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- Braking-in-a-turn maneuvers (1)
Organisationseinheit der BAM
- 7 Bauwerkssicherheit (9)
- 3 Gefahrgutumschließungen; Energiespeicher (6)
- 4 Material und Umwelt (5)
- 3.2 Gefahrguttanks und Unfallmechanik (4)
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- 8 Zerstörungsfreie Prüfung (2)
- 8.5 Röntgenbildgebung (2)
This publication summarizes the work carried out during an IAEA coordinated research project (CRP) on safe and reliabe management of spent nuclear fuel. This work contributes to the overall goal of demonstrating the performance of spent nuclear fuel and related storage systems components over long durations, and facilitates the transfer of this knowledge to Member States. The technical areas addressed by the CRP participants were related to potential degradation mechanisms in metal casks and concrete overpacks, such as stress corrosion cracking; long term integrity and performance of the fuel cladding; thermo-mechanical behaviour of the metal seals; and long term gamma and neutron shielding capability. The participants also considered past and ongoing demonstration programmes. For each technical topic addressed the main conclusions have been drawn, including information on the development of specific monitoring and inspection techniques as well as future opportunities for closing relevant data gaps. A major achievement is also the establishment of a worldwide network of experts working on current research projects to demonstrate the long term performance of spent fuel in dry storage systems.
Spent fuel storage periods well beyond those originally foreseen are a reality. This publication offers several ideas and approaches that may be considered to address the increasingly longer storage times. The aim is to raise awareness, encourage dialogue and provide ideas on how to manage spent fuel. Key messages include the following:
- Delays in reprocessing or disposal could result in spent fuel being stored for 100 years or longer. Safe, secure and effective storage of spent fuel manages fuel degradation while preserving future fuel cycle options.
- Ageing management programmes apply engineering, operations and maintenance actions to ensure safety is maintained during storage, future handling and transport.
- Site selection and facility and equipment design can significantly reduce the risks and costs of spent fuel storage over longer periods.
- Spent fuel storage configurations can be selected to accommodate uncertain storage periods, to facilitate ageing management and to provide flexibility needed to accommodate the uncertainty of future end points, such as reprocessing or disposal.
- By considering multiple licence renewals, regulatory frameworks can be designed to ensure safe storage until an acceptable end point is achieved.
- Safety can be assured by maintaining shielding, containment, decay heat removal and criticality control. Navigating the complexity of societal beliefs and values, as well as political systems, has proven to be a greater challenge for the management of spent fuel than maintaining its safety and security or addressing the technical and economic aspects.
- Sustainable spent fuel management requires policies and strategies to provide a clear, consistent and stable direction because they drive the need for spent fuel storage as well as the available options and timing for achieving an acceptable end point. Unless States address spent fuel reprocessing and disposal on a sufficient scale to accommodate their spent fuel discharges, then storage for longer and longer periods becomes the de facto end point — which is not considered to be consistent with the responsibility to protect human health and the environment.
An effective, periodic licence renewal process can ensure effective ageing management and strong institutional control. Hence, spent fuel can be safely and securely stored for as long as it may be necessary until transport for reprocessing or disposal. However, the risks and costs of storing the growing inventory of spent fuel will continue to increase; and in the absence of an end point, it will eventually become a significant societal burden.
Waste, Evaluation Methods
(2019)
It is difficult to decide which waste management system fulfills best predefined sustainability goals such as maximum materials and energy recovery, least environmental impact, and lowest societal cost. Such decisions are based on many parameters. However, several evaluation methods exist with different scope and output, and the application of one or more evaluation methods provides an objective comparison of alternatives.
Since it was realized that sites contaminated with metals and radionuclides needed treatment, various remediation methods have been and are being developed. Depending on the size of the contaminated site and urgency of intervention, conventional or recently introduced techniques have been used. Conventional techniques include excavation and removal for treatment of soil and contaminants, or the so-called “pump-and-treat” method, in which contaminated groundwater is removed from the ground by pumping and treated in a treatment plant on the surface. It has the advantage of using proven techniques and is easy to control, and the treated groundwater can be reinjected into the ground or discharged in rivers or lakes. Novel methods include permeable reactive barriers, biomineralization, and electrokinetic remediation.
Braking-in-a-turn maneuvers represent a critical operational condition for any vehicle, due to the associated longitudinal and lateral perturbations to which it is subjected, which maximize the load transfer among the different wheels, and result in vehicle´s poor lateral stability and deficient braking performance.
In this paper, a suspended vehicle supporting a partially filled 10 litter-capacity container, is set on a tilt table at oblique angles, in order to simulate a braking-in-a-turn maneuver. The measurements are assessed in the time and frequency domains, on the basis of the lateral load transfer ratio and the infrastructure fatigue damage. The outputs from the experiment show that the Minimum fill level (one-quarter), generates the larger lateral load transfer (0.45). Such fill level also causes the greatest ratios for the alternate stress over the mean stress on the infrastructure. The spectral analysis reveals the dominance of one of the sloshing frequencies during such combined perturbation condition.
Turning maneuvers performed by railway cars, imply the development of steering forces at the wheel-track interface, whose magnitude depends on a set of properties and operating conditions related to the vehicle and to the infrastructure, including track´s turning radius and vehicle´s yaw resistance.
Yaw resistance integrates two components. On the one hand, there is the yaw stiffness, as a function of the different vehicle suspension components. On the other hand, there is the dry friction at the centre plate. Such yaw resistance of the car´s bogies, has a two-contradictory effect on railway performance, as a flexible bogie reduces the level of the steering forces, but at the same time, it increases the probability of having hunting instability. A variable yaw resistance, with high values at straight track segments and low values at curved tracks, seems to be an interesting design. In this paper, a variable friction Center plate is proposed, aiming at maximizing the yaw resistance on straight track segments, and minimizing such resistance at curved tracks. The conceptual design of this device is described, together with its ability to reduce the yaw torque. Benefits of this device, regarding the transport energy consumption and the magnitude of the steering forces, are estimated on the order of 1 to 10, when comparing the proposed design with the standard center plate design.
The magnitude of the steering forces at the wheel-track Interface depends on different properties and operational conditions linked to the vehicle and to the track, with the bogie´s yaw stiffness/resistance and the friction at the centre plate being recognized as the most influential vehicle factors. In this respect, the negative consequences of high values for yaw resistance have been recognized in terms of the railway accelerated deterioration and on the possibility for derailment. While some theoretical models have been proposed to simulate the effects of the centre plate friction on the railway damage, and experimental measurements have been reported of the turning resistance, no experimental data is available regarding the effect of the friction at the centre plate on the wheel-track forces. In this paper the conceptual design of a testing rig is presented for assessing such forces as a function of the center plate friction. The testing rig quantifies the effects of the friction forces developed at the centre plate, in terms of the loss of potential energy when a scaled-down vehicle travels downwards and tries to return upwards in a “U turn” maneuver. A simplified mathematical model is also proposed in this paper, whose Outputs suggest a significant effect of the dry friction on the magnitude of the steering forces.
This chapter report the most recent experimental results on mechanical behaviour at high temperature of high-performance concretes. After a short introduction, subsection 5.2 describes the main testing methods that were used in the analysed studies.
Sub-section 5.3 collects and compares; the temperature-dependency of the compressive strength and modulus of elastici1ty of many experimental studies. The influence of parameters such as the initial compressive strength, the type of aggregate, the presence of additions, the W/C ratio, the moishrre content and the way the mechanical test was performed is analysed. Sub-section 5.4 presents the experimental results obtained under a constant temperature, i.e. creep tests at high temperature.
Sub-section 5.5 presents experimental results obtained under increasing temperahrre.
These results allow assessing the free thennal strain of concrete (when no mechanical load is applied) and the so-called "transient the1mal strain". Finally, subsection 5.6 collects and analyses the few results conceming the temperature-dependency of the tensile strength of high-perfo1mance concretes.
Although concrete itself is not a combustible material, concrete mixtures with high density, such has high-performance concretes (HPCs), are susceptible to significant damage during fires due to explosive spalling. Past research has shown that the inclusion ofpolymer fibres in high density concrete can significantly mitigate this fire damage. The exact mechanisms causing this increased spalling resistance are not yet fully understood, but it is thought that the fibres facilitate moisture transport during fire exposure, which in turn contributes to relief of internal stresses in the spalling-susceptible region. In this study, X-ray Computed Tomography (CT) was applied to observe the interaction between polymer fibres and cracking during thermal exposure. For this purpose, two concrete samples containing different polymer fibre types were subjected to incremental application of a defined thermal exposure. CT images were acquired before and after each thermal exposure and powerful image processing tools were used to segment the various material components. This enabled a detailed analysis of crack formation and propagation as well as the visualization and quantification of polymer fibre characteristics within the concrete. The results demonstrated that the orientation of both fibres and cracks in polymerfibre reinforced concrete tend to be anisotropic. The results also indicated that crack geometry characteristics may be correlated with fibre orientation, with cracks tending to run parallel to fibre beds. Clear quantitative relationships were also observed between heating and increasing cracking levels, expressed in terms of both crack surface area and crack volume.