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At least 109 records · Page 6
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Greenhouse Gas Accounting Procedures in Low Carbon Fuel Policies Overlook the Spatial Variability of Miscanthus-Derived Sustainable Aviation Fuel

Low carbon fuel policies such as the U.S. Renewable Fuel Standard (RFS), Canada Clean Fuel Regulations (CFR), and California Low Carbon Fuel Standard (LCFS) as well as the 45Z tax credit are intended to reduce greenhouse gas (GHG) emissions from transportation. Cellulosic feedstocks, optimized biorefineries, and favorable farming locations can significantly reduce biofuel carbon intensity (CI). Despite advances in field-to-fuel GHG monitoring and flexibility in resource allocation within biorefineries (e.g., governing net electricity production), rigid CI accounting procedures in current policies may limit CI responsiveness across candidate sites and processing facilities. Here, this work examines a hypothetical biomass-to-sustainable aviation fuel (SAF) pathway using miscanthus and alcohol-to-jet (i) to demonstrate how GHG accounting requirements drive estimates of biofuel CIs and (ii) to explore potential CI and financial implications of scenario-specific life cycle assessment (LCA). Results demonstrate that GHG accounting using the CFR/LCFS can reasonably account for distinct levels of net electricity production by a biorefinery, but only the CFR yields similar CI sensitivity to spatially explicit factors (feedstock CI, grid electricity CI) as scenario-specific LCA: most GHG accounting frameworks do not capture CI variation across candidate sites in the United States. Ultimately, this work demonstrates the importance of LCA methodological specifications in low carbon fuel policies and tax credits.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Fuel Salt Qualification and Associated Fuel Cycle Opportunities & Issues

NRC staff have defined fuel qualification as a process which provides high confidence that the physical and chemical behavior of fuel is sufficiently understood so that it can be adequately modeled for both normal and accident conditions, reflecting the role of the fuel design in the overall safety of the facility. Uncertainties are defined so that calculated fission product releases include the appropriate margins to ensure conservative calculation of radiological dose consequences. The Advisory Committee on Reactor Safeguards (ACRS) has accepted the methodology described in NUREG/CR-7299 as an acceptable method for fuel qualification for molten salt reactors. The fuel salt qualification process described in NUREG/CR-7299 is based upon understanding the role that the fuel salt plays in achieving the fundamental safety functions, which in-turn is based on the fuel salt thermophysical and thermochemical properties.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Ducted fuel injection with Low-Net-Carbon fuels as a solution for meeting future emissions regulations

Several studies have proven how ducted fuel injection (DFI) reduces soot emissions for compression-ignition engines. Nevertheless, no comprehensive study has investigated how DFI performs over a load range in combination with low-net-carbon fuels. In this study, optical-engine experiments were performed with four different fuels—conventional diesel and three low-net-carbon fuels—at low and moderate load, to measure emissions levels and performance. The 1.7-liter single-cylinder optical engine was equipped with a high-speed camera to capture natural luminosity images of the combustion event. Conventional diesel and DFI combustion were investigated at four different dilution levels (to simulate exhaust-gas recirculation effects), from 14 to 21 mol% oxygen in the intake. At a given dilution level, with commercial diesel fuel, DFI reduced soot by 82% at medium load, and 75% at low load without increasing NO x . The results further show how DFI with dilution reduces soot and NO x without compromising engine performance or other emission types, especially when combined with low-net-carbon fuels. DFI with the oxygenated low-net-carbon blend HEA67 simultaneously reduced soot and NO x by as much as 93 % and 82 %, respectively, relative to conventional diesel combustion with commercial diesel fuel. These soot and NO x reductions occurred while lifecycle CO 2 was reduced by at least 70 % when using low-net-carbon fuels instead of conventional diesel. All emissions changes were compared with future emissions regulations for different vehicle sectors to investigate how DFI can be used to facilitate achievement of the regulations. Finally, the results show how the DFI cases fall below several future emissions regulation levels, rendering less need for aftertreatment systems and giving a possible lower cost of ownership.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

A Direct Ammonia Fuel Cell with a KOH-Free Anode Feed Generating 180 mW cm −2 at 120 °C

The motivations to operate the direct ammonia fuel cell (DAFC) with no addition of aqueous base, include facilitated fuel management and prevention of corrosion and shunt currents in the DAFC stack. We describe here a polymer electrolyte DAFC, operating at a cell temperature (T cell ) of 120 °C on ammonia and water alone as anode feed, that demonstrated peak power of 180 mW cm −2 —a record for this type of fuel cell. We offer a detailed analysis of polarization curves recorded for PE-DAFCs in the T cell range of 60 °C–120 °C, allowing to estimate the effects of KOH-free operation on the ionic and faradaic resistances, R i and R F , that determine together the value of R app , CL – an , the apparent resistance of the anode catalyst layer. The latter resistance drops ten times between 60 °C and 120 °C as result mainly of the drop in R F . Consequently, DAFC performance at T cell > 100 °C improves substantially, including the cell performance on a KOH-free anode feed. The demsontrated performance levels reported here for KOH-free DAFCs support further development of this type of ammonia/air fuel cells.

Achrai, Ben↗
DOE OSTI2025

Dual-Fuel Ammonia Equivalence Ratio Sweep Data

Ammonia (NH3) has garnered significant interest as an alternative fuel for meeting international emissions reduction mandates in sectors with high weight and distance requirements, such as shipping. Technical barriers and unanswered questions remain on the combustion strategies that can maximize ammonia utilization and minimize emissions. Prior research studies at the US Department of Energy’s Oak Ridge National Laboratory have shown strong performance with NH3 under dual-fuel mode using conventional diesel combustion (CDC) manifold air pressure settings. Diesel airflow was initially used to simplify retrofitting (no turbocharger modification), which resulted in air-fuel equivalence ratios (λ) greater than 1.5. To characterize potential improvements in dual-fuel NH3 combustion performance at richer in-cylinder conditions, a global λ sweep compared the use of early (E-pilot) and late (L-pilot) single diesel injections. The experiments were conducted at 1200 RPM and 12.8 ± 0.2 bar (75 % load), and λ was varied by decreasing the commanded air flow to the engine at greater than 90 % ammonia energy substitution level. A diesel injection timing sweep was conducted for both the injection strategies at fixed λ, and the timing with the lowest engine-out N2O emissions was identified. The results indicated an optimal balance between CO2,eq and thermal efficiency benefits both E-pilot and L-pilot injection strategy cases compared with CDC at a λ of 1.4. The indicated nitrogen-based emissions exhibited a strong correlation to the ratio of CA5–50 and ignition delay for L-pilot, but no apparent trend emerged for the E-pilot injection strategy at the tested boundary conditions. This dataset includes the raw experimental data and documentation of the experiment conditions and methods.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2020

Performance of Vehicle Fuel System Elastomers and Plastics with Test Fuels Representing Gasoline Blended with 10% Ethanol (E10) and 16% Isobutanol (iBu16)

The compatibilities of fuel system elastomers and plastics were evaluated for test fuels containing 16 vol.% isobutanol (iBu16) and 10 vol.% ethanol (E10). Elastomers included two fluorocarbons, four acrylonitrile butadiene rubbers (NBRs), and one type of fluorosilicone, neoprene, and epichlorohydrin/ethylene oxide. Plastic materials included four nylon grades, three polyamides, polytetrafluoroethylene (PTFE), polyvinylidene fluoride (PVDF), ethylene tetrafluoroethylene (ETFE), polyphenylene sulfide (PPS), high-density polyethylene (HDPE), polybutylene terephthalate (PBT), polyoxymethylene (POM), flexible polyvinylchloride (PVC), polyetherimide (PEI), polyetheretherketone (PEEK), and a phenol formaldehyde reinforced with glass fiber (GFPF). For each polymer material, the volume, mass, and hardness were measured before and after drying. Dynamic mechanical analysis (DMA) measurements were also performed on the dried specimens.For the elastomer materials the measured properties were similar for both fuels. The fluorocarbons and fluorosilicone swelled the least (~20%), while more moderate (20-45%) expansion occurred for the two NBR hose grades and (ECO). HNBR, neoprene, and silicone exhibited high swelling and softening, which likely precludes their use in many fuel systems. For the plastic materials, the observed swell was low; Nylon 11 swelled around 15%, but otherwise, their measured swell was <10%. Many of the plastics also showed sensitivity to alcohol type, as the E10 test fuel often imparted appreciably higher swell than iBu16. In general, the plastic materials showed good compatibility with the iBu16 and E10 test fuels. Here, the sole exception was the PVC material, which was structurally degraded from exposure to either fuel type. Compositional analysis showed high fuel retention in Nylon 12 and PVC. PVC also experienced a significant reduction in plasticizer compounds following exposure, which resulted in embrittlement and an increase in the glass-to-rubber transition temperature.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Optimizing Long Term Hydrogen Fueling Infrastructure Plans on Freight Corridors for Heavy Duty Fuel Cell Electric Vehicles

The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This paper develops a long-term plan for refueling infrastructure deployment using the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional specific vehicle fuel economy and weight, vehicle origin and destination (OD), vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal long term public access locations for hydrogen refueling (constrained by existing fueling stations and dispensing technology), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. So the framework discussed in this paper can be expanded and applied to additional electrified powertrains as well as a larger interstate system, expanded regional corridor, or other transportation networks.

08 HYDROGEN↗
DOE OSTI2022

Fuel Properties of Oxymethylene Ethers with Terminating Groups from Methyl to Butyl

Oxymethylene ethers (OMEs) have been studied as possible additives or replacements for diesel fuels. Typically, studies have considered only methyl-terminated OMEs. Recent structure-property relationship models suggest that extended-alkyl OMEs may provide improvements to many of the properties of methyl-terminated OMEs that make them less suitable as diesel fuel blendstocks. In this work, we describe the synthesis and characterization of 16 different OMEs with methyl, ethyl, propyl, butyl, isopropyl, and isobutyl terminating alkyl groups with varying oxymethylene chain length. Indicated Cetane Number, Lower Heating Value, Flash Point, Density, Viscosity, Vapor Pressure, and Oxidative Stability are tested via ASTM standard methods. Additionally, Water Solubility, Boiling Point, seal material compatibility, and sooting propensity (via the Yield Sooting Index) are measured for these fuels. For diesel compatibility, all tested OMEs except smaller methyl and ethyl OMEs, and the branched isopropyl OME, meet cetane number requirements. Further, extending the alkyl end group increases the heating value, but all OMEs, due to their oxygen content, have heating values less than diesel; despite this, all OMEs show significant reductions in soot production per unit heating value. Only the heaviest OMEs meet diesel viscosity requirements, and most are higher density than diesel. OMEs with larger alkyl groups show the highest stability under accelerated auto-oxidation conditions. Increases in alkyl group length cause order of magnitude reduction in water solubility, from hundreds of g/L for methyl terminated OMEs to hundreds of mg/L for butyl terminated OMEs. Limited seal material testing indicates that PEEK polymers are unaffected by OMEs; while extended alkyl groups may improve compatibility with FKM (Viton), other common elastomers (NBR, silicone) remain incompatible with all tested OMEs. Overall, it is found that methyl-terminated OMEs exhibit the most potential for soot reduction, but OMEs with larger propyl and butyl terminating alkyl groups show improved compatibility with existing diesel systems.

09 BIOMASS FUELS↗
DOE OSTI2020

Uncovering Uranium Isotopic Heterogeneity of Fuel Pellets from the Fifth Collaborative Materials Exercise of the Nuclear Forensics International Technical Working Group

In 2017, the Nuclear Forensics International Technical Working Group (ITWG) organized their fifth 37 Collaborative Materials Exercise (CMX-5). The exercise samples were two uranium dioxide fuel pellets 38 manufactured from the same starting materials by different processes to have similar bulk isotopic 39 composition, but different spatial uranium isotopic distributions. Sets of identical materials were sent to 40 all participating laboratories, who then utilized their existing nuclear forensic capabilities to 41 independently analyse fuel pellets and identify similarities and differences of the materials’ 42 characteristics. The analytical methods used to probe the fuel pellets included ex situ, such as sectioning 43 or breaking up the pellets and analyzing dissolved pieces using inductively coupled plasma mass 44 spectrometry (ICP-MS), analyzing particles collected from intact or fragmented pellets by secondary ion 45 mass spectrometry (SIMS), as well as in situ methods, such as laser ablation coupled with ICP-MS, 46 autoradiography and nanoSIMS. In this paper we present the results of these independent analyses and 47 compare the capabilities of those nuclear forensic analytical methods to uncover details of the isotopic 48 heterogeneity of uranium fuel pellets.

Nuclear Forensic Analysis of Uranium Fuel Pellets,↗
DOE OSTI2025

TEM characterization of two variants of fuel cladding chemical interaction in a HT-9 Clad U-10Zr Fuel. Variant 1: FCCI with a Zr Rind

Here, this study investigated the fuel cladding chemical interaction (FCCI), a key factor that limits operational temperature and burnup, in an HT-9 clad U-10Zr nuclear fuel sample irradiated to a high burnup of 13.1 at.% at a time-averaged peak inner cladding temperature (PICT) of 530 °C. Previous results showed this fuel sample exhibited two distinct levels of FCCI at d. This paper analyzed the FCCI at an azimuthal position showing an interdiffusion layer of <10 µm using transmission electron microscopy to examine chemical and crystallographic nature of phases at the fuel-cladding interface at the nanoscale level. A ZrC layer and a Zr 3 Si phase were identified at the interface; these, along with the relatively low local temperature, potentially contributed to limit interdiffusion, behaving as inhibitors for deleterious interactions. Lanthanides (Ln) partially consumed the ZrC layer and interacted with Fe, forming a Zr-Ln compound and a (Zr,Ce)Fe 2+x phase while also infiltrating up to 4 µm into the cladding. Neither U nor Zr were observed in the cladding, whereas Fe diffused up to 3–5 µm in the fuel. Fe infiltration formed a ternary U-Zr-Fe ε-phase and likely promoted the precipitation of a Cr-rich α’ phase on the cladding interface. Additionally, a Cr-rich χ-phase, likely formed by the dissociation of pre-existing M 23 C 6 carbide precipitates, was identified about 2–5 µm from the fuel-cladding interface. Irradiation-induced nano-voids were also observed in the HT-9 bulk. These findings provide critical insights into FCCI mechanisms at representative irradiation conditions, essential for developing models simulating in-pile metallic fuel behaviors for next-generation reactors.

36 - MATERIALS SCIENCE↗
DOE OSTI2023

Ethanol-fueled metal supported solid oxide fuel cells with a high entropy alloy internal reforming catalyst

High-performance metal supported solid oxide fuel cells (MS-SOFC) with an integrated high entropy alloy (HEA) internal reforming catalyst (IRC) are demonstrated for transportation applications using ethanol and methanol as fuels. Addition of the HEA IRC dramatically improves cell performance and stability when using ethanol/water blend fuel. Absence of carbon deposition predicted by thermodynamic calculations is confirmed by Raman spectroscopy analysis of posttest anodes. Optimal catalyst processing (deposition technique, loading, firing temperature) and cell operation conditions (flow rates, temperature, fuel compositions) are explored. Infiltrated HEA reforming catalyst provides a highly porous structure and low catalyst loading (6 mg cm –2 ). The designed structure and catalysts achieve small mass transport resistances in the fuel electrode (26.2 s m –1 ) and oxygen electrode (41.6 s m –1 ). The best ethanol concentration (60:40 v% ethanol: water) provides 0.83 W cm –1 at 700 °C, without carbon deposition. The ethanol-fueled MS-SOFC is operated for 500 h, including five thermal cycles. As a result, cell evolution is similar to that reported previously for hydrogen fuel; nickel aggregation and chromia deposition were the major observed changes, and carbon formation can be avoided even after long-term operation.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2021

Gasoline Compression Ignition on a Light-Duty Multi-Cylinder Engine Using a Wide Range of Fuel Reactivities and Heavy Fuel Stratification

Many research studies have focused on utilizing gasoline in modern compression ignition engines to reduce emissions and improve efficiency. Collectively, this combustion mode has become kn+own as gasoline compression ignition (GCI). One of the biggest challenges with GCI operation is maintaining control over the combustion process through the fuel injection strategy, such that the engine can be controlled on a cycle-by-cycle basis. Research studies have investigated a wide variety of GCI injection strategies (i.e., fuel stratification levels) to maintain control over the heat release rate while achieving low-temperature combustion (LTC). This work shows that at loads relevant to light-duty engines, partial fuel stratification (PFS) with gasoline provides very little controllability over the timing of combustion. On the contrary, heavy fuel stratification (HFS) provides very linear and pronounced control over the timing of combustion. However, the HFS strategy has challenges achieving LTC operation due to the air handling burdens associated with the high exhaust gas recirculation (EGR) rates that are required to reduce NOx emissions to near zero levels. In this work, a wide variety of gasoline fuel reactivities (octane numbers ranging from <40 to 87) were investigated to understand the engine performance and emissions of HFS-GCI operation on a multi-cylinder light-duty engine. Overall, the results indicate that over an EGR sweep at 4 bar brake mean effective pressure (BMEP), the gasoline fuels can achieve LTC operation with ultra-low NO x and soot emissions, while conventional diesel combustion (CDC) is unable to simultaneously achieve low NO x and soot. At 10 bar BMEP, all the gasoline fuels were compared to diesel, but using mixing controlled combustion and not LTC.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Review of the Technical Basis for Properties and Fuel Performance Data Used in HEU to LEU Conversion Analysis for U-10Mo Monolithic Alloy Fuel

This report provides the technical basis for properties and fuel performance data used in conversion analysis for U.S. High Performance Research Reactors (USHPRR) that will convert from highly enriched uranium (HEU) to low-enriched uranium (LEU) using a new U-10Mo monolithic alloy fuel that is being qualified. The conditions that the fuel experiences changes between an HEU and LEU fuel element design due to many causes, including the density of the fuel, the presence of U-238 resonant absorber, changes to the plate and coolant channel dimensions, and changes in fuel management due to reactivity or optimization. These types of changes have been documented in operational and safety analyses conducted for conversions over decades for over 70 reactors. These conversions have all, or almost all, required recalculation of safety-related values as well as establishing operational characteristics of the core, including power distribution, reactor core power level, and cycle length between required fuel management. An overall objective of conversion is to change the reactor core design as little as possible while maintaining the reactors’ scientific, isotope production, medical, and engineering missions.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Development of Accelerated Steady-state Test Capsule Experiments to Replicate EBR-II Fuel Behavior Using BISON Fuel Performance Analysis

Here in this work, BISON fuel performance calculations were performed to predict the fuel behavior of accelerated burnup U-Pu-Zr fuel, with temperature operation conditions of the fuel and the cladding mirroring conditions within EBR-II fuel pins. The temperature operating conditions within the FAST accelerated burnup rods were aimed at replicating EBR-II X447/X447A fuel surface and inner cladding surface temperatures. Due to the FAST capsule design, these temperatures can be replicated with fission rate densities being significantly increased. fuel performance modeling has not been assessed for novel experiments such as accelerated burnup utilizing the FAST capsule within ATR. This is an important step in understanding accelerated irradiation methods as many performance models are empirical models conforming to the results of PIE but do not always include physical models that would represent the changes in irradiation tests.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Reactor fuel pellets with thermally-conductive inserts, and related reactor fuel pellet arrangements

Fuel pellets and fuel pellet arrangements include thermally-conductive inserts within a fuel. The inserts have at least one portion of a thermally-conductive material, such as radially-extending fins. The inserts are configured to dissipate heat during use of the fuel pellets, while minimizing the amount of the total volume of the fuel pellet that is occupied by non-fissile material. The inclusion of heat-dissipating inserts enables the fuel pellets to exhibit improved thermal performance over the lifetime of the fuel, including a relatively low peak temperature and relatively low integrated average temperatures, while the minimal volume of the inserts avoids significantly decreasing the percent of enrichment achievable.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2021

Challenges and opportunities to alloyed and composite fuel architectures to mitigate high uranium density fuel oxidation: Uranium mononitride

We see the challenges and opportunities to alloyed and composite fuel architectures designed and intended to mitigate oxidation of the fuel during a cladding breech of a water-cooled reactor are discussed in three review manuscripts developed in parallel, with the presented article focused on the oxidation performance of uranium mononitride. Several high uranium density fuels are under consideration for deployment as accident tolerant and/or advanced technology nuclear reactor fuels, including one on each: UN, U 3 Si 2 , UC and UB 2 . Presented here is the research motivation for the incorporation of additives, dopants, or composite fuel architectures to improve the oxidation/corrosion behavior of high uranium density nuclear fuels for use in LWRs. Furthermore, this review covers the literature on the degradation modes, thermodynamics, and oxidation performance of pure UN and UN-compounds as well as reported alloyed and composite architectures.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Challenges and opportunities to alloyed and composite fuel architectures to mitigate high uranium density fuel oxidation: Uranium diboride and uranium carbide

Here, the challenges and opportunities to alloyed and composite fuel architectures designed and intended to mitigate oxidation of the fuel during a cladding breach of a water-cooled reactor are discussed in three review manuscripts developed in parallel, with the presented article focused on the oxidation performance of uranium diboride and uranium monocarbide. Several high uranium density fuels are under consideration for deployment as accident tolerant and/or advanced technology nuclear reactor fuels, including UN, U 3 Si 2 , UB 2 , and UC. Presented here is the literature for UB 2 and UC degradation modes, thermodynamics, and oxidation performance of the pure compounds and reported alloyed and composite architectures. Furthermore, this review covers the materials and techniques for the incorporation of additives, dopants, or composite fuel architectures to improve the oxidation behavior for high uranium density fuels for use in LWRs.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Advanced Fuel Cycle Cost Basis Report: Module D1-1: Uranium-based Ceramic LWR Fuel Fabrication (Rev.2)

Cost module on LWR fuel fabrication to accompany the Advanced Fuel Cycle Cost Basis Report. In this update, we are adding detailed life cycle cost data and a calculated, levelized fabrication cost derived from a non-proprietary bottom-up estimate prepared in 1978 by Oak Ridge National Laboratory (ORNL) (Judkins and Olsen 1978a). In 2018, the 1978 ORNL estimate was escalated by SA&I authors to 2017 USD using factors that represent inflation, escalation above inflation typical of nuclear projects, and the effects of more stringent safety and environmental regulations. In this FY-21 document, the $/kgU results in 2017 USD from the unpublished 2018 interim study (Williams and Ganda 2018) can be escalated to 2020 USD using a factor of 1.052. The literature-based unit cost (or price) data from previous (2004–2017) AFC-CBRs are escalated to 2020 USD using factors from Chapter 8 of the main FY-21 AFC-CBR document. This data, in addition to the results of the updated bottom-up estimate, are used to define the “what-it-takes” (WIT) range for the unit fabrication costs for conventional ceramic UOX light-water reactor (LWR) fuel. This FY-23 document also includes calculated unit costs for accident-tolerant LWR fuels (ATFs) of three different types. Some of these fuels constitute a ceramic pelletized form with fuel meat uranium compounds other than UO2 (a.k.a.,. UOX), thus the change in the title of this module in which the word “UO2” is changed to “Uranium-based Ceramic.”

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗