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At least 703 records · Page 39

Preliminary Scaling Analysis of Reactivity Initiated Accidents

The life cycle for new fuel development requires extensive modeling and testing of the fuel concept from benchtop scale experiments to full scale assemblies in prototypical conditions. As a result, the timeline to develop new fuel types can extend up to 20 years and hinders the ability to develop a diverse assortment of fuel types. The licensing of recent reactor designs such as Westinghouse's AP-600/1000 designs utilized a scaling methodology to perform nuclear safety code validation on experimental test data from scaled down thermal hydraulic facilities. The advantage of using a scaling methodology was a significant cost decrease in the testing program because it avoided needing to build full scale prototypes and focused on improving safety code's ability to predict test data. This study investigates how to apply a scaling hierarchy for fuel performance during a Reactivity Initiated Accident that could be implemented with scaling methods such as Hierarchical Two Tiered Scaling (H2TS), Fractional Scaling Analysis (FSA), and Dynamical System Scaling (DSS) .

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Thermodynamic Analysis on Interactions of Silicon Dioxide with Iridium During Module Reduction and Monitoring Treatment

The goal of this paper was to understand the possible reactions between Ir and SiO 2 contaminants in the presence of C (graphite insulation) and a cover gas for conditions representative of those for a module reduction and monitoring treatment at 1410 K. This treatment is for reduction of 238 PuO 2 fuel used in isotopic heat sources for space missions. A thermodynamic analysis has been performed for the relevant portions of the Ir-Si-C-O phase diagram using the CALPHAD method. The results show that over the range of relevant pressures of CO and CO 2 in the argon cover gas, SiO 2 is not stable in the presence of Ir. Finally, levels of Si impurity dissolved in the iridium solid solution are expected to be up to 875 μg/g at or near the surface.

36 MATERIALS SCIENCE↗

Cost Effectiveness Analysis of Quasi-Static Wireless Power Transfer for Plug-In Hybrid Electric Transit Buses: Preprint

This study evaluates the costs and benefits associated with the use of a plug-in hybrid electric bus and determines the cost effectiveness relative to a conventional bus and a hybrid electric bus. A sensitivity sweep analysis was performed over a number of a different battery sizes, charging powers, and charging stations. The net present value was calculated for each vehicle design and provided the basis for the design evaluation. In all cases, given present day economic assumptions, the conventional bus achieved the lowest net present value while the optimal plug-in hybrid electric bus scenario reached lower lifetime costs than the hybrid electric bus. The study also performed parameter sensitivity analysis under low market potential assumptions and high market potential assumptions. The net present value of plug-in hybrid electric bus is close to that of conventional bus.

33 ADVANCED PROPULSION SYSTEMS↗

Integration of the SSPM and STAGE with the MPACT Virtual Facility Distributed Test Bed.

The Material Protection Accounting and Control Technologies (MPACT) program within DOE NE is working toward a 2020 milestone to demonstrate a Virtual Facility Distributed Test Bed. The goal of the Virtual Test Bed is to link all MPACT modeling tools, technology development, and experimental work to create a Safeguards and Security by Design capability for fuel cycle facilities. The Separation and Safeguards Performance Model (SSPM) forms the core safeguards analysis tool, and the Scenario Toolkit and Generation Environment (STAGE) code forms the core physical security tool. These models are used to design and analyze safeguards and security systems and generate performance metrics. Work over the past year has focused on how these models will integrate with the other capabilities in the MPACT program and specific model changes to enable more streamlined integration in the future. This report describes the model changes and plans for how the models will be used more collaboratively. The Virtual Facility is not designed to integrate all capabilities into one master code, but rather to maintain stand-alone capabilities that communicate results between codes more effectively.

36 MATERIALS SCIENCE↗

FAST-1.2.2: Integral Assessment

This integral assessment quantifies the predictive capabilities of Fuel Analysis under Steady-state and Transients (FAST), a thermal-mechanical nuclear fuel performance code designed to analyze fuel behavior from beginning of life to burnup levels allowed by the U.S. Nuclear Regulatory Commission. FAST code calculations are shown to compare satisfactorily to a pre-selected set of experimental data with both steady-state and anticipated operating occurrence conditions and design basis accident transient operating conditions. This document describes the assessment of FAST-1.2.2, the latest version of FAST, released April 2026.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Potential benefits for propfan technology on derivatives of future short- to medium-range transport aircraft

It is noted that several NASA-sponsored studies have identified a substantial potential fuel savings for high subsonic speed aircraft utilizing the propfan concept compared to the equivalent technology turbofan aircraft. Attention is given to a feasibility study for propfan-powered short- to medium-haul commercial transport aircraft conducted to evaluate potential fuel savings and identify critical technology requirements using the latest propfan performance data. An analysis is made of the design and performance characteristics of a wing-mounted and two-aft-mounted derivative propfan aircraft configurations, based on a DC-9 Super 80 airframe, which are compared to the baseline turbofan design. Finally, recommendations for further research efforts are also made.

Goldsmith, I. M.↗

The 1984 Goddard Space Flight Center Battery Workshop

Various topics related to spacecraft power supply systems are discussed. Regenerative fuel cells, lithium molybdenum batteries, nickel hydrogen batteries, nickel cadmium batteries, failure analysis, and performance testing are covered.

Morrow, G. W.↗

UO2 microstructural evolutions induced by Ni, Mo, and W dopants for intentional forensics

The concept of tagging nuclear fuel with a chemical barcode to enable forensics analysis across the nuclear fuel cycle is an area of active investigation, particularly to ensure fabrication viability without disrupting current fuel performance. This study explored the feasibility of using Ni, Mo, and W isotopic double-spikes as dopants in UO2 fuel from the perspective of fuel fabrication. Doped UO2 pellets were produced using conventional fuel fabrication processes, including powder mixing, sieving, pressing, and sintering in a reductive atmosphere. Two composition levels, 100 and 1000 ppm, were evaluated for each dopant element with isotopic double-spike configurations. For the Ni system, additional dopant concentrations of 250 and 500 ppm were produced with nonperturbed isotopic ratios. The results demonstrated that successful incorporation of Ni, Mo, and W double-spikes into UO2 pellets occurred with minimal shift in final density or dopant loss during pellet fabrication. Isotopic analysis confirmed the presence of the double-spike signature even when diluted with natural isotopic material in ratio of 1:5 in the fabrication process. Microstructural examinations revealed different impacts on grain size compared with undoped UO2. This study showed that Ni incorporation up to ∼500 ppm promoted moderate grain growth, whereas the Mo and W systems caused grain size reduction at all concentrations. Changes in the UO2 lattice parameter as a function of composition were detected exclusively for Ni up to 500 ppm, indicating that the Ni solid solution was the main factor for the observed grain growth. Insoluble (Mo and W) or supersaturated (Ni > 500 ppm) conditions produced grain size reduction. The Ni-doped pellets in the solution range resulted in a final microstructure within fuel specifications, demonstrating its potential benefits of employing complex dopant systems for potential nuclear forensic applications.

36 MATERIALS SCIENCE↗

Innovative Advanced Hydrogen Mobile Fueler (Final Technical Report)

The US Department of Energy (DOE) funded a project to design, develop, deploy and analyze the economic viability of an innovative Advanced Hydrogen Mobile Fueler (AHMF). As part of the design activity the project team defined specifications based upon vehicle requirements and compliance with specific fueling performance criteria. The AHMF was originally designed to fuel 10-20 fuel cell vehicles (FCV) per day, consistent with the requirements of the H70 fueling category. The AHMF is able to operate without remote power connections, is modular for easy transport and deployment, and can provide expanded daily capacity and multi-day operations using delivered gaseous hydrogen. Toward the end of the project, due to request from the hydrogen industry and some necessary modifications of the AHMF, the system is now modified to fuel heavy duty vehicles. The project was conducted over two primary phases, each including several key tasks, subtasks, and project milestones. Phase 1 involved the design, development, and construction of the AHMF, moving from a conceptual design through to completion of assembly and testing. In addition to reviewing several different approaches, the team chose to take a conventional station design and modify it for mobile fueling. There were several innovative components included in the design. The high pressure storage was the first to achieve a US Department of Energy (DOE) Special Permit (SP 20391) to transport high pressure hydrogen (95 MPa) in a composite cylinder. The second novel system was a liquid nitrogen (LIN) cooling system with a compact heat exchanger. Without this change, the cooling system would not be able to fit into the AHMF. Phase 2 demonstrated the AHMF by fueling fuel cell buses at a fleet in Pomona, CA. The site was chosen because a temporary fueling solution was required while a fixed station was being installed. The existing permits for the fixed station and non-public access also was a determining factor. Over two months, the buses were fueled 320 times with over 5000 kg of hydrogen from tube trailers. Existing shore power was used, and the average electrical efficiency was 0.13 kWh/kg. The average liquid nitrogen (LIN) consumption was 90.68 scf/kg. The fueling and consumption data was provided to the National Renewable Energy Laboratory (NREL) for analysis. An economic analysis was performed and will be provided in a separate report. The project was successful, but not without challenges and lessons learned. The DOT special permit led the way for the use of high pressure, composite cylinders and is being by multiple other systems and applications. The pandemic along with time for the DOT special permit approval delayed the project for years. The team also believes that hydrogen mobile fueling has a use for the industry, especially during this upcoming phase of expansion. However, it does have its limitations due to high cost to build and operate, and the same permitting challenges as a fixed station. A fully capable system at the speeds and pressures of the AHMF may not be necessary for most applications and would help reduce the cost and increase storage capacity. The on-board generator can be easily replaced with shore power or the wide range of power generation solutions in the marketplace. One of the major results of the project was the development of new code language in National Fire Protection Agency (NFPA) 2 and the International Fire Code (IFC) for on-demand mobile fueling. This will provide guidance for Authorities Having Jurisdiction (AHJ) and user on how to permit temporary fueling sites across the nation.

08 HYDROGEN↗

Potentials for Platooning in U.S. Highway Freight Transport

Smart technologies enabling connection among vehicles and between vehicles and infrastructure as well as vehicle automation to assist human operators are receiving significant attention as a means for improving road transportation systems by reducing fuel consumption - and related emissions - while also providing additional benefits through improving overall traffic safety and efficiency. For truck applications, which are currently responsible for nearly three-quarters of the total U.S. freight energy use and greenhouse gas (GHG) emissions, platooning has been identified as an early feature for connected and automated vehicles (CAVs) that could provide significant fuel savings and improved traffic safety and efficiency without radical design or technology changes compared to existing vehicles. A statistical analysis was performed based on a large collection of real-world U.S. truck usage data to estimate the fraction of total miles that are technically suitable for platooning. In particular, our analysis focuses on estimating 'platoonable' mileage based on overall highway vehicle use and prolonged high-velocity traveling, and established that about 65% of the total miles driven by combination trucks from this data sample could be driven in platoon formation, leading to a 4% reduction in total truck fuel consumption. This technical potential for 'platoonable' miles in the United States provides an upper bound for scenario analysis considering fleet willingness and convenience to platoon as an estimate of overall benefits of early adoption of connected and automated vehicle technologies. A benefit analysis is proposed to assess the overall potential for energy savings and emissions mitigation by widespread implementation of highway platooning for trucks.

30 DIRECT ENERGY CONVERSION↗

Coupled Neutron and Gamma Heating Calculation Based on VARIANT Nodal Transport Method

Accurate determination of temperature distributions in fuel pins and duct walls is essential for fuel-pin performance and assembly bowing analyses. Currently, the multi-assembly, sub-channel analysis code SE2-ANL is used in thermalhydraulic analysis of sodium cooled fast reactors (SFR). SE2- ANL is interfaced with the DIF3D/GAMSOR/DIF3D procedure for coupled neutron and gamma heating calculations, developed at Argonne National Laboratory (ANL). In this procedure, the neutron flux distribution is first calculated using the finite-difference diffusion theory option of the DIF3D code. Using the neutron flux solution, the GAMSOR code computes the gamma source distribution for the subsequent gamma flux calculation with DIF3D. However, in the current heating calculation scheme, the neutron and gamma flux calculations are limited to six triangular meshes per hexagonal assembly. In addition, the pin power distributions are estimated by assuming that the power distribution within an assembly is separable in the radial and axial directions. In each assembly, the axial power profile is obtained by averaging the power densities of six triangular meshes at each axial mesh interval. The radial power profile is evaluated at a single axial mesh (e.g., at the core mid-plane) by approximating the neutron and gamma flux distributions by a linear or quadratic polynomial of two variables x and y, depending on the polynomial order specified by the user. The coefficients of the linear and quadratic polynomials are determined by the least squares fit of six and 24 triangular mesh fluxes, respectively. Furthermore, the total heat generation rate in an assembly duct wall is simply determined by a user-specified fraction of the total gamma heating within that assembly. With the advancement of computer technology, the nodal transport theory code VARIANT is routinely used in core design analyses of SFR instead of DIF3D. It is therefore necessary to develop a new heating calculation procedure based on VARIANT neutron and gamma transport calculations. In this study, a new, coupled neutron and gamma heating calculation scheme has been developed to determine the pin power distributions more accurately by eliminating the aforementioned limitations of the current procedure. For this, the GAMSOR code has been extended to generate the intra-nodal gamma source distribution to be consistent with the trial functions of VARIANT. In the new heating calculation procedure, the neutron flux distribution is determined first by solving an eigenvalue transport problem using VARIANT. The obtained neutron flux is then used in GAMSOR to calculate the gamma source distribution. Using this gamma source distribution, the gamma flux distribution is determined by solving a fixed-source transport problem using VARIANT again. Using the computed neutron and gamma flux distributions, the power distribution in each fuel pin and duct wall is determined using a new utility code CURVE, which has been developed to evaluate the VARIANT flux solution at each fuel pin position and along the duct mid-wall. For each pin segment contained in a VARIANT node, the axial power shape is represented as a quadratic profile. The performance of the new heating calculation scheme based on VARIANT transport solutions has been tested against the existing method of SE2-ANL, using the ABR-1000 metal core design. The gamma source distribution and the assembly, fuel pin and duct wall power distributions were calculated and compared. (authors)

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Blended Wing Body Concept Development with Open Rotor Engine Intergration

The purpose of this study is to perform a systems analysis of a Blended Wing Body (BWB) open rotor concept at the conceptual design level. This concept will be utilized to estimate overall noise and fuel burn performance, leveraging recent test data. This study will also investigate the challenge of propulsion airframe installation of an open rotor engine on a BWB configuration. Open rotor engines have unique problems relative to turbofans. The rotors are open, exposed to flow conditions outside of the engine. The flow field that the rotors are immersed in may be higher than the free stream flow and it may not be uniform, both of these characteristics could increase noise and decrease performance. The rotors sometimes cause changes in the flow conditions imposed on aircraft surfaces. At high power conditions such as takeoff and climb out, the stream tube of air that goes through the rotors contracts rapidly causing the boundary layer on the body upper surface to go through an adverse pressure gradient which could result with separated airflow. The BWB / Open Rotor configuration must be designed to mitigate these problems.

Pitera, David M.↗

MAMA Software Features: Errors, Uncertainty, and Standards

This document reviews the sources of uncertainty, standards, and the UQ development plan for the MAMA software. Our intention is to allow users to generate quantification data with uncertainty based on the contributing back end sources. We do not intend to add in front end uncertainty into the software itself, due to the numerous different instruments that could be used, and the enormous variation in factors that would add to that uncertainty among different users, samples, and sample prep routines. We could not possibly or reasonably address them all. We will however, add in the uncertainty component from the image scale bar, which must be provided by the user as an input to the software, and could be used to incorporate any front end uncertainty. (Note: the detailing of these front end uncertainties is beyond the scope of this software effort.) The verification testing we have done generates uncertainties that are fundamentally pixel based. Given the uncertainty in the scale bar, we can then propagate the uncertainty and convert to uncertainty in all calculated results in microns (or whatever unit the scale bar is in.) Users can then add any additional instrumentation and sample prep uncertainty to the resulting output as appropriate for the data calculation and analysis being performed.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Diversion Path Analysis: A Proposed Methodology to Develop an MC&A Approach for Liquid-Fueled Molten Salt Reactors

Nuclear material control and accounting (MC&A) is a critical element of both the US Nuclear Regulatory Commission (NRC) and US Department of Energy (DOE)’s domestic safeguards and security requirements. NRC licensees are required, under Title 10 of the Code of Federal Regulations (10 CFR) Part 74 to establish and maintain an MC&A program that captures and records the quantities and locations of special nuclear material (SNM) at the facility. Along with physical protection, MC&A is a key element of domestic nuclear material safeguards that enables the NRC to ensure that SNM is controlled and accounted for. SNM, per 10 CFR Part 74, refers to plutonium, 233 U, and uranium enriched in the isotope 233 U or 235 U, but does not include source material. Periodic physical inventories, coupled with material balance evaluations, are effective and demonstrated tools to account for and detect theft or diversion of SNM in facilities containing SNM in bulk material form (i.e., not in discrete, countable items). Historically in the United States, these types of facilities have included fuel fabrication, conversion, and enrichment facilities. In comparison, reactors have relied on item counting of assemblies and control of SNM while in containment (e.g., a sealed reactor pressure vessel) because, to date, reactor fuel has been in item form. In liquid-fueled molten salt reactors (MSRs), unlike traditional light water reactors (LWRs) or bulk facilities, bulk SNM quantities can change significantly during operation as a result of depletion and transmutation. This introduces challenges to the use of traditional periodic physical inventories and material balance evaluations to detect theft or diversion of SNM in reactors that use SNM in bulk material form. Liquid-fueled (i.e., salt-fueled) MSR facilities are MSRs that use SNM within a salt eutectic as the fuel. The SNM is in a bulk material form any time it is outside of fresh or spent fuel storage containers. Some examples of when SNM will be in bulk form in the facility are during addition of fuel to the reactor system, while fuel is circulating in operation, and while fuel is in a drain tank. Periodic physical inventories and material balance evaluations can likely be effectively applied to many portions of an MSR facility, including all areas where depletion and transmutation are not significantly changing the quantities of SNM within the control area. Within an MSR facility, this would include fresh fuel receipt and loading, waste streams that may contain SNM, irradiated fuel storage outside of the reactor core, and any irradiated fuel processing that may happen after SNM has been removed from the reactor. All of these process steps could rely on measurements of SNM quantities compared with documented inventories. Any discrepancies from predicted (i.e., book) inventories and measured inventories could be quantified as inventory differences, consistent with traditional MC&A guidance from the NRC (e.g., in NUREG-1065 Revision 2, NUREG-2159 Revision 1, and RG 5.29 Revision 2). Within the reactor system, additions and removals to the book inventory include depletion of the SNM (e.g., fission of 235 U), which complicates the use of physical inventories. SNM control, however, can also likely be effectively applied to detect theft of SNM throughout a liquid-fueled MSR facility. To complement these approaches, prior technical reports have identified that a diversion path analysis may be a useful, risk-informed, and performance-based tool to determine suitable elements of an MC&A approach for the reactor system within a liquid-fueled MSR facility.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

Active and Durable PGM-free Cathodic Electrocatalysts for Fuel Cell Application

Platinum Group Metal-free (PGM-free) Oxygen Reduction Reaction (ORR) electrocatalysts possess high intrinsic activity measured by a Rotating Disk Electrode (RDE) method. However, under fuel cell operating conditions, PGM-free ORR electrocatalysts have underperformed compared to platinum catalysts. PGM-free ORR electrocatalyst’s fuel cell performance can be improved by designing and optimizing the cathodic catalyst layer (CL) and Membrane Electrode Assembly (MEA) construction such that: 1) it efficiently provides oxygen access to ORR active sites (through catalyst morphology control); 2) it removes water from the CL (by tuning the hydrophobicity of the PGM-free catalysts and the catalyst layer structure); and 3) it increases proton conductivity (by homogeneous mixing of catalysts and ionomer). Studying the CL is complex due to the absence of well-established protocols of MEA activation, especially compared to platinum-containing catalysts. PGM-free fuel cell testing protocols would need to optimize potentiostatic vs galvanostatic measurements, scan rates, parameters of Electrochemical Impedance Spectroscopy (EIS) and Beginning of Experiment (BOE) criteria. To make the PGM-free catalyst’s fuel cell performance comparable to platinum, the synergistic effort of materials design, fine tuning of the catalyst layer and comprehensive electrochemical analysis is required.

08 HYDROGEN↗

Uncertainty Quantification of Calculated Temperatures for the AGR-1 Experiment

This report documents an effort to quantify the uncertainty of the calculated temperature data for the first Advanced Gas Reactor (AGR-1) fuel irradiation experiment conducted in the INL’s Advanced Test Reactor (ATR) in support of the Next Generation Nuclear Plant (NGNP) R&D program. Recognizing uncertainties inherent in physics and thermal simulations of the AGR-1 test, the results of the numerical simulations can be used in combination with the statistical analysis methods to improve qualification of measured data. Additionally, the temperature simulation data for AGR tests can be used for validation of the fuel transport and fuel performance simulation models. The crucial roles of the calculated fuel temperatures in ensuring achievement of the AGR experimental program objectives require accurate determination of the model temperature uncertainties. The report is organized into three chapters. Chapter 1 introduces the AGR Fuel Development and Qualification program and provides overviews of AGR-1 measured data, AGR-1 test configuration and test procedure, and thermal simulation. Chapters 2 describes the uncertainty quantification procedure for temperature simulation data of the AGR-1 experiment, namely, (i) identify and quantify uncertainty sources; (ii) perform sensitivity analysis for several thermal test conditions; (iii) use uncertainty propagation to quantify overall response temperature uncertainty. A set of issues associated with modeling uncertainties resulting from the expert assessments are identified. This also includes the experimental design to estimate the main effects and interactions of the important thermal model parameters. Chapter 3 presents the overall uncertainty results for the six AGR-1 capsules. This includes uncertainties for the daily volume-average and peak fuel temperatures, daily average temperatures at TC locations, and time-average volume-average and time-average peak fuel temperatures.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Instrumentation and Performance Analysis Plans for the HIFiRE Flight 2 Experiment

Supersonic combustion performance of a bi-component gaseous hydrocarbon fuel mixture is one of the primary aspects under investigation in the HIFiRE Flight 2 experiment. In-flight instrumentation and post-test analyses will be two key elements used to determine the combustion performance. Pre-flight computational fluid dynamics (CFD) analyses provide valuable information that can be used to optimize the placement of a constrained set of wall pressure instrumentation in the experiment. The simulations also allow pre-flight assessments of performance sensitivities leading to estimates of overall uncertainty in the determination of combustion efficiency. Based on the pre-flight CFD results, 128 wall pressure sensors have been located throughout the isolator/combustor flowpath to minimize the error in determining the wall pressure force at Mach 8 flight conditions. Also, sensitivity analyses show that mass capture and combustor exit stream thrust are the two primary contributors to uncertainty in combustion efficiency.

Gruber, Mark↗