Search NASA⌕ Search

SEARCH · Search NASA

Results for “fueling”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 397 records · Page 22
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Development and demonstration of a methodology to evaluate high burnup fuel susceptibility to pulverization under a loss of coolant transient

For economic reasons, the US nuclear industry is renewing efforts to build a technical basis to extend rod average burnup limits above the current regulatory burnup limit of 62 GWd/MTU. The primary driver is to increase pressurized water reactor cycle lengths to 24 months, reducing the number of fresh fuel assemblies and core design constraints, thereby making core energy utilization more efficient. However, fuel pellet fragmentation and pulverization, termed high burnup fuel fragmentation (HBFF), has been observed in the high burnup (>90 GWd/MTU) Halden loss-of-coolant-accident (LOCA) integral test series. The issue gained attention when fuel fragmentation and pulverization were also observed closer to the current US regulatory limit during the US Nuclear Regulatory Commission (NRC) sponsored out-of-core integral test at Studsvik Nuclear in early 2011. This led to NRC concerns with potential changes to fuel and core designs relative to fuel pellet pulverization. In a letter to the NRC Commissioners, the staff specifically identified a need to “…define the boundary of safe operation for key fuel design and operating parameters,” stating that “the staff is challenged to evaluate the acceptability of future fuel design advancements and fuel utilization changes.” As such, it can be concluded that HBFF and potential dispersal into the reactor coolant system introduces additional complications in light-water reactor (LWR) fuel safety evaluations. However, it is not clear how much fuel will be susceptible to HBFF; nor has there been a methodology developed to evaluate fuel susceptibility to HBFF. To that end, this paper proposes an analysis methodology to assess fuel susceptibility to HBFF during LOCA scenarios. The work presented here uses the BISON fuel performance code to evaluate a representative pressurized water reactor fuel rod exposed to a rod average burnup of 75 GWd/MTU. Sensitivity studies investigated the impact of the peak cladding temperature, transient fission gas released, and pre-transient fission gas release on cladding ballooning and burst timing. Subsequently, a methodology to assess fuel susceptibility to HBFF will be developed based on experimental data published in the open literature. The methodology will then be demonstrated by calculating the mass of fuel susceptibility to HBFF. The BISON results conclude that increasing peak cladding temperature drastically decreased time to failure, and decreased balloon size both of which have been confirmed experimentally. Additionally, the effect of pre-transient and transient fission gas release affected cladding balloon size and burst timing. Finally, fuel susceptibility to HBFF significantly decreased as a function of peak cladding temperature.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Fuel performance evaluation of two high burnup PWR core designs during normal operation, control rod withdrawal, and control rod ejection scenarios

There is interest among utilities to extend the current, 18-month operating cycle to 24 months. Economically, this extension would require greater than 5 % enrichment and peak rod average discharge burnup levels above 62 GWd/MTU. A notable challenge of increasing enrichment is the resulting additional excess reactivity encountered during the early stages of fuel life. To accommodate, burnable absorbers beyond soluble boron are introduced into the fuel system. In high burnup fuels, the possibilities of cladding lift-off and fuel melting increase due, in part, to increased rod internal pressures and limited fuel thermal conductivity, respectively. This work collaboratively employs PARCS, RELAP5-3D, and BISON to compare the fuel performance of two high burnup fuel candidates with higher than 5 % enrichment. Here, the fuel performance parameters were compared to current NRC guidance. The results demonstrate an annular fuel design with homogenously blended gadolinium as a burnable absorber operates with greater safety margins during normal operation, allowing for additional operational flexibility. During normal operation, the core design utilizing Integral Fuel Burnable Absorber pins contained fuel pins which reached plenum pressures above 15.5 MPa by the end of the first fuel cycle and fuel pins experienced cladding hoop strains above 1 %. In the Gd core design, only two observed pins experienced plenum pressures above 15.5 MPa and no pins exceeded 1 % cladding hoop strain. During the control rod withdrawal scenario, plenum pressures for pins in both designs marginally exceeded system pressure, however neither experienced excessive hoop strain. The Gd core design experienced a maximum fuel temperature of 2418 K, which is significantly higher than the Integral Fuel Burnable Absorber design at 2157 K, but still within regulatory guidance. We predicted that the fuel in both could return to service after the CRW event. We also predicted that cladding would not fail during the Control Rod Ejection in either core design. Generally, the Integral Fuel Burnable Absorber core design performed with greater safety margin with regards to temperature during normal operation and the transient events. However, the Gd core design performed with greater safety margin regarding plenum pressure and hoop strain limits during normal operation and both transient events.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2020

An Investigation of Liquefaction in Irradiated TRIGA Fuel Exposed to Relatively High Temperatures

This report presents the findings of an investigation into high temperature fuel cladding chemical interactions (FCCI) in Training, Research, Isotopes, General Atomics (TRIGA) fuel rods. A TRIGA fuel-rod core or meat is principally composed of uranium (U) particles dispersed in a zirconium hydride (Zr H) matrix. The fuel is clad in sealed 304SS or Incoloy 800 tubes. At high temperatures, the fuel will interact with the cladding, resulting in FCCI. To investigate the FCCI (in this case, liquefaction), irradiated TRIGA fuel rods were exposed to relatively high temperatures in furnace tests. The tests were performed at different temperatures using segments from an irradiated TRIGA fuel rod at the Hot Fuel Examination Facility located at Idaho National Laboratory (INL). The data from this study is important for developing a better understanding of the performance of U-ZrH fuel type during transient events (e.g., a Loss of Coolant Accident (LOCA) event) that may result in high temperatures while operating a TRIGA reactor. Furnace tests were run for 6 hours at 730, 800, 900, 950, and 1,000°C. One test was run for 12 hours at 950°C. Post-test microstructural characterization was performed on the heat-treated samples using optical metallography to look for evidence of liquefaction. Additionally, microstructural characterization was performed using scanning electron microscopy to investigate the microstructure of the as-irradiated fuel before heat treatment and the microstructural changes that occurred after heat treating for the 730 and 950°C heat treatments for 6 hours. Results of the analysis were compared to those produced during diffusion studies performed using unirradiated TRIGA fuel meat and type 304 stainless steel. A gap is typically present in as-irradiated fuel that limits any possibility for chemical interaction between the fuel and cladding. Optical metallography (OM) was used to identify areas in the specimens heat treated at 950 and 1000°C where fuel and cladding contact was satisfactory for the FCCI to transpire. The bulk of the interaction zones that form due to FCCI developed in the fuel meat and not as much in the cladding. Even in the sample tested at 1,000°C, no evidence was found that gross fuel meat or cladding melting had occurred. Only limited porosity was found in the fuel meat that possibly could have been due to melting of a particular precipitate phase or phases that had formed during FCCI. These results agreed with those reported for the unirradiated diffusion couple studies.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Dynamic System Scaling Application to Accelerated Nuclear Fuel Testing

The development of nuclear fuel and materials requires a continuous effort to investigate the acute and prolonged effects of irradiation, thermal-material stress, chemical change, or other conceivable damage mechanics acquired during normal operation or accident scenarios throughout its lifetime. As in-core fuel property measurement techniques advance to support in the real-time, non-invasive, and enhanced accuracy realm, it is the future of fuel development to pursue to higher degrees of control, predictability of integral test behavior via separate effects test (SET), and shorter test time intervals. The fuel development life cycle from initial concept to commercial licensing is approximated to be 20 years and current literature suggests by optimizing fuel performance codes with SETs, the process could possibly be compressed to 5 to 10 years. Recently, a research group in the Idaho National Laboratory (INL) is testing reduced scale fuel rods and increased power density to accelerate evolution of fuel phenomena in metallic fuels. In support of nuclear fuel rod development, compressing fuel test process, and accelerating fuel phenomena, it was the purpose of this study to investigate nuclear fuel performance phenomena via literature review and effectively scale the initial conditions, boundary conditions, and geometric properties to describe the time-dependent response including to fuel burnup, thermal and mechanical stress, transmutations and inter-diffusion, and other relevant observed phenomena. The study was based on BISON simulations of historic EBR-II metallic fuel experiments and Dynamical System Scaling (DSS) method are utilized to assess effects of scaling activity including fuel phenomena acceleration and calculations of time-dependent distortions. The research successfully scaled metallic fuel phenomena, accelerated fuel testing, and assessed the distortions for each scaled case derived.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2019

Advanced Fuels Campaign 2019 Accomplishments

The mission of the Advanced Fuels Campaign (AFC) is to perform or support research, development, and demonstration (RD&D) activities to identify and mature innovative fuels and cladding materials and associated technologies with the potential to improve the performance and safety of current and future reactors; increase the efficient utilization of nuclear energy resources; contribute to enhancing proliferation resistance of the nuclear fuel cycle; and address challenges related to waste management and ultimate disposal. AFC pursues its mission objectives using a goal-oriented, science-based approach that seeks to establish a fundamental understanding of fuel and cladding behaviors under conditions that arise during fabrication, normal steady-state irradiation, off-normal transient scenarios, and storage/disposal. This approach includes advancing the theoretical understanding of fuel behavior, conducting fundamental and integral experiments, and supporting the mechanistic, multi-scale modeling of nuclear fuels to inform and guide fuel development projects, advance the technological readiness of promising fuel candidates, and ultimately support fuel qualification and licensing initiatives. In the area of advanced tools for the modeling and simulation of nuclear fuels, the AFC works in close partnership with the Nuclear Energy Advanced Modeling and Simulation (NEAMS) program, participating with NEAMS in developing mechanistic fuel behavior models and providing experimental data to inform and validate its most advanced tools. Specifically, AFC objectives in thecoming five year horizon include: 1. support the industry-led development of Accident Tolerant Fuel (ATF) technologies with improved reliability and performance under normal operations and enhanced tolerance during hypothetical accident scenarios, with implementation of lead test rods/assemblies of one or more ATF concepts in commercial reactor(s) by or before 2022 and batch reloads of near-term concept(s) in the 2023-2026 timeframe; 2. lead research and development on innovative fuel and cladding technologies for applications to future advanced reactors, especially fast-spectrum reactors, including reactors that utilize both once-through and recycle scenarios; 3. continue the development and demonstration of a multi-scale,science-based approach to fuel development and testing, andcontribute to the establishment of a state-of-the-art R&D infrastructure necessary to accelerate the development of new fuel concepts; and collaborate with NEAMS on the development and validation of multi-scale, multi-physics, and increasingly predictive fuel performance models and codes. 4. collaborate with NEAMS on the development and validation of multi-scale, multi-physics, and increasingly predictive fuel performance models and codes.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Potential State Regulatory Pathways to Facilitate Low-Carbon Fuels

States and the federal government are increasingly engaged in the challenges around decarbonizing the electric grid. In particular, regulators, consumers, stakeholders, and utilities recognize the need to carefully consider the role natural gas will play in a decarbonized future. A variety of technology and policy options to reduce greenhouse gas emissions associated with natural gas use are available, including energy efficiency programs, demand reduction tools, strategic electrification, and strategies to reduce emissions from natural gas production, transportation, and consumption. Low-carbon fuels – mainly renewable natural gas (RNG) and clean hydrogen – are being considered an important component of decarbonization goals. RNG and hydrogen may be able to meaningfully reduce emissions from processes independent of geologic natural gas, displacing emissions of methane, a powerful greenhouse gas. Although RNG and hydrogen are not cost-competitive today with geologic natural gas and are smaller in scale and potential than other decarbonization options, they can be explored as potential critical tools to decarbonize sectors that are difficult to electrify or shift off of natural gas entirely, such as air travel, industrial processes, maritime transport, long-distance trucking, space heating on cold days, and railroads (Nadel, 2022). The role of this report is to provide informational context for state utility regulators to understand the impacts of and challenges associated with broader integration of low-carbon fuels, followed by examples of state regulatory actions taken to date to facilitate the development of low-carbon fuels. Setting clear guidance to calculate the environmental benefits of low-carbon fuels and continuing federal and state investments in research and development to reduce costs relative to fossil fuels will be important steps to take to signal the desire to grow the market for these fuels. State public utility commissions may play a key role in setting regulatory frameworks for low-carbon fuels and ensuring that ratepayer funds, if utilized, are done so to further the public interest. This report is intended to summarize decisions that states have made to date on low-carbon fuels. In the spirit of understanding the current market and sharing information, this report provides success stories, and lessons learned across states as regulators implement varying strategies to achieve decarbonization objectives while maintaining their focus on affordability, safety, and reliability of the energy system. The report begins with an introduction of the role of natural gas in the U.S. economy (Section I) and background information on natural gas use, decarbonization, and low-carbon fuels (Section II). Next, the report describes the current market by discussing the scale of current production, emissions intensity, resource potential, and costs of low-carbon fuels compared to geologic natural gas (Section III). Following these sections, the report describes four strategies states have employed to facilitate low-carbon fuels: opening exploratory dockets, approving voluntary tariffs for customers, approving interconnection tariffs for producers, and considering portfolio-wide procurement targets (Section IV). This section lists states that have taken actions in each category, citing utility filings, commission decisions, stakeholder comments, and other relevant sources. Finally, the report concludes with suggested questions regulators may wish to consider regarding low-carbon fuels, in the interest of preparing to make decisions in the future (Section V). These questions include: Are there existing regulatory or technical barriers to voluntary purchases of low-carbon fuels? Can customers work with utilities to procure low-carbon fuels; are producers able to interconnect projects without significant barriers to entry? Should the infrastructure and/or commodity costs of low-carbon fuels be socialized among all ratepayers, or borne solely by the large commercial and industrial (C&I) customers currently driving the market? Should regulated natural gas and/or electric utilities own and operate low-carbon fuel production? How should regulators consider the unique decarbonization potential of low-carbon fuels, particularly for hard-to-abate sectors, in decision-making? Is additional direction or clarity from state policymakers needed? What no-regrets approaches can help facilitate both near-term RNG development and long-term development of hydrogen and other zero-carbon fuels? We collectively wish to express our gratitude to the U.S. Department of Energy, Office of Fossil Energy and Carbon Management, for supporting this report and other technical assistance resources for state regulators on natural gas topics. State regulators operate under a variety of policy environments, and states have vastly different types of energy resources, infrastructure, and customers. While there is no optimal regulatory, policy, or technological solution that will be successful in every state, state regulators can benefit by exchanging lessons learned with their peers across the country. We look forward to continued engagement with our fellow commissioners, commission staff, NARUC, the U.S. Department of Energy, and other stakeholders to develop sound regulation in the public interest.

03 NATURAL GAS↗
DOE OSTI2025

Fuel reid vapor pressure level and ethanol content on stochastic preignition, effects at steady and unsteady engine operation

The present work investigates relations between fuel Reid vapor pressure (RVP) and biofuel (ethanol) content on stochastic preignition (SPI) at both sustained steady-state engine operation and following load transients. This work stems from in-field observations that automotive original equipment manufacturers have observed consistent seasonal increases in United States customer drivability complaints and warranty claims during September and October where SPI is suspected to be responsible. The seasonal timing of these events coincides with the United States seasonal fuel property changeover initiating on September 15 each year, where fuel RVP increases. To explore potential linkage between fuel RVP and SPI the present study employs engine SPI experiments coupled with laboratory spray measurements of fuels with RVPs of 8, 12, and 16 psi in both E10 (10% ethanol) and E25 (25% ethanol) fuels. Engine results are partitioned into fuel RVP and ethanol content effects on SPI in steady-state, sustained high-load engine operation and unsteady-state low- to high-load transitions, where off-engine spray vessel patternation and tip penetration results help to elucidate the observed fuel effects on SPI. A boosted direct-injected, spark-ignition engine was fueled with three market relevant E10 and E25 fuels with RVPs of 8, 12, and 16 to characterize the interplay between winter fuels and abnormal combustion behavior. The steady-state work shows that for high-load, steady-state engine operation, SPI is directly linked to fuel retention, which was found to be dependent on fuel distillation. The unsteady-state engine operation work shows that following low-to high-load transitions, SPI can occur from a memory of fuel property effects at low-load operation. Specifically, the fuel RVP effect on fuel spray collapse at low loads was found to correlate with SPI with a more than 95% confidence interval following low- to high-engine-load transitions. Results suggest that fuel-wall impingement at low-load operation could carry over into high-load transitions and generate SPI events following low- to high-load transitions.

09 BIOMASS FUELS↗
DOE OSTI2020

Advanced Engine and Fuel Technologies Annual Progress Report (FY2019)

On behalf of the Vehicle Technologies Office of the U.S. Department of Energy, we are pleased to introduce the Fiscal Year (FY) 2019 Annual Progress Report for the Advanced Engine and Fuel Technologies Program. In support of the Vehicle Technology Office’s goal for future U.S. economic growth, the Program focuses on early-stage research and development to improve understanding of combustion processes, fuel properties, and emissions control technologies, generating knowledge and insight necessary for industry to cost-effectively develop the next generation of engines and fuels. One of the most promising and cost-effective approaches to improving the fuel economy of the U.S. vehicle fleet is to introduce the next generation of higher-efficiency, very-low-emission combustion engines that meet future federal emissions regulations into the passenger and commercial vehicle markets. Advanced fuel formulations that can incorporate non-petroleum-based blending agents could further enhance engine efficiency, reduce greenhouse gas emissions, and provide fuel diversification. Also, innovations in combustion, fuels, emissions control, air control, turbomachinery, and energy recovery could potentially increase fuel economy considerably compared to today’s vehicles. The expected national economic, environmental, and energy security benefits from these next-generation engines and fuels would be significant inasmuch as the majority of vehicles sold over the next several decades will still include an engine. The Program has set the following goals for passenger and commercial vehicle fuel economy improvements. By 2030, increase light-duty engine efficiency to demonstrate 35% improvement in passenger vehicle fuel economy (25% improvement from engine efficiency and 10% from fuel co-optimization) relative to a 2015 baseline vehicle, while meeting the U.S. Environmental Protection Agency Tier 3 Emission and Fuel Standards. By 2030, improve heavy-duty engine efficiency by 35% relative to a 2009 baseline vehicle and identify cost-effective high-performance fuels that can further increase efficiency up to an additional 4%, while meeting prevailing U.S. Environmental Protection Agency emissions standards. The Program utilized advanced combustion processes to increase engine efficiency, resulting in a modeled passenger vehicle fuel economy improvement of 19.4% (over a Model Year 2015 baseline) in FY 2019. This report highlights progress achieved by the Advanced Engine and Fuel Technologies Program during FY 2019. The nature, current focus, and recent progress of the Program are described together with summaries of National Laboratory, industry, and university projects that provide an overview of the exciting work being conducted to address critical technical barriers and challenges to commercializing the next generation of higher-efficiency engine, emissions control, and fuel technologies for passenger and commercial vehicles.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Impacts of LEU+ and ATF on Fresh Fuel Storage Criticality Safety

The use of increased fuel enrichment, which is still in the realm of low-enriched uranium (LEU) fuel, has been of interest to commercial light water reactor operators as part of the next iteration in fuel cycle technological advances and research and development. Using increased enrichment fuel, or high-assay LEU (HALEU), in power plants has clear benefits for being able to load cores with additional power-producing fuel. Although HALEU enrichments can range up to 20%, the more guarded approach of investigating enrichments above current fuels within 10% enrichment is referred to as LEU plus (LEU+) to reflect the less drastic change in operating conditions and requirements and similarity to current fuel cycles. Of additional interest and increasing maturity is the incorporation of accident-tolerant fuel (ATF) concepts, which are also applicable to the current fleet. This class of technologies involves changes such as cladding (e.g., chromium coating or FeCrAl) and fuel composition (e.g., chromia dopant) alterations to demonstrate improved fuel performance under accident scenarios. The ability to properly store fuel before and after residence time in the reactor is crucial to plant operation. Typically, this is done in either a new fuel vault (NFV) or spent fuel pool (SFP). Storing, loading, and unloading dozens of fuel assemblies within the same general area provides opportunities for obvious criticality concerns. These concerns are addressed with regulations to the subcriticality margin that the NFV and SFP must maintain in certain conditions. Adopting LEU+ fuel results in inherent reactivity increases, which are extremely relevant for safe fuel storage. Therefore, a clear understanding of the effects of LEU+ fuel and ATF on criticality safety margins to regulatory limits is required, as well as an understanding of the degree of absorber crediting under normal and accident conditions.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Validation of MFUEL Metal Fuel Performance Models of SAS4A/SASSYS-1

The fuel characterization models of SAS4A/SASSYS-1 (SAS) have recently been extended to include a new U-Pu-Zr metal fuel model, MFUEL. MFUEL is equipped with mechanistic physics based models to predict the pre-transient characterization and transient response of metal fuel, with emphasis on fuel melting, cladding failure, and the metal fuel’s impact on core reactivity. The MFUEL model will be available in the full version of SAS4A/SASSYS-1 5.7, which is scheduled to be released in June 2023. Fast reactor fuel pins that operated in EBR-II and FFTF with low smear density U-Zr and U-Pu-Zr metal fuels and irradiation resistant ferritic-martensitic cladding showed significant advantages in achieving high burnups and assuring inherent safety characteristics during anticipated transients, design basis events, and beyond design basis events. For safety analysis, a fuel performance model must be able to predict (1) Fuel pin mechanics and compositional and dimensional changes, (2) Clad failure, and (3) Fuel pin thermal resistance. Achieving these high level goals accurately is strongly related to the model performance of individual physical processes taking place within a fuel pin during its lifetime. Metal fuels typically operate above the mid-point temperature of melting during normal, as well as off-normal, conditions. At these elevated temperatures, the availability of thermal activation provides a driving force for various diffusional processes leading to complex phase transformations, micro-structure evolution, significant amounts of fuel swelling, interconnected porosity formation, excessive amounts of fission gas release, and fuel clad chemical interactions. Clad failure in fast reactors primarily occurs as a result of creep rupture augmented by clad wastage formation. The reaction is driven by thermal creep induced dislocation motion, grain boundary cavity nucleation, growth and breakup of grain boundaries. The high level complexity and limited available data requires introducing physics-based modeling approaches to gain extrapolation ability and sensitivity with respect to various conditions. The objective of this report is to perform validation of MFUEL using the experimental data for (1) Normal operation EBR-II fuel behavior, (2) Normal operation PHENIX fuel behavior, (3) HT9 Pressure tube ramp-and-hold creep rupture tests, (4) Whole Pin Furnace (WPF) creep strain, creep rupture and eutectic tests, (5) Fuel Behavior Test Apparatus (FBTA) eutectic tests, and (6) TREAT M5-7 OverPower tests up to clad failure. Section-2 includes a brief description of the MFUEL models. A detailed description of the MFUEL physics-based, semi-empirical models will be presented in the SAS V 5.7 theory manual. Section-3, 4, and 5 describes the validation effort for the pre-transient irradiation, furnace transients, and TREAT M-Series transients, respectively.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Survey of Uranium Nitride and Mixed Oxide Fuels for Microreactor Applications

Different fuel systems are being proposed for use in microreactors including TRISO fuel and metallic U-Zr based fuel. TRISO fuel is considered the main fuel option for most of the industry teams. Given the need for compact size core and potential for long fuel life of a microreactor, high density fuels such as metallic and nitride fuels are potential options. Of interest here is the uranium nitride (UN) option, which can allow for higher fissile material content and higher thermal conductivity compared to conventional uranium oxide fuel, and also has higher melting temperature compared to metallic fuel. Meanwhile, the current availability is limited for high assay low enriched uranium (HALEU) that is needed for high density fuels, which motivates the consideration of using Pu as a potential replacement for HALEU until adequate production capacity is in place. Current Pu availability is mainly attributed to the inventory of excess weapons Pu rather than through reprocessing of spent nuclear fuel. This inventory of excess Pu can be used in both metallic and oxide fuel systems to replace HALEU. Of interest here, the oxide form, that is the mixed oxide form of PuO 2 and UO 2 (MOX). In this report, the options of using UN or MOX, in both pellet and TRISO fuel forms, in microreactors are evaluated in relation to their properties, fuel performance and irradiation data, as well as fabrication. Gaps related to those areas are identified for both fuel systems, to guide future activities by DOE programs such as the advanced fuels campaign (AFC), to enable their use in microreactors.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Characterization of MC&A for the Molten Salt Fuel Cycle

Advanced reactor developers are exploring diverse reactor designs, including molten salt reactors (MSRs). These advanced reactors are considered for wider applications and a range of deployment locations, including supporting the integration of renewable energy sources in the grid. There are three main types of MSRs: (1) reactors in which the fuel salt freely circulates within the core; (2) reactors with the fuel salt contained within vented fuel tubes; and (3) reactors that use molten salt solely as a coolant, with the fuel in a separate, solid form. In this document, the term MSR refers specifically to the first two types, which use fuel salt—special nuclear material (enriched uranium, plutonium, and 233 U) in chloride or fluoride form mixed with chloride- or fluoride-based carrier salt in a peritectic mixture—as the primary medium for fission. The composition of fuel salt, both at startup and for makeup or refueling, varies depending on the MSR design and the chosen fuel cycle approach, which can be either once-through or closed. For MSRs, a variety of fuel cycle approaches (e.g., U, U–Pu, U–Pu–TRU, U–Th, U–Pu–Th) are being considered. Fuel in MSRs is much different than traditional solid fuel, including its preparation. The uniqueness warrants investigation into characterizing fuel preparation processes, known as fuel salt synthesis . This effort characterized major fuel preparation and synthesis processes, identifying temperature, equipment, and environmental requirements for uranium-, plutonium-, and thorium-based fuel preparation and synthesis. Because MSR fuel salt synthesis facilities handle special nuclear material in loose, bulk form, a material control and accounting plan will be required for licensing from the US Nuclear Regulatory Commission or under the US Department of Energy authorization. This effort serves as a foundation to investigate material control and accounting approaches for synthesis facilities, including determining measurement points and techniques. Because several MSR developers are planning demonstration facilities in the coming years, this effort will support stakeholders with preparing or reviewing material control and accounting plans for providing assurance that all special nuclear material is accounted for at fuel salt synthesis facilities. This report was produced for Materials Protection, Accounting, and Control Technologies (MPACT) program under the US Department of Energy (DOE), Office of Nuclear Energy, Nuclear Fuel Cycle and Supply Chain.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

DOE Advanced Gas Reactor Fuel Development and Qualification Program

Breakdown of the DOE Advanced Gas Reactor Fuel Development and Qualification Program. Including discussion topics on TRISO technology Status Circa 2000, New Production Reactor (NPR) Fuel Experience, Fuel Qualification, US DOE Advanced Gas Reactor (AGR) Fuel Development and Qualification Program, Initial AGR Program Reference HTGR Design, Fuel Qualification Approach, Fuel Performance Modeling, Fuel Fabrication, Selected AGR-1, AGR-2, and AGR-5/6/7 Fuel Property Means, AGR Program TRISO Fuel Key Performance Data, Irradiation Performance: Fission Gas R/B, Irradiation Testing Results, Kernel and Coating Behavior During Irradiation, Locating and Studying Failed Particles Greatly Improves Understanding of Fuel Performance, Fission Product Release from UCO Fuel Compacts: AGR-1 and AGR-2 Examples, HTGR Accident Safety Testing of TRISO Fuel, Evaluating Behavior During D-LOFC Accidents, Safety Test Results for US UCO Fuel, Particle Failure Evaluation, Fuel Performance Summary, Ongoing Work and Outstanding Data Needs, Core Oxidation, Industry Engagement, and Coated-Particle-Fueled Reactor Concepts and Fuel Designs.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2025

Development of the Well-to-Wake Life Cycle Assessment Model for Marine Fuels in R&D GREET 2025

The Marine analysis capabilities in the 2025 Research and Development Greenhouse gases, Regulated Emissions, and Energy use in Technologies (R&D GREET) have been updated to incorporate the latest findings from the Fourth International Maritime Organization (IMO) GHG Study.1 To support these updates and enhance user flexibility, the former single marine module used in previous R&D GREET versions has been split into two workbook tabs: The Marine_Fuel tab, which covers the fuel-cycle, and the Marine_Trip tab, which covers the trip-cycle. In the Marine_Fuel tab, fuel cycle results for 39 marine fuels are available—assuming a slow speed diesel engine—and can be seen in Appendix A. However, there are options for changing feedstocks for multiple fuels, ability to view results with or without pilot fuels for fuels such as methanol and ammonia, and carbon capture options. All these combinations make the number of total possible pathways over one hundred. For each pathway, life cycle emission results are divided into feedstock, conversion, and combustion categories, along with pilot fuel supply chain emissions for fuels used in dual fuel engines. In the newly created Marine_Trip tab, users can view the life cycle emissions of using these fuels from a trip perspective. Compared to R&D GREET 2024, 16 new types of vessels are added in R&D GREET 2025. Examples of results assuming the default size for each vessel type are available in Appendix A. Additional information categories on vessels are included such as vessel size, main propulsion type, engine power rating, combustion cycle, etc. based on the Fourth IMO GHG Study. Operational mode of the trip, fuel consumption, and load calculation were updated based on the report. The fuel consumption calculation also incorporates low-load adjustment, speed–power correction, weather correction, and fouling correction factors. Furthermore, fuel consumption in boilers or steam turbines is also added for the first time, besides fuel use in main propulsion engines and auxiliary engines. This effort makes the R&D GREET Marine capabilities more robust than before. Users will be able to estimate fuel consumption more accurately for more diverse choices of vessel categories, vessel sizes, and energy converters.

09 BIOMASS FUELS↗
DOE OSTI2024

MARVEL Reactor Fuel Performance Report (Rev.2)

The Microreactor Applications Research Validation and EvaLuation (MARVEL) project is producing a high temperature liquid metal-cooled nuclear test bed at Idaho National Laboratory (INL) to ultimately improve the integration of microreactors to end-user applications. This ambitious effort seeks to design, authorize, construct, test, and operate the reactor within five years. In order to construct and operate the MARVEL reactor in a timely manner, the system will utilize materials and component designs which have already been used, qualified, or licensed from previous reactors. The MARVEL reactor will be located at the INL Transient Reactor Test (TREAT) facility in the north high-bay equipment pit and will use the existing 304 stainless steel-clad U-ZrH1.6 pin-type fuel system developed by General Atomics and purchased from TRIGA International. This fuel has been previously qualified under the United States Department of Energy’s (US DOE) Reduced Enrichment for Research and Test Reactors (RERTR) Program. Even though the regulator of the MARVEL reactor is the US DOE, the standards and overall approach recommended by the Nuclear Regulatory Commission is well-defined and utilized here. Following NUREG-1537 regulatory guidance, this report documents the authorization case for the MARVEL fuel system’s application to MARVEL and establishes stable and predictable fuel performance during the most thermophysically unfavorable conditions achievable in the MARVEL reactor. To that end, this report provides a comprehensive survey of the known thermophysical properties, performance, and quantitative relationships associated with the MARVEL reactor fuel element and uses this information to determine its mechanical integrity and risk of reaching unacceptable conditions during the most extreme accident scenarios predicted for the reactor using the most conservative assumptions available. The information contained herein is compiled from a combination of historical reports and peer reviewed scientific publication manuscripts. Known mechanisms under which the fuel is susceptible to failure are highlighted and compared to conditions that could exist in the MARVEL reactor during an unanticipated transient or accident scenario. The two scenarios considered for analysis in this report are (1) an unprotected loss of flow accident and (2) a hypothetical unprotected loss of coolant accident during the loss of flow accident. Preliminary 2D steady-state analyses herein indicate that both fuel-cladding chemical interactions and fuel-cladding mechanical interactions are negligible throughout the fuel’s operational cycle under both normal and high temperature accident scenario conditions. Although higher fidelity 3D time-dependent modeling and simulations are planned, the following may be concluded presently. The MARVEL fuel element maintains its geometric stability and structural integrity during the most extreme accident scenarios predicted for the MARVEL reactor. The hoop stress during the unprotected loss of flow accident reaches about -1.27 MPa; this negative stress indicates that it is compressive rather than tensile. The compressive stress is a result of the NaK pressure on the outside of the fuel element, caused by the restricted thermal expansion of the NaK coolant, exceeding the internal pressures generated inside of the fuel element. The hoop stress generated in the cladding during the unprotected loss of coolant accident reaches a maximum of about approximately 10 MPa, which is nearly an order of magnitude less than the predicted yield strength of the cladding under high-temperature accident scenario conditions. Calculations were compared with results from high performance computational simulations using BISON and are in very close agreement. A conservative MARVEL fuel meat peak temperature limit of 900 °C is recommended presently, which is about 180 °C higher than the peak fuel temperature predicted to occur during the most extreme accident. Based on the known properties and behavior of the MARVEL fuel element, the fuel successfully meets its design and safety requirements under normal and most extreme accident conditions with a large safety margin.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2026

MARVEL Reactor Fuel Performance Report

The Microreactor Applications Research Validation and EvaLuation (MARVEL) project is producing a high temperature liquid metal-cooled nuclear test bed at Idaho National Laboratory (INL) to ultimately improve the integration of microreactors to end-user applications. This ambitious effort seeks to design, authorize, construct, test, and operate the reactor within five years. In order to construct and operate the MARVEL reactor in a timely manner, the system will utilize materials and component designs which have already been used, qualified, or licensed from previous reactors. The MARVEL reactor will be located at the INL Transient Reactor Test (TREAT) facility in the north high-bay equipment pit and will use the existing 304 stainless steel-clad U-ZrH1.6 pin-type fuel system developed by General Atomics and purchased from TRIGA International. This fuel has been previously qualified under the United States Department of Energy’s (US DOE) Reduced Enrichment for Research and Test Reactors (RERTR) Program. Even though the regulator of the MARVEL reactor is the US DOE, the standards and overall approach recommended by the Nuclear Regulatory Commission is well-defined and utilized here. Following NUREG-1537 regulatory guidance, this report documents the authorization case for the MARVEL fuel system’s application to MARVEL and establishes stable and predictable fuel performance during the most thermophysically unfavorable conditions achievable in the MARVEL reactor. To that end, this report provides a comprehensive survey of the known thermophysical properties, performance, and quantitative relationships associated with the MARVEL reactor fuel element and uses this information to determine its mechanical integrity and risk of reaching unacceptable conditions during the most extreme accident scenarios predicted for the reactor using the most conservative assumptions available. The information contained herein is compiled from a combination of historical reports and peer reviewed scientific publication manuscripts. Known mechanisms under which the fuel is susceptible to failure are highlighted and compared to conditions that could exist in the MARVEL reactor during an unanticipated transient or accident scenario. The two scenarios considered for analysis in this report are (1) an unprotected loss of flow accident and (2) a hypothetical unprotected loss of coolant accident during the loss of flow accident. Preliminary 2D steady-state analyses herein indicate that both fuel-cladding chemical interactions and fuel-cladding mechanical interactions are negligible throughout the fuel’s operational cycle under both normal and high temperature accident scenario conditions. Although higher fidelity 3D time-dependent modeling and simulations are planned, the following may be concluded presently. The MARVEL fuel element maintains its geometric stability and structural integrity during the most extreme accident scenarios predicted for the MARVEL reactor. The hoop stress during the unprotected loss of flow accident reaches about -1.27 MPa; this negative stress indicates that it is compressive rather than tensile. The compressive stress is a result of the NaK pressure on the outside of the fuel element, caused by the restricted thermal expansion of the NaK coolant, exceeding the internal pressures generated inside of the fuel element. The hoop stress generated in the cladding during the unprotected loss of coolant accident reaches a maximum of about approximately 10 MPa, which is nearly an order of magnitude less than the predicted yield strength of the cladding under high-temperature accident scenario conditions. Calculations were compared with results from high performance computational simulations using BISON and are in very close agreement. A conservative MARVEL fuel meat peak temperature limit of 900 °C is recommended presently, which is about 180 °C higher than the peak fuel temperature predicted to occur during the most extreme accident. Based on the known properties and behavior of the MARVEL fuel element, the fuel successfully meets its design and safety requirements under normal and most extreme accident conditions with a large safety margin.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Evaluation of BISON metallic fuel performance modeling against experimental measurements within FIPD and IMIS databases

Simulations were conducted using the BISON fuel performance code on an automated process to read initial and operating conditions from two databases—the Fuels Irradiation and Physics Database (FIPD) and Integral Fast Reactor Materials Information System (IMIS) database. These databases contain metallic fuel data from the Experimental Breeder Reactor-II (EBR-II) and the Fast Flux Test Facility (FFTF). The work demonstrates use of an integrated framework to access EBR-II fuel pin data for evaluating fuel performance models contained within BISON to predict fuel performance of next-generation metallic fuel systems. Between IMIS and FIPD, there is enough information to conduct 1,977 unique EBR-II metallic fuel pin histories from 29 different experiments, and 338 pins from FFTF MFF-3 and MFF-5 with varying levels of details between the two databases. Each of these fuel performance histories includes a high-resolution power history, flux history, coolant channel flow rates, and coolant channel temperatures, and new model developments in BISON since the initial demonstration of this integrated framework. Fission gas release (FGR), cumulative damage fraction, fuel axial swelling, FCCI wastage thickness, cladding profilometry, and burnup were all simulated in BISON and compared to post-irradiation examination (PIE) results to evaluate BISON fuel performance modeling. Implementation of new fuel performance models into a generic BISON input file coupled with IMIS and FIPD yielded results with a better representation of physics than the initial evaluation of the integrated framework. Cladding profilometry, FGR, and fuel axial swelling were found to be in good agreement with PIE measurements for most of the pins simulated. The chosen mechanical contact solver was found to significantly impact the axial fuel swelling and cladding strain predictions when used in conjunction with the U-Pu-Zr hot-pressing model since it bound the fuel to prevent further swelling and increased hydrostatic stresses. This work suggests that fuel performance modeling in BISON under steady-state conditions represents the PIE data well and should be reassessed when new PIE data become available in IMIS and FIPD databases and when improved physical models to better capture fuel performance are added to BISON.

Paaren, Kyle M.↗
DOE OSTI2021

VFA Biorefinery Design for Informed Production of Ground and Aviation Fuels

The rising demand for low-carbon intensity fuel options requires evaluation of a system which can support their production economically and sustainably. Volatile fatty acids (VFAs) ranging from C2 to C8 can be derived in high yield from arrested anaerobic digestion of biomass. This talk provides an overview of our work in which we upgrade wet waste-derived VFAs using ketonization to elongate their carbon backbone to reach a range relevant to jet or diesel fuels. Kinetic models were used to predict ketone profiles from varying VFA profiles, thereby informing potential carbon flow to either (a) mixed paraffins for use in diesel or aviation fuel, or (b) ethers for use in diesel fuel. To do this, the anticipated products were screened for critical fuel characteristics using predictive tools. The criteria for neat and blended bioblendstocks were chosen based on conventional petrofuel requirements, and they were applied to inform fuel targets, identify limiting characteristics, and guide conversion development. While paraffins can serve as either diesel or aviation fuels, the latter has stringent criteria which include a precise distillation curve range tied to carbon distribution. Fuels which fall outside this range typically fail to meet other property metrics, and as such flashpoint and viscosity were identified as potentially limiting properties of this VFA aviation fuel. However, paraffin fractions which fall outside aviation criteria may meet diesel fuel requirements, which are looser except for the flashpoint minimum. Flashpoint was also a concern for smaller VFA diesel ethers, which posed an additional oxygenate risk of high water solubility. This fuel-informed conversion design process was demonstrated through production of paraffins with reduced sooting as compared to petrodiesel (~34%), and increased renewable aviation fuel blend levels (>70%). VFA-derived ethers improved petrodiesel by increasing fuel autoignition quality by 56% and reducing sooting by 86%. These VFA aviation and diesel fuels could enable greenhouse gas (GHG) reductions of over 165% and 50%, respectively, relative to their purely fossil-derived counterparts. Collectively, this work provides (i) an overview of how we leveraged the flexibility of VFAs for fuel production; and (ii) insight into the potential of a VFA biorefinery to accommodate varied feed and fuel applications, while also considering the merit of tailored fuel production pathways and GHG reduction potential.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗