A Holtec HI-STAR 150 cask being placed into storage at Cofrentes in Spain on June 23. (Photo: Holtec).

Holtec International is increasing the production of its HI-STAR casks for storing and transporting spent nuclear fuel following recent regulatory approvals and new orders in Europe. Earlier this month the company was awarded a contract by Spain’s waste management organization Enresa for 10 HI-STAR 150 casks, and Holtec is currently in the advanced stages of production of two HI-STAR 180D casks destined for the Doel nuclear power plant in Belgium, with additional orders pending.

The casks are being produced at Holtec’s manufacturing facilities in New Jersey, Pennsylvania, and Ohio.

Spain: Enresa initially awarded Holtec a contract in 2017 for the design, engineering, licensing, and manufacturing of five HI-STAR 150 casks for the Cofrentes nuclear power plant near Valencia. The Spanish Nuclear Safety Council signed off on the HI-STAR 150 design for storage in April of this year, and on May 23, Spain’s Ministry of Ecological Transition and the Demographic Challenge granted a license for the cask, which is designed to store up to 52 boiling water reactor spent fuel assemblies, including damaged fuel assemblies.

The Nuclear Regulatory Commission is considering changes to its rules governing the transportation of radioactive materials, having received and docketed a petition for rulemaking from the Tribal Radioactive Materials Transportation Committee (TRMTC) asking that the agency revise its regulations on when tribal governments are provided advance notification of such shipments.

As announced in the April 9 Federal Register, the NRC is examining the issues raised in the petition to determine whether they should be considered in rulemaking. The NRC is also requesting public comments on the rulemaking petition, to be submitted by June 23.

To nuclear fuel suppliers, today’s operating reactors represent a defined customer base with predictable demands. Utilities must order their next fuel reload far in advance of an outage; enrichers and fabricators work to fill those orders. Adapting such a highly optimized supply chain to accommodate new products—fuels with new materials, claddings, and higher enrichments and burnups—will require alignment between all parties involved to meet the associated research, enrichment, manufacturing, regulatory, transportation, and operating experience needs.

That was the consensus during “Current Accident Tolerant Fuel Environment,” a technical session held on March 9 during the Nuclear Regulatory Commission's four-day Regulatory Information Conference (RIC, March 8-11). The session was chaired by NRC Chairman Christopher Hanson, who was taking part in his first RIC as a member of the commission.

Eiler

Noting that an increasing number of large components will need to be shipped from the growing number of nuclear power plants being decommissioned, Todd Eiler, director of decommissioning and decontamination engineering projects at EnergySolutions, said that the safety of nuclear waste transportation is paramount. “It is imperative as an industry that we do these shipments safely. There’s really no margin for error here,” Eiler said on March 11 during the 2021 Waste Management Symposia virtual conference panel session “Efficient and Effective Waste Management During the D&D of Nuclear Power Plants.”

While noting the stellar safety record of the nuclear industry in transporting radioactive waste, Eiler said that any incident involving a large component from a decommissioned nuclear reactor will cause national headlines, and that the industry needs to adopt a conservatism above and beyond what is already required by regulations.

As plant owners and decommissioning companies prepare to ship reactor components for disposal, Eiler said, entities that do not have direct regulatory oversight but may have some secondary involvement should not be overlooked. As an example, he said that when moving the San Onofre-1 reactor pressure vessel to Utah for disposal, EnergySolutions was not required by regulations to coordinate with the Federal Railroad Administration. “However, they are a stakeholder that definitely has authority over a project of that magnitude [where] you are transporting an irradiated component on the nation’s most in-demand rail infrastructure,” he said, adding that getting the administration’s input early in the project was important.

Graphical rendering of Fortis railcar design with spent nuclear fuel cask. Image: DOE

The Association of American Railroads (AAR) recently gave the Department of Energy approval to begin building and testing Fortis, a high-tech railcar designed specifically to transport the nation’s spent nuclear fuel and high-level radioactive waste. Fortis is one of two specialized railcars under development by the DOE that could be operational within the next five years.

Fortis is an eight-axle, flat-deck railcar that will be able to transport large containers of spent fuel and HLW. It is equipped with high-tech sensors and monitoring systems that report 11 different performance features back to the operators in real time. The railcar design was completed earlier this year, with technical support from Pacific Northwest National Laboratory.

According to the DOE, AAR signed off on the design in January, allowing the department to begin fabricating and testing the prototype in compliance with the rail industry’s highest design standard for railcars transporting spent fuel and HLW.

Illustration of Core Power’s modular MSR concept. Image: Core Power

Core Power is a tiny startup that is bullish on the prospects for nuclear-powered ocean transportation. The company announced on November 2 that it is part of a team that has applied for a cost-shared award from the Department of Energy’s Advanced Reactor Demonstration Program (ARDP) to build a prototype molten salt reactor (MSR). Core Power believes that MSRs could be used for propulsion or electricity generation to decarbonize the world’s commercial shipping fleet.

Based in London, England, Core Power is the only non-U.S. member of the team, which includes TerraPower, Southern Company, and Orano USA. As a marine engineering firm, Core Power says that it offers its ARDP partners “access to pent-up demand from a market with real customers.” An announcement of ARDP “risk reduction for future demonstrations” award winners is expected in December.

The MiFi-DC as portrayed in a video released by Argonne.

Electrifying the nation’s trucking industry could reduce consumption of fossil-based diesel fuel, but it would also pose new challenges. A cross-country 18-wheel truck needs five to 10 times more electricity than an electric car to recharge its battery. Where will that electricity come from?

A team of engineers at Argonne National Laboratory has designed a microreactor called the MiFi-DC (for MicroFission Direct Current) that they say could be mass-produced and installed at highway rest stops to power a future fleet of electric 18-wheelers.

Nuclear News reached out to the MiFi-DC team to learn more. The team, led by Derek Kultgen, a principal engineer at Argonne who also leads the lab’s Mechanisms Engineering Test Loop, responded to questions by email. While they emphasized that much more needs to be done before the MiFi-DC could become a fixture at rest stops across the country, the information the team shared sheds some light on the process of designing a tiny reactor for a specific purpose.

A team of engineers in Argonne National Laboratory’s Nuclear Science and Engineering Division have designed a microreactor called MiFi-DC that could be factory-produced and installed at highway rest stops across the country to power a proposed fleet of electric trucks. The reactors are described in an article, Could Argonne’s mini nuclear reactor solve the e-truck recharging dilemma? and a video released by Argonne on October 6.

Pairing a liquid metal thermal reactor with a thermal energy storage system, each reactor could fuel an average of 17 trucks a day.

The government of the United Kingdom conducted a series of tests in the 1980s to assess the robustness of spent nuclear fuel packages. One such test involved ramming a 140-ton diesel locomotive into a transportation canister, called a nuclear flask, at 100 miles per hour. The test, according to a recent article published by the online magazine The Drive, was a “smashing” success. Just 0.29 psi of pressure escaped the 50-ton test flask, which had been pressurized to 100 psi.