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TEC WORKING GROUP WHITE PAPER:
INTERMODAL TRANSPORTATION OF
COMMERCIAL SPENT NUCLEAR FUEL (SNF)
JULY 2008
Prepared for
The Transportation External Coordination Working Group (TEC)
Rail Topic Group, Intermodal Subgroup
Authors:
Alex W. Thrower, Office of Logistics Management, OCRWM/DOE;
Stephen Schmid and Ralph E. Best, Bechtel-SAIC, LLC;
Lee Finewood, Booz Allen Hamilton, Inc.; John Smegal, Legin Group
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Table of Contents
1.0 Introduction ..........................................................................................................................3
2.0 Intermodal Transportation Defined......................................................................................3
3.0 Intermodal Transportation of SNF – Background ...............................................................4
4.0 Operational Considerations for Intermodal Transportation of SNF ....................................5
4.1 Lift............................................................................................................................6
4.2 Transfer ....................................................................................................................7
4.3 Move ........................................................................................................................9
5.0 Intermodal Transportation Coordination Issues...................................................................9
6.0 Conclusions ........................................................................................................................11
Figures
Figure 1 Overview of Intermodal Activities and Operations .................................................6
Figure 2 Type of Equipment Suitable for Lifting and Transferring Skids .............................7
Figure 3 Type of Equipment Suitable for Heavy-Haul Intermodal Movement
of Casks ....................................................................................................................8
Figure 4 Type of Equipment Suitable for On-Site Movement of Casks ................................8
Figure 5 Operations Alternate SNF Transportation Mode (Intermodal-Japan) .....................9
Figure 6 Estimated Needs for Intermodal Lifting, Transfer and Moving ............................10
Figure 7 Actions Necessary to Implement Intermodal Transportation Operations..............11
Tables
Table 1 Options for Moving Canistered SNF from Commercial Sites ...............................12
For further information, questions, or comments regarding this paper, please contact Alex W.
Thrower, OCRWM/OLM, at (202) 586-7905, email [email protected].
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1.0 Introduction
In 2007, the U.S. Department of Energy’s (DOE) Transportation External Coordination Working
Group (TEC) formed the Rail Topic Group’s Intermodal Subgroup. The subgroup’s purpose is to
identify, discuss and address issues related to the use of and transfer between different modes to
transport commercial spent nuclear fuel (SNF) to the proposed Yucca Mountain Repository.
This paper was developed by the Office of Logistics Management (OLM) in DOE’s Office of
Civilian Radioactive Waste Management (OCRWM), and is intended for use by the subgroup
members and other parties interested in SNF intermodal issues. This paper is intended to provide
basic general information about intermodal transport (IMT), and to discuss some of the issues
OLM will need to resolve as it prepares to ship SNF to a repository.
It should be noted that SNF shipments from utilities will not take place for years, and much
location-specific information either cannot be known at this time, or will likely change between
now and commencement of shipping operations. This paper is for informational and illustrative
purposes only and is unrelated to any assessments or analyses that may be conducted pursuant to
the National Environmental Policy Act (NEPA).1
2.0 Intermodal Transportation Defined
Intermodal transportation is the process of lifting and transferring loads from one transportation
mode, such as railcars or oceangoing vessels, to one or more alternative transportation modes,
such as regular or modified trucks, barges, rail cars, or other conveyances, to ship the load to its
destination.
Most manufactured goods in commerce are shipped via intermodal transport.2 In the global
transportation of consumer goods and industrial commodities of all types, many products are
packaged by the manufacturer in standardized transportation containers (i.e. sea-land containers)
and shipped on very large container ships. This enables shippers to consolidate their transfer and
subsequent movements thereby reducing transfer times, handling costs, damages and losses. For
example, U.S. West Coast ports and their associated railroad transfer yards achieve efficient
lifting, transfer and movement of containers from ships such that IMT using cross-country rail is
often faster and lower cost than water-only movements of goods to the East Coast or to Europe,
particularly for those too large to pass through the Panama Canal.
1For NEPA analysis of the Yucca Mountain Project, please see Final Supplemental Environmental Impact Statement
for a Geologic Repository for the Disposal of Spent Nuclear Fuel and High-Level Radioactive Waste at Yucca
Mountain, Nye County, Nevada – Nevada Rail Transportation Corridor and Final Environmental Impact Statement
for a Rail Alignment for the Construction and Operation of a Railroad in Nevada to a Geologic Repository at Yucca
Mountain, Nye County, Nevada (DOE/EIS-0250F-S2 and DOE/EIS-0369) (Final Nevada Rail Corridor SEIS and
Final Rail Alignment EIS): http://www.ymp.gov/transport/draft_eis/index.shtml, and the Final Supplemental
Environmental Impact Statement for a Geologic Repository for the Disposal of Spent Nuclear Fuel and High-Level
Radioactive Waste at Yucca Mountain, Nye County, Nevada (DOE/EIS-0250F-S1) (Final Repository SEIS):
http://www.ymp.gov/ym_repository/seis/index.shtml. 2 For a comprehensive discussion of freight IMT, see U.S. Department of Transportation, Federal Highway
Administration, Quick Response Freight Manual II, September 2007, Section 13 (found at
http://www.ops.fhwa.dot.gov/freight/publications/qrfm2/qrfm.pdf).
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IMT is also commonly used where certain types of on-site transportation capabilities may be
limited or unavailable, particularly when the item to be moved is over-dimension or overweight.
Specialized lifting and transfer equipment such as high-capacity cranes or jacking systems,
transporters such as trailers or barges, and heavy-duty prime-movers such as tractors or tug
boats, may be required. Utilities often employ specialized equipment to move large, heavy
equipment such as reactor vessels, transformers and steam turbines. Intermodal transportation is
also used for transferring SNF casks to, from, and around reactor sites as required for fuel
management purposes.
3.0 Intermodal Transportation of SNF: Background
In April 2004, DOE decided to use the “mostly rail” option for shipping SNF to the proposed
Yucca Mountain repository. In implementing this option, DOE noted it would need a
combination of modes, including rail, truck and possibly barge, to make efficient use of the rail
system.3
Beginning in the mid-1980s, many utilities began to license and construct on-site dry cask
storage facilities, or Independent Spent Fuel Storage Installations (ISFSIs). At these sites,
utilities are transferring SNF from its initial storage in water-filled pools to heavily shielded dry
storage overpacks. In 2005, the DOE announced plans for a canister-based system suitable for
transportation, aging and disposal (TAD) at the Yucca Mountain repository. These dry cask
storage configurations are changing how some facilities are expected to load SNF for transport.
Such loading would involve the transfer of previously-loaded, multi-assembly canisters
(including TADs) using existing and modified transfer casks (also termed overpacks) and
associated machinery. TADs in overpacks are too large and heavy to be shipped by legal weight
or overweight truck, so their widespread use increases the number of origins and volume of SNF
that would need to be shipped by rail.
Where direct rail service to a site is not available, IMT will be needed to transfer SNF casks to a
rail line. The Department cannot use the Nuclear Waste Fund to pay for improvements or
upgrades to public or private infrastructure. Therefore, sites lacking rail access or with
inadequate rail infrastructure would be served by using intermodal transportation, including a
combination of heavy-haul (highway) and barge to transfer casks to a rail line. In addition, at a
number of sites that have rail service, lifting, transfer and movement on-site may be necessary to
bypass SNF buildings too small to handle casks delivered on 85-foot rail cars, or to
accommodate preparing of SNF canisters/TADs for transportation. These on-site movements are
the responsibility of the utility, as they manage similar on-site moves as part of their ongoing
operations, and are not part of DOE’s transportation planning scope.
3 Record of Decision on Mode of Transportation and Nevada Rail Corridor for the Disposal of Spent Nuclear Fuel
and High-Level Radioactive Waste at Yucca Mountain, Nevada, 69 Fed. Reg. 18557, Apr. 8, 2004.
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As of 2008, 25 of 72 commercial origin sites lack direct railroad service and would be expected
to need off-site intermodal transportation in order to move casks to and from their railcars. 4
This
number could grow over time if local rail service to sites falls into disuse. Of the 47 origin sites
served by rail, 29 (62%) would be expected to use on-site intermodal lifting, transferring and
moving to place casks for SNF canister loading.
Over time, the number of intermodal operations needed could be expected to grow, as the
number of sites using dry storage canisters (and IMT services) increases from 38 in 2007 to an
estimated 66 by 2020. The location where intermodal lifting, transfer and movement operations
would occur would be based on agreements reached between the utility, DOE, local railroads,
local officials, and contracted specialized carriers and riggers.
4.0 Operational Considerations for Intermodal Transport of SNF
Figure 1, Overview of Inter-Modal Activities and Operations, depicts IMT transfer activities and
operations. Intermodal lifting and transfer operations would be conducted at a transfer location
where empty casks would be delivered to origin sites; this process would essentially be reversed
to return loaded casks to their railcars.
The intermodal transfer location could be located outside utility property. Determining its
location would depend on site-specific factors and consultations with the utility, railroad, local
officials, and specialized lifting and transport contractors. Such consultation would begin at least
one year in advance of initial shipments from a site, with a final decision on specific intermodal
transfer locations being made as soon as the route is selected. To avoid repeating site preparation
and equipment setup, intermodal lifting and transfer equipment (e.g. crane) would usually remain
at the transfer location until all the casks slated for near-term delivery are loaded and shipped.
Intermodal moving equipment, including heavy-haul trailers, barges, and tractors would cycle
back and forth between the transfer location and the SNF storage facility at the utility site,
moving casks one at a time. Time saved by utilizing multiple transporters could offset their
increased cost, but this would need to be determined on a case-by-case basis.
4 Based on data provided in the Facility Interface Data Sheets submitted by commercial nuclear operators – see
Table 2. Possibly 70 percent of facilities will be using some type of IMT for on-site operations that are beyond the
scope of DOE transportation planning.
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4.1 Lift: At the selected location, portable lifting equipment would be delivered and set up.
Portable lifting equipment sufficient to lift and transfer 200 tons could itself weigh 200-300 tons,
be up to 100 feet long and may come in multiple segments to be assembled and set up at the
transfer location. Choice of a transfer location and any upgrades to access roads must take into
account the delivery and return of lift equipment as well as heavy-haul moving vehicles. Transfer
location setup could include construction of temporary access roads and crane platforms. Load
platforms or reinforcement pads to prevent destabilizing subsidence during load transfers could
consist of leveled gravel and cribbing, or thick wood or steel plates designed to support the
combination of crane and skid loads of 350 – 400 tons (700,000 – 800,000 lbs). Figure 2, Type
of Equipment Suitable for Lifting and Transferring Cask Skids, is representative of the type and
size of equipment needed to lift and transfer weight-concentrated loads to and from rail cars.
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4.2 Transfer: Once the crane is set up and the cask skid lifting fixture is engaged to the crane
hook and the cask skid,5 the skid-to-railcar deck securements would be disengaged. The crane
would hoist the skid high enough to clear any load obstructions (such as shear boxes used to
prevent load shifting during transportation that are welded to the railcar deck). Then the crane
would pivot to move the skid into position over the heavy-haul transport trailer or barge deck.
After lowering and securing the load, the skid lifting fixture would be disengaged and the crane
returned to its neutral location.
Figure 3, Type of Equipment Suitable for Heavy-Haul Intermodal Movement of Casks, is
representative of the type and size of machinery necessary to move casks into and out of
commercial nuclear facilities lacking direct rail services.
5 The term “skid” as used here refers to a pallet, a flat steel structure used to lift and move the cask resting upon it.
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Figure 4, Type of Equipment Suitable for On-Site Movement of Casks, is typical of equipment
currently used to move dry canister-based SNF storage systems on-site at Independent Spent
Fuel Storage Installations (ISFSIs).
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4.3 Move: With the skid on the heavy-haul trailer or barge load deck and secured, the trailer
or barge would be moved using a heavy-duty prime mover (a tractor for highway or a tugboat for
barge). Prior to any movement from the intermodal transfer area, the trailer, tractor, barge and/or
tugboat would be inspected and any defects corrected. Departure notifications would be made
and escorts (as necessary) positioned.
Figure 5, Alternate SNF Transportation Mode (intermodal – Japan), is representative of a
specially-designed roadworthy transporter used to move SNF casks between ships and Japanese
nuclear plants.
5.0 Intermodal Transportation Coordination Issues
From a logistics planning standpoint, there will be complexities regarding lifting, transferring
and moving weight-concentrated loads of commercial SNF from 72 different commercial nuclear
sites located in 34 states.
Figure 6, Estimated Needs for Intermodal Lifting, Transfer and Moving Operations, (below)
graphically depicts the relative numbers of intermodal operations for current commercial origin
sites. With sufficient technical knowledge, OLM will establish the appropriate division of
responsibilities between OLM, its contractors, specialized carriers and riggers, servicing
railroads, and federal, state and local highway and waterway transport authorities.
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Figure 6 Estimated Needs for Intermodal Lifting, Transfer and Moving Operations
Commercial Nuclear
Plant Rail Interface
(railhead)
Off-Site Railhead (i.e.
nearby commercial
nuclear site)
Rail into SNF Building
having sufficiently large
bay and overhead crane
capacity to handle cask
Rail Service On-Site
(Into “owner-controlled
area”)
Rail Service On-Site
(Into “protected area”)
Site Independent
Spent Fuel Storage
Installations (ISFSI)
Highway H-H Barge + H-H
Yankee-Rowe Cooper
Callaway Browns Ferry
Peach Bottom Indian Point
Big Rock Pt. Diablo Canyon
Kewaunee Humboldt BayOconee Grand Gulf
Palisades Hope Creek/Salem
Point Beach Surry
Ginna Haddam Neck
Seabrook Calvert CliffsOyster Creek
St. Lucie
Turkey Point
Pilgrim
In Owner-Controlled Area
Rancho Seco Trojan
Maine Yankee Columbia
Farley Beaver Valley
Duane Arnold Fermi
Susquehanna Vt. YankeeMonticello Quad Cities
Ft. Calhoun Clinton
North Anna LaCrosse
Crystal River
In Protected Area
Dresden/Morris Comanche Peak
E.I. Hatch LaSalle
Limerick Nine Mile Pt.
Perry River Bend
San Onofre South TexasS. Harris D.C. Cook
Brunswick J.A. Fitzpatrick
In SNF Building Transfer
Davis-Besse Millstone Palo Verde
Sequoyah Waterford Watts Bar
Wolf Creek Arkansas Nuc. Braidwood
Byron Catawba McGuire
Robinson Summer VogtlePrairie Island TMI-1 Zion
Note: Arrows represent movement of materials (e.g., casks) between locations. Locations connected by
double lines represent the intermodal” interface.” Individual facilities are accounted for within the overall
plant name (i.e., Indian Point includes Indian Point 1, 2 & 3).
In addition, the Department will need to develop a general concept of operations and description
of equipment for off-site heavy-haul truck and barge movements and intermodal transfers of its
SNF casks. DOE will also need to develop its approach for involving the commercial
transportation industry that specializes in special carrier operations.
Figure 7, Actions Necessary to Implement Intermodal Transportation Operations, (below)
summarizes some of the remaining technical issues that will need to be addressed before final
transportation plans can be approved and implemented. Because the repository will not begin
operations before 2017, there is ample time to resolve these technical issues.
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Figure 7 Actions Necessary to Implement Intermodal Transportation Operations
State, Tribal & Local
Government
-Preferred transport modes
-Routes and shipment
planning/scheduling
-Infrastructure protection measures
-Public information coordination
-Public safety operations, briefings,
and training
-Physical security/escort
coordination/notification
Nuclear Plant (Origin)
Organization
-Plant safety and security
organizations
-Plant operations
-Plant engineering
Rail Carriers
-Indentify intermodal transfer
facility/location
-Coordinate shipment and
inspection scheduling
-Inspect railcars, accept and
assemble shipments
Intermodal Rigging,
Hauling & Logistics Co.
-Provide equipment and
personnel resources
-Provide shipment planning
and engineering including
routes, permitting, and
infrastructure protection
-Coordinate nuclear plant
and rail transfer interfaces
OCRWM
Office of
Logistics
Management
Specialized Equipment and Services
from Specialized Carriers and Riggers
- Are current industry standards (e.g.
ASME/ASTM) acceptable for design,
fabrication, operation, and maintenance of
heavy-haul lifting, transfer, and moving
equipment?
- Are OLM guidelines needed for design,
fabrication, operation, and maintenance of
heavy-haul lifting, transfer, and moving
equipment?
- Are DOE, OLM, or updated industry
standards needed for barge design,
maintenance, or operations?
6.0 Conclusions
DOE will make maximum use of the substantial experience and capability among U.S.
specialized carriers and riggers to ensure that intermodal transport of SNF will be conducted
safely, securely, efficiently, and at reasonable cost. The Specialized Carriers and Riggers
Association6 lists over 1,200 world-wide members in 43 countries who have the qualifications
and capabilities to lift, transfer and move specialized over-dimension and overweight loads and
consists (e.g. cask skids). Equipment, personnel and resource availability throughout the country
is good, with resources being concentrated around major population and construction locations.
Nonetheless, there are challenges that DOE/OLM will need to address including: institutional,
equipment, operating practices, responsibilities and coordination. These challenges are fully
manageable.
6 Website at http://www.scranet.org/.
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Table 1, Options for Moving Canistered SNF from Commercial Nuclear Sites, is based on
updated facility and near-site data obtained in 2004 from the Facility Interface Data Sheets
Information. [MOL.20060121.0173]. Note that Table 1 presents potential options based on
preliminary information; no modal decisions have been made.
Table 1 Options for Moving Canistered SNF from Commercial Nuclear Sites
[Based on 2004 Facility Interface Data Sheet Information – MOL.20060121.0173]
FACILITY NAME
Purple highlighting
indicates shut-down
facility
Note: Potential Options Based on Preliminary Information; No Modal Decisions have been Made
ON-SITE OFF-SITE
Direct transfer
from rail car to
cask loading area
(bare SNF-only)
Transfer from
rail car to site-
specific trailer in
“protected-area”
(canister option)
Transfer from
rail car to site-
specific trailer
in “controlled-
area” (canister
option)
Off-site Heavy-
Haul highway
intermodal
(no further on-
site transfer
required)
Off-site Heavy-
Haul highway to
barge
(no further on-site
transfer required)
Arkansas Nuclear 1 X
Arkansas Nuclear 2 X
Beaver Valley 1 X
Beaver Valley 2 X
Big Rock Point X
Braidwood 1 X
Braidwood 2 X
Browns Ferry 1 X
Browns Ferry 2 X
Browns Ferry 3 X
Brunswick 1 X
Brunswick 2 X
Byron 1 X
Byron 2 X
Callaway X
Calvert Cliffs 1 X
Calvert Cliffs 2 X
Catawba 1 X
Catawba 2 X
Clinton X
Columbia X
Comanche Peak 1 X
Comanche Peak 2 X
Cooper X
Crystal River 3 X
Davis Besse X
D.C. Cook 1 X
D.C. Cook 2 X
Diablo Canyon 1 X
Diablo Canyon 2 X
Dresden 1 X
Dresden 2 X
Dresden 3 X
Duane Arnold X
Farley 1 X
Farley 2 X
Fermi 2 X
J.A. Fitz Patrick X
Fort Calhoun X
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FACILITY NAME
Purple highlighting
indicates shut-down
facility
Note: Potential Options Based on Preliminary Information; No Modal Decisions have been Made
ON-SITE OFF-SITE
Direct transfer
from rail car to
cask loading area
(bare SNF-only)
Transfer from
rail car to site-
specific trailer in
“protected-area”
(canister option)
Transfer from
rail car to site-
specific trailer
in “controlled-
area” (canister
option)
Off-site Heavy-
Haul highway
intermodal
(no further on-
site transfer
required)
Off-site Heavy-
Haul highway to
barge
(no further on-site
transfer required)
R.E. Ginna X
Grand Gulf X
Haddam Neck X
Shearon Harris X
E.I. Hatch 1 X
E.I. Hatch 2 X
Hope Creek X
Humboldt Bay X
Indian Point 1 X
Indian Point 2 X
Indian Point 3 X
Kewaunee X
LaCrosse X
LaSalle 1 X
LaSalle 2 X
Limerick 1 X
Limerick 2 X
Maine Yankee X
McGuire 1 X
McGuire 2 X
Millstone 1 X
Millstone 2 X
Millstone 3 X
Monticello X
Morris X
Nine Mile Point 1 X
Nine Mile Point 2 X
North Anna 1 X
North Anna 2 X
Oconee 1 X
Oconee 2 X
Oconee 3 X
Oyster Creek X
Palisades X
Palo Verde 1 X
Palo Verde 2 X
Palo Verde 3 X
Peach Bottom 2 X
Peach Bottom 3 X
Perry X
Pilgrim X
Point Beach 1 X
Point Beach 2 X
Prairie Island 1 X
Prairie Island 2 X
Quad Cities 1 X
Quad Cities 2 X
Rancho Seco X
River Bend X
H. B. Robinson X
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FACILITY NAME
Purple highlighting
indicates shut-down
facility
Note: Potential Options Based on Preliminary Information; No Modal Decisions have been Made
ON-SITE OFF-SITE
Direct transfer
from rail car to
cask loading area
(bare SNF-only)
Transfer from
rail car to site-
specific trailer in
“protected-area”
(canister option)
Transfer from
rail car to site-
specific trailer
in “controlled-
area” (canister
option)
Off-site Heavy-
Haul highway
intermodal
(no further on-
site transfer
required)
Off-site Heavy-
Haul highway to
barge
(no further on-site
transfer required)
Salem 1 X
Salem 2 X
San Onofre 1 X
San Onofre 2 X
San Onofre 3 X
Seabrook X
Sequoyah 1 X
Sequoyah 2 X
South Texas 1 X
South Texas 2 X
St. Lucie 1 X
St. Lucie 2 X
Summer X
Surry 1 X
Surry 2 X
Susquehanna 1 X
Susquehanna 2 X
Three Mile Island 1 X
Trojan X
Turkey Point 3 X
Turkey Point 4 X
Vermont Yankee X
Vogtle 1 X
Vogtle 2 X
Waterford X
Watts Bar X
Wolf Creek X
Yankee Rowe X
Zion 1 X
Zion 2 X
72 Sites
119 Facilities
18
31
13
24
17
25
10
14
14
25