I

I

SacLamr~~ JR% IML w~~ CONDITIONS (continuedi Page 2 — Certificate No. 9218 - Revision No. 4 - Docket No. 71-9218

(a) Packaging (continued) (3) Drawings The packaging is constructed in accordance with Nuclear Packaging Drawing No. 2077-500 SNP, Sheets 1 through 11, Rev. K.

The contents are positioned within the packaging in accordance wi Nuclear Packaging Inc. Drawing Nos. 2077-007 SNP, Rev. C, and 207 SNP, Sheets 1 and 2, Rev. C. (b) Contents

(1) Type and form of material

Dewatered, solid or solidified transuranic wastes. Mastes must b packaged in 55-gallon drums, standard waste boxes (SWB), or bins. must be restricted to prohibit expTosives, corrosives, nonradioac phrophorics and pressurized containers. Within a drum, bin or SW radioactive pyrophorics must not exceed 1 percent by weight and f liquids must not exceed 1 percent by volume. Flammable organics limited to 500 .ppm in the headspace of any drum, bin or SWB.

(2) Maximum quantity. of material per package

Contents not to exceed '7,265 pounds -including shoring and secondary containers, with no more than 1000 pounds per 55-gallon drum and 4,000 pounds per SMB.

Maximum number of containers per package and authorized packaging configurations-are as follows: .

(i) - .14 55-gallon drums, (ii) 2 SWBs, (iii) 2 SMBs, each SMB containing one bin, (iv) 2 SMBs, each SWB containing 4 55-gallon drums, (v) 1 ten-drum overpack (TDOP), containing 10 55-gallon drums, (vi) 1 TDOP, containing 1 SMB, (vii) 1 TDOP, containing 1 bin within an SWB, or (viii) 1 TDOP, containing 4 55-gallon drums within an SWB.

Fissile material not to exceed 325 grams Pu-239 equivalent with no more than 200 grams Pu-239 equivalent per 55-gallon drum or 325 grams Pu-239 equivalent per SMB. Pu-239 equivalent must be determined in accordance with Appendix 1.3.7 of the application.

Decay heat not to exceed the values given in Tables 6.1 through 6.3 "TRUPACT-II Content Codes", (TRUCON), DOE/WIPP 89-004, Rev. 6. (c) Fissile Class CONDITIONS (continued] Page 3 - Certificate No. 9218 - Revision No. 4 — Docket No. 71-9218

6. Physical form, chemical properties, chemical compatibility, configu containers and contents, isotopic inventory, fissile content, decay and center of gravity, radiation dose rate must be determined and l accordance with Appendix 1.3.7 of the application, "TRUPACT-II Auth for Payload Control", (TRAMPAC).

Each drum, bin or SMB must be assigned to a shipping category in ac Table 5, "TRUPACT-II Content Codes", (TRUCON), DOE/MIPP 89-004, Rev tested for gas generation and meet the acceptance criteria in accor Attachment 2.0, to Appendix 1.3.7 of the application.

Each drum, bin or SMB must be labeled to indicate its shipping cate drums, bins or SWB's within a package must be of -the same shipping

Each drum, bin, SMB, or TDOP must be equipped with filtered vents p in accordance with Appendix 1.3.7 of the application. .Drums which equipped with filtered vents during storage must be aspirated befor minimum aspiration time must be determined from Tables 7.1 through II Content Codes", (TRUCON), DOE/MIPP 89-004, Rev. 6.

10. In addition to the requirements of Subpart G of 10 CFR Part 71:

(a) Each package must be prepared for shipment and operated in acc the procedures described in Chapter 7.0, "Operating Procedures application.

(b) Each package must be tested and maintained in accordance with described in Chapter 8.0, "Acceptance Tests and Naintenance Pr application.

The contents of each package must be in accordance with Appendix 7. Control Procedures", of the application..

12. Prior to each shipment, the lid and vent poyt seals on the inner and outer contain ment vessels must be leak tested to 1 x 10 std cm /sec in accordance with Chapter 7.0, "Operating Procedures", of the application.

All free standing water must be removed from the inner containment vessel cavity and the outer containment vessel cavity before shipment.

The package authorized by this certificate is hereby approved for use under the general license provisions of 10 CFR 571.12.

15. Expiration date: August 31, 1994. CONDITIONS (continued j

te No. 9218 - Revision No. 4 - Docket No. 71-9218

REFERENCES

Safety Analysis Report for the TRUPACT-II Shipping Package dated March 3, 1989. Supplements dated: May 26, June 27, June 30, August 3, and August 8, 1989; April 18, July 10, July 2S, August 24, and December 20, 1990; April 11, April 29, and June 17 1991; and September 24, 1992.

"TRUPACT-II Content Codes", (TRUCON), DOE/MIPP 89-004, Rev. 6, dated September 1992.

FOR THE U.S. NUCLEAR REGULATORY COMMISSION

Charles E. ef Transportation Branch Division of Safeguards and Transportation, NMSS jIJOV 19 Date: 1992 ~I Sfgy ~4 P0 UNITED STATES Cl NUCLEAR REGULATORY COMMISSION C 0 I N 'WASHINGTON, O. C. 20555 O~ 4 /y 4y*y4

APPROVAL RECORD Model No. TRUPACT-II Package Certificate of Compliance No. 9218 Revision No. 4

By'application dated September 24, 1992, Nuclear Packaging, Inc., on behalf of the I:opartment of Energy (DOE), requested an amendment to Certificate of Complijnce No. 9218,. for the Model No. TRUPACT-II package. The request include5 the following changes: (I) a new secondary container which could be used as an overpack for 55-gallon drums or standard waste boxes (SWBs}, and (2) revision of several content codes to include additional waste materials.

In order to address the potential issue of waste retrieval from WIPP, a ten drum overpack (TDOP) was developed which could be used to overpack the retrieved waste containers, either 55-gallon drums or SWBs. This would allow the shipment of waste containers which may have been damaged during storage. One SWB or ten 55-gallon drums can fit inside the TDOP. The applicant evaluated the decay heat limits for each shipping category, to assure that the hydrogen concentration within the innermost confinement layer would not exceed 5% during a 60 day shipment period. The evaluation demonstrated that all shipping categories could be shipped inside the TDOP with no reduction in the decay heat per 55-gallon drum or per SWB. This is because there are fewer 55- gallon drums and SWBs per package when shipped in a TDOP. Each TDOP must be equipped with a minimum of 9 filtered vents, as described in Appendix 1.3.7 of the application. . (i'' . The applicant provided descriptions. for the revised content codes. The new content codes are for waste for the WIPP experimental program. The revised content codes include combinations of wastes from other content codes. The waste restrictions, chemical compatibility, and acceptable package configurations were determined using methodology used for other content codes. Decay heat limits were based on the most restrictive content code.

The Certificate of Compliance has been revised to specify the packaging configurations authorized for the TRUPACT-II, and to include the TDOP as an overpack for drums and SWBs. The certificate has been revised to reference the updated TRUCON document, which includes the revised content codes. The certificate holder has been changed to the Transportation 8 Packaging Safety Division of the DOE, based on a previous agreement between NRC and DOE.

These changes do not affect the ability of the package to meet the requirements of 10 CFR Part 71.

Charles E. ef Transportation Branch Division of Safeguards and Transportation, NMSS Da« GCA LIFT POINT IID NLY ;TYPICAL. 'LAGEsi

CUTER CONTAINMENT ASSEMBLY LID

ICV IF !0 FIRE CONSLMABLE VENT L POINI LID O (TvPICAL „- PLACES) EMPTv VESSEL ONL" (TYPICAL i PLACES)

SEE I'IGURE I G-c /' FCR CLOSURE/SEaL AREA ll!l llllllllm)BN DETAILS

l

'.NNER CONTA INMENt VESSEL LID

PAYLOAD, AVAILABLE CAVITY 72-9/16 Dla X 74-5/8 LONG (SEE FIGURE I 0-3 d 1.0-4I PPER aLUMINUM HONEYCOMB S>AGER ASSEMBLY

INNER CONTAINMENT VESSEL BODY SEE FICURE I 0- FOR CLOSURE/SEAL AREA ANNULUS DEBRIS SHIELD DETAILS (CPTIONAL)

LOWER ALIAIINIAI HONEYC spacER asSEMBLY OUTER CONTAIIAIENT ASSEMBLY BODY

OUTER CONTAIIAIENT VESSEL STIFFENING RING

BODY F IRE CONSUMABLE uENT (TYPICAL, 6 PLACES)

TIEDOWN DOUBLER PLATc. (tYPICAL. 4 PLACES)

TIEDOWN LUG ('YPICAL. 4 PLACES)

FORK LIFT POCKETS (TO LIFT LOADED PACKAGE)

TRUPACT-II PACKAGING COMPONENTS Tyackc TMI-2 RAIL CASK AND RAILCAR x 10 atm-cc/s of gas at a pressure differential of 1 atm load at each end of the car body equally between two "truck" across the prcssure boundary (a bubble about the size of a assemblies and articulates the movements between the car Ping-Pong ball per year)]. NuPac provided two leak-test sys- body, trucks, and coupler. Each truck assembly distributes tems for thc package. Thc first, a helium mass spcctromcter itsdoad equally between two axles, so that ultimately, thc leak detection system, is used for "maintenance verification" load from the railcar and cask assembly arc distributed be- leak testing and has a sensitivity in thc 10 to 10 atm-cc/s tween two span holsters, four trucks, eight axles, and sixteen range. The second, a less sensitive "pressure risc" system, wheels. To understand thc maintcnancc on thc railcar„soc- t 1I

e II I.~s~~~p ~:i

f/ IÃig~

I

44444444" ' -= ~ g I 4jij I I I I I 4 I 44 I 11 I I II I I I 4 4 I II l III 44444 I

I HFg j N' '

11 I) 7RUPACT Il HANI3LING

I j ~mmsmlk (156 IN f 'I III HN% I Bi Ik pili.ssII~

OUTER LID REMOVAL INNER LID REMOVAL 30 MlNUTE JP-4 BURN TEST ARRANGEMENT 30 Ft-. DROP TEST IMPACT

OBLIQUE PIN DROP TEST IMPACT POST 30 MIN. BURN TEST

20 'F COOLDOWN PRIOR TO 30 FT. DROP TEST

Appendix C-2

NuPac 125-8 Reference Article —TMI Shipments

C-3

TMI-2 RAIL CASK AND RAILCAR MAINTENANCE

M J.Tyackc, A.L, Ayers, Jr.. EG&G Idaho, Inc. Idaho National Enginccring Laboratory Idaho Falls, Idaho 83415 L.J.Ball EG&G Idaho Inc. Idaho National Enginccring Laboratory Middlctown, Pennsylvania 17057

ABSTRACT

This paper describes the NuPac 125-B cask system (i.e.,cask and railcar), and the maintenance and inspection rcquircmcnts for that system. Thc paper discusses thc operations being done to satisfy those requirements and how, in some cases, it has been efficient for the operations to bc more rigorous than the rcquircmcni.s. Finally, this paper discusses thc cxpcricnces gained from i.hose operations and how specific hardware and procedural cnhanccmcnts have rcsul(cd in a rcliablc and continuous shipping campaign. INTRODUCTION comipliShC. In some cases the activities are much more EG&G Idaho, Inc., acting on behalf of the U S.Depart- rigorous than those normally thought required in im- ment o!'nergy (DOE), is rcsponsiblc for accepting core plementing similar transport actions. Thc cxpcricncc debris from. Three Mile Island-Unit 2 (TMI-2) operated by gained is discussed in the following sections. GPU Nuclear Corporai ion, and transporting it from Thrcc Mile Island (TMI) near Harrisburg, PA, to thc Idaho Na- RAIL CASK MAINTENANCE Itpnal Enginccring Laboratory (INEL) near Idaho Falls, Packanc Description ID. EG&G Idaho, Inc. also is responsible for placing thc Thc NuPac 125-B package is a double-containment debris in storage and monitoring thc debris. Transportation cask system with separate and indcpcndcnt inner and outer uf the debris is being accomplished using three Model 125- "lcaktight" vessels (sec Fig.l). Each vessel uses a double 0- II Rail Cask systems, which were designed and fabricated ring male/female seal arrangcmcnt designed into the bore by'uclear Packaging, Inc. (NuPac) and certified for of thc vcsscl opening. Thc lid for each vessel contains ports transporting thc TM 1-2core by thc U.S.Nuclear Regulatory for venting thc vessel, for testing the region between the 0- .Commission (NRC). Shipments werc initiated in July 1986, rings on thc lid seal, and l'or containing a rupture disc prcs- and through December 1987, twenty-two cask loads have sure rclicf assembly. Thc inner vessel contains seven been delivered (o the INEL. That represents about onc-half canister cavities, with onc cavity in thc center and six of the projcctcd core volume. clustcrcd around thc periphery. The assembled vessel also Inspection and maintenance activities have been estab- includes radiation shield plugs in the upper end of each lished for both the transport package and the railcar. Min- canister cavity and passive impact limiter subassemblies at imum maintenance requirements for thc transport package both thc bottom and thc top of each cavity. Thc shield plugs on" im- are set forth in thc Safety Analysis Rcport (SAR) for thc allow "hands installation and testing of thc lid. Thc package and issued by thc NRC as a condition of thc pack- pact limitcrs are dcsigncd to limit axial loading of the core age ccrtiTication. Maintenance of the railcar is sct up to debris canisters in thc unlikely event of a severe dynamic 'satisfy the Association of American Railroads re- transport incident. Thc lower impact limitcrs 'are scparatc (AAR) . 'quirements for interchange service. Thc actual inspection subasscmblics. Thc upper impact limitcrs are integral with "and'maintenance activities arc pcrformcd by scvcral or- thc shield plugs. 'ganuations. Maintenance of the transport package is per- Thc outcr vessel is a composite stainless steel and lead formed primarily by GPU Nuclear at TMI in conjunction assembly which cnvclops thc inner vessel. It incorporates lttith the cask loading operations, and, to a lesser extent, by t hrcc sets of hcavy trunnions. Two sets arc used for support gG&G Idaho, Inc. at INEL, in conjunction with the cask of the cask assembly in its transport skid and the third for ',unloading operations. rotating thc cask from thc horizontal to the vertical in its Union Pacific Railroad (UPRR) is perl'orming'thc rail- skid and for lil'ting thc cask from thc skid. car maintcnancc at its car maintcnancc facility located in Thc cask system incorporates large-diameter foam- t'ocatello, ID. filled overpacks attached at each end of the outer vessel, "dumbbcQ" Thc cxpcricncc gained from the inspection and main- which gives thc package thc distinctive ap- t'eiiancc effort is of particular significance because it relates pearance. Each system also includes a transport skid, which Raw thc cask and railcar rcquircmcnts arc actually being ac- Tyacke TMI-2 RAIL CASK AND RAILCAR

Outer Vessel 0-rings

OO

Closure Outer Outer Trunnion Overpack bolts vessel vessel (6 places) lid

inner Shield plugs Lower Closure vessel 0-rings and Impact Canisters impact Inner bolts ers llmlters vessel

84159 Inner Vessel

Fig. l. Exploded View of the NuPac 125-8 Railcask. subasscmblics. Thc upper impact limitcrs arc integral with ~ Trunninns-Inspect thc trunnion bearing surfaces thc shield plugs. for cxccssivc wear, signs of galling, or distortion. Thc outcr vcsscl is a composite stainless steel and lead o ~-Inspect the surfaces of all seals I'or tears, assembly which envelops thc inner vessel. It incorporates nicks, or cuts. Damaged seals shall bc rcplaccd. three sets of heavy trunnions. Two sets are used for support Those items requiring periodic maintenance and the of thc cask assembly in its transport skid and thc third for actions rcquircd arc as follows: rotating the cask from the horizontal to thc vertical in its ~ Fastene~-Fasteners and outcr vcsscl lid skid and for lifting the cask from thc skid. (inner bolts and ovcrpack attachment bolts) shall be Thc cask system incorporates large-diamclcr foam- replaced when damaged or, as a minimum, every filled ovcrpacks attached at each cnd of thc outer vcsscl, five years. which gives thc package thc distinctive "dumbbell" ap- ~ Sash-Seals shall bc rcplaccd annually or when pearance. Each system also includes a transport skid, which damaged. In conjunction with seal rcplaccmcnt, hnctions as a multipurpose support system for thc as- scaling surfaces and 0-ring grooves shaQ be in- sembled package. spcctcd l'or damaging burrs or scratches. Cask Maintcnancc Requirements ~ Rupture Discs--The rupture discs for the inner The certification by NRC for thc cask stipulates thc and outcr vessel lids shall bc rcplaccd annually items requiring maintcnancc (1). Those items requiring or when damaged. regular attention, (i.e.,in conjunction with each and the use) ~ Inner Impact Limiters-The inner vessel impact actions rcquircd, are as follows: limitcrs shall be inspected annually for damage ~ Fasteners-Inspect for general overall condition to thc cxtcrnal skins and for axial dcformations and for stripped or damaged threads before each in excess of 10%.Skin damage shall be corrected usc. Damaged fastcncrs shall bc replaced. before further usc and permanent axial deforma- ~ Gvcrnscks-Inspect for shipping damage and for tions in excess of 10%shall constitute nccd for replacement of the impact limiter. stripped or damaged threads at the attachment points. A plastic pipe plug on the, cnd of each Cask Operations and Maintenance I'or ovcrpack shall bc in "pcctcd damage, and Thc actual maintcnancc on thc cask is morc involved replaced if accessary. than implied by the requirements. QPU Nuclear has implc mcntcd thc following proccdurcs in preparation for each shipment: Decontaminating the, cask inner vessel internal 58 Tyackc TMI-2 RAIL CASK AND RAILCAR

urfaccs, including thc impact'limitcrs and undcrsidc of thc cask is'inspect'cd for shipping damage. Thc environmental incr vcsscl lid; replacing thc lid seals; inspecting and cover and ovcrpacks arc then rcmovcd. At TMI, thc railcar repairing the internal impact limitcrs, as required. EGA G is moved into the Fuel Handling Building where thc cask Idaho, Inc. has also implemented procedures for removing and transport skid are removed from thc railcar and the car residual water remaining in thc canister cavities of the inner is removed from the building. At INEL, thc cask and vessel after unloading the cask and for inspecting the cask transport skid arc moved from the railcar to a tractor/trailer trunnions. Those activities require careful consideration transporter system for transport to the hot shop. The en- when planning a shipping campaign of this type. vironmental covers,ovcrpacks, and ovcrpack attachment bolts are inspected at both locations subscqucnt to the Some background information about the TMI-2 ship- removal operations. ments is ncccssary to understand the maintenance opera- tions. First, each cask is covered during shipment with a Maintenance ai TMI begins after the cask has been rcinforccd vinyl tarp, rcfcrrcd to as the "cnvironmcntal moved into thc Fuel Handling Building, uprighted in the cover." Thc cover kccps thc package and skid clean during skid, anchored in place, and a movable work stand placed trans port, particularly during the winter. Second, each cask around the cask. Lids of the cask are removed, the inner ves- is both loaded and unloaded using dry operations. Special- sel lid is surveyed for contamination, and thc lid is dccon- ly designed cask interface and canister transfer equipment taminatcd. Shield plugs and impact limiters are removed is used for loading operations at TMI and a large hot shop from thc inner vcsscl. Thc interior of the vessel is dccon- facility is used for unloading operations at INEL. Those taminatcd using hot water, followed by a forced air drying operations have confined package contamination to interior cycle. Thc seal surfaces on thc inner and outcr vessels arc surfaces of the inner vcsscl, shield plugs, and internal im- clcancd and inspcctcd. Thc impact limitcrs arc decon- pact limitcrs. Finally, each cask and transport skid is taminated and inspected for evidence of axial deformation removed from thc railcar both at TMI (loading) and thc and damage to thc skins. It should bc noted that the, impact ''INEL (unloading). Upon receipt at both locations, thc rail limitcrs have required cxtcnsive maintenance because of

Rallcar body

Rail cask ~v Skid tie down

Fig. 2. The NuPac 125-BTransport Package With Railcar.

59 Tyackc TMI-2 RAIL CASK AND RAILCAR x 10 atm-cc/s of gas at a pressure differential of 1 atm load at each end of the car body equally between two "truck" across the pressure boundary (a bubble about the size of a assemblies and articulates the movements between the car Ping-Pong ball per year) j.NuPac provided two leak-test sys- body, trucks, and coupler. Each truck assembly dis(ribu(cs tems for the package. The, first, a helium mass spcctrome(cr i(sdoad equally between two axles, so that ul(imatcly, thc leak detection system, is used for "main(cnancc verification" load from the railcar and cask assembly arc dis(ribuicd be- leak testing and has a sensitivity in the 10 to 10 atm-cc/s tween (wo span bolsters, four trucks, eight axles, and sixteen range. The second, a less scnsi(ivc "prcssure risc" system, whccls. To understand thc main(cnancc oa (hc railcar, spe- was intended as a "go/no-go" test for "assembly verification" cial features of several railcar subassemblies are described of thc seals during normal operations in the periods be- as follows: maintenance and twccn seal replacement. Since GPU e Car Bndv-Thc underside ol'ach cnd of (hc car Nuclear replaces thc seals after each shipment, (hc second body has a thick circular plate, known as thc "cen- system is not used and a maintenance verification leak test ter plate," welded into thc thc body structure. is per formed before each shipment. The helium leak dctec- That plate serves as thc connecting pin between Lian system is also used to verify rupture disc in(cgr al'(cr i(y the body and thc span bols(cr. Outboard from new discs arc installed. each ccntcr plate, (i.c.,toward thc sides of thc Thc cask inspection and maintenance at INEL begin car), are small rectangular "wear plates" welded after the cask has been transported to thc hot shop, to thc body understructure which mate wi(h uprightcd and lifted from the skid, and placed in a station- similar plates on top of the span bolster. Those ary workstand. Once the cask is in the stand, thc lids arc mating pairs of plates arc known as "side bear- removed, sct aside, and protcctcd. Thc lid bolts arc clcancd, ings," and they function to limit tilt of thc car inspected, and set aside. Plastic rings are installed in the body relative to the span bolster. When (he car is cask vessels to protect seal surfaces and plastic is draped level, t.herc is a specified clearance be(wccn thc over thc top and sides of thc cask to rcducc possible con- surfaces of thc side bearing wear plates. tamination. Thc hot shop is then clcarcd of operating per- e Span Bolster;-Thc receptacle in the span bolster sonnel and the canisters are withdrawn rcmotcly from thc which in(cr(aces with thc car body center pla(c is cask and placed in storage. known as the "center bowL" The mating surfaces After the cask is unloaded, cleanup ac(ivi(ics arc in- of thc ccntcr plate arc surface hardcncd, so thc itiated prior to cask assembly. Even though (hc casks arc dry center bowl is lined with a "wear ring" around i(s loaded at TMI, the canister surfaces arc not. complctcly dry vertical bore and with a wear plate in the bottom after removal from thc storage pool and some water is car- of thc bowl. A hcavy lubricant is applied (o (hc as- ried into the cask. Thc shield plugs and lower impact wear plate to provide a bearing material in the limitcrs arc rcmovcd from each canis(cr cavity and thc scmblcd connection. The underside of (hc span residual water is rcmovcd using absorbcn( rags on (hc cnd bols(cr at thc interface with each rail (ruck is of a long rod. Radiological smears arc ob(aincd from each similar (o (hc car body configuration (Lc.,ccn(cr cavity to determine if thc contamination levels are below the plate and side bearings). requirements for return shipment of an empty cask. If re- The frame of thc span bolster is extended at onc quired, individual cavities will bc decontaminated. The im- cnd to provide an intcrl'ace with thc railcar pact limitcrs and shield plugs are wiped and reinstalled into coupler system. The span-bolster frame is built (hc cask. The plastic covers arc removed, seals and seal sur- to accommodate, a "Freightmaster" drawbar faces inspcctcd, and thc lids installed. Thc upper two pairs cushioning dcvicc and the Frcightmastcr unit, in of trunnions are inspected. The lower set of trunnions each turn, accepts a standard railcar coupler unit. have a split slcevc bearing and housing installed over the ~ Rail Trucks-The structures on thc outboard trunnion bearing surface. Thcsc bearing asscmblics are sides of each truck assembly arc called "side removed for inspections semiannually. frames." The side frames interface with the roller bearing housings on thc ends of each axle and RAILCAR MAINTENANCE with a structural cross-member running across Railcar Descriotion the ccntcr of (hc truck, known as the "truck bolster." interfaces with each Thc railcars arc 149.7 metric ton (165 (on) ra(cd llu( The truck bolster linear guides and thc deck cars. Figure 2 is a photograph of an asscmblcd rail cask side frame through a sc( of rail truck asscmblics, Each truck bols(cr system with callouts added to iden(il'y (hc major subas- spring contains bowl for the respcc(ivc span scmblics. As shown in thc photograph, each cnd of thc flat a center and there are side bearings deck body iittcrfaces wi(h a "span bols(cr".assembly. The bolster ccntcr plate limit tilt the bolster rcla(ivc to (hc span bolster is a hcavy l'ramc assembly which dis(ribu(cs thc to the of span 60 Tyackc TMI-2 RAIL CASK AND RAILCAR

truck. Thc truck asscmblics also contain all the [AAR Rule 12 (does not include Rule 12.AQ)]. mechanisms, linkages, and air cylinders acces- Inspect all brake connection pins and cottcrs sary for thc brakes, which intcrfacc with each (AAR Rulc 9).Inspect. all body brake rigging wheel (AAR Rulc 11).Record COT&S (CJcua, Qjl, Railcar Maintcnancc and Inspection Rcquircmcnts ~ and Stencil) date. EG&G Idaho, Inc, and UPRR established two railcar e Span Bolster-Inspect span and body bolsters, and for cracked or broken members. inspection checklists. The first is used by the UPRR inspec- ccntcr plate bear- tor for inspections at INEL before accepting the cars for Apply center plate lube. Measure the side return to TMI. Thc second details the inspections and ing clearance at two places bctwcen thc car and Thc average preventive maintcnancc performed by UPRR at its car span bolstcrs at each cnd of the car. maintenance facility in Pocatcllo, ID. All items on both of thc two clearanccs must be between 0.32 and bear- cithcr mcct or arc morc rcstrictivc than thc rc- 'heeJdists 0.48cm (V8 and 3/16 in.). Measure the side the quiremcnts sct forth in thc Field Manual of thc Interchange ing clcarancc at two places bctwcen each of and four truck bolstcrs. Thc ~Rules 1987, adopted by the AAR Mechanical Division span holsters between Operations and Maintenance Department (2).Three items average of the two clearances must be ,which arc more rcstrictivc than thc AAR requirements are: 0.48 and 0.64 cm (3/16 and U4 in.). (a) Replacement of the brake shoes if there are signs of ~ Truck Assemblv-Inspect truck bolsters and side wear, (i.e.,cracks or balf of the brake material thickness has frames for worn, broken, cracked, bent, patched, been used); (b) average clearances of side bearing for each or corroded parts (AAR Rules 47 and 48). of thc four rail truck bolstcrs must be betwccn 0.48 and 0.64 Check wheels for visual damage. Inspect and em (3/16 and 1/4 in.); and (c) magniflux of whccl tread for gage whccls and condemn at 2.7 cm (1- U16 in.), signs of thermal cracking [each set of wheels (axles) is (AAR Rule 41, Rule 41&1.adoes not apply). All rotated about every 80,500 km (50,000 miles) to cnsurc whccl treads will bc magnilluxcd, UPRR uniform wear of tread]. specification. Each roller bearing shall be hand rotated and inspected for damage, unusual feel, The following is a summary of the detailed inspection or sound (applicable sections of AAR Rule and prcvcntivc maintenance checklist pcrformcd at thc 36}. roller bearing adapters (AAR Rule 37). maintcnancc shop of UPRR. Thc AAR Rules f'ollowcd for Inspect Check for broken, missing or out of position acceptance arc included, where appropriate. An explana- truck springs and snubbers. Measure and record tion of those rules can be found in Ref. 2. minimum clcarancc bctwccn lowest point of — ~ Coupler Assemblv Check couplers and knuck- truck and top of rail (must comply with AAR. les I'or worn or ~distorted contour (AAR Rulc Rulc 88A12). 16).Ensure correct knuckle is being used (AAR o Car Bndv —Inspect car body side and center sills Rulc 16).Rcmove each coupler and check sh'ank and crossbcarcrs for cracked or broken members wear (Fig.D of AAR Rulc 16).Rcmove and in- and for cracked wclds. spect knuckle pin. Inspect draft key [condemn when worn on any side 0.64 cm (1/4 in.} or e Remarks-The Inspector records necessary morc]. Check coupler side clcarancc and top ver- mcasurcmcnts, dates, and signs off after each tical clearance (Fig. 5 of AAR Rule 16).After item has bccn inspected. The Inspector records, rcasscmbly, check and record thc coupler height dates, and signs off all repairs made to the car. A from thc top of rail and toggle clearance. Uncou- signature by the railroad inspector certifies that pling mechanism must comply with AAR Rule the railcar ineets or exceeds the requirements of 22. Inspect Frcightmastcr cushioning device thc AAR and is acccptablc for usc. (Freightmaster manual - pages 6, 7, and 8, and Railcar On-Site Inspection AAR Rule Section Check accessible 59, A). The railcars undergo inspections before leaving TMI Freightmastcr parts of backstop casting. and INEL. Inspectors from DOT/FRA inspect the railcar o Brakes-Inspect and replace defective air brake at TMI. At INEL, inspectors from UPRR use the INEL hoses [AAR Rulc 5 (Rulc 5.A.1.h docs not checklist, certifying that thc empty return shipment is ac- apply)]. Hoses must bc changed every four'years. ccptablc. Thc UPRR inspectors will replace brake shoes, if Check air linc brackets, supports, angle, cocks, required. Other defects arc corrcctcd at the UPRR main- and piping. Inspect brake lcvcrs, brake beam, tcnancc facilitics. guides, rods, and pins (AAR Rules 6, and 10). 9, Railcar Detailed Inspection and Preventive Maintenance Perform single car air brake test (pamphlet 5039- and maintenance being done for thc 4, Sup. 1, latest edition). Inspect brake shoes- Thc inspections would normally be an- change when worn to 1.9cm (3/4 in.) or less railcars are much more rigorous than 61 Tyacke TMI-2 RAIL CASK AND RAILCAR ticipated. Since thc cars werc new at thc start of the ship- ier bowl. Clcaranccs on thc span bolster and (ruck side bear- ping campaign, EG8(G Idaho, Inc. and UPRR agrccd to do ings arc mcasurcd, adjusted, and recorded on thc checklist. complete inspections and prcvcntivc main(cnancc after Thc car coupler, knuckle, operating lever, and internal each rail cask round trip, at least until the cars were through parts arc disassembled from thc Frcightmastcr cushioning their initial break-in periods and an operating history for device. They are inspected for worn or distorted contour each car was cstablishcd. Thc inspections and prcvcntivc areas, repaired, and reassembled. The entire procedure is maintenance entailed a detailed tear-down inspection of rcpcatcd for thc opposite end of the car. each car about. every 8,000 km (5,000 mi). By (hc cnd of the third each the amount trip for car, of corrective m~- MAINTENANCE EXPEIUENCES tcnance being performed had dropped and consistent and maintenance operating histories were developing. UPRR and EG&G As a result of the inspection program the NuPac 125-8 Rail Casks and railcars, Idaho, Inc. agrccd that thc dctailcd inspec(ions and prcvcn- performed on there were numerous improvements made to thc system tive maintenance would be changed to every third round which maintenance efforts. The cam- trip, or about 24,000 km (15,000 mi). The following briefly reduced the shipping with DOE-owned rail casks. A (hird dcscribcs the activities being pcrformcd a( thc UPRR main- paign was initiated two tenance facilities. icascd cask, built and owned by NuPac, cntcrcd service in October 1987.Thc improvemcn(s werc implemented in thc In the maintenance shop, each railcar is disassembled third cask system and arc being incorporated in thc original onc cnd at a time. The body with cask is jacked up and thc casks. This section discusses some of those improvcmen(s. span bolster with trucks is rolled out. Onc cnd of thc span Cask bolster is lifted and the respective truck is rolled out. Thc fow brake shoes arc removed and the, shoe pads arc in- Working experience with the following items suggcs(s spected. Each axle is rcmovcd from thc truck, and thc improvcmcnts arc required to decrease maintcnancc or in- whccls arc visually inspcc(cd for damage. Thc width and crcasc clficicncy. Boi.h (hc i(cms and thc solutions arc dis- depth of thc flange ofeach wheel arc mcasurcd. A magniflux cussed. inspection of each wheel is pcrformcd to check for thermal ~ Intcrn~l Impact Lim~-Thc in(crnal impact cracks. To provide uniform wear on ihc (read oi'(hc wheels, limitcrs use aluminum honeycomb for thc energy thc wheels (axles) are rotated about every 80,500 km (50,000 absorption media. Thc honeycomb is protected miles). Thc wheel bearings and adapters arc checked. The from the cask internal environment by wrapping axle assembly is moved back under thc truck. Thc adapter a thin (nonload bearing) s(ainlcss s(cci shcc( is placed on the roller bearing. Thc truck is lowcrcd onto around each assembly and sealing it to both thc axle thc and thc assembly tic bolts ins(alicd. Thc date and upper and lower stainless steel end pieces and name of maintenance yard where inspection and the wheels along thc longitudinal scam formed ai thc ends werc ro(atcd arc stcncilcd on each axle. Thc operation is of thc shcct. An epoxy-based industrial adhesive repeated for each axle. was used to bond thcsc skins onto ihc as- The, truck center bowl is inspected and clcancd, dcfccts scmblics. Thc adhcsivc joints, howcvcr, arc fail- rcpairc'd, and lube disks mcltcd inside thc bowl. Finally, ihc ing and thc seams require constant cleanup and safety pin (a pin extending from thc ccntcr of the bowl which repair. To correct this situation in the third cask, cngagcs a matching bore in thc span bolster ccntcr plate) is thc skin thickness was increased slighily (from inspcc(cd for damage. Thc brake shoes arc installed, (hc 0.01to 0.023 cm (0.004 to 0.008 in.)] and (hc units brake hose connected to an air supply, and the brakes are skins werc welded in place. Replacement opcratcd. The stroke of (hc operating cylinder is mcasurcd arc being fabricated for (hc original iwo casks. to cnsurc ihc brakes opera(ing properly. Thc underside of To rcmove water from ihc cusl'fter ihc canisters are (hc span bols(cr deck is inspcc(cd and if ncccssary rcpaircd. unloaded at 1NEL, a small-diamc(cr tube was installed Thc truck is (hcn rolled back under and assembled with thc through (hc ccn(cr of each lower impac( limiter. Thc tube, span bolster. Thc operations arc rcpcaicd on ihc opposite allows pumping of residual wa(cr from each cavity without cnd of thc span bols(cr. removing (hc impac( limi(cr. Thc span bolster ccn(cr bowl and wear ring are in- ~ i.anyards-Small-diameter, vinyl-coated steel spcctcd, and if necessary, rcpaircd. Thc lube material on (hc aircraft cables (with crimp-tic security loops) wear plate is rcplaccd with ncw lubricant. Thc undcrsidc of werc used as lanyards to attach removal parts thc main body of thc railcar deck is inspccicd I'or dcfcc(s (i.c.,pins) (o (hc skid and railcar asscmbiics. Thc and, if necessary, repaired. The span bolster is rolled back vinyl coating would break at thc crimp-tic, and under thc main body of thc railcar deck. Thc ecntcr plate i.hc tic and coa(ing would slide over thc cable, under thc railcar deck is lowcrcd in(o ihc span bolster ccn- causing ihc lanyard loop to open. Thc situa(ion 62 Tyuckc TMI-2 RAIL CASK AND RAILCAR

was corrcctcd by using uncoated stainless stccl e Tilt nf ihc Ruilcar Rcd-Alter operating thc cars cables. on thc longer maintcnancc schedules, the deck ~ Avcrnucks-Installation of attachment bolts for was dcvcioping a noticcablc tilt. UPRR dctcr- thc ovcrpacks was awkward and time consuming. mincd that thc lube diisks used in thc truck ccntcr Thc bolts werc long, hcuvy, und hurd to bowls werc too luird und failed to compress us maneuver into thc blind holes in thc ovcrpucks, dcsigncd. Thc motion of the railcur during cvcn though coarse bolt guides were provided transport caused thc disk to tear at the ccntcr over the length of the bolts. Thc situation was pinhole. Thc lube material would build up on onc side thc bcd tilt, corrcctcd by adding tapered lead-in collars of bowl, causing thc to The around each bolt hole. disk was rcplaccd by a lube material which is mcltcd into the bowl. Ruilcur e Wheels-Thc first two railcars werc delivcrcd Thc inspection and maintenance program for thc rail- with Grade "U"wheels which accounts for the ex- cars has bencfittcd bo~ the campaign and UPRR. Correc- cess tread wear observed. The third railcar was tive actions werc taken on those items of thc ruilcur which delivered with Grudc "C"(harder trcud muteriul) werc idcntificd as requiring cxccss maintenance. The cx- whccls. Thc first cars will bc equipped with pcricncc gained from thc first two cars rcsultcd in changes Grade "C"whccls as thc existing whccls wear out. being made to the third ruilcar. Thc following is a discus- sion of the items requiring excessive maintenance and thc CONCLUSIONS corrcctivc actions taken. Thc maintenance program implemented in thc TMI e Excessive Brake Shoe Replacement-Brake shipping cumpuiltn h;is bccn clTcctivc in maintaining u reli- shoes werc being replaced too I'requcntly. The able and continuous shipping schedule. As recognized ear- on thc brake shoes cracked pads before wearing lier, thc uctuul muintcnuncc being pcrformcd is not us out. Initially it was that the thought hand brakes simple as first conccivcd but thc results have been positive, werc being improperly rclcascd, howcvcr, thc and with cxpcricncc, have bccomc somewhat routine. Many situation was not corrected after ad- rigorous subtle cnhanccmcnts in hardware aids and operating pro- ministrative controls werc cstablishcd. A further ccdurcs have bccn dcvclopcd since inception of the ship- evaluation showed the brake shoes to be faulty. ping operations, which have contributed to the overall The situation has been corrected by using brake cfficicncy of thc operations. A few of the maintenance shoes from another manufacturer. program highlights arc as follows: ~ Excess %car of thc Whccl Tread-UPRR Cask noticed there was tread buildup and cxccssivc e Cask Dccnniaminaiinn-Decontamination grooving of the wheels. Evaluation of the situa.- of the tion identified thc following thrcc causes and casks after each shipment is a time-consuming cfTcctivc in: solutions. Firs!, thc ncw cars werc "stifl" und operation but has proven to bc Preventing thc contamination in the needed a break-in period. Second, improper buildup of casks and canister-loading ~I~I~I>- rclcase of thc brakes caused wheels to drag, thus cquipmcnt; ing thc spread of contamination at both TMI and causing flat spots I'ollowcd by u tread buildup. INEI and; in cxposurcs to operating Administrative controls climinatcd dragging kccping ol'he wheels. And third, thc cars always travelled pcrsonncl (and to a lesser extent the public) as Load- the same direction causing the wheels to become low as reasonably achievable (ALr ISA). ing operations ut thc cask arc in I'act ac- grooved. UPRR corrected this situation by ad- complished with and shoe ding thc rotating of the wheels cvcry 80,500 km only smocks, gloves, (50,000 mi) to the prcvcntive maintenance procc- covers being worn as protective clothing. durcs. That action hus made thc tread wear ~ Bnrc Bonis-Thc bore seal design utilized in thc uniform. NuPac casks has proven to be a viable and reli- e Span Bolster Center Bowl Wear Ring Cracking- able seal concept. Thc seals and seal surfaces are consistent positive The wear ring and its attachment weld to the ccn- easily maintained and provide results. tcr bowl of the span bolster werc cracking. Thc situation was corrected by repairing and building ~ Leak Testing-TMI experience has shown the up thc welds holding the wear rings in place. If helium leak-testing procedure to bc an effective that action does not correct the situation, forged and timely test method for use in routine opera- wear rings with a machined press fit into thc ccn- tions. It yields conclusive results and is ac- tcr bowls will be installed. complished in the same or less time than the less scnsitivc und qualitative prcssure risc test 63 Tyacke TMI-2 RAIL CASK AND RAILCAR

method. This is not intuitively obvious when first ~ Brake Shncs-The consistency of thc main- considering methods for testing seal integrity. tcnancc program allowed a thorough evaluation Railcar of thc premature brake shoe replacement situa- tion, which ultimately lcd to identifying thc usc of UPRR has dedicated a senior and experienced main- faulty brake shoes. Union Pacific has notified the tcnancc crew to do thc inspections and maintenance proce- brake shoe manufacturer and has changed sup- dures on the three cask system railcars. This has bccn pliers for replacement brake shoes. extremely beneficial for both parties (i.e.,the same persons in" performing the maintenance are "tuned to thc trends and REFERENCES characteristics developing in each of the cars and thc main- Nuclear Commission, CcrtiTicatc ofCon- tenance is performed consistently and in a timely manner). 1.U.S. Regulatory Revision No. for Model No. 125- All inspections, maintenance, and necessary repairs are formance No. 9200, 4, Docket No. 71-9200, October 28, normally accomplished in one day and in a single shift. B Shipping Package, Highlights of the maintenance program arc: 1987. - o Longer WhcelLife-Early identiTication of ex- 2. Association of American Railroads Mechanical cess wheel wear resulted in timely proccdurcs to Division Operations and Maintenance Department, greatly extend the useful wheel life for thc cars. Field Manual Of The Interchange Rules, cffcclivc Administrative controls corrcctcd thc improper January 1, 1987. release of the hand brakes. Also, thc need for a harder grade of wheel was factored into the re- quirements for thc third railcar. Appendix 9 Backup Data for SNF Truck Shipments

Appendix 9-1:TSINT Quotes (3) Appendix 9-2: Nuclear Assurance Corporation, Cask Rates and Specifications Appendix 9-3: General Atomics-Cask Rates and Specifications l Ilail D-3 85-84-1993 13:22 18882326768 TSMT JOPLIN. MO

PRINTED 85/84/93 TRI-STATF MOTOR TRANSIT, CO. 14I38I28 QUOTINS SYSTEM - QUOTE INQUIRY

QUOTE NUMBERI 1'45826 ENTERKB BYI SLH ENTERFB: 05/84/93 COMPLETED| 08/88/08

CUST; NAME.I MORRISON-KNUBSEN ABBI FAX 415-442-7673 CITY: SAN FRANCISCO, CA ZIP I 94100 CONTACT PHIL KELLEHER ORI SINA

1 OF 3 ORISIN I JOPLIN STATE: MO ZIP I SHIP( 88/08/88 BEST : CHARLESTON STATE I SC ZIP! MILES I 1803

MEIOHT I 15008 LENGTH I - WIDTHS HEISHT I TRAILER I LOADED 11XMS — LENGTH I - LlIBTH HEXSHT: TARIFF I 4087C 1 OF 1 COMMODITY DESCRIPTION M/H EXT MEIGHT RATE CHARGE BEABHKAD SPENT FUEL TRUCK/TEAM XXRX .888 ~ 80 CODE ACCESSORIAL BKSCRIPTION RATE M/H/U ACC CHARSE 970 BEABHEAXl SPEC EQUIPT 45 1803 a457.3 0 F 08 ~ 88 5801 DETENTION-TRAC/TRLR 435/HR ,00 ~ 88 8 FOR ALL HOURS ,00 .80

COMMODITY CHARGE 3457 35

TOTAL CHARSES 2457>35

2 OF 3 ORISZN: CHARLESTON STATF I SC ZIP: SHIP) 88/80/08 BEST I BUNBARTON STATE: SC ZIP I MILESt 134

JEISHTI 47008 LENSTHI - LlXBTHI HEISHT: - TRAILER I GABEB BIMS - LENSTH I - WIDTH I HEISHT I - TARIFF l 4887C 1 GF 1 COMMOXlITY BFSCRIPTXON M/H EXT 4IEZSHT RATE CHARGE ~PENT FUEL IN CASK XXRX 134 F 47008 3i 139 1976.94 COBE ACCESSORIAL DESCRIPTION EXT RATE M/H/M ACC CHARGE 348 PIER ARBITRARY X ~ 80 58,88 1288 TRAILER SET-OUT X 08 95,88 5881 BETENT I ON- T RAC/T RL R 435/HR ,88 ,88 0 FOR ALL HOURS F 00 .08 8 e88 ,88 0 ,88 .00 8 APPROXIMATE TRANSIT TIME 4 HRS .88 ,08

COMMODITY CHARSF 3121 ~ 94

TOTAL CHARGES 2121 ~ 94

3 OF 3 ORXBZNI XlUNBARTON STATEI BC ZIPS SHIP l 80/00/00 85-84-1993 13:22 18882328768 TATI JOPLIN. MO P. 83

l'RINTED 85/84/93 TRI-STATE ROTOR TRANSIT, CO ~ QUII086 14I38I29 QUQTINS SYSTEM,- QUOTE INQUIRY PAGE 2

QUOTE NUBBER I 145936 ENTERED SY l SLti ENTERED I 85/04/93 COHPI KTEIll 88/08/00

BEST I CHARLESTON STATE I bC ZIP I BILES: 11S

LJEIGHT I 43000 LENGTH I - WIDTH ) HEI SHT: - TRAILER I LQ*DFD BINS - LFNSTH' MIXITH HEIGHT I - TARIFF t 4887C 1 OF 1 COMMODITY DESCRIPTION H/H KXT lJKISHT RATE CHARGE KNPTY CASK NIN CHS XXRX X ,880 680,88 COBE ACCFSSORIAL DESCRIPTION FXT RATE H/H/LI ACC CHARSE, „348 PIER ARBITRARY X ,88 58,88 0 .88 I80 5881 DETENTION-TRAC/TRLR 135/HR .88

CONNODITY CHARGE,".658 88

TOTAL CHARGES,:,:: '"-":.0,80

*** END QF QUOTE *** 85M4-1993 13:23 1B88232B766 TSMT JOPLIN. MO P.84

PRINTED 85/84/93 TRI-STATE NQTOR TRANSIT, CO QUXI886 14l38r 39 QUQTXNS SYSTEN - QUOTE INQUIRY PAGE 1

QUOTE NUNBERI 145032 ENTERED 3YI'SLH ENTEREDI 05/04/93 CONPI ETEI3t 08/00/80

CUSTr NANKr NORRXSON-KNUZISKN ADDI FAX 415-442-7673 CXTY: SAN FRANCISCO, CA ZIP: 94188 PHONEI 415-442-7575 EXTI CONTACTI PHIL KFLLEHKR ORISXNATEXlr

1 OF 3 ORIGIN I JOPLXN STATEI NQ ZXPI SHIP) 88/80/88 BEST I QAK RIDGE STATE'N ZIPr NILKS I 667

LJKXSHTI 15888 LENSTHr - QIDTHI HEIGHT: — TRAILER: LQADKB DZNS - LENGTHI - LIXDTH: HEIGHT I - TARIFF; 4887C 1 OF 1 CONMODXTY DESCRIPTION N/M EXT IJEZSHT RATE CHARGE DEADHFAD SPKNT FUEL TRUCK/TEAN XXRX .800 ,88 CODE ACCESSORIAL DESCRIPTION KXT RATE N/H/M ACC CHARGE '9/8 DEADHEAD SPEC EQUIPT 2 45 667 1634 '5 0 .08 .88 5081 DETENTlQN-TRAC/TRLR 435/HR F 88 F 88 8 FOR ALL HOURS .ee

.80'ONNODZTY CHARGE 1634.15

TOTAL CHARGES 1634 15

2 'OF 3 ORZSINI OAK RIDGE STATEI TN ZZPr SHZPr 88/80/00 BEST: DUNSARTIIN STATE: SC ZIP r NXLESI 359 l4KISHTI 47880 LENGTH: - MZDTHI HEZSHTl - TRAXLKRr LOADED XIINS - LKNSTHI " WIDTH', HEIGHT: - TARIFF I 4887C OF 1 CQNNQDITY DKSCRZPTXON M/H EXT MEISHT RATE CHARGE SPENT FUEL IN CASK XXRX 359 F 47888 1.548 2598e44 CODE ACCFSSORXAL DESCRIPTION EXT RATE N/H/lJ ACC CHAR&K 0 .88 ,88 1280 TRAILER SET-OUT .88 95,08 5801 DETENTION-TRAC/TRLR %35/HR ,08 .80 8 FOR ALL HOURS F08 ~ 88 0 ,88 ,80 8 ,80 .08 8 APPROX. TRANSIT TINE 18 HRS .88 ,80

CQNNOBXTY CHARGE 2693.44

TOTAL CHARGES 2693.44

3 OF 3 ORISXN: BUNaARTON STATEr SC ZXP: SHIP I 80/00/08 8SM4-1993 13:23 16882326768 TSMT JOPLIN> MO P. 85

PRINTED 8S/04/93 TRI-STATE ROTOR TRANSIT, CO. QUI1 806 l.4:38i48 QUOTING SYSTEN - QUOTE INQUIRY PAGE

QUOTE NUMBER: 145832 ENTERED EY: BLH ENTEREDI 85/04/93 CONPLETEDI 88/'80/00

BEST I OAK R IPSE STATE> TN ZIP< NILES I 338

LIEIGHT: 43888 LENGTHEN - lkIBTH: HEISHT I TRAILER I LQAQEO DIBS - LENSTH' MIDTH.' HEISHT < TARIFF: 4887C OF 1 CONNQDI TY DESCRI PT ION N/H EXT LJEISHT RATE CHARGE EMPTY CASK XXRX M 43888 1.830 986 98 CODE ACCESSORIAL DESCRIPTION EXT RATE N/H/0 ACC CHARGE 8 88 ~ 88 8 F 88 ~ 88 5801 DETENTION-TRAC/TRLR %35/HR 88 .80

CQPlNQIlITY CHARSE 786.98

TOTAL CHARSES 786,98

***FND OF QUOTE ~** 85-84-1993 13:23 1B88232676B TSt1T JOPLIN> 510 P. 86

PRINTEP 85/84/93 - TRI-STATE HQTGR TRANSIT, CO, QUZI886 14;38(44 QUOTING sYsTEN " QUOTE INQUIRY PAGE 1

QUOTE NUNZtERt 14503B ENTERED 3Y: SLH ENTEREBi 85/04/93 COHPLETEPi 08/88/88

GUST: NARES'ORRISON-KNUPSEN ABB< FAX 415-442-7673 CITY( SAN FRANCISCO> CA ZIP i 94188 PHONE I 415-442-7575 EXT ( CONTACT 'HIL KELLKHER ORISINATKB I

1 OF 2 ORIGINAL JOPLIN STATEi NO ZZP: SHIP> 88/88/88 BEST I FORT MORTH STATE I TX 2I P I BILES.'71

MKZGHTI 15088 LENGTHEN - MZBTH; HEIGHT l — TRAILER I LQABEB BINS — LENGTHI - MIBTHI HEIGHT: - TARIFF> 4087C GF 1 CONHOIIITY DESCRIPTION H/H EXT MKZGHT RATE CHARGE PKABHEAP SPENT FUKL TRUCK/TEAN XXRX .888 . 8.8 COBE ACCESSORIAL ZtKSCRIPTION RATE N/H/M ACC CHARSE 970 PEAPHKAP SPEC EQUIPT 2.45 37a 988.95 0 ,88 ~ 88 58oa BETENTION-TRAc/TRLR 435/HR ,88 ,88 8 FOR ALL HOURS .08 >00

COMNODITY CHARGE

TOTAI CHARGES 988,95

LENGTHEN 2 ORIGIN I FORT MQRTH STATE: TX ZIP I SHIP t 08/88/88 BEST 'AK RIBSE STATE< TN ZIP t Nll ES: 1088

MKZGHTi 47880 LKNGTHI - MIBTH~ HKIBHT. TRAILER l LOAZIEB PZHS " - LlIXlTH'. lEZGHT> TARIFF'887C QF 1 COHHGBZTY BKSCRZPTZGN N/H EXT MEISHT RATE CHARSK SPENT FUEL ZN CASK XXRX 1881 F 47880 , 9'82 4243.64 CODE ACCKSSORIAL BKSCRIPTION KXT RATE H/H/LJ ACC CHARSE 8 .80 .88 8 .08 .08 5881 BETENTIGN-TRAC/TRLR 135/HR >88 .88 0 FQR ALL HOURS ,80 .00 0 80 .80 . ~ 8 APPROX ~ TRANSIT TZHK 38 HRS >88 88

CONN GIlZ TY CHA RGE 4243, g4

TOTAL CHARGES 4243 ~ 64

***KNB OF QUOTE *** 85-84-1993 15:87 18882328768 TSMT JOPLIN'O P.84

PRINTED 05/84/93 TRI-STATE ROTOR TRANSIT, CQ. QUI 1886 16I19,I37 QUOTING SYSTEM " QUOTK INQUIRY PAGE 1

QUOTE NUNBERI 145838 ENTERED BY! BLH ENTERED: 85/84/93 CONPLETEDI 08/80/88

CUST .'AKE I MORRISON-KNUDSEN ADDI FAX 415-442-7673 C1TY l SAN FRANCISCO. CA ZIPS .94188 PHONE: 415-442-7575 EXTl CONTACT.'H1L KELLEHER ORIGXNATED:

1 OF 3 ORIGIN: JOPLIN STATE I NO ZIP I SHIPt 88/80/88 '. DEBT I FORT WORTH STATEI TX ZXPI MILKS: 371

ME IGHT: i5888 LENBTH: — LJ IDTH; HEIGHT ( — TRAILER: I OADED DIHB — LENGTH~ — LfXDTH'. HEIGHT; - TARXFF I 4007C 1 OF 1 CQNNODITY DESCRIPTION N/H EXT WEIGHT RATE CHARSE DEADHEAD SPENT FUEL TRUCK/TEAN XXRX .800 .88 CODE ACCESSORIAL DESCRXPTION RATE N/H/4 ACC CHARGE 978 DEADHEAD SPEC EQUIPT 2,45 371 988 '5 0 F 08 .88 5881 DETENTION-TRAC/TRI R 035/ HR .08 .80 8 FQR ALL HOURS ,oe .88 CQNHQDITY CHARBE 908 '5 TOTAI CHARGES 988.95

QF 3 ORIGIN! FORT MORTH STATE I TX ZIP: SHI P l 88/88/80 BEST: OAK RIDGE STATE > TN ZIP: NILEB I 1888

@EIGHT: 47088 LENGTH' LIIDTH', HEIGHT: TRAILER I — LOADED DINB LENGTH I - LkIDTH > HEIGHT I TARIFF I 4887C 1 QF 1 COHHGDITV DFSCRXPTXQN N/H EXT WEIGHT RATE CHARGE SPENT FUEL IN CASK XXRX 1081 F 47808 ,982 4243 F 64 CODE ACCESSORIAL DESCRI P TION EXT RATE N/H/Q ACC CHARGE 1288 TRAILER SET-OUT N li98 144 285.12 8 ,88 F 08 5801 DETENTION-TRAC/TRLR %35/HR ~ 88 .80 8 FGR ALL HOURS .88 .80 8 ~ 88 ,88 0 APPROX, TRANSIT TINE 30 HRS .08 ,88

CONtf ODI TY C HA RBE 4528<76

TOTAI CHARGES 4528 '6

3 OF 3 ORIGIN I DAk RIDGE STATE I TN ZIP: BHI P '8/80/88 DEB1' FT lJORTH STATE: TX ZIP: NXLEBI 847 85-84-1993 15:88 18882328768 TSt1T JOPLIN, f10

PRINTED 05/04/93 TRI-STATE MOTOR TRANSIT, CO, QUII806 16i19i38 QUOTING SYSTEM " QUOTE INQUIRY PAGE auoTE Nu~sER: 14-ess ENTEREII SY: SLH ENTERFIII 05/04/93 COHPLETEDl 08/80/00

LJEIBHT'3880 LENGTH' HEIGHT; - TRAILER < QIZITH'OADED DIBS — LENGTH ( — 4IIDTH l HEIGHT: — TARIFF: 480 r'C OF 1 COHHODITY DESCRIPTION H/H EXT LIEIGHT RATE CHARGE EMPTY CASK XXRX LJ 43088 3.710 1621.18 CODE ACCESSORIAL DESCR IPT ION EXT RATE H/H/LI ACC CHARSE 8 .00 ,88 8 .88 ,08 5081 DETENTION-TRAC/TRLR 435/HR .08 ,08

COMMODITY CHARGE 1621 < 18

TOTAL CHARGES 1621.18

***END OF QUOTE *** 83-18-1993 84:58PM Tr i-State Motor Transit 1 417 624,5845 P.84

COMl"lAND."; Q C: 1 Q'RX-81'ATE MOTOR TRANSI7 QUII001

QUOTE NUMBERS 143839 QUOTING SYSTCM — QUOTE INQUIRY EN7ERED BY: SLH

CUS7.: NAMEl MORRISON-KNUDSEN ADD: FAX 415-442-7673

CITY: SAN FPANCXSCQ STATE: CA ZIP .'HONE, 4154427390 EXl: CONTACT: DAVID BURTON ORIGINATE D BY .'HI P DATE .' OF 6 QRXGIN: OUNBAR7 QN STATE: SC ZIP:

DEST .'V TS STATE; NV ZIP MILES: 495

STOPS '1, ) MORE'P N N

.'CIGHr:

UEIGHTl 40000 I ENGTH: — WIDTH: TRAILER l

LOADED 0IMS - LENGTH ' WIDTH: HEIGHT( TAR IFF .'4007C 24000

1 Ol-- 1 CQMMQDXTY DESCRIPTION M/H EXT LIEXGHT RATE

SPENT FUEL IN CASK

XXRX 2495 F 40000 0.902 9001 96

CODE ACCESSORIAL DESCRIPTION EXT M/H/LJ ACC CHARGE 970 DEADHEAD SPEC EQUXP7',450 895 2192.75 SPENT FUEL TEAM FROM JOPLIN,MO 8102 SPENT FUEL Sl:CUR PRY 0,450 2495 1122'5

1200 1 RAILER SET-OUT 1.980 411 PERMXT/7'AX/FEE/NQTIF 905 50 F 00 5001 DCTENTXON-TRAC/TRLR $35/HR

5002 DETENTION-TRL ONLY 450/DAY

TOTAL CHARGES ( 13181.24 COMMODITY CHARGE: 13181I 24 83-18-1993 84:58PM Tr i-State Motor Transit 1 417 624 5845 P.85

COMHAND: Q C: 1 Q; 1 RX-STATE ROTOR TRANSIT QUIXQ01

QUOTE NUBBER: 143839 QUOTING SYSTEM — QUOTE INQUIRY ENTERFO BY: SLH

CUST: NAMEi MORRISON-KNUDSEN AOO: FAX 415-442-7673

CITY: BAN FRANCISCO STATE 'A ZIP: PHONE: 4154427390 EXT,

CONTACT: DAVID BURTON ORIGINATED BY> SHIP DATE i

4 OF 6 ORIGIN i NV TS STATE i NV ZXP '. OEST : OUNBARTON STATEi SC ZXPi 'ILEB: 2376 STOPS: 1) NiORF9 N N

UEIGHT,'2000 LENGTH.' QXOTHi HEIGHT i — TRAILER

LOADED DIBS — LENGTH: — WIDTH: I.IFIGHT 'i — TARIFF; 4007C 21000

QF 1 COI'i'XT Y DLSCR I P 7I ON Vi/H EXT ME X GHT RAT'E CHARGE

- EMPTY SPFNT FUEL CASK

LI 32000 10.7BQ 3449.60

CODE ACCESSORIAL DESCRIPTION EXT M/H/Ll ACC CHARGE

TOTAI CHARGES: 3449.60 COHHODXTY CHARGE.'449ib0 Appendix 0-2

Nuclear Assurance Corporation —Cask Rates and Specifications Nuclear Assurance Corporation 655 Engineering Drive Suite 200 Norcross. Georgia 30092 (404) 447-1144 FAX ¹ (404) 447-1797

March 15, 1993 IFS/93/043/ED S

Mr. David Burton Morrison Mudsen 180 Howard Street San Francisco, CA 94105

Dear Mr. Burton:

In response to our teleconference today, I an enclosing a specification sheet and photograph of each of Nuclear Assurance Corporation's (NAC) transport cask types. Also enclosed is a standard lease rate sheet applicable for the casks. Please note that the lease rate varies significantly with the period of the lease. In addition, labor for any required lease is separate above the base lease period and cost.

As I cautioned you in our discussion, assessing the relative value of leasing versus purchasing a cask requires defining several details of the planned use. Thus the enclosed information needs to be used carefully for such evaluations.. NAC would be pleased to perform such an evaluation if needed. Please call if you need further information.

Sincerely,

Ivan F. Stuart Vice President Engineering Design Services

IFS:sb enclosure:

Tokyo Office: 2-7-10 Sakura-Machi, Koganei, Tokyo, Japan, Mail flo. 184, 423-87-6758, FAX ¹ 423-87-6740 Zurich Office: Weinbergstrasse 9, CFf.8001 Zurich, Switzerland, (01)261-7344, Telex: 817640, FAX ¹ (01)252-7694 jan/ $1 0 I I M I

i~~~" ~ ~ >" I il IIXI/ ~~>~ +@/If>5IIM» II)/~ as is im s >iiaa fgg9$ [ g[gg jjjj gg& j~g ~e /]@ g - 'll 4 q )IRIIRgg »» ~e>i %d ~SS ~g

Nl I I/ LMI

I i',>i)i~ii»'l l',

NUCLEAR ASSURANCE CORPORATION

Standard Commercial Policv for Legal Weieht Truck Cask Leasing

Base Price $60.000

The base price is for a single, continuous cask lease period of not more than 10 days. Additional days of cask lease wiH be at the following rates:

Days 11 through 30 $3,500/day Days 31 through 90 $3,00Q/day Days 91 through 180 $2,500/day Days 181 through 360 $1,800/day

Included in the base price are four days of labor for site assistance: two days at the shipment origination facility and two at the shipment destination facility.

Additional Eauipment and Services

NAC wiH provide additional equipment and services to support the cask lease. In general, expenses will be invoiced at cost plus 15 percent and labor will be invoiced at the following rates:

Officer $220/hour Senior Manager/Engineer $150/hour Manager/Engineer $130/hour Associate Engineer/Designer $ 85/hour Secretary/Clerk $ 50/hour

Additional equipment and services include the following:

Special equipment design and fabrication o Cask and related equipment transportation NAC reviews and licensing Cask internals (basket) change-out Neutron shield tank GHing and draining Preliminary site visits and interface assessments Additional site assistance, site visits and meetings o Travel and subsistence costs Schedule changes Shipment notifications and escort arrangements Route approvals and special permits Shipper and consignee support and coordination IAEA endorsements o Other services as requested Owner Nuclear Assurance

Corporation'egal

Weight Truck Shipping Cask

Manufacturer/Vendor NL Industries Inc.

Capacity Intact Spent Fuel Assemblies 1 PWR; 2 BWR Cans Consolidated Fuel Rods 2 PWR; 4 BWR Other Configuration Metallic Fuel

Weight (tons) Loaded Empty

Design Heat Reiection (kW) 10.6

Shape Cylindrical

Dimensions Overall Length (in) 195.25 Overall Diameter (in) 47.125 Cavity Length (in) 178 Cavity Diameter (in) 13375 Inner Shell Wall Thickness (in) 0.5 Depleted U Wall Thickness (in) 2.75 Lead Shield Wail Thickness (in) 2.125 Outer Shell Wall Thickness (in} 0.875 Neutron Shield Tank Thickness (in) 5.25 Inner Container Wail Thickness (in) 0.25

Materials of Construction Cask Body SS/Depleted UPmad/SS Neutron Shield Sides Water & Ethylene Glycol End None Basket SS and Aluminum

Cavity Atmosphere He, Air if heat is less than 2.5 kW

Operating Temperature ( F) 1010(maximum fuel cladding temperature)

Operating Pressure (psig) 117(maximum)

Outside Surface Dose (mrem/hr) 53 (maximum)

Licensing Status - Initially licensed by the USNRC in 1974; can be used to ship either intact or consolidated LWR fuel.

Comments - Casks have separate baskets for PWR and BWR fuel. There are five casks currently m existence.

Nuclear Assurance Co~ration NLI-1/2 December 1989 $1

ROTATtOM POCKET

TAR Y TION

NLl —1/2 ~ er~-: '"[ ME' -"i'll '~ ~m~~ = =lllF V Yl / 'ill I ~ Designer Nuclear Assurance Corpormon

TYVe Lelpl Weight Truck Shipping Cask

Capacity Intact Spent Fuel Assemblies 1 PWR; 2 BWR (3.7w/o; 4A) w/o enrichment) Other Conligurations 15Metallic Fuel Rods

Weight (tons) Loaded 25.6 Empty 24.0

Design Heat Reiection (kW)

Dimensions Overall Length (in) 199El Overall Diameter (in) Cavity Length (in) 180.90 Cavity Diameter (in) 13375 Inner Shell Wall Thickness (in) 0.75 Lead Shield Wall Thickness (in) 5.75 Outer Shell Wall Thickness (in) 120 Neutron Shield Tank Thickness (in) 5.00 Neutron Shield Wall Thickness (in) 025

Materials of Construction Cask Body SS/Lead/SS Neutron Shield Sides Water Ec Ethylene Glycol (LQ w/o Boron) End None Basket Aluminum

Cooling Fins None

Cavity Atmosphere Air or Inert Gas

Operating Temperature PF) 229 (cask radial surface; maximum)

Operating Pressur~eps~i

Outside Surface Dose (mrem/hr) ]QQ (mam'mum)

Licensin~Status - Safety Analysis Report submitted in March 1988 and licensed by the USNRC December 6, 1989.

Comments - Caslm have separate baskets for one PWR, two BWR or metallic fueL Legal truck weight 80,000 pounds (maximum).

Nuclear Asriuarice Corporanon NAC-LWT Deceriiber 1989 ROTATION POCKET

CASK ATIQN BODY

( TYP)

Owner Nuclear Assurance Corporation ~Te Rail Shipping Cask Manufacturer/Vendor NL Industries Inc. Capacity Intact Spent Fuel Assemblies 10 PWR; 24 BWR Weight (tons) Loaded 965 Empty 89 Design Heat Rejection (kW) 70 Shape Dimensions Overall Length (in) 2045 Overall Diameter (in) 88 Cavity Length (in) 1795 Cavity Diameter (in) 45 Inner Shell Thickness (in) 0.75 Outer Shell Thickness (in) 2 I "ad Shield Wall Thickness (in) 6 Neutron Shield Tank Thickness (in) 9.75 Outer Closure Head Thickness (in) 25 Materials of Construction Cask Body SS/Lead/SS Neutron Shield Sides Water Ends & Strategic Wall Locations Ricorad Basket Aluminum-lined with Ag-In-Cd plates in SS Cooling Fins Concentric (forced water circulation 'ooling from separate cooling circuit) Dry Shipment Atmosphere He Cavity Pressure (psig) 23.1(normal); 500 (maximum.) Normal Operating Temperatures (with only one of two cooling systems operative) Outer Surface ( F) 227 Inner Seal ( F) 268 Basket PF) 451 (maximum) Fuel Assembly ( F) 690 (average) Outside Surface Dose (mrem/hr) KO (maximum)

Licensing Status - Licensed by the USNRC for shipment using Ag-In-Cd basket. Conunents - Cask has two separate baskets —one for PWR and one for BWR. Due to no demand for the use of this cask, previous owner recovered silver from the baskets in the late 1970s; thus, no baskets exist for the cask at present. There are two casks currently in existence.

Nuclear Assurance Corporation NI I-10/24 September 1989 LIFTING TRU

FUEL SFACER PLUG

INI.ET YALE

INNER CLOSURE HE AO

OUTER CLOSURE HEAO Appendix D-S

General Atomics —Cask Rates and Specifications NWM:RMG:198:93 File 6.25.3 April 27, 1993

Mr. David Burton Morrison-Knudsen Corp. 180 Howard San Francisco, CA 94105

Dear Mr. Burton:

P!ease find enclosed the information you requested concerning the use of GA's FSV-1 Cask.

If you have any questions or if I can be of any assistance, please don't hesitate to call me at 619-455-2583 (FAX 619-455-2596).

Sincerely,

Robert M. Grenier Director Nuclear Waste Management Division

RMCSl

Enclosure cc: D. Rickard

3550 GENERAL ATOMICS COURT. SAN DIEGO, CA 92121 1194 . PO 8OX 85608, SAN DIEGO, CA 92186.9784 16191 455.3000 INFORMATION REQUEST TO MORRISON KNUI3SEN GORP. April 27, 1993

FSV-1 CASK * Daily Rent $1,200 / Day Transportation Actual Costs Plus 15% Burial Liners $8,QQQ / Each

LABOR RATES

Staff Engineer $ 110 / Hour Senior Engineer $ 90 / Hour Engir.eer 78 / Hour Technician $ 68 / Hour

PER DIEM DOE Allowables

Minimum rent duration is 30 days; includes all calendar days including shipping time; includes lifting yoke.

BUPIAL LINER VOLUME 26 Ft3

MAX ALLOWABLE CONTENTS WEIGHT 3720 Lbs (Includes 750 Ibs weight of burial liner)

3550 GENERAL ATOMICS COURT, SAN DIEGO, CA 92121-1194 PO 8OX 85608, SAN DIEGO, CA 92186 9784 1619l 455.3000 WORK STAT!ON

FSV-1 CASK

CONTROL ROD BLAOE

BURIAL LINE R

In 1983, GA became the I'irst to successt'ully dispose ol'rradiated I36'R control rod blades whell the I'irst nine shipments were made fron1 the Monticello nuclc'tr plant in Minnesota. Since then, GA has shipped about 400 control rod blades frotn seven dif1'crcnt BO'R plants. GA's lv1odel FSV-I cask can carri 4 intact BA'R control rod blades. Additionally. in rcsponsc to t.hc high cost of burial, GA h;ts developed a compaction system that increases thc cask capacity to up to 12 control rod blades. GA's volume reduction equipmcnt uses shears and a compactor, and unlike systems that usc saws, GA's equipn1cnt docs not gencratc chips and debris. GA provides a full range of BWR control rod and irradiated hardware disposal services, from simple cask and equipment leasing to managing and staffing operations from start to finish. Our personnel will: ~ provide utility liaison to ensure proper matchup with utility handling equipment and procedures train utility personnel on site ~ provide fuel pool operations manpower ~ perform radwaste survey and analysis optimize packaging to minimize burial costs.

CA's EQUIPMENT IS TAII.QRED TQ UTIUTIES'EEDS

In-Pool Work Station suspended from the curb of the fuel pool, holds the control rod blade, FSV-1 burial liner, and receiving container for stellite balls and axles. Control Rod Corner Shear Removes stellite balls and axles. Control Rod Inverter, Reach Provides efficient means for handling control rod Tool, and Grapple Tool blades. Mobile and Stationary LPRM Simplifies preparation and handling of LPRMs. Cu tters and LPR M Grapples Control Rod Compactor'henVelocity Limiter Removes velocity limiters prior to blade compaction. Shear Control Rod Flattens the cruciform cross-section of the control rod blade to 1 in. thickness. Triples the capacity of the FSV-1 burial liner.

GA augments its BWR control rod and irradiated hardware di.;posai equipment with miscellaneous handling tools, fixtures, and unuerwater vacuuming s'ystems. MODEL FSV-1 CASK

GA designed, procurcd,;ind nou oper;itcs thc FSV-l c;isks. GA hiis used thc l-'SV-I c;isks to ship control rod blades and contamin;ited hardware l'roin utilitics around thc country to;i burial site in South Carolina. Utilitics prcfcr thc FSV-I bcc;iuse of its simple design and case of handling. Repeated use in fuel pools has demonstrated that the snsooth, stainless steel walls and uncluttered exterior of the cask minimize contamination and simplify cask clean-up. In addition, the ample length of the internal cavity allows shipments of BWR control rod blades with minimal preparation. Shipments in the FSV-1 are legal weight, thus, avoiding the restrictions and limitations associated with overweight radioactive shipments. 31.0 DIAMETER EA«LTE I ~ICLOEURE FSV-1 SPECIFICATIO!MS 7.13 TAINLESS STEEL Cask Type 8, NRC Certificate of 5 DEPLETED URANIUM Compliance No. 6346, 3.75 STAINLESS STEEL Revision 16 "L TRUNNION Authorized Irradiated HTGR fuel and SOCKET Contents irradiated and contaminated hardware

Primary Shielding Depleted uranium encased in stainless steel 17.7& CAVITY Cask Weight 42,300 lbs, empty DIAMETER Maximum Contents 3700 lbs Weight Thermal Rating 4.1 kW 192.25 0.91 STAINLESS CA VITY STEEL OUTER SHELL The FSV-1 casks are shipped on dedicated legal weight trailers fitted with tiedown and handling equipment. The rear tiedown pivots for vertical 3.5 DEPLETED and off-loading the cask from the trailer. URANIUM loading of The front tiedown clamps the cask against a cradle. The trailers are available with and without personnel 0.57 STAINLESS barriers. Each trailer weighs 9,100 lbs. STEEL INNER SHELL FS'V-I DRAIN The cask liftirig system consists of a CONNECTION (1) lifting yoke which engages two trunnion sockets in the upper cask body and (2) a redundant lifting CAVITY FURCATE system mounted to the cask at the upper collar. The lifting yoke is remotely operated using a water actuated hydraulic cylinder. The design is EE.II— inherently fail-safe since the yoke arms are forced together by the weight of the cask, independent of @1 &'94 the action of the operating cylinder. DIMENSIONS ARE IN INCHES DOEi RYv'-0355 p OCRVWt F cr Sheet

Loading ofspent nuclearfuel into a concrete storage module from shielded transfer cask at Duke Power's dry storage facility.

Nuclear waste i» material that either waste. It also includes development of Btonis split, highly radioactive fission coi1tainsa radioactive subslallcc or llas B mined, geologic repository for long— products are generated along with the been contaminated by radio;ictivc term disposal of all fomis of high- large amounts of heat that make steam elements Bnd is no longer useful. It lcvel radioactive wastes. An amend- to turn turbine generators. The rock- includes waste products f'rom nuclear ment enacted in 1987 authorizes thc hard fuel pellets are encased in strong processes, such as mining uranium development of a temporary, above- metal rods. After three or four years in ore, tissioning ot'uranium in commer- ground storage facility called a Moni- an operating nuclear reactor, the en- cial nuclear power plants, processing tored Retrievable Storage (MRS) ergy remaining inside the pellets is no defense materials, and preparing facility. The MRS will store a limited longer efficient enough to produce nuclear isotopes f'r use in medical amount of "spent" or "used" nuclear usable heat and the pellets have be- applications. It also includes used t'uel from commercial nuclear power come highly radioactive, These pellets protective clothing and containers that plants. a solid form of'radioactive and the surrounding rods must be once held nuclear material. vvBste. isolated from the human environment I'or long periods ot time, un the order In l983 Con'grcss enacted the Nuclear To produce electricity, nuclear power ot'housands of years. Until B perma- Waste Policy Act (NWPA), which plants use solid, ceramic I'ucl pellets nent repository is in operation, spent outlines a comprehensive plan for the made ot'ranium. Tremendous I'uel will continue to be stored in sate disposal of spent nuclear fuel and amounts of energy are stored in thc above-ground facilities such as the other forms of high-level nuclear centers of uranium atoms. When these ones shown. Thc MRS will build upon Storage of spent nuclear fuel in metal storage containers at Virginia Power's dry storage facility.

technolo< ies already in opera- Cpm%I~I'torage tion and demonstrated to be sat'<.. I The U.S. Department of Energy (DOE) is responsible for the Nation's Civilian Radioactive Waste Management Sys- tem. Within DOE, the Oflice ol'Civil- ian Radioactive Waste Management (OCRWM) is ch,'Ir ed with esecutin

and nial ill" ln<'he pl'ol'I'anl to 'olicy s;11'ely dispose ol'sed nuclear fuel;utd othcl'n(ills ol hlg>ll-level ra(I(oactlvc wtlste.

:3f: I'll Inul'c Ill f(ll'lll'Ilt l()ll, I)lc,'ls(.'l It c: OCR WI>'I In('urn(ation Center I'(>s( Ot'tice B(>s %375 WI(shit>g>t(In, D.C. (X)2(>

<>r CIIII: I "ih(X) S>-NWI (>

(<>r c;>II thl(-» I ( it> 6';«hing>I<>I>. I).('.)

I'»i>l>il>»i( l>1 >I>» I '.S. II;»>»»»»>I I:»»» > r4 ntodular I'ault dry storage operate(l bv tlu l'ltblic .'1ercice C.'ontpany facili tv ( >I>»»»I ('><'>I>;»> I(;»I»»,c(>>'<';>i><'l,»»;»c»».'»> of C'olora(lo built to hokl spent nuclear fuel. >(>('I(1VSI>

l'l(os( ><'( >( I( DOE/RW-0258 OCRWM Backgrounder

The Nuclear The OCRWM Cask Systems Development Program is Waste Policy Act of 1982, as amended. made the Office designing a variety of casks to safely transport radio- of Civilian Radioactive Waste Management (OCRWM) active waste from the generator sites to a geologic .ofthe U.S. Department of Energy (DOE) responsible for repository or a monitored retrievable storage facility. managing the program for the permanent disposal of Five contracts have been awarded; three to develop spent nuclear fuel from commercial power plants and raiUbarge casks and two for legal-weight truck casks. high-level radioactive waste from national defense As of December 1989, all five cask contractors had activities. submitted preliminary designs to the OCRWM. The Aansportationcaskswillcontributetoward thesafety designs have been reviewed by a 'lI:chnical Review of the nuclear waste transportation system. They will Group composed of national experts in cask develop- protect the public and transportation v'orkers from poten- ment areas. This backgrounder describes the General tial exposure to radiation during normal transportation Atomics GA-4 and GA-9 spent fuel shipping casks for activities and if an accident occurs. This protection is legal-weight truck shipments. provided through the use of rugged materials designed and constructed according to regulations established by the U.S. Nuclear Regulatory Commission (NRC).

~ ~ General Atomics Corporation 27-ton legal-weight truck Length —19.5'GA-4) and San Diego, California shipping casks 20.3'GA-9) Diameter —7.5'nd impact limiters)7.5'with Square cask cavity Weight —26.3 and 26.45 tons Two specialized designs: one exclusively for pressurized- water reactor (PWR) and another exclusively for boiling-water reactor (BWR) fuel, Payload 4 PWR (GA-4) or 9 BWR (GA-9) intact fuel assemblies Structural material Stainless steel LINER Basket MA SHIELD Stainless steel Gamma shielding Depleted uranium Neutron shielding Borated polyethylene Closure type Bolted Impact limiters Aluminum honeycomb with stainless steel shell Cask Systems Development: 2 GA-4 8 GA-9 Truck Cask i

~ II I III)If.l ~ I 6 ' I I a I i Ir I ~ ~ II~ —=>KJISISIlm(I General Atomics Corporation's GA-4 and GA-9 are Casks must meet design performance standards, test- two specialized shipping cask designs: one for ing conditions, and certification requirements estab- I pressurized-water reactor fuel assemblies and the other lished by the NRC. Cask design certii'ication for boiling-water reactor fuel assemblies. The applications must demonstrate to the NRC. through steel structural material has distinctivecasks'tainless analysis and/or testing. that casks can withstand both shaped cross-sections that minimize weight and normal transportation and accident conditions, as maximize payload. Neutron shielding is provided by specif'ied in Federal regulations. borated polyethvlene and the gar.".ma shielding is con- structed of depleted uranium. The removable impact limiters are made from aluminum honeycomb with a stainless steel shell.

Published by thc O..tce of External Relations and Policy To provide current background information on program facts. issues and initiatives. For, further information write to: In(ormation Services Division, Office of Civilian Radioactive Waste Managemem, U.S. Depanment of Energy. Mail Stop RW-43, Washington, DC 20585.

Shipping Cask with Diameter — Personnel Barrier on Truck Trailer (Length)6'eight —Limited by headroom Headroom —

22'ask loading height — vehicle weight —18'ross40 tons (max.) including tractor, trailer, and loaded cask

*U.S.GPO: 1990—750.t 06 February 1990 // Appendix E

Backup Gata for SNF Rail Shipments

Appendix E-1:IF-300 Product Literature Appendix E-2: BR 100 Design Information Appendix E-S."M-0 40 Cost Information Appendix E%: Railroad Rate Quotations I' Appendix E-1

IF-300 Product Literature

E-3 NEDO-10864C 79NED47R

Class I July 1983

II=-SGG

rrad I al:eel i=uel Transportation Sysl:em

NUCLEAR ENERGY BUSINESS OPERATIONS ~ GENERAL ELECTRIC COMPANY SAN JOSE, CALIFORNIA 95125 RENERAL ELECTRIC DISCLAIMER OF RESPONSIBILITY

This general description was prepared by General Electric Company and is being made available without consideration. General Electric Company does not:

A. Make any warranty or representation, expressed or implied, with respect to the accuracy, completeness, or usefulness of the information con- tained in this report, or that the use of any information disclosed in this report may not infringe privately owned rights; or

B, Assume any responsibility for fiabi%ty or damage which may result from the use of any information disclosed or contained in this general descri p- tion document. NEDO-10864C

CONTENTS

Page

FEATURES OF THE IF-300 IRRADIATED FUEL TRANSPORTATION SYSTEM.

EQUIPMENT DESCRIPTION.. ..2 Design Summary. 2 Cask.. ..7 Skid and Supports.. 9 Cooling System ...... 11 Enclosure. 12 Cask Lifting Yokes. .12

SAFETY ANALYSIS AND LICENSING REQUIREMENTS. ..12 IF-300 Licensing Status . 12 Licensing Procedures ..15 Design Conditions.

EXPERIENCE. ..16 Cask Fabrication ..16 Fuel Shipments. ...16

TRANSPORTATION SUPPORT SERVICES...... 17 Site Facilities ...... 17 Pre-Shipment Preparations ...... 17 Personnel Training...... 17

SUMMARY.

ILLIjSTRATIONS

Figure Title

1 lF-300 Irradiated Fuel Transportation System in Normal Rail Configuration ..

2 IF-3001rradiated Fuel Shipping Cask.

3 IF-300 GeneralArrangement —Side View..

4 IF-300 General Arrangement —Front View ..

5 intermodal Transportation Transfer ......

6 Typical Fuel Basket Spacer Discs —BWR/PWR

7 Whiting Arrangement of Redundant Yoke Assembly

8 Isometric of the Redundant Yoke...... 14

-iii%iv- NEDO-10864C

FEATURES OF THE IF.300 IRRADIATED FUEL TRANSPORTATION SYSTEM

The IF-300 Irradiated Fuel Transportation System is designed to transport irradiated (spent) nuclear fuel in accordance with the requirements of the Nuclear Regulatory Commission (NRC), and th'e Department of Transportation.* The system is operational under Certificate of Compliance 9001, which was originally issued by the NRC (then Atomic Energy Commission) in 1973. At the present time, this Certificate permits shipment of all currently used Boiling (BWR) and Pressurized (PWR) Water Reactor fuel in a dry mode. Fuels of nominal burn- up can be shipped after approximately 2-1/2 years of cooling time. The cask is presently utilized in a "zero- release" configuration and uses a rupture disk device for overpressure protection rather than the original controlled-release valve.

The IF-300, which has a capacity of 7 PWR or 18 BWR bundles, was the first multi-bundle cask with the neutron shielding required for high exposure fuel. It is the only multi-bundle cask with actual operating ex- perience and is noted for its relative compactness and ease of handling in currently operating nuclear stations.

Capacity, weight, and dimensional specifications of the IF-300 are as follows:

Capacity BWR PWR

Bundles..

Approximate Maximum Loaded Weight (wet)" Cask only, pounds. 140,000 136,000 Skid, enclosure, and cooling system, pounds ...... ,.45,000 "45,000 Rail Car 75,000 75,000 Total System, pounds ...... ,...... ,..260,000 256,000

Cavity Length, inches ...... 180 169 Diameter, inches. 37.5 37.5

Cask Body Length, inches . 208 198 Nominal Diameter, inches...;. 64 64

Redundant Yoke Weight, pounds...... 15,000 15,000

Standard Yoke Weight, pounds. 5,000 5,000

SkicI Length, feet. 37.5 37.5 Width, feet 8 8

Heat Dissipation Btu/hr 40,000 40,000

'U.S. Code of Federal Regulations, 10CFR71 and 49CFR17 'Weight of water in cask when removed from pool is approximately 4,000 pounds.

~ 1- NEDO-1 0864C

EQUIPMENT DESCRIPTION

DESiGN SUMMARY (Figures 1, 2, 3, 4, and 5)

The General Electric IF-300 Irradiated Fuel Transportation System is designed to ship 18 BWR bundles or 7 PWR fuel bundles. The various loads are individually accommodated through the use of removable fuel bas- kets and two different length closure heads.

Transportation is primarily by rail, although the skid is designed to accept wheel assemblies for short- haul, special permit trucking. This dual-mode shipping configuration permits the use of the IF-300 cask at those reactor sites which have no direct rail access. The short-haul capability is used to move the cask and equipment skId to the nearest convenient railhead, where it can be transferred to its railroad car using roil-onlroll-off tech- niques.

The cask is mounted on the skid in a horizontal position during transport. It is supported on the skid by a saddle at the head end and a cradle at the bottom end. The cradle forms the pivot about which the cask is rotated for vertical removal from the skid. There is one pickup position on the cask body just below the ciosure flange. At this same location, the support saddle engages the cask.

The cask is lifted by a special yoke, designed to be used with either length head. This yoke accepts the normal reactor buiiding crane hook in its upper end and engages the cask lifting trunnions with two hooks on its lower end. The cask head is removed using four steel cables which are part of the yoke. A single yoke is used for both cask rotation and cask lifting. Also available, where needed, is a redundant lifting yoke designed to inter- face with single failure-proof reactor building cranes. The redundant yoke is a necessary component of the critical load lifting system installed in certain reactor plants to provide protection against the occurrence of a cask drop accident.

All external and internai surfaces of the cask are stainless steei. Both gamma and neutron shielding are provided by the depleted uranium metal within the cask shell and by the exterior water-filled annular enclosure. This enclosure is fabricated from thin-walled stainless steel and is corrugated to maximize the heat transfer area. These corrugations also significantly increase the strength of the outer jacket and its resistance to dam- age. The annular neutron shielding enclosure is attached to the cask body and masks the active fuel zone.

The cask cavity is sealed with a metallic gasket at the cask closure head. 'The maximum normal operating pressure of the cask cavity in the dry mode is less than 25 psig. However, the design working pressure is 400 psig at a cask body temperature of 815'F. Overpressure protection is provided by a rupture disk, with a burst pressure range of 350 to 400 psig at 443'F. The cask cavity is equipped with two nuclear service valves, one in each of two valve boxes, for filling, draining, venting, and sampling. These valves have quick disconnect fittings for ease in servicing. Both valve handles are secured during transit to prevent tampering. The neutron shielding water enclosure is protected from overpressure by a 200-psig relief valve. It is serviced by fili and drain valveS located in the two valve boxes.

Fuel bundles are contained within a removable, slotted, stainless steel basket. Two alternate baskets are available, one designed to accommodate BWR bundles and one for the PWR bundles. Fuel bundles are re- strained axially by spacers mounted on the inside of the closure head. The basket is centered within the cask cavity by nine spacer discs, mounted along the fuel basket length. Fuel bundles are inserted and removed from the basket using standard grapples. Criticality control is achieved by using B,C-filled stainless steel tubes within the basket. NOTE NOTE HAND. BRAKE WHEEL ON THIS HAND BRAKE WHEEL ON TILTING CRADLE END OF FLAT CAR THIS END OF FLAT CAR FOR CASKS IF 302 AND FOR CASK IF 301 ONLY. SUBSEQUENT NUMBERS.

RETRACTABLE ENCLOSURE

MOVABLE COOLING DUCT

FIXED ENCLOSURE

SPARE CAVITY SEAL RING CONTAINER

EQUIPMENT SKID Z m 0O

FIXED COOLING DUCT CASK

FIXED CRADLE

REDUNDANT ENGINE/BLOWER COOLING SYSTEM

90 TON CAPACITY RAILROAD FLAT CAR

Figure IF-309 1. Irradiated Fuel Transportation System in Normal Ra/I Configuration NEUTRON SHIELD LOWER CA V ITY EXPANSION TANKS VALVE BOX

NEUTRON SHIELD VALVE BOXES

STAINLESS STEE L INNER SHELL NEUTRON SHIELD E XPANS ION TANKS

UPPFR CAVITY VALVE BOX

Q Q 6

z nl 0O C) CD CD O

CORRUGATED STAINLESS STEEL OUTER SHIELDING JACKET Pgy(~ I URANIUM SHIE LDING

REMOVABLE FUEL BASI

N SHIELD ANNULUS)

STAINLESS STEEL OUTER SHELL IMPACT F INS CASK CLOSURE HEAD

Figure 2, IF.300 Irradiated Fuel Shipping Cask tt> 37' 6" CAR SER CAR SER 22' 1/2" NUMBERS NUMBERS — 4 D I M

>'PRX-10000, 13' 2 5/16" G EX-50000, CHAIN TRAVEL ~7I 4o>~ GEX-50001 GEX-50003 E L 29' 1 9/16" ~ A 12 f1 9 ft EL 27' 10 1/16" ~ 8 4ft 2 ft

S>tf r) >ytft C 53 ft6 in. 48 It 6 in. ti P 4)II4 if 4.Lli'P D 38ft 35 ft 10 in. 8j , E 58 ft6 in. 53 ft 8 in.

E L. 15' 5 I /4" ——= I —— f.j = 3i I~ I 43 ——40 7/8" ,' Z I m O I.>—;Il II' EL, 13' 6" 0 hll A>~ Jill C)

l I IREF) 0 r 3 llQP-=-0I" ==(t--=--XIII ===«II- >- ~ ———-U

I CAVITY OVERFLOW TANK 5' 10" CTRS

D —TRUCK CENTERS

C —BED-

E —COUPLER.TO.COUPLER

30477

Figure 3. IF-300 General Arrangement —Side Irlew NEDO-10864C

144" (OPEN)

102" (OPEN)

STANDARD 74 1/2"— ,LIFTING YOKE fl EL. 26' 0 1/16" (BWR) EL. 25'- 1 13/16" (PWR)

flllkl+IHHI-IIH

I IIIIIIIIIIIIIIIIIIIIII!t!

I I

(

T'AI-I EL. 12' 5 1/8" EL. 11'- 7 1/8" AIR DUCT ~ I Ir EL. 10' 8 3/8" I II JJ I

II I l~ ) r+I a (,13 EL. 8 - 5 1/8" TOP OF, CATWALK EL. 8' 1" 'LL~,i J Jy ~ .r-~ -r(-

EL,B'-(V',t

I( II III ~OVERFLOW ~ El 4'- 0" TANK Q

TOP OF RAIL EL. 0,00

!/I 30477

II

Figure 4. IF-300 General Arrangement —Front View NEDO-10864C

A .II=IEH =) A 12.FT WIDE RAMFL i 10-FT 6-IN WIDE I' i:>L/Ii H FLAT CAR 10-FT TRAILER .'E

XPANDE D W ID TH I v VIEW C-C ~ AREA RAISED'HIS TO RAIL 'HEIGHT FOR APPROACH ~ AND MANE UV E R IN 6

88-FT OVERALL —— I 8 FT 8 IN GROUND LEVEL RAISED TO RAIL HEIGHT FOR TRAILER AR"RUACH ANG MANEUVERING ~INQQPO ISEEI 45.FT ~9D IRI,, I — ' F 82.FT MiN — ',—I —~ FLAT CAR

H IN GE D STEE L PLATE 4-FT- I I~ 4-FT~ TOP OF RAMP AND

I FLAT CAR I I 4-FT GROUND I '2 FT I TOP OF RAIL ' LEVEL . MAX I j 2-FT 1~ IN SE TION 8.8 ENLARGED SECTION A-A

Figure 5. Intermndaa Transportation Trans/er

CASK

1. Cask Body

The IF-300 cask inner cavity is a stainless steel cylinder, 37.1/2.inch inside diameter and 1/2-inch-thick walls, having its bottom end sealed with a 1.7/16-inch-thick stainless steel plate. The upper end is welded to the closure flange. Processes and procedures described in Section III of the ASMF Code were used for guidance in the fabrication of the cask.

Surrounding the inner cavity is the depleted uranium metal shielding material. This heavy metal assembly consists of annular castings,'ach with a 38-1/2-inch i.d. and a 4.inch-thick wall. Sections are interlocked, end.to. end, using an overlapping joirit which holds the stack together and prevents radiation streaming. This assembly is shrink-fitted to the inner cavity to ensure good thermal contact for heat transfer purposes. The bottom end shield is a 3-3/4-inch. thick uranium metal casting.

To prevert the formation of a low melting point alloy of steel and uranium. a 5.mil-thick copper diffusion -'arrier is provided at every uranium-steel interface; This barrier is piated or flame-sprayed on the larger pieces ,' E" such as the inner and outer shells. Copper toil is used in some of the smaller areas,

The outer body shell is also a stainless steel cylinder with a 46 1/2.inch i.d. and a 1-1/2.inch. thick wall. The outer shell is also shrink fitted to the uranium to unsure good heat transler characteristics. NEDO-10864C

The outer body shell of the cask is encircled by a thin-wa! Ied, corrugated stainless steel water enclosure jacket, extending axially from the upper valve box to a point slightly above the cask bottom, thus masking the active fuel zone. Water contained in this annular enclosure functions as a neutron shield. An antifreeze and water mixture is used when the cask is subject to cold ambient temperature conditions. The jacket surface is corrugated for heat transfer purposes. Additionally, the use of continuous corrugation provides a surface which is easily decontaminated. The jacket has a pressure rating of 200 psig and is equipped with fill, flush, and pressure relief valves.

Welded to the outer shell are four 1-1/4-inch-thick circumferential fins. These members serve as lifting rings and impact fins. They are also used to support the water jacket sections. The IF-300 cask is lifted by a set of tr nnions located just below the closure head flange. These lifting trunnions are pinned to the upper pair of heavy rings and are designed to be removed for transit. The upper pair of lifting rings also acts as the forward support/axial restraint when the cask is in the horizontal transport position.

Radially mounted at the lower end of the cask are 32 stainless steel impact fins, 1-1/4 inches thick. Six- teen protrude 8-1/8 inches from the surface and the remaining protrude 6 inches. They are weided in place and prepared for ease of decontamination.

There are two large valve boxes on the exterior of the cask body nested between the pairs of impact fins. These fixtures have finned lids which are removed during loading and unloading. The head end valve box con- tains both a nuclear service vent and flush valve and a rupture disc device. The lower box contains a fill and flush valve only. Stainless steel Schedule 40 pipe connects the upper valve and the rupture disk device to the cask cavity side wall near the flange. The lower valve is connected to the inner cavity bottom, 180 degrees from the upper valve location. Both the stainless steel vent and flush valves are equipped with quick disconnect fittIngs.

Temperature monitoring is performed with a thermocouple mounted between the uranium and the inner cavity. This thermocouple is located equidistant from the ends of the cask body at what is expected to be the hottest axial point. The thermocouple is contained within a well which enters the bottom of the cask, thus per- mitting easy replacement.

The overall length of the cask body from fins to flange face is 184-3/16 inches. The cask cavity depth from the flange face is 169-1/2 inches. The flange is a stainless steel machined forging whose face contains 32 equally spaced studs, each of which is 1-3/4 inches in diameter. The studs protrude 6-3/4 inches from the face and are made of 17-4 PH stainiess steel.

2. Cask Closure Heads

The IF-300 cask can be equipped with either of two different cask closure heads. These cask closure heads provide two alternate cask cavity lengths to match the particular dimensions of the fuel being shipped. With the short cask closure head in place, the overall cavity length is 169 1/2 inches. The long cask closure head increases the cavity to 180 inches. Most PWR fuel will be shipped using the short cask closure (PWR) head. BWR fuel (and some longer designs of PWR fuel) will necessitate using the extended cask closure (BWR) head.

Shielding in the cask closure heads consists of 3 inches of uranium. The outer shell and flange is a single A circular stainless steel plate is welded in place to form the cask stainless steel machined casting. closure'ead cover. As in the case of the cask body assembly, each steel-uranium interface is isolated with a 5-mil cop- per layer.

Each cask closure head has 32 radially mounted fins on the end, 16 of which protrude 9-1/2 inches from the surface. The remaining fins protrude 6 inches from the surface. These fins are designed to provide to the cask and contents. These fins are stainless steel and are welded in place. impact'rotection NEDO-10864C

Because of variations in fuel lengths, it is necessary to provide some spacing scheme. There are five spacer assemblies for the two cask closure heads. These spacers are mounted on circular plates which bolt to the top of the cask closure head cavity. Spacing is accomplished with struts and pads which protrude from the circular plate. Several sizes of basket bottom spacers are provided to elevate short bundles. Each plate is numbered and indexed to ensure proper installation.

3. Closure

The cask body is joined to either head, using the 32 studs in the body flange and an equal number of special sleeve nuts. Short, 3-1/2-inch-length nuts are used to secure the PWR cask closure head assembly. Because of its greater length, the BWR cask closure head must utilize 13-3/4-inch-long sleeve nuts. Using the sleeve nut approach makes it possible to change cask closure heads without changing the studs. Two guide pins provide alignment and orientation.

Cask sealing is accomplished using a metallic gasket. The cask closure head and body flanges interlock to provide shear steps to protect the gasket in case of impact.

4. Fuel Baskets (Figure 8)

Two different fuel baskets may be used in the IF-300 cask —a 7-cell PWR unit and an 18.cell BWR unit.

Each basket "cell" has walls which are slotted to provide coolant flow to the contained fuel. Cells are held in place by nine circular spacer" equally placed along the basket length. These same spacers center the basket in the cask cavity. The basket cells run the full length of the fuel and function as guides for ease in fuel loading. When the cask is horizontal, the weight of the fuel bundles is carried by the spacer discs.

Criticality control in each fuel basket is provided by boron-carbide-filled stainless steel tubes located adjacent to the basket cells. Design and fabrication of these tubes follow GE/BWR practice for control rod blade absorber rods.

Both baskets are of welded, stainless steel construction. Each is keyed into the cask to prevent rotation during shipment. Basket removal is accomplished using a special basket removal yoke which engages two lift- ing bars at the upper end of the assembly.

SKID AND SUPPORTS

1. Equipment Skid (Figure 2)

The equipment skid functions as both a unitized pallet for the cask and cooling equipment and a trailer deck for special permit short haul trucking.

The skid frame uses 24-inch fabricated I-beams. Fuel tanks for the cooling system diesel engines are incorporated into the framing. The cooling system and cask support members are attached directly to the frame. The skid is 37-1/2 feet long, 8 feet wide, and is of all-steel construction. Both ends of the skid are designed to ac- cept a type of hydraulic gooseneck assemblies used in the heavy hauling industry. When transporting the package by truck, wheeled assemblies will be attached to both ends'of the skid, The gooseneck will be used to lift the unit to a minimum road clearance of 12 inches. Deck plate is provided for all accessible areas.

During rail shipment, the skid sits directly on the bed of a slightly modified standard 90-ton-capacity flat car. During transport, the skid is restrained by a securing system designed to resist the peak loads anticipated under normal railroad conditions for the hydraulically cushioned draft gear. N EOO-10864C

37.375 DI A. TYP 5.75 .50 x 6.00 x 171.375BAR CELL C SPACER, A151 200 TYPE 216 SS (7YP) 0 0' I l ~l' ~i —5.75 CLEARANCE (TYP) + + g . + ~

I I I I ~II b~001 00 00 00 I( IOO OOI 00 000 00 0

I r I + A ——I-I: N —~.5D DI A PDIPDN NDD (112 RODS IN THIS CRADLE; ' 1008 RODS IN ALL CRADLES) i MATER IA L 304 SS TU 8ES ] 0.5 O.D. x .020 WALL

AXIAL SUPPORT BAR TYPE 216 SST 2.25 DIA. (TYP)

16 GA 304 SST

GUIDE CHANNE L 14 GA 304 SST h. 37 375 ,31V 270o P

,75 CLEARANCE (TYP,)

AXIAL SUPPORT BAR TYPE 216 SST 2.25 DIA (TYP)

PWR

50 DI A .02 WALL POISON ROD 1108 HDDS IN THIS CRADLE, 972 RODS IN ALL CRADLES) MIATERIAL. 304 SS TUBES.

304 77

Figure 6. Typicat Euei Basket Spacer Discs —BWRIPWR

-10. NEDO-10864C

2. Cask Supports

The horizontally transported cask is supported in two locations: just below the closure flange by a saddle and at the cask base by a pivot cradle.

Constructed of ASTM A516 Gr70 steel, the support saddle for the head end is welded directly to the skid frame. This U-shaped structure engages the cask at its upper lifting rings. Hardened pins are inserted through the lifting rings to provide restraint of the head end of the cask in the vertical and lateral directions, and through the saddle ears to furnish axial restraint for the total cask weight. During the lowering operation, contact between the saddle and one lifting ring moves the cask forward, slightly away from the bottom of the rear sup- port. This movement provides end clearance for the differential thermal expansion of the cask and skid components.

The pivot cradle, consisting of two pedestals which are welded directly to the skid frame and a counter- balanced cradle or "cup," supports the base of the cask. The cradle pivots between the pedestals on two trun- nions. Vlhen the cask is removed, the "cup" remains in a horizontal position with its open end upward. During the replacement operation, the cask base is lowered into the "cup." Two hardened guides provide alignment.

Once the cask is seated in the cradle, the pivot cradle and "cup" are rotated downward to the normal transport position. A shoe on the cask base becomes the bearing surface between the cradle and cask when in the transport position. All contact surfaces are coated with a lubricant to reduce the friction when the cask is moved forward for expansion clearance.

The two cradle-mounted tipping trunnions are held in the pedestals by pillow-blocks, each having a lubri- cated phosphor bronze bushing, to prevent galling. The cradle is counterweighted with lead to hold it in an up- right position when the cask is removed. The trunnions are mounted on the cradie slightly off-center so that there is a natural tipping direction toward the cooling system end of the skid vvhen the cask is rotated. Both the cradle and pedestals are constructed from ASTM A516 Gr 70 steel.

COOLING SySTEM

External cask cooling is not needed for nuclear safety and therefore is not required by the cask Certificate of Compliance. An external cooiing system is provided to maintain reasonable cask surface temperatures for cask handling with high heat load fuei.

Cask surface cooling is accomplished using a unique air jet impingement technique. Air, at a velocity of 47 feet per second, is directed perpendicular to the cask surface from four ducts, running the length of the cask and 90 degrees apart, bisecting the four quadrants. The two lower ducts are fixed to the skid while the two upper ducts lock in place during transit, but move outward to facilitate cask removal.

Each engine/blower unit is independent of the others and capable of producing a minimum flow of 10,000 cubic feet of air per minute. During normal operation, both units will be run simultaneously, delivering =18,000 cfm to the cask surface. Fuel tanks which are located in the skid, have a total capacity of 570 gallons. This quan- tity will permit the continuous running of both units for at least 10 days. Either one of the units is capable of sup- plying sufficient air to cool the cask surface.

Both blowers discharge into a common air plenum, which feeds the four axial ducts that cool the cask. If one blower fails, a gravity damper prevents a back-flow of air from the plenum. Intakes are well isolated and are located within a screened enclosure to prevent debris ingestion.

-11- NEDO-10864C

ENCLOSURF

The cask and cooling system is enclosed by an aluminum frame and expanded metal cage. This enclosure is in three sections: two are over the cask and the third covers the cooling system. The two cask enclosures move along a rail and telescope over the third one, which is semi-permanent, to facilitate cask removal. The enclosure ends are also semi-permanently attached to the skid. The cage extends out to the edge of the 8-foot wide skid. When the movable sections are retracted, the rails form a sill, which protects the bottom ducting and provides a work platform along the cask. When the sections are in place over the cask, a locking device lifts them off of their tracks and secures their movement. This device is locked during transit.

The cooling equipment end wall has a lockable access door for inspection. In addition, there is one small removabie panel on each side of the equipment enclosure which permits access to each of the engine/blower instrument consoles. The equipm'ant enclosure and the end walls may be removed by unbolting.

All three sections have solid roofs for sun shading. The enclosure ends are also solid. This entire enclosure makes the nearest accessible shipping package surface approximately 4 feet from the cask centerline.

CASK LIFTING YOKES (Figures 7 and 8)

The standard cask lifting yoke is a steel structure which engages a building crane at the top and the IF-300 cask lifting trunnions at the bottom. This yoke is used for all cask handling operations including removal and replacement on the equipment skid, insertion in the fuel pool, and cask closure head removal and installa- tion. The upper engagement with the building crane hook is accomplished using a retractabie 6-inch-diameter AISi 4340 heat-treated pin. The cask trunnlons are engaged by the yoke J-hooks. The yoke cross-members hold four cables which are used to remove the cask closure head.

The entire structure, except for the lifting points, is painted for corrosion protection. All lifting pins and hooks are periodically nondestructively tested for internal and surface flaws. All components of the standard lifting yoke have a minimum safety factor of 3 on static and dynamic loads in compliance with Federal requirements.

At some reactor sites, the NRC will require a redundant lifting yoke (Figures 7 and 8) to be employed with a redundant crane as additional protection against cask-drop accidents. General Electric can furnish a redun- dant yoke which meets the requirements of NUREG.0612 and which accommodates most redundant crane con. cepts. As shown in Figure 7, the primary yoke,(item 1) engages the cask trunnions (Item 2) in the same manner as the standard lifting yoke. Once the cask is vertical, the secondary yoke arms (Item 3) are extended from their retracted position and coupled to the fixed arms(item 5) of a supporting cradle(item 6) which is bolted onto the cask's lower impacting ring assembly at the reactor site. Movement of the secondary yoke arms is accom- plished by a traveling block on an air motor driven power screw. As with the standard lifting yoke, both portions of the redundant lifting yoke have a safety factor of 3 on static and dynamic loads.

SAFETY ANALYSIS AND LICENSING REQUIREMENTS

IF.300 LICENSING STATUS

The IF-300 cask design has received full Nuclear Regulatory Commission (NRC) and Department of Transportation approvals. NRC Certificate of Compliance No. 9001 was issued for the IF-300 in 1973.This Certif- icate of Compliance applies to all casks of the IF-300 design and currently permits irradiated fuel shipments, by specifically registered cask users, in the dry mode.

-12- NEDO-10864C

89 ~19$ ='= 3241

TO CONTROL q BOX

ol I I ~ ,0, I .0, +

SL

30—R 8 FROM CASK q

60—" 16

TOP OF CASK TO BOTTOM 4OS R OF CRADLE -"-- l FROM BWR 211 5/16 I FWR20»716 ~ CASK q I

i -' = ' 43—FROM J CASK q 42- FROSSS I 4 CASK SL

~44 FROM 175-1 ~CASK q 2

I 150-3 4

40- FROM 8 CASK q

382 R FROM ~I REF I CASK q 8 q CASK ~tL YOKE NOTE: ALL DIMENSIONS IN INCHES AND CRADLE 30353 Figure 7. yybi ting Arrangement of Redundant Yoke Assembly

-13- NEDO-10864C

7 j'

Figure 8. Isometric of the Redundant Yoke NE DO-10864C

LICENSING PROCEDURES

Containers used for shipping radioactive material currently undergo a license appraisal in the same con. text as that associated with nuclear reactors. The cask design is evaiuated against the criteria specified by regulatory requirements and conditions governing transportation of irradiated material, as promulgated by the Nuclear Regulatory Commission and the U.S. Department of Transportation (DOT).

After a thorough study encompassing cask design and postulated usage, the cask supplier submits a Safety Analysis Report. This document contains: (1) a comprehensive design description of the cask equipment; (2) reports of associated structural, thermal, and criticality analyses; and (3) discussions of proposed cask con- tents, compliance with safety reguiations, and operation, maintenance, and quality assurance plans. Using this document, the NRC performs an evaluation of the cask design as to its adequacy for use in making shipments of irradiated material; the NRC performs this evaluation for the DOT as well as for itself. After completion of the evaluation and a determination of cask acceptability in meeting regulatory requirements, the NRC issues a Cer- tificate of Compliance authorizing the proposed cask contents and permitting the licensee to deliver the loaded cask to a carrier for transport.

DESIGN CONDITIONS

The regulations specify both normal and accident conditions against which the radioactive material packaging design must be evaluated. These conditions are intended to assure that the package has the requisite integrity to meet all conditions which may conceivably be encountered during the course of transporta- tion. The normal shipping conditions require that the package be able to withstand temperatures ranging from —40'F to +130'F and vibrations, shocks, and wetting incident to normal transport. In addition, the packages are required to withstand specified accident conditions with a minimum release of radioactivity, The accident conditions for which the package must be designed include the following sequence; a 30-foot free fall onto a completely unyielding surface, a 40-inch drop onto a 6-inch diameter pin, 30 minutes in a 1475 F fire, and 8 hours immersion in 3 feet of water.

lt is unlikely that the casks wiil experience conditions in transport as severe as those imposed by the 10 CFR Part 71 requirements and, in any event, conditions far more severe than those would be required to result in a substantial breach of a cask. Further, since the cask design is evaluated by applying these conditions to the casks in sequence, the margin of conservatism is increased. It is highly improbable that a cask would be sub- jected to an event as severe as even one of these conditions, let alone all four. The conditions specified by 10 CFR Part 71 and the calculated results for the IF-300 cask are described below.

1. Thirty. Foot Free Fall

The shipping cask is required to withstand a 30-foot free fall onto a completeiy unyie'Iding surface. ln this analysis, the 30-foot drop of the cask involved consideration of ten different orientations —four vertical and six horizontal. The accident analysis also includes several parts: (1) the cask cavity as a pressure vessel; (2) the cask as a structure; and (3) the cask contents.

The cask body undergoes severe loading in all of the 30-foot drop orientations. There is a slight flange yielding ih the corner drop and slight outer shell yielding in the side drop orientations. However, the cask re- mains sealed with no reduction in heavy metal shielding. The fuel and fuel baskets also undergo severe loading in the postulated drop accident and some yielding will occur. However, the extent of yielding is limited by the short duration of the impact and the confinement of the cavity walls. Rased on ultimate strength, no fuel or basket failures occur in the accident analysis. NEDO-10864C

The components which mitigate the vertically oriented drop effects are the impact fins which protrude from the cask ends and side. The structures deform on impact in a predictable manner and limit the forces trans. mitted to the cask body and contents. Protection from horizontally oriented drops is provided by side impact and in rings, the case of the valve boxes, rectangular fins. The cask body is encircled by four thick steel rings which form the primary impact protection. These rings function in a manner similar to the end fins in that they deform under impact and limit the loads imposed on the cask body.

2. Forty.Inch Puncture

The 40-inch puncture analysis requires that the cask be dropped from a height of 40 inches, with the center of gravity directly above the point of impact, onto a 6-inch diameter pin of sufficient length to puncture the container. The formula for analysis of this condition was developed at Oak Fiidge National Laboratories and other places based on extensive testing of steel.and lead shipping casks. In regard to the relationship of this analysis to the transportation environment, it was oriainally intended that the 6-inch diameter pin would approx- imate that of the end of a rail for rail transportation accidents.

It should be noted that the casks are required to pass the puncture without rupture of even the outer shell. Generally, there is a heavy outer shell backed up by several inches of shielding material followed by an inner steel shell; thus, a wide margin exists between the damage that the cask would sustain as a result of the re- quired puncture test and that which would be required to rupture the inner vessel such that there could be dispersal of the radioactive contents,

3. Thirty-INlnute Fire

The cask must be designed to withstand a 30-minute exposure to a uniform heat flux environment corre- sponding to a thermal emissivity of 0.9 at a temperature of 1475'.This requirement is similar to the cask being completely surrounded by a fire resulting from the open burning of petroleum such as diesel or jet fuel. In actual- ity, the cask would most likely be lying on the ground nearer the cooler part of the flames such that it would not be entirely surrounded by the fire. Furthermore, while there may be individual flame temperatures higher than the proposed 1475'F, average flame temperatures would not exceed this value.

The arialysis shows that the neutron shielding containment structure remains in place and acts as a ther- mal radiation barrier, thus limiting the heat transmission into the inner cavity. Throughout and subsequent to the fire, there is no fuel failure or radiation release.

EXPERIEN CE

CASK FABRICATION

As of 1983, four,lF.300 casks and associated peripheral equipment have been fabricated under General Electric direction and placed in service. The casks form an important experience base for assessing design ade- quacy, fabrication lead times, component costs, and vendor capabilities.

SHIPMENTSI'UEL

General Flectrlc Company, Morris Operation, has received hundreds of irradiated fuel shipments by both truck and rail, Morris personnel have also worked closely with electric utilities engaged in irradiated fuel move- ments, using the IF-300 cask and others. The result of this is a significant experience base in irradiated fuel transportation system operations. The capabilities for logistical studies, licensing, carrier interfacing, training, maintenance, and field services have been developed by General Electric and can be made available in support of the IF.300 cask, NEDO-10864C

TRANSPORTATION SUPPORT SERVICES

SITE FACILITIES

Prior to the initiation of any irradiated fuel shipping campaign, it is essential that a thorough review of plant facilities be conducted to assure compatibility with the intended shipping cask. Many existing reactor buildings were designed prior to the time that the final weights, dimensions, and operational requirements of large, modern shipping casks were determined. As a result, interferences, lifting limitations, or needs for addi- tional plant facilities have often been! dentified. Since the time required to accomplish significant plant modifi- cations can be long, it is important that a thorough review to identify such needs be conducted at an early date. General Electric personnel experienced in cask handling can assist utility personnel in site surveys and assess- rnent of specific reactor plant facilities where appropriate.

PRE4HIP MENT PREPARATIONS

Once a cask is selected and a shipment date is established, it is important to make e, determination of the specific tools, procedures, and equipment required for each cask handling operation. IF-300 Transportation System operating manuals furnished by GE can assist plant personnel in this determination. Adequate ad- vanced preparation can prevent costly delays and operating errors.

PERSONNEL TRAINING

General Electric will provide training of plant personnel involved in cask handling operations during first use oi an IF400 cask and as needed for later shipments. In General Electric's view, such training is an important part of a cask supplier's role. This training will help to assure that casks are handled expeditiously and in con- formance with governmental regulations and industry safety practices. Detailed operating and maintenance manuals for the IF-300 Irradiated Fuel Transportation System are avaiiable to supplement the training program.

The IF-300 Transportation System combines the proven economy of a high payload, multi. bundle cask with great flexibility. The capability of shipping both high exposure BWR and PWR fuel via either rail or over- weight truck permits the IF-300 to serve the needs of most modern 'reactors.

The IF-300 is a product of an experienced nuclear materials transportation organization, responsible for the cask's optimum design and operability characteristics and capable of providing the technical suport to effi- ciently meet the utility industry's needs.

~ 17./.18- NE DO-10864C

TRANSPORTATION SUPPORT SERVICES

SITE FACILITIES

Prior to the initiation of any irradiated fuel shipping campaign, it is essential that a thorough review of plant facilities be conducted to assure compatibility with the intended shipping cask. Many existing reactor buildings were designed prior to the time that the final weights, dimensions, and operational requirements of large, modern shipping casks were determined. As a result, interferences, lifting iimitations, or needs for addi- tional plant facilities have often been identified. Since the time required to accomplish significant plant modifi ~ cations can be long, it is important that a thorough review to identify such needs be conducted at an early date. General Eiectric personnel experienced in cask handiing can assist utility personnel in site surveys and assess- ment of specific reactor plant facilities where appropriate.

PRE.SSHIP WIIENT PREPARATIONS

Once a cask is selected and a shipment date is established, it is important to make a determination of the specific tools, procedures, and equipment required for each cask handling operation. IF-300 Transportation System operating manuals furnished by GE can assist plant personnel in this determination. Adequate ad- vanced preparation can prevent costly delays and operating errors.

PERSONNEL TRAINING

General Electric will provide training of plant personnel involved in cask handling operations during first use of an IF400 cask and as needed for later shipments. In General Electric's view, such training is an important part of a cask supplier's role. This training will help to assure that casks are handled expeditiously and in con- formance with governmental regulations and industry safety practices. Detailed operating and maintenance manuals for the IF-300 Irradiated Fuel Transportation System are available to supplement the training program.

SUMMARY

The IF-300 Transportation System combines the proven economy of a high payload, multi-bundle cask with great flexibility. The capabiiity of shipping both high exposure BWR and PWR fuel via either rail or over- weight truck permits the IF-300 to serve the needs of most modern reactors.

The IF-300 is a product of an experienced nuclear materials transportation organization, responsible for the cask's optimum design and operabi'lity characteristics and capable of providing the technical suport to effi- ciently meet the utility industry's needs.

~ 17-I-18- NUCLEAR ENERGY BUSINESS OPERATIONS ~ GENERAL ELECTRIC COMPANY SAN JOSE, CALIFORNIA 95125

GENERAL '' ELECTRIC

TECHNICAL jNFORMATlON EXCHANGE TITLE PAGE

AUTHOR SUBJECT TIE NUMBER 79NED47R K. K. Fujikawa 730 A. W. Fanning July 1983 TITLE GE CLASS I iF-300 Irradiated Fuel Shipping Cask GOVERNMENT CLASS

REPRODUCIBLE COPY FILED AT NUMBER OF PAGES REPROGRAPHIC SERVICES, SAN JOSE, 18 CALIFORNIA 95125 (Mail Code 305) SUMMARY This document is a general description of the IF-300 Irradiated Fuel Transportation System, The IF-300 Cask is the first of the modern genera- tion of irradiated fuel shipping casks which can accommodate either 18 BWR or ? PWR fuel bundles for rail transportation. The IF-300 Cask transports fuel in a dry mode.

By cutting out this rectangle and folding in half, the above information can be fitted into a standard card file.

DOCUMENT NUMBER NEDO-10864C

INFORMATIONPREPAREO FOR General Electric Co.

SECTION GEUMCO

BUILDING ANO ROOM NUMBER 995, 1806 MAIL CODE S56

NEO 914 IREv 1/s3) DOE/ID/3 2701-1 Ex.sum.

Preliminary Design Report Executive Summary Babcock and Wilcox BR-1QG C sk

May 1990 Prepared For U.S. Department of Energy Office of Civilian Radioactive Waste Management Contract 0 DE-AC07-88ID12701

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BR 100 Design Information DOE/ID/12701-1 Ex. Sum. Distrlbutlon Category: UG420

Babcock and Wilcox BR-100 Gask

Published I@ay 1990

BOW Fuel Company P. O. Box 10935 Lynchburg, VA 24506

Prepared for the U.S. Department of Energy Idaho Operations Office Under DOE Contract No. DE-AC07-88ID12701 tIC

g/

/ )','f This report has been reproduced directly from the best available copy.

Available to DOE and DOE contractors from the Office of Scientific and Technical Information P.O. Box 62 Oak Ridge, TN 37831 Pnces available from (615) 576-8401, FTS 626-8401

Available to the public from the National Technical Information Service U.S. Department of Commerce 5285 Port Royal Rd. Springfield, VA 22161

Price: Printed Copy A02 Microfiche A01

DISCLAIMER

This book was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness. or usefulness of any information, apparatus, product or process disclosed, or represents that its use would not infringe privately owned rights. References herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof. CONTENTS

INTRODUCTION ..

CONTAINER DESCRlPfiON .

STRUCIVRAL EVALUATION ..

!MBtMAL EVALUATION

CONTAINMENT EVALUATION

SHIELDING EVALUATION

CRITICALITY EVALUATION

QUALITY ASSURANCE

CERTIHCATION ISSUES

TRANSPORTER SYSTEM

ALARA /SAFETY CONSiiDERATIONS

RELIABILlTY AND MAINTAINABILITY ~

FIGURES

1. B&WBR-100railibarge cask

2. BR-100cask schematic of shielding maten~ - .

3. BR-100cask on railcar .

TABLES

1. BR-100component weights . 2. BR-100 safety margins during normal comhtions of~p BR-100 safety margins during hypothetical accident tA ~n ns

4. Baseline thermal performance summary

5. PWR dose rates for normal operating cotwhtions

6. Design features required to meet aiticahty criteno

7. Assumed fuel characteristics Ill PRELIMINARY DESIGN REPORT EXECUTIVE SUMMARY BABCOCK AND WILCOX BR-100 CASK

INTROIDUCTION

The Nuclear Waste Policy Act of 1982, as amended, tablished by the U.S.Nuclear Regulatory Commission made the Once of CiviTian Radioactive Waste Man- (NRC). agement (OCRWM) ofthe U.S.Department ofEnergy (DOE) responsible for managing the pro~ for the The OCRWM Cask Systems Development Pmgram permanent disposal of spent nuclear fuel from coin- . is designing a variety ofcasks to safely transport mlio- active waste from the re- mexcial power plants and high-level radioactive waste generator sites to a geologic or a monitored retrievable fmm national defense activities. pository storage facility. Five contracts have been awarded: thee to develop xail/barge casks and two for legal-weight truck casks,

Tzansportation casks will contribute to the safety of By December 1989, all five cask contractors bad the nuclear waste transportation system. will pro- They submitted preliminary designs to the OCR%M. The tect tbe public and transportation workers from poten- designs have been xeviewed by a Technical Review ti"'xposure to zadiation during normal transpoxtation Group composed of national experts in cask develop- activities and if an accident occurs. This pmtection is ment axeas. This Executive Summary describes the pmvided thmugh tbe use of a new generation of casks major features of the BA% BR-100 rail/barge spent designed and constructed according to xegulations es- fuel cask design.

The Babcock 4 %ilcox BR-100shipping container including mtation between vertical and horizontal po- system is shown in Hguxe 1.The system consists ofthe sitions. container, impact Iimitezs, skid, zailcar and ancilhzy equipment. The cavity within the cylindrical container A specially designed rail car will be used to txanspozt holds a removable fuel basket that accommodates ei- the BR-100 container. A personnel barrier is, used to ther 21 fuel assemblies fmm a pxessurized water reac- pzotect workers and tbe public fmm heat or radiolog- tor (P%R) or 52 fuel assemblies from a boiling water ical exposuxe. Placaxds and shipping information are reactor (8%R).Fuel is shipped dzy in a helium atmo- displayed in accordance with relevant state and federal sphere to enhance safety during transport. xegulations.

The basic structure ofthe BR-100container consists The container, with impact limiters, has an overall of a multi-wall body and a bolted dosure lid. The con- length of 21 ft, a diameter of 10.5ft, and weighs 102 tainer body consists of two concentxic stainless steel tons. Calculated or estimated weights for the BR-100 cylinders welded at the top to tbe forged stainless steel container and system (both P%R BWR con6gura- bolting Qange and to separate forged plates on the bot- in tions) aie given Table l. tom. Layers of borated cement and lead separate the steel cylinders providing neutmn and gamma shields. The high-strength stainless steel closure The BR-100shipping container iv txanspoxted hori- hd uses two zontally in a shipping skid compatible with rail or elastomer 0-ring seals to accomplish containment. 'Ihe barge shipment. Container loading and unloading op- bolts used to attach the lid to tbe container body, erations aze performed with the BR-100container in a are made of a high-strength nickel alloy. vertical oxientation. The closure lid end is de6ned as the top with tbe container vertical, and is the forward Impact limitexs, consisting of balsa and xedwooden- end when horizontaL Tiunnions bolted to the container cased in a Kevlar/epoxy composite, are attached to body aze pmvided for lifting and handling operations, each end of the container. These materials have been Removable Fuel Basket Stainless Steel Inner Shell

nnion Location)

Trunnions

helt

Shipment rity)

Shear Pad

Figure 1. B&WBR-100rail barge cask. selected for their energy-absorbing abiTities, ultimately structural and thertnal reasons and a boron-aluminum reducing impact loads on the container during an acci- sheet material for criticality control. A separate shield dent. The fuel baskets are assemblies ofindividual fuel plug of lead encased in stainless steel is located be- storage cells made primarily ofanodized aluminum for tween the fuel aud the closure lid.

Table 1. BR-100component weights gb)

Pool Lifting Transportation Configuration Configuration

Component BWR BWR

Cask body 139,000 139,000 139,000 139,000 Shield plug '300 5/00 5,200 5300 Main closure lid 7,700 7,700 Basket assembly 9,000 10,000 9,000 10,000 Payload 32,800 33,800 32,800 33,800 Dewatenng tool 1,000 1,000 p~nrtl1llg etluipment 2/00 2/00 Water (before drain) 10,000 8400 Impact limiters 8,000 8,000

Package and 200,000 201,700 203,700 Contents Railcar 45,0QQ 45,000 Skid 11400 11/00 Personnel Barrier 500 500

Gross Vehicle Weight 258,700 260,700 The total empty weight of the BR-100 container is decxease in effectiveness even after hypothetical acci- 168,900lb with the P%R basket or 169,900lb with the dent conditions. Tbe copper fins allow heat generated BWR basket. Its corresponding loaded weight can by the fuel payloatl to be conducted to tbe outer skin of range up to 201,700 lb for tbe heaviest P%R payload the container and then to the environment, but a layer or 203,700 lb for the heaviest BWk payload. of cement between the 6ns and the outer skin dehy- drates if the heat coming f'mm the environment is too intense, as in the case of a thermal transient. The par- The BR-100 design functions over a full range of tial dehydration insuhtes tbe lead ganuna shield and expected envimnments without the use offorced cool- the fuel &om any detrimental effects of external beat, ing or any supplemental equipment or power source. but allows the heat Sow &om the fuel to resume after Both for normal conditions ofoperation and hypotheti- the thermal transient is over. cal accident conditions, per 10 CFR 71,it wiH satisfy its goals of containment, shielding, and prevention of fuel criticality. The use of Keviax to contain the balsa and red- wood ofthe impact limiter allows tbe weight ofthe im- The BR-100design has several features common to pact limiter to be significantly reduced without other containers that have been certified aud used for sacrificing stxuctuxal integrity. Kevlar is six times many years. The uses of stainless steel as a con- stanger than steel per unit weight. Scoping compres- tainment material, lead as a gamma shield, and balsa/ sion te~e have demonstrated the energy-absorbing su- redwood for impact absoxption, for example, have pexiority of the wood/Kevlax combination. Speci6c been proven to be reliable and economical. The wood and Kevtax selected for use in final design will BR-100 design has combined these efficient features be characterized to establish mechanical property with several innovative ideas to optimize container variability. perfoxmance in safety, opemtions, and cost. The most significant ofthese innovations axe: (1)tbe use ofa bo- The two-piece closure system consists of a shield rated cement/copper fin array as a combination neu- placed in the container after fuel loading and a tron shield and "thermal switch," the use of plug (2) closure lid bolted on after tbe container is removed Kevhx to contain the wood of the impact limiter, (3) from the reactor storage pooL The separate shield plug the fuel cell basket construction technique, and tbe (4) aHows quick draining ofthe container befoxe it is lifted use of a two-piece lid/shield plug closme. fmm tbe storage pool by pxessurizing the container to 3 atm. of nitrogen or dry air. The two-piece system The boxated cement/copper fin feature is a patented then aHows the container to be lifted to a work station system previously cextified and used in France for sim- where the closure lid can be quickly instaHed and re- ilar containers. Tbe boron and water in the cement act maining operations performed, thereby reducing as an exceHent neutron absorber, with no significant wodtul exposure.

STRUCTURAL EVALUATION

The BR-100shipping container is designed to meet lixnits pmvided in Section III of tbe ASME Boiler & aH applicable reguhtoxy criteria for normal ~xt Pressuxe Vessel Code. The methods and material prop- and hypothetical accident conditions. These conditions erties required for use by these codes axe conservative. are described in 10CFR 71 (1986Revision), "Packag- During the prehminary design phase, only major com- ing and Transportation ofRadioactive Material." De- ponents of the container were analyzed; aH were sign criteria and loading combinations are taken from shown to provide margins of safety that exceed the NRC Regulatory Guides 7.6'nd 7.8', xespectively, to requirements. assess structural integrity based on allowable stress

Major container components were analyzed durin preliminary design to identify margins of safety for Guide 7.6- Design Criteria for the Structural Analysis of a Reg both normal operation and hypothetical accident Shipping Crsdt Containment Vessebr conditions. Results are shown in Tables 2 and 3, b. Reg Guide 7.g - Load Combinations for the Structural Analy- xespectively. The loadings analyzed were the maxi- sis of Shipping Casks for Irradiated Fuel mum for each condition and, in most cases, cannot occur simultaneously. 'Ihe stresses obtained by thes,";~ Table 2. BR-100safety margins during normal methods ate the highest to be expected over the life of conditions of transport the container.

Nontal condttions oftransport, per 10CFR 71,ate: Margin of Safety %s

- Primary Primary Heat ambient temperatme up to 100'F Membrane Membrane Component Tensile Plus Bending Cold - ambient temperature down to M'F Cask outer shell >500 73 Reduced external pressure to 3.5psia Cast inner shell 262 45 Cast bottom outer Increased external pressure to 20 psia forging >500 15 "Closure lid >500 32 e Vabration incidental to transportation Closure lid bolts 115 N/A PWR cell N/A 70 Water spray simulating 2 in./h of rain for 1 h BWR cell N/A 82 ~~:.'-:<~., Trunmon N/A 13 I, ~ Free drop - 1 ft onto unyielding horizontal surface

~ Penetration- impact ofthe hemispherical end a, Margins, reported in %, are derived by of a vertical steel cylinder 1.25-m. diameter Allowable Stress - Maximum Stress x 100. and weighing 13 Ib dropped from a height of Maximum Stress 40 in.

Table 3. BR-100safety margins during hypothetical accident conditions

Margin of Safety,

Membrane %'rimary

Compressive Primary Plus Tensile Budding Bending

Cask outer shell 487 13 7 224 Cask inner shell >500 393 1 31 Cask bottom outer 491 N/A 6 96 forging Clown lid 367 N/A 1 Closure lid bolts 106 N/A N/A PWR Cell N/A "61 2 N/A BWR Cell N/A 638 9 N/A

a. Margins, reported in%, are derived by Allowable Stress - Maximum Stress x 100. Maximum Stress Hypothetical accident'conditions, per 10 CFR 71, posed on the container to 80 "g"during side impact, aud 60 "g"for an end drop.

e Free drop - a 30-ft drop in the most damaging Finitewlement analysis techniques aze used exten- orientation onto an unyielding, horizontal sively to analyze stress di~butions and de formations surface in container components. These techniques use com- puter codes that have been developed for specific u Ptmcture - a 40 in.~p of the container onto applications. All codes will be certi6ed and bench- a 6-in. diameter mild steel cylinder at least maxked to known solutions befoxe use. 'Ihe codes used 8-in. long

~ Thermal - exposure of tbe cont'ainer for ANSYS - a general-purpose program em- 30 min or longer to an enveloping environ- ploying the state-of-the-art, 6niteclement ment of 1475'F technology applicable to component static ~ Immersion - a water bead of 656 fL and dynamic analysis e - During preliminary design, the stxuctural integrity PAIRAN A pze- and post-processing code was evaluated using conservative analytical or empir- used to develop analytical models for 6i- ical methods. Detailed analytical methods will be nitewlement codes the final Also final employed for design. during ~ ABACUS - A 6nitewlement code for general design, testing of a quarter-scale model and certain use in both nonlinear and linear structural full-scale components will these analyses. supplement analysis. It is paztiatiarly useful for puncture All structural materials aze ASME Class 1 equiva- or and impact analysis lent. For conservatism, the structural strengths of the lead and cement layers of the shell aze not used, but ~ ILAN - A B8'cW-code used in the design of their weights aze considered in structural analyses. The tbe impact limiters. It also predicts impact impact limiters are designed to limit the forces im- angles for maxunum energy absorption.

THERMAL EVALUATION

The BR-100design meets the thermal requirements capacity of the BR-100 container approaches 18 kW of 10 CFR 71.It additionally offers substantial mar- before any of the temperature limits axe xeached. gins to established material temperature limits set by analysis, testing, and sound engineering practice. This Table 4. Baseline tbezmal perfozmance summary ability to remove heat during normal transport or insu- late the spent fuel during a hypothetical thermal event is signi6cant in preserving tbe integrity of the contain- Maximum er and its contents. Temperature Noun aib Limits Conditions Thezmal limits established for the various compo- ('Pj'Cl ('p/'n nents and materials must be met for the 10CFR 71 ze- PWR BWR quixement of a 100'F(38'C) day with solar insulation of 388 W/m2 and a fuel payload generating tbe maxi- Personnel banier 180/S2a (180/82 (180/S2 mum heat credible within the bounds of expected Peak cement 250/121a 210/99 198/92 transport conditions. Calculations are made at the Peak gamma shield 620/327 215/102 201/94 point of maximum heat input to the BR-100container. Peak fuel basket 350/177 274/135 239/115 Limits for the fuel basket, lead gamma shield, and fuel Peak fuel cladding 6&0/360 364/185 285/141 cladding must also be met for the hypothetical thermal event conthtions. Notes: a. Normal transport conditions only, can be higher for accident con- The margins that exist for the BR-100design azu ev- ditions. ident in the thermal perfonnance summary for baseline b. Accident conditions are to be catculatcd during final design. Ex- fuel shown in Table 4. trapolation from French experimental data indicates that the peak temperatmes for thc gamma shield, basket, and fuel ctadding will be 'Ibe thermal output of the fuel used to determine the substanbally below Ihclf lindts. normal condition temperatures is 12 kW. 'Ihe thermal The inner and outer shells of tbe BR-100 container tbe saturation pressure to less than 60 psig (0.40MPa). body are subjected to different thermally induced pres- The inner shell internal pressures are estimated to be sure environments during normal or accident events. only slightly above tbe 100 psig (0.69MPa) predicted For normal conditions, tbe outer shell is exposed to a for MNOP conditions because of the small increase in pressure based on a combination of noncoadeasible iatemal temperatures. Those pressures are well within gas and vapor pressure. 'Ihe major contribution results design limits for the shells. from the moisture in the cement being driven off as va- por at saturatioa pressme. At the cement temperature The beat transfer relationships used during prelimi- limit, 250'F/121'C, this value corresponds to a satura- nary design are: tion pressure of 30 psig (0.21 MPa), substantially be- low the level that would cause any structural concerns. ~ A oae-dimensional model to calculate heat The inaer shell under normal conditions wiu function transfer thmugh tbe container body with an internal pressure less than atmospheric. The Maximum Noxmal Operating Pressure (MNOP, as de- ~ 'Ibe %oaten-Epstein relationship to geaerate fined in 10 CFR 71)assumes all fuel mds are zuptuxed peak spent fuel clad temperatures and would xesult in aa internal pressure less than 100 ~ Finite-element codes to calculate the tw~- psig (0.69MPa). Such an event is highly unlikely but mensional heat flow in the fuel basket. bas been used to establish extremely conservative re- quirements. In addifioa, a 50% margin is used for pxes- Two computer codes were used to support thermal suxe testing tbe containment. analysis during preliminary d~wign: PATIuW (briefly described under STRUCTURAL EVALUATION) and For hypothetical accident conditions, the outer shell PTHERMAL, which is a general-purpose thermal experiences pressuxes developed in the same fashion analysis program capable of 1-, 2-, or 3-dimensional as for tbe noxmal conditions with the followiag excep- analysis. This code calculates conduction, convection, tion; the outer shell has strategically placed fusible multiple-surface radiation networks, and.hmited con- plugs that melt at about 300'F (144'C), thus limiting vectiorL

The BR-100 containment bouadary is designed to vimnments and were selected to prevent chemical or meet regulatory xelease requirements for noanal trans- galvanic effects leading to corrosion. portation and hypothetical accident conditions. During preliminary design, a structural evaluation of the main There are only two peaetrations into the primary closure was considered sufficient for contaiament containment: one 3/8-m. and one I/2-ia. quick-discon- evaluation. Criteria used were: nect valve, both located in tbe closure lid. They are used for fina draining of tbe container, vacuum dry- ~ No plastic deformation of the closure lid ing, pressurization with inert gas, pressure measuxe- ments, cavity gas analysis, and cavity cooling. Closure No yield of closure bolts is ensured by 32 high-stxength bolts on the closure lid Conservation of compressioa characteristics and 6 high-strength bolts on the penetration cover of the elastomer seals. plate.

The objective of a containment analysis is.to dem- Tbe containment evaluation during preliminary de- onstrate tbe desiga of the shipping container for a siga considered tbe cold environment and tbe h drop leak-tight capacity as defined in ANSI N14.5. Howev- for normal conditions of transport, aad immersion, er, as results ofDOE's ongoing source tenn evaluation free drop, puncture, and thermal conditions for the hy- program become available, leakage testing require- pothetical accident. ments will be set to satisfy containment requixements of 10 CFR 71.51(a).The containment vessel is an In both cases, the free drop provides tbe maximum ASME Code Class 1 component with highest Quality loading on the bolted clr sure. No adverse effects from Assurance standards for materials and construction. either normal or accident conditions are expected to The materials are compatible with both wet and dry en- impact perfoanaace of the containment. SHIELOING EVALUATION

Concentric layers oflead and borated cement encap- predicted dose rates sigai6cantly and measured dose sulated between inner and outer steel shells ensure ac- rates aie usually signi6cantly lower than predicted. ceptable external dose rates for the BR-100.Lead provides tbe primary gamma-radiation shielding aad is Tbe dose rates for post-accident conditions are esti- arranged to minimize overall weight of the container mated to be only slightly higher than for normal oper- without sacrificing the shielding effectiveness. A bo- ating.conditions, and they will be verified by testing rated cement was chosen to moderate aad absorb neu- and analysis during fiaal desiga. trons. Figure 2 shows materials, locations, and thicknesses of these elements. The following computer codes were used to esti- mate dose rates:

Fuel characteristics used in the shielding analyses o ORIGEN2 - calculates the source &om the were chosen to yield the maximum credible radiatioa fuel region consisting of neutron aad gamma generation. Material properties were chosen to mini- componeats from activation products, acti- mize their shielding effectiveness, thus providing fur- nides, and fission products. Sources from ther conservatism. structural components of the fuel assembly (primarily gamma radiatioa from decay of Co-60) were hand calculated Gamma and neutron dose rates calculated during preliminary design are'shown in Table 5 aad include ~ ANISN BW - a oae~ensional discrete-or- aeutrons aad primary gammas originating &om the dinates ~rt code that solves tbe Boltz- fuel, and secondary gammas resulting &om neutron mann transport equation for neutrons and/or capture in shielding materials. Maximum dose rate at gammas. This code was used to calculate ra- the package surface is well below the 200 mrem/hr dial centerline dose rates and neutron dose regulatory limit, and the maximum dose rate at 2 m rates at the ends of tbe coatainer (6 ft) from the package does not exceed tbe limit of 10mrem/hr. ~ QAD-CGGP - a three4mensioaal point-ker- nel code originally developed by Oak Ridge National Laboratory (as QAD-GP). This Dose rates for BWR fuel loading Me about 50% of code was used to estimate gamma dose rates those calculated for PWR fuel. The use of more dis- &om the fuel aud Co-60 in end fittings and crete methods during final design should reduce the spacer grids of the fuel.

Criticality control for the BR-100shipping contain- The computer code, KENO-IV, was used to evaluate er is maintained below the regulatory limit, k criticality safety for both PWR and BWR configura- 0.95,by a combination of geometry, fixed poison, and tions with an assumption that the container internals bumup credit. Two separate basket configurations al- ate fiooded, thus adding conservatism to tbe analysis. low the container to hold either 21 PWR or 52 BWR During 6nal design, more realistic assumptions vill be intact fuel assemblies. Each configuration requires a used in accordance with NRC regulations. Other codes different combination of design features to meet the supporting the analysis included: k ~ <0.95criterion as shown in Table 6. ~ ORIGEN 2 - to develop PWR burnup Analysis indicates that bumup credit is mquired for isotopics the PWR configuration only. (This is discussed in more detail under CERTIFI~ON ISSUES). ~ NULIF - to ideatify the most reactive PWR fuel 'Ihe fuel characteristics assumed for the preliminary design analyses for PWR and BWR fuels am shown in ~ NITAWL 8 - to generate cross-section data Table 7. XSDRNPM. 15in.SS 05 in.SS 25 in.Balsa wood 5 toss 35 ln.lea d

r 1 / Ll// Tlctt l W X efl

li ~5.0in.lead : g:,':, „~L75in.SS

I in.concrete Personnel ~45 barrier I (typical) ~4.5 in.lead /;;1 ~ 1 ln.ss ~05 iaaluminum

ii -~5.0in.lead

I / X //

/ 2.75 in.SS 3 in.lead 425 in.SS

Flgut'e 2. BR-100cask schematic of shielding materials.

Table 5. PWR dose rates for normal operating Table 6. Design features required to meet conditions criticality criterion

Dose Rate (mrem/h) PWR BWR

Location Neutmn Gamma Total Water gap between fuel 0.75 in. Not req'd cells (flux traps) Top surface, axia'. centerline 4.7 49.5 54.2 Fixed poison Yes Yes Axial centcrlin., 2m from 0.1 8.8 8.9 (B4C Cermet) package Fuel Avg. bumup credit 18 GWD/MTU Not req'd Radial sviface, upper cnd 7.1 112.9 120.0 Radial at 2m, upper end 1.9 6.9 8.8 Radial surface, midplanc 15.2 20.9 36.1 Radial dt 2m, I111dplanc 3.8 5.8 9.6

QUALITYASSURANCE

'Ihe design, testing, fabrication, and operation ofthe Idaho. B&W's QAP is in acconhnce with nationally BR-100 shipping container will be performed to re- recognized stan(hnls for quality assurance, including quhements specified by a Quality Assurance Program American National Stanthnls Institute (ANSI) NQA-1 (QAP) generated by B&W, and appmved and audited and American Society of Mechanical Engineers by the NRC, DOE, and DOE's subcontractor, EG&G (ASMB) Boiler & Pressme Vessel Code, Section III. Documentation of NRC's QA approval is provided in d. A design review by independent experts NRC Docket No. 71-0506-Rev. 2. was conducted to ensure that all DOE and NRC requirements and industry ob- Highlights of8&W's QAP implementation for the jectives for safety and reliability were BR-100preliminary design phase include: properly addressed in the BR-100 design. a. Baseline drawings, calculations, and specifications were pmduced in accor- dance with design and control proce- e. The peer xeview requirements imposed were ind dures. They pendently by. DOE document RW/0032 are im- xeviewed quaMed individuals to en- by plemented in the BR-100project thmugb suze their technical accuracy. the technical and design reviews men- tioned above, as well as by conducting b. Computer softwaze was contmlled in ac- quarterly reviews an Advisozy Re- cordance with the QAP xequixements for by com- preliminary design. view Board (ARB). The ARB is prised of senior engineers aad managers specific c. Testing was performed in accordance kom Babcock &. Wilcox, Robatel, and with requirements commensurate with utility and railmad iadustxyindependentreviewconsultants. the scope of approved test plans and In addition, pmceduzes. are held on an as-needed basis.

Table 7. Assumed fuel characteristics

Parameter BWR

Assembly rod array W 17X17 GE 8X8 Active fuel length, in. 144 138 Fuel xods/assembly 264 62 Fuel md diameter, in. 0.36 0.483 Cladding material Zirc-4 Zlro-2

Cladding thickness, in. 0.0225 0.032 Pellet diameter, in. 0.3088 0.41 Fuel ceil pitch, in. 0.496 0.641 Pellet material UO2 UO2

Maximum initial enrichment, 4.5 wt% U-235 Design basis bumup, 35 30 GWD/MTU Initial uranium weight, 423.2 176.8 kg/assembly

CERTIFICATION ISSUES

B&W met with the NRC three times during the BR-100 design to tbe appmpziate regulatory experts BR-100 preliminary design phase. Repxeseatatives and to identify areas where additional analysis or test- from DOE and their subcontractors were also present ing would be required for cextificatiozL Axeas that xe- at these meetings, which azu recorded in the NRC Pub- quire special attention have been classified as lic Documeat Room under Docket Number 71-9230. ceztification issues. For the BR-100design they are: The purpose of these meetings was to describe the a Thermal Switch/Neutron Shield —The d. Bumup Credit —The BR-100 uses bur- borated cement/copper fin feature has nup ciofit only for PWR fuel with initial not previously been certified by the U-235 enxichments over 3.2%.Bumup is NRC; therefoxe, its performance must be a term that describes the amount of verified thmugh testing. U-235 in a fuel assembly that has been used, or "burned." As the U-235 in a fuel b. Closure Seals —Both material properties assembly is "burned," less is available aM configuration performance must be for further beat generation. 'Axe critical- verified by testing over the range of zeg- ity analyses performed on the BR-100 ulatoxy temperatme conditions. assume a "burnup credit." This is a means of accounting for reduced reactiv- c. Impact Limitexs —Tbe specifications to ity as a result of the fissile material be used for fabrication of the pmduction (U-235) depletion and build-up offission impact limiters are to be duplicated for pmduct poisons. test specimens. The perfoxmance of the test specimens will be documented over Sufficient analytical data to cover all a xange of predicted worst-case condi- fuel-related parameters and a verifi- tions and benchmarked to a computer cation technique to ensme tbe zeqmred code that will then extrapolate the forces bumup level wiH be necessary for inclu- applied to the container in any postulated sion of burnup czedit in the certification dmp accident. process.

TRANSPORTER SYSTEM

%lie transport system for the BR-100shipping con- The shipping skid holds the BR-100 container se- tainer consists of a railcar, skid, and personnel barrier. cure during all conditions of transport and is compat- The system is shown in Figuze 3. ible with either rail or barge shipment. The skid is secured to the BR-100container and allows mtation of 'Ibe xailcar meets AAR xequixuments to allow fee the container between vertical and horizontal via two interchange on all major U.S. railroads. 'IIxe zailcar is trunnions near the xear (bottom) end of the container. 47 ft 6 in. long and 10 ft 6 in. wide and rides on two lIxe trunnions axe offset so that the container can only 2-axle trucks. The Gross Vehicle Weight limit on the rotate in the correct direction. The skid has a saddle loaded zailcar is 263,000 lb, or 65,600 lb per axle. The that supports, and holddown brackets that retain, the railcar weighs 45,000 lb and is a fiatbed with provi- front end of the BR-100 container. The skid can be sions for attaching the shipping skid and tmllies on picked up while holding the BR-100container via two each end for xexnoving and storing the impact limitexs. rear trunnions on the skid and two fmnt tzunnions.

The railcar is designed for easy inspection and maintenance and has high-perfoxmance running gear The personnel barrie for the BR-100container ex- and brakes per AAR guidelines. The two-truck confi- tends between the two impact limitexs to prevent any guratio was chosen because ofits stability and xeliabil- inadvextent contact with the container body. It is made ity. The center of gravity of the container is 92 in. ofmetal fabric with an aluminum frame. The open fab- above tbe rails, less than the 98-in. maximum recom- ric allows air circulation around the container, while mended by AAR. A ride index will be specified in the the white color and partial solar protection help zeduce final design that is consistent with stxuctural analysis the outer temperatuze of the container. The personnel and testing. The railcar design will be approved by the barrier attaches to tbe railcar and can be lifted off via AAR befoxe operation. lifting eyes on top of the fame.

ALARA/SAFETY CONSIDERATIONS

Design considerations for the BR-1QQ shipping con- process. ALARA has as its goal the systemic xeduction tainer incorporate ALAI& (As Low As Reasonably of worker and public exposme to workplace radiation. Achievable) and safety as integral parts of the design The BR-100 design team includes several members

10 Figure 3. BR-100cask on railcar. experienced in ALARA principles, and the BR-100 ~ Smooth exterior —The BR-100design has no design undergoes periodic review by ALARA/Safety cooling 6ns and has minimal protrusions and experts. crevices. This keeps cleaning and decontami- nation efforts simple and effective, and helps Design features that contribute to ALARA and to keep worker exposure to a minimum. Safety goals include: ~ Quick attachments —The closure and impact Borated cement/copper 6ns —%is feature limiter attachment bolts aze designed for easy neutron shield ensures that both the container installation and disassembly by being com- and gamma shield will remain effective after patible with zemote and remotely automated accident conditions. hypothetical equipment. ~ Two-piece closme —The lid/shield plug sys- tem allows quicker operations in preparing ~ Preparation for shipment —AH draining, dzy- the container for shipment, thus blueing to- ing, iuerting, and leak testing opezations aze tal worker exposure. The closme lid is never performed at tbe top ofthe container. This en- inserted into the pool water, further mizumiz- sures better shielding, lower exposures, and ing con~min~tion. safer operations.

'He BR-100container system, including tbe railcar, in identifying tbe probabiTity and consequences ofany handling equipment, operational equipment, and all potential failure mechanism and thus helps establish other aucilhuy equipment, was mviewed in the prehm- reliability and maintenance standards. Potential meas inazy design phase using a Pailuze Modes and Effects that aze adverse to reliability and m~i~»~hility me Analysis (FMEA) technique. This technique is useful identi6ed and corrected as a result of the FMEA.

11 B fore operations and maintenance manuals are In addition, the BR-100 system design is reviewed prepared during the fmal design phase, and befoze the on a quarterly basis by an independent panel that in- ancillary equipment and container design has been fi- cludes container users, fabricators, and inspectors. nalized, another FMEA will be performed. 'lheir input on the ef6ciency and safety ofthe design is then used for revisions and updates.

*U.S.GOVERNMENT PRINTING OFFICE: 19904-750435

12 Appendix E-3

M-140 Cost Information

E-6 288-526-8878 EGKG IDAHO TSP SEP 17 '93 1C:~l M UUk. LlJ t.Kwl'I 784 P81 SEP 17 '83 14:17 Pi%'MF<

MEMORANC UM r ISIIWI ,IQI,

F~: I ~ N. Pratt SEP I II8 o~: August 31, 1993 ~ ~+0 BIIAIICH s~; RIF Container Costs OFFICE

Ta : Ap N. Richardson

ac

Pu'rsuant to our conversation yesterday, here is the remaining information on the container processing costs and desi «n parameters.

As earlier stated, the N-140 cask, ir ternals, 'and natl c tr cost approximately $ 4,000,000. The internals ciIntributed around $ 300;000 and the rail car contributed around 4 250,000. 't ~P The v'ail cars which transport the Iti-130'), H-140's, and the N"160 are owed by the Army. PNR tracks the vail ~cars and colltrals the general maintenance of the rail cars. All of the I-140 rail cars were purchased wi.thin the Naval Reactors progvam and not by the Army.

The core independent SARP indicates a heat, removal capacity of 75,770 Btu/hr. Per a conversation with 8attis (Crawford), this capacitj is dependant on the fuel modules and module holders inside, but For a general design number this number can be used.

Th transportation costs of an 8-130 and N 140 are dependant on, weight of the total package, and if the casks are going Mest or East. The breakdown. is as Follows:

N-130 liest - $46 per mile East - $25 per mile

N-140 hfest - $ 64 per mile,, East - $ 36 pp'r mtlp

peat-It brand faX tranamittal memO 76TILaat Fxteaa ~ / Ql iL 4 ', D4~w.~ /Nk E4 oapt. Fhalta II Faxlpg~+yp g pg Fax a JUN 4 '3 I 6:36 F ROPi PiKTG-SALES SCHAUNBURG PAGE.882

The Atchison, Topeka ance Salata Fe RaBway Company 1700Rast Golf Road Sdmwnbiug, Glinois 60173-58% June 4, 1993

Mr. David Burton Transportation specialist Morrison Kaudsen Corporation Environmental Services Division 180 Howard Street San Francisco, CA 94105 Dear Mr. Burton: This has reference to your fax recpxest of May 27, requesting a rail cxuotation on shipment of spent nuclear fuel originating from Morris, Xllinois (rail head Argonne, Illinois), terminating Los Alamos, New Mexico, (rail head Albucpxergue, New Mexico). Please find attached copy of Santa Fe Tariff 4043-A covering shipments of nuclear wastes on both loaded and empty movements. This tariff is set in mileage format, with rates and charges assessed for the distance Santa Fe actually handles each car. Out'ariff does not include rates applicable to cahooses or guard cards. Ne are investigating these rates which will be supplied in the near future. Mileage —1,315 Routing —Santa Fe direct Column (1) = $7t100.00 not, to exceed 224,999 lbs. per car Column (2) = $9,541.00 wt. of 225,000 lbs. or more per car Column (3) = $4,928.00 each buffer car Morrison Knudsen will need to select and provide for a loading site at origin and an unloading site at. destination, as well as, provide for transportation from Morris, Xllinois to Argonne, Illinois and from Alhucpxerque to Los Alamos, New Mexico since Santa Fe does not serve these locations, nor do we provide for over the road transportation.

A Santa Fe Pacific Company JUN -' S3 16:37 FROM MKTG-SALES SCHAUMBURG PAGE.883 ))

Please let us knov iC you recgxire any assistance in locating rail served property at either origin or destination, as veil as let us Rnov hov ve can further assist your efforts in moving this product.

ck - Haste Products JUN 4 'S3 16:37 FROM MKTG-SALES SCHAUMBURG PAGE.884

)t.cc 916 N|NSCC 4NI3-A ICC AVSP 4-A

vsse AVCwSOM, vopma Nm SAmtA FE RAII.NAY COMPAler

FRHCnHT TARlFF ATSF 443-A (Cancels Suppatnieraa 10, 3l end 32)

Suit~;.~ Ss anti Slaeeiel Suyplenteete shown beleer eenhaln ell ehanlea. sepylentlal 4- sulas~ et lntetetaenie laslncs. Sultpllnents 7 entl 12 - ~'~ NeBtae.

LCCAL, INSTANCE M%II NI ~ ~~'0 FURL AND I'tr'-I ~'ill MASTS

ARlZONA LQOISIANA ARlZQNA LQUISIANA CALIFORNIA MISSOuRI CAUFORIRA MISSOURI CQLQRAOQ NEBRASKA COLQRAOQ NEBRASKA IOWA NET MEXICO IOWA NEIN MEXICO ILUNOIS OKlAHOMA ILL)NQIS OKLAHOMA INOIANA TEXAS INOIANA TEXAS KANSAS KANSAS

This tarN Is ciao ep paceble on irnrestete tratnc. errcept wierre espressly >o~~ to che oontrauy In conrrection erith partkuatr items, renra or cnar0ea.

NUCLKAR TARlFF

Governed. eacept ae otnerwise provkied herein, by unlfarre cteaslncation. see Item 5.

:ISSUED dULY. 8, 1992 KFFECTlVK JULY 29, 'I992

ISSUEO BY P. J IIRSO TARIpp ptlsanwwo ORDER 000 SOUTH FR0NTAOS ROAD %000RIOtaE, IL00$1T~

{1$007) (100) JUN 4 i93 1B:37 FROM MKTG-SALES SCHAUMBURG PAGE.HBS

SUPFUsNRÃf 8STO TARIFF ATSF ~A ktFLRKTQN OF QATLrS — ReaSa Spyly aahXal er s ~~raSSa ~afaaanaferahkh ~»a ~ ~In TarW ICCAT8FQN~S ehennarlod via A13F canseL Hew»sula Irenl cha cLpelosoon of 1hea ~ naca s48 «gnss ately.,fe A13F Rnaaa In deaara d'or ear.

' ' ' FOQI EIIIRiJMRTIOI0 OF'CLAfS+R'~ L!II8j~ ~'N NILSS a~l8W1 CC8Afae a ~'mWI83

sJ ocncS 1A8S 4 4480AS L~ 4N and evor 3S ...... 3ASOAS '4AI4LN 2,107AS 8Nandesar400 ...... 2~ 8N andes» SN ...... 4XSAS S,YPLN 2AQr2As 'Nand e'er QN .."-".- 4RKa.sn LQ4MO 2 ock fvL ON and ov» VOO ...... -. 8.003AS 8717AS 8485 00 . 800andcws'QN ...... 5 cs'-s ns 7.18L00 4517AS .. 1NOindeworON ...... 5~ " '..," 7AWAS 8,78LN 1100'and encr 'IQQO ...... $,051AS: ..':;- 8,12LQQ " 4~~ . . 12N and e'er 11N ~ 8,401AS 4SNAS ...... ' 18N 12N -----.-- 8,76MO +.nss~ 4'847AS : andes .' "14N and cwlà 18N ~ ~ ~ ~ ~ ~ Q4IAS: " 4$28AS :,...,,:..;16N and eser 14N ...... 7,447.N ':":-.OOAI14AS ",:, ''&1AS! '1800andewr1600 7 Sam.- ...',-, SAaN . ..": i =:::10,482.N:..-::: ~ ~ .. '. ..- ';;. .:'577500- „;„::c.",'- ...... '17QOandersr18N 8,14LN,: ..:.'.',,;. .': ...... ' " 1~ «;:.;.=,;18Nendcwtsr17N . '."-",:",."::",)1,426AS':..'-.-;;: " 8,066AS- . ' '.: ==.;:.':"„19N"andecor 18N ...... '~. '.-,-.-; SPSWO ...... ,... '4LN 11ASLN,.:: .:,,:,.:,': .. ";.:;,.-.20Nandesar 1NQ 9.19400 ". ..'. ',: 8820.N ...... ' ',„..1R88MO:" "'..."„'=:~,=.::2fNanderar20N ...... ': 9~ .. -:-::1+5$7AS ', . ". -': " ..'8CUO. *. -:..„-':.,:-::,=:.,:;:,,2200andee21N ...... '.. 9AIQLQO...,....."';:QSSAS ':,':-';.-..„'"::7.18400 "-:-::".c,"..;2RS and erar 22N 10444AS -. 18,779AS .",;,.-.7,48L00...... " ". *,;:;.,-""-,'24ISandessr 23N ...... -:„'QAILN,;::- .':::1~N,'"'-":;,'748AS. . -: '=- - -- , '.:, „,.-.,'.;.;26Nand ew 24N ...... :..'.-;~:.-:,,1aS52AIO. .,:,, . 14,728AS....i:-,.,:,- .:-8ASLN " "'' -'. ' " '..'c"<~~."'.28N'el esar QO .': 11gOS:~',.:;;;":".;:"":.:.ii;9 15180AS . ':" '" =..'..:Q12N '".,'.:~""".':,.'.;;..4':":";<;:-'.DonNa ehanOaa In ~whhh v«naia In nshhsr Inerassas mr sedueaons in cnaryaa

'!

~ 'M EIID

-2 JUN 4 '33 16:38 FROM MKTG-SALES SCHAUMBURG PAGE.886 ILCC 916 NMSCC 4943-A ICC ATSF 4043-A {Cancels ILCC 909) [Cancels NMSCC 40S3) ICancels ICC AlSF 4043)

THF. ATCHISON, TOPEKA AND SANTA FE RAILWAY CDNIPANY

FREIGHT TARIFF ATSF 4043-A (Cana& Fretynt Tartll ATSF 4048)

V~g

LOCAL DISTANCE RATES

ON

NUCLEAR FUEL AND NUCLEAR WASTE

ARIZONA LOUISIANA ARIZONA LOUISIANA CAUFQRNIA MISSQURI CALIFORNIA MISSOLIRI COLORAOO NEBRASKA CQLORAOO NEBRASKA IOWA NEW MEXICO IQiNA NEW MEXCQ 'LLINOIS OKLAHOMA ILLINOIS OKLAHOMA INDtANA TEXAS iNDIANA TEXAS KANSAS KANSAS

Tixs tarill is also applicable on intrastate tntI5c, except wnixre expressly prertded lo the contrary in connec5on xrith partcolar )terna, . rates or charges.

NUCLEAR TARIFF

Gcwemsd. except as ~e prtnndsd herein, by Ulxtorrn~ssilicaten, see Itsln S.

SSUEG.AtIGUST 1, 1999 EFFECTIVE AUGUs7 2R, 1890;

ISSUED BV P. J. URSO TARIFF PUSUSHING OFFICER 80 EAST JACKSON SLV0. CHICAGO, IL, 00004450% PAGE.887 JUN 4 '93 IS:39 FROM NKTG-SALES SCHAUMBURG TARIFF ATSF 404'.A

RULES AND OTHER CQVERNINO PROVISIONS GENERAL %JIBES AND RMULATIONS ITEM 5 DESCRIFTION QF OQVERNINQ CLASSIFICATION The Term Uniform Classificatio'hen used herein mesne T«tff tCC ttpc 80~eries tnniforrn classification conuniuse, Agent. ITElN 10. STATION LISTS AND CONDITIONS Thla tariff ia u- —.~by Tariff ICC OPSL 8000 Seriea. Stattcn LISt Fubttahtng CamPSny, Agent, tO the tudent ShOWn belOW: FRKPAY REQUIREMENTS AND STATONS CONDITIONS (a) For aNlttona and absndonments ot stations, and. esoeptas otherwise shown herein. for prepay requirements, chsngim» name ot Stattcti resiia ~

REFERENCE TO TARIFFS, ITKIINS, NOTES, RULES, ETC where reference is mete in this tarN to tariffs, items. notes, noes, etc.,ash retsranos are continuous and include supplements to snd stsxeasive issues of such tariffs and rsiasuss of such items, notes. rules, etc. ITEM 40 CONSEQIJTIVE NUSISERS Where consecutive numbers are lep~ntadintms tttrfit by the ttiatandlaitt nunoar connectadby the word to or a hyphen. dtey witt be urtderstocd to include both of the numbers shown. Ifthe ftrst number only bears a rsisrence mark, suctlnrlersnce mark also applies to ttle tastnumber shown and toss numbers between tne rirst snd last numbers. ITEM 60 NATIONAL SERVICE ORDER TARIFF C- Thta tariff leeubjeot ta PIOV!SiinSOI Varicua»teratate »i~~ Cpneraaaltkt SerVICe Ordara and General ~ ~ ~ShOWnin TaNt ICC NSO StMseitss. ITEM 75 NIETHOD OF CANCELLIN8 ITEMS As this tariff is supplemented. numbereditsms with letter suffbies canc«correspondinglynuinbsreditemstn the ortginst tariff erin a prior supplement. Letter suffboss will be used in atohabeticat'sequence suuang with A. ExAM pl E:item 100-A cancels Itsm100, and Item 200 8 cancets item SO% ln a prior supplement. which in turn. csnceHsd Item 200. ITKIN 100 INETHQD QF DENOTING REISSuED IIIIATTER IN SUFFLEIINENTS Matter brought forward wkhout change from one supplement to another witt be designated as "Rei'ssusct" bya roferenoe mark in ths fohn of a square enclosing a number, the number being that at the supplement tnwhtch the retssusd matter Nrst appeared ln its currently effective . form. To determine its original eftecbvs date, consult the supplement in which the reissued matter first became effective

-2- JUN 4 '93 1B:39 FROM MKTG-SALES SCHAUMBURG PAGE.888 TARIFF ATSF 4043.A

RULES ANQ OTHER GOVERNING PRQWS)ONS SPECIAL RULES ANQ REGULATIONS ~ UNLJNIITED 4YEIN 209 RIJLESi REGIJLATlONSIn)ternAND PAC)QNQ REQIJ)REI)IENTS Thecamnxxfi5ss for whkh rates are fxavided for in this tanfl wig besubtect to as rules, regcsx5ons and packing requirements al the gcni- sming elassibeaaan and the Excsp5ens thereto. as named 5, unless otherwise specffkx5ly pravkfsd for herein. ITEM 210 RIJLE 24 IJNIFQRN FREIGHT CLASSIFIOATION Rates will not be sublect ta Itule 24 ol tlnifann Freight classilica5cn ar sxcep5ens thereto (see Item 5). ITEM 226 NON-APPLJCAT)ON OF TRANSIT PRIVILEGES )tates wgi not apply on shipments aecerded transit privileges at origi, at Intsrmsdkde points. or at destination. APPLCATION OF RATES lTEM 319 ~~ive MaterialL per car tates on ftadioac5ve waste and tuel efftnients, Ixxdaar reactor. kradfsted andrequiring protective shield- ing in Cenbinere On flatearax aa daaeribad In Itema 80762, 80y89 and 811f85, mSPeetIVefy. Of TarN ICC UFC8000eeftee ft5aaaed Value Of Iac5ng and eenialner )855%work not ta exceed 40 cents per pound (Sce'notes I, 2,4, 4 and 5) Rates spplieabls on 5atcsrs which have coiaamsr/frammvark weight at up to 224glg lbL. Each ear, loaded or empty ...... ;...... i...... Cokxnn1.Item 350 Rates appscabie an 5atcars wfvcri nave contakier/Irsmewaik weight af 225J)00 lbs ar mam: Each ear, loaded or empty ...... Coltxnn2. Item 350 Astss appricabfe an each buffer car in a shipment .Column 3. Item 350 NoTE 1.sfvpmsiim af kredstsd tuel elements andre~ waste msuwial wil not be ~far transportaeon unless the sfdppsr axe. cutss a certificate. endaisee upon or attached to Ihs bia of lading. reading as fosaws: 'This ls to csrefy that the above-named netsrials are prapeny ctascTied, deseribed. packagod. marked and labeled, and are in proper canc55on Ior transports5on accan5ng to ths appHcaixe regula5one ot the department at Trans parta5on and any - other mquiremsnt pieseiibed by the,Muctesr,Aeguiatcxy convnissian and the Qspmtment of Transpona5en far.said shlpmsnf. The shipper la making the shipment described In such bN ot la4ng(1) as e -~~ of%eensaeat the United ScatesMudesr

Regulatory calnrnissien undrr the piavhlonsof the Atomic Energy Aetof 1054,aa amsndect by the'prl~ersan Aet', pub ""'ie Law 85458, es amended or (2}to such canuactar or Scensee; that there is naw in fu5 farce and effect a v ~~ ~'~~n such contractor cx 5csntwa and such Conxnissionundsr such Act..indemnifying such contractor er bcerisee and tfis earlier or carrier handling this shipment against pubtc Ssbi5ty as detinsd in such Act,'nd (1)that fheri ars na monetary exctuskÃis or limi 5ons in such contract of indernrity. exceptas statsdin such Act,ar(2) that,ff there beany such eaduskxis or limitatiensin such contmct, such contractor or licenses maintaina intuit farce and effect a policy or palk5ssot Insixsnce issued byaninsix- ence eornpany ar companies licensed to do business in the state ol Msw Yorker other adequate Snandal p~~~i aspiavtd ed by reguki5ans of such Commission in an smountaqual to that provided under such he'tend reguta5ana tnereunder holNng the carrier ar earrfais handling such shl pment free and harmless of and tram such pub5e %atxlity. It ShlPPSr faile Or ia unabki ta eaeeuie and furnlSh the abaVii Cerefieate me eartiCIPating Cairiera da net hakt themeelVeS Out aS ~ivy~ earrieis to transpaiT ths above materials. U pan rsqussl, transports«..'enmay be provided by iridividusl naliaads as privafe canisfs under a separate contract negadatsd wimies eeet Io each shipment af such materials, auch contract m be executeclby the shipper andbythe origi- nating earner. for itself snd on behalf ol each carrier involved in such movsmsnt which may authortzs such ac5on in writing NoTE 2. The rskiaxsd vali'ust be siitered on exi shipping aider snd bNI al lading In the fosewlng tenn: The agreed Or deCfared value af the PrOPSity ia hereby Speei5Caliy Statedby the ShiPPer tO be nat SXCeeding 40 CentS Per pound. It the shipper fails er dscsnss to execute the above statement ar designates a value sxceec5ng 40 cents psr pound, shipinsnt will net be accepted. NOTES. I(ates apply only en cars which ATSF Is not required Io fumisn. No mileage allowance wRI be paid by ATSF far the usa ot such cara- NoTE4. Each shipment must be accompanied by an appropriate number of buffer cars supplied by shipper as required by Fedsrtri. Sbue ar heal lave or rsgula5ana. Each huller car must contain lading adequate ta equal a minknixn ot'250.000 pounds gross weight on raII. MOTE 5.Caboose(s) or guard car(s) may also be included for esecxt personnel but charges far ssccxt personnel and rail equipment ais ncit inehdsd in the rates herski.

Appendix F

Transportation of HLN Canisters

Appendix F

Transportation of HI W Canisters

I Very limited cost information exists for shipment of HL% canisters. However, on the basis of numerous reports, there is general agreement that transportation costs for HL% would be similar to SNF, for which cost data are available. The total cost of transport is defined to be the sum of capital costs, maintenance costs, and shipping costs. Detailed cost algorithms exist to estimate the cost of shipping SNF in repository casks from a reactor site to another site, including the national geologic repository (U. S. DOE 1986, 1991;Tang and Saling 1990). In general, to calculate the total required number of transportation casks, information on average speeds, cask turnaround times, and availability of casks must be known or estimated. This determines the required number of shipping casks to support the scheduled shipment of HLW canisters from one site to another and from a given site to the geologic repository. Because of the lack of information on the shipping rate and the number of HLW shipping casks to be assumed for the various alternatives, a more generic approach was used based on a unit transportation cost. (The HLW shipping cask design to be assumed was determined to be very important, as shown by use of the cost algorithm in Tang and Saling 1990; order-of-magnitude differences in the total transportation cost resulted from using two different shipping cask designs.)

A unit transportation cost (by truck) of $10,000 per canister has been quoted in the literature (Tang and Saling 1990; DOE 1990). The above unit transportation cost was developed on the basis of 17,750 HLW canisters generated from defense operations; these canisters would be shipped from the three major HLW sites (Hanford, INEL, SRS) to Yucca mountain. The above unit cost does not account for the distance traveled. This deficiency is now addressed.

The total transportation cost for shipping 17,750 HLW canisters has been estimated to be $297 million in 1988 dollars (DOE 1990). This cost covers the capital costs of purchasing the transportation casks and conveyances and the operating costs of accepting the waste and providing all required transportation services (e.g., cask maintenance cost, demurrage cost). The total number of canister miles was estimated (Table F-1) on the basis of the distribution of canisters among the three defense HLW sites and the distance of these sites to Yucca Mountain.

The unit transportation cost is estimated based on total canister miles and transportation cost:

Unit transportation cost $/HLW canister mile = $297 x 10 /2.564 x 10 canister miles x 1.184 = $13.7/HLW canister mile

where the factor of 1.184converts 1988 dollars to base operating year (BOY) 1994 dollars.

Given the number of HLW canisters to be shipped between the various sites and the shipping distance, the above unit cost is used to determine the effect of shipping the various number of HLW canisters for the different HLW alternatives. The total undiscounted transportation costs for the various alternatives are given in Table F-2 in BOY 1994 dollars. The estimates of the total transportation cost in Table F-2 agree with those projected by DOE (329 million 1991 dollars). The lowest-cost alternative (as expected) is the no-action case.

F-3 TShl8 F-1. Determination of the total number of canister miles. Distance to Number of Yucca Mountains Canister HLW HLW canisters (miles) (miles) site Hanford 1,500 1,302 1.95E+6 INEL 10,650 756 8.05E+6 SRS 5,600 2,792 15.64E+6 Total 17,750 2.564E+7

Table F-2. Transportation cost for the four HLW alternatives. Total Case and No. of Distance Total distance transportation origin Destination shipments (miles) (miles) cost ($)

No-action WVDP Yucca Mtn 300 2,540 7.620E+05 1.05E+0/ SRS Yucca Mtn 5,282 2,839 1.50OE+07 2.06E+08 INEL Yucca Mtn 8,500 756 6A26E+06 8.81E+07 Hanford Yucca Mtn 1,960 1,302 2.552E+06 3.50E+07 Total 16,042 2.474E+07 3.39E+08

Case 1 WVDP SRS 300 1217 3.651E+05 5.01E+06 SRS Yucca Mtn 5,282 2,839 1.585E+07 2.17E+08 INEL Yucca Mtn 8,500 756 6.426E+06 8.81E+07 Hanford Yucca Mtn 1,960 1,302 2.552E+06 3.50E+07 Total 16,342 2.519E+07 3.45E+08

Case 2 WVDP Hanford 300 2,654 7.962E+05 1.09E+07 SRS Yucca Mtn 5,282 2,839 1.500E+07 2.06E+08 INEL Yucca Mtn 8,500 756 6.426E+06 8.81E+07 Hanford Yucca Mtn 2,260 1,302 2.943E+06 4.04E+07 Total 16,342 2.516E+07 3.45E+08

F-4 Table F-2. (Cont'd)

Case 3 WVDP Hanford 300 1,654 7.962E+05 1.09E+07 SRS Hanford 5,282 2,953 1.560E+07 2.14E+08

. INEL Yucca Mtn 8,500 756 6.426E+06 8.81E+07 Hanford Yucca Mtn 7,542 1,302 9.820E+06 1.35E+08 'Total 21,624 3.264E+07 4A8E+08

Appendix F References

Tang, Y.S., and J.H. Saling, 1990, Radioactive Waste Management, Hemisphere Publishing Corporation, New York, N.Y.

U.S. Department of Energy, 1986, Perspective on methods to calculate a fee for disposal of defense high-level waste in combined (Civilian Defense) repositories, DOE/RL-86-10, Washington, D.C.

U.S. Department of Energy, 1990, Estimates of the total-system cost for the restructured program: an addendum to the May 1989analysis of the total-system life cycle cost for the Civilian Radioactive Waste Management Program, DOE/RW-0295P, Office of Civilian Radioactive Waste Management, Washington, D.C.

U'.S. Department of Energy, 1991,Reference transportation data for the Civilian Radioactive Waste Management Program, Revision 1, Office of Civilian Radioactive Waste Management, Washington, D.C.

F-5