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At least 703 records · Page 39
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Microstructurally validated stable and predictable swelling in low-enriched uranium monolithic U-10Mo fuel mini-plates

Qualification of the low-enriched uranium (LEU) monolithic U-10 wt%Mo (U-10Mo) plate-type fuel system requires a demonstration of a stable and predictable fuel swelling behavior over the anticipated operating conditions of the United States high-performance research reactors (USHPRRs) selected for conversion to LEU operation. This will allow each reactor to develop appropriate safety margins that will retain fuel element lifetime coolability. Additionally, the fuel system must maintain performance attributes when fabricated at a commercial scale. The Mini-plate 1 experiment represents the first irradiation test of commercially fabricated miniaturized monolithic LEU U-10Mo fuel plates. Here, the swelling behavior within this experiment was compared against that of historical fuel developmental tests to reveal that the commercially fabricated fuel performed within the current recommended U-10Mo swelling model's predictions. Additionally, the fuel microstructural evolution was evaluated to link initial conditions to subtle variations detected in the swelling response, providing validation and confidence that the fuel system is robust.

11 - NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2021

New insights into fuel blending effects: Intermolecular chemical kinetic interactions affecting autoignition times and intermediate-temperature heat release

Fuel blending effects on chemically-dominated fuel properties, such as gasoline anti-knock quality, are influenced by fundamental chemical kinetic interactions between the blending agent and the base fuel. Historically, quantification of such interactions has focused on changes to the radical pool, including $\dot{O}$H and HO 2 , while intermolecular interactions pertaining to carbonated, non-fuel-specific intermediates are typically overlooked. In this regard, this work aims to derive new insight into intermolecular chemical kinetic interactions that are intrinsic to fuel blending effects via a case study on blends of 0–30% ethanol (by volume) into FGF-LLNL (a multi-component gasoline surrogate for FACE-F research gasoline) using a rapid compression machine at a diluted/stoichiometric fuel loading, compressed pressure of 40 bar and low- to intermediate-temperature regimes that are representative of boosted SI engine operation. Ethanol blending effects on the intermediate temperature heat release (ITHR) of FGF-LLNL are characterized using experimental measurements, where ethanol is found to promote the extent of ITHR and suppress the transition from ITHR to main ignition. Chemical kinetic modeling is undertaken using a recently updated gasoline surrogate model. Sensitivity analyses on ITHR characteristics further corroborate the ethanol blending effects, and highlight the significant dependence of ITHR on both fuel-specific and non-fuel-specific reactions. An approach allowing comprehensive characterization of the complex intermolecular chemical kinetic interactions between constitutes in a fuel blend is then proposed. Application of the approach to FGF-LLNL/E0–E30 reveals that ethanol perturbs the heat release and autoignition characteristics of FGF-LLNL not only by directly changing the $\dot{O}$H and HO 2 radical pools via fuel-specific reactions, but also through intermolecular interactions where participating intermediates can be produced and consumed by various sub-chemistries. Disabling the intermolecular interactions in carbonated species between ethanol and FGF-LLNL sub-chemistries leads to somewhat slower ITHR evolution and lower ignition reactivity. The role of the individual intermolecular interaction is also characterized using the proposed approach. Lastly, implications of intermolecular interactions for future studies that aim to improve model performance are highlighted, where it is found that further investigations on the core C0-C4 chemistry are needed for developing highly accurate chemistry models for complex fuel blends.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2024

Investigating the potential of a higher reactivity fuel to achieve faster heat-up of aftertreatment systems

Shortening the aftertreatment system heat-up period will be crucial to meet upcoming emissions regulations, which mandate significant reductions in tail-pipe emissions for on-road heavy-duty vehicles. This work studies the impact of increasing fuel reactivity on the combustion of post injections during the expansion stroke. The work demonstrates an operating strategy using a blend of di-butyl ether (a potential low-carbon biofuel component) and #2 diesel that achieves higher exhaust enthalpy, while maintaining similar engine-out emissions (NOx and combustion efficiency) in comparison to the baseline #2 diesel fuel (cetane number 41). On average, a 12% increase in exhaust enthalpy was observed for the blend (cetane number 60) relative to the baseline fuel. The ability to operate the higher reactivity fuel at a more retarded post-injection timing, where combustion with #2 diesel was found to be more unstable, and less complete was key to achieving higher exhaust enthalpy. However, a small fuel penalty (3%–5%) was also associated with the higher reactivity fuel with this operating strategy. The formation of fuel lean regions, due to the long ignition delays at late injection conditions, was predicted to be the leading contributor to the increased emissions of products of partial combustion. Here, chemical kinetic simulations using surrogates for the fuels used in the experiments, demonstrated the ability of a higher cetane fuel to outperform the baseline fuel under fuel lean conditions with equivalence ratios less than 0.7.

09 BIOMASS FUELS↗
DOE OSTI2025

Role of Accelerated Burnup Irradiation Testing in Support of Accelerated Fuel Qualification

Accelerated fuel qualification has gained attention as a means to reduce the time needed to realize new nuclear fuel concepts and expand the operating windows of existing fuel forms. A key component of this approach is accelerated burnup irradiation testing. Although the concept of accelerated burnup has been familiar to the community for many decades, the specifics about how the increasing fission rate may be used as a qualification tool have not yet been elucidated. The present work provides a vision of how accelerated fission rate testing can enable accelerated fuel qualification. Technology readiness levels (TRLs) are reintroduced to demarcate the stages of traditional fuel qualification, and accelerated fuel qualification is presented in this context. The critical steps needed to achieve each TRL are reframed within the context of modern nuclear materials research and development, as revolutionary fuel concepts are more common than previous eras. The practical impacts of accelerated fuel qualification approaches as applied to contemporary fuel qualification efforts are illustrated. Examples are given to illustrate how accelerated burnup irradiations are being used currently and could be applied in the future to support qualification and licensure. Finally, outstanding challenges in the application of accelerated burnup methods to nuclear fuel qualification are summarized, with priority placed on understanding how fission rate impacts diffusion, microstructure evolution, and other critical mechanisms that dictate fuel performance.

Accelerated fuel qualification↗
DOE OSTI2020

Model Development for Multi-Component Fuel Vaporization and Flash Boiling

The objectives of this project are to improve the multi-component fuel droplet and film vaporization models used in internal combustion engine simulation, and to develop a comprehensive model to predict the characteristics of multi-component flash boiling spray. This work explores two approaches to fuel composition treatment for modeling multi-component fuel vaporization: one based on discretization and surrogates, and the other based on continuous thermodynamic distribution of fuel properties. The experimental data collected for model validation are done under three fuel form factors: droplet, spray, and thin film. The study on sprays also include experimentation under non-flash and flash boiling conditions, a phenomenon that enhances fuel vaporization. The main goals of this work are: Design and develop a multi-component fuel droplet and wall film vaporization model using both discrete and continuous thermodynamics methods. Design and develop an analytical model for multi-component flash boiling. Integrate the multi-component droplet and film model into multi-dimensional engine calculations to predict the fuel vaporization process under engine operation condition. Conduct multi-component droplet and fuel film vaporization experiments in a non-combusting chamber to verify the proposed vaporization models. Characterize flash boiling phenomena of multi-component fuel sprays by optical and laser diagnostic techniques. This report will detail the experimental setup and the numerical basis for developing a model to achieve the main goals listed above. Key features of observed multi-component fuel vaporization will be summarized at the end of each experimental sections, and corresponding model performance evaluation will be presented at the end of each model development section.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

USABILITY EXTENSION OF THE ŠKODA VPVR/M CASK FOR TRANSPORTING IRRADIATED FUEL ASSEMBLIES

New abstract from the final version being submitted now: This paper discusses the evolution and enhanced usability of the ŠKODA VPVR/M cask for the transport of irradiated fuel assemblies, particularly within the context of the demand for the delivery of newly appearing irradiated HEU fuel types for which the cask did not yet have a license to transport. Over time, the cask’s internal basket construction has demonstrated notable adaptability to accommodate various exotic HEU fuel types from research reactors of differing origins. The paper outlines sever-al custom internal baskets developed for specific fuel types, including those from Belarus and Serbia, as well as from Georgia, Uzbekistan, and MNSR cores, as well as a recently designed basket for MTR and TRIGA assemblies. The findings high-light the high flexibility and adaptability of the cask, supported by successful rede-signs and licensing efforts, underscoring its value for the safe and secure transport of nuclear material. Old abstract from the draft version that was already approved: The Russian Research Reactor Fuel Return (RRRFR) program, since its inception, has continuously used the ŠKODA VPVR/M Cask fleet designed for the repatriation of irradiated highly enriched uranium (HEU) fuel. As the program progressed (from shut-down and a quasi-abandoned reactor, and/or as it began to include fuels of Chinese and US origin), new challenges emerged for the transport Cask. These were fuel types that had not yet been licensed for the Cask. Although these requirements did not arise during the design of the basic ŠKODA VPVR/M Cask, as revealed by the retrospective analyses, the Internal Basket of the ŠKODA VPVR/M Cask gives a high degree of flexibility to accommodate additional fuel types. This paper provides a brief overview of the ŠKODA VPVR/M Cask, which holds a B(U) type license, and introduces the different types of Internal Baskets that have already been licensed to transport so-called exotic irradiated HEU fuel types, in addition to the original license. The paper presents a new Internal Basket design for accommodating MTR-type and TRIGA-type irradiated HEU fuel assemblies. This includes a detailed presentation of the design basis and the new MTR-TRIGA Internal Basket, as well as the licensing matters of the package under the name ŠKODA MTR-TRIGA Cask, and the conformity test (dry- and wet-run) operations made to verify compliance with the new Internal Basket. Then, as a summary, the usage record for the Cask fleet is presented, and finally, the paper concludes with the consolidated experiences gained during the utilization of the ŠKODA VPVR/M Cask fleet, emphasizing the high degree of Cask flexibility ensured by the Internal Basket’s construction.

42 - ENGINEERING↗
DOE OSTI2024

Nuclear fuels for transient test reactors

Transient test reactors with the ability to test fissile specimens under extreme conditions have been crucial tools in the development of nuclear technologies. Less than 10 unique facility designs have ever been constructed, most of which remain operational today and still use the original nuclear fuel constructed for them more than 40 years ago. Historic fuel systems for transient test reactors vary in significant ways which have marked influences on reactor capabilities. Eventually, new fuel will be needed to support the longevity of transient test reactor missions. This paper reviews precedent transient reactor fuel systems in the context of their unique requirements. A few key conclusions are illustrated by comparing and contrasting these transient test reactors. Fuel composites which are mostly graphite can enable transient reactors with very high neutron fluence capability (>2E16 n/cm 2 ) and are amenable to longer “shaped” transients but cannot achieve pulses <10 ms in duration. Reducing the graphite-to-uranium ratio can yield a very narrow pulse capability but delivers less fluence and requires cores with considerably more fissile material. Designs based on uranium dioxide (UO 2 ) make use of readily available materials to create compact cores with narrow pulse width capabilities but with moderate neutron fluence capabilities (~2E15 n/cm 2 ). Uranium zirconium hydride (U-ZrHx) is a well-established fuel system for pulsing reactors which has been intermittently manufactured throughout the decades. U-ZrHx offers similar capabilities to UO 2 designs in terms of nuclear kinetics, but with about half the fluence capability (~1E15 n/cm 2 ). An evolution of the UO 2 system, termed “ternary ceramic” fuel, shows that dispersing UO 2 in zirconium oxide and calcium oxide can increase fluence capability greatly (~7E15 n/cm 2 ), but is not presently a commonly available fuel form. A unique composite of UO 2 and beryllium oxide (UO 2 -BeO) can be used to create a core with similar kinetics and compact core geometry as U-ZrHx designs, but with significantly higher fluence capability (~6E15 n/cm 2 ). Like ternary ceramic fuel, newly fabricated UO 2 -BeO would require reestablishing its historic manufacturing process which would be further complicated by the health hazards associated with beryllium. In conclusion, like most engineering problems, there is no perfect solution, but this paper outlines the advantages and disadvantages of candidate fuel options to help guide detailed evaluations.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Data-driven methods for diffusivity prediction in nuclear fuels

The growth rate of structural defects in nuclear fuels under irradiation is intrinsically related to the diffusion rates of the defects in the fuel lattice. The generation and growth of atomistic structural defects can significantly alter the performance characteristics of the fuel. This alteration of functionality must be accurately captured to qualify a nuclear fuel for use in reactors. Predicting the diffusion coefficients of defects and how they impact macroscale properties such as swelling, gas release, and creep is therefore of significant importance in both the design of new nuclear fuels and the assessment of current fuel types. In this article, we apply data-driven methods focusing on machine learning (ML) to determine various diffusion properties of two nuclear fuels—uranium oxide and uranium nitride. We show that using ML can increase, often significantly, the accuracy of predicting diffusivity in nuclear fuels in comparison to current analytical models. We also illustrate how ML can be used to quickly develop fuel models with parameter dependencies that are more complex and robust than what is currently available in the literature. In conclusion, these results suggest there is potential for ML to accelerate the design, qualification, and implementation of nuclear fuels.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2021

Production, fuel properties and combustion testing of an iso-olefins blendstock for modern vehicles

With the increasing pressure to decarbonize the transportation sector, exploring strategies that can reduce emissions from light-duty vehicles (LDV) has become critical. Bioblendstocks that allow for higher engine efficiency and fuel economy could complement vehicle electrification and help reach carbon neutrality by 2050. In this context, the potential of a mixture of iso-olefins as a bioblendstock was investigated for multimode boosted spark-ignition (SI)/advanced compression ignition (ACI) engine operation designed to achieve higher overall vehicle fuel economy. By establishing the relationship between the molecular structure of iso-olefins and research octane number (RON), octane sensitivity (S) (i.e., the difference between RON and motor octane number [MON]), and phi-sensitivity a dimethyl-hexenes rich olefins mixture (DMHROM) was identified as a preferred blendstock for SI/ACI combustion engines. Here, a pathway for DMHROM production from biomass-derived ethanol was developed and scaled up. More than 1 gallon of DMHROM blendstock was produced for fuel properties assessment including engine testing. Measurements in a Cooperative Fuel Research Engine showed that the DMHROM blendstock possesses a RON of 94 and S of 13.5, and blends synergistically. Rapid compression machine tests coupled with single-cylinder gasoline direct injection engine measurements demonstrated the 20 vol.% DMHROM blend has higher phi-sensitivity than an olefin-free gasoline base fuel and a typical California Reformulated Gasoline Blendstock for Oxygenate Blending (CARBOB) gasoline fuel. These results demonstrate the potential of DMHROM for improving gasoline fuel performance and quality for operation under ACI conditions. The effectiveness of the aftertreatment system in mitigating emissions was verified and showed that the pure DMHROM blendstock and 20 vol.% blend would not increase non-methane organic gases, NO x , and carbon monoxide (CO) emissions. The DMHROM blendstock was found to slightly decrease sooting tendency when added to a gasoline-base fuel (i.e., ~6% reduction at 20 vol.% blending level). Oxidation stability and lubricant compatibility were both confirmed for the 20 vol.% blend. Overall, these results demonstrate that dimethyl-hexenes have potential for improving engine efficiency and fuel economy while meeting emissions regulations and ASTM specifications for gasoline fuel.

09 BIOMASS FUELS↗
DOE OSTI2020

Experimental measurements of fuel and water crossover in an active DMFC

This work measured polarization curves as well as the high-frequency resistance of active direct methanol fuel cell (DMFC) operates at around 80 °C with active controls of temperature, methanol concentration, airflow rate, and relative humidity. The relative humidity of the air did not have noticeable impacts on the fuel cell unless the operating temperature was near the evaporation temperature of water (100 °C). The hydrophobic water management layer (WML) between the membrane electrode assembly (MEA) and cathode air channel increases the mass transfer resistance and improves the water retention in MEA. Adding a WML increased the peak power density, decreased the ohmic resistance, and improved the fuel efficiency of the fuel cell, especially when it operated near 100 °C. This study also quantitatively measured methanol and water crossover as well as the fuel efficiency at different operating currents. The fuel efficiency increased significantly with the increase of the current density. Using a hydrophobic fuel management layer (FML) between the anode fuel channel and MEA reduced the fuel and water crossover rates and increased the ohmic resistance due to the decrease of the water content of the Nafion membrane. The FML improved fuel efficiency by reducing the methanol crossover. The combination of the FML and WML enabled the steady operation of DMFC using highly concentrated methanol solutions (up to 75 wt%).

08 HYDROGEN↗
DOE OSTI2020

$\mathrm{UPDATED}$ $\mathrm{U3SI2}$ thermal creep model and sensitivity analysis of the $\mathrm{U3SI2-SIC}$ accident tolerant $\mathrm{FUEL}$

U 3 Si 2 is a candidate accident tolerant fuel (ATF) replacement for UO 2 . U 3 Si 2 ’s high uranium density and high thermal conductivity are favorable properties in steady-state and accident conditions. Low power performance of this U3Si2-SiC concept fuel is compared to that of UO 2 -Zr4 fuels by implementing models that describe the properties of U 3 Si 2 and SiC-SiC into Idaho National Laboratory's (INL) fuel performance code, BISON. Included in these material models is a thermal creep model for U 3 Si 2 based on compressive creep data. The simulated results are in keeping with community knowledge that the U 3 Si 2 -SiC concept fuel may serve as a replacement for UO 2 -Zr4 fuels during steady-state operation, provided the mSiC layer remains under compression. Through a moderate power history and three 24-month fuel cycles, the mSiC layer remains under compressive stress through a burnup of 80 MWd/kgU. During low power operation, failure of the mSiC layer generally occurs prior to significant thermal creep in U 3 Si 2 . Generally, U 3 Si 2 creep is temperature sensitive and of little importance at the temperatures and stresses simulated during steady operation and during fuel-to-cladding contact. A parameter variation study including 11,520 individual simulations with variations in nominal fuel thermal creep rate, cladding thermal conductivity, cladding irradiation creep and swelling, cladding gap size, and cladding thickness demonstrated that research priorities for this ATF should revolve around reducing cladding thickness as a means to minimize cladding failure. Generally, despite advances in SiC-SiC compliance, the brittle nature of mSiC excludes U 3 Si 2 -SiC for use where fuel cladding contact may occur.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Experimental results of conductive inserts to reduce nuclear fuel temperature during nuclear volumetric heating

Advanced fuel designs that incorporate thinner fuel UO2 pellets interspaced by high thermal conductivity inserts have been proposed, with the primary goals of reducing peak centerline temperatures and temperature gradients across fuel pellets and enhancing heat transfer from the fuel to the coolant. An initial series of experiments has been performed on this design, including laboratory experiments and a series of experiments using the Idaho National Laboratory (INL) Transient Reactor Test (TREAT) Facility, the latter of which compared thermal gradient driven fracture of standard pellet designs with that in the proposed advanced fuel design. Although reducing fracture is not the primary objective of the new fuel design, the lower thermal gradients are expected to reduce fracture, so it can serve as an indicator of the thermal behavior of this fuel in the reactor. The in-reactor tests were conducted at multiple linear heat generation rates and confirm the expected result that fracture in both the standard and advanced fuel pellets occurs during the first ramp to power in standard light-water reactor conditions. Post-irradiation examination of the experiment material was performed and included quantification of the extent of fracture in the fuel pellets. It was found that the advanced-design pellets reduce the extent of fracture in a statistically significant way. This confirms the expected behavior predicted by two-dimensional axisymmetric models of this experiment. Here in this study is an important first experimental confirmation of the efficacy of the proposed inserts for achieving their desired effect on the thermal behavior of the fuel.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

A layered 2D computational framework: Theory and applications to nuclear fuel behavior

Nuclear fuel performance computer codes have been developed over the last 50 years to analyze fuel behavior under various operating conditions. Traditionally, these codes used quasi-two-dimensional (also commonly known as 1.5D) representations of the fuel rod, which model the rod using a set of one-dimensional axisymmetric models that represent the behavior at specific axial positions on the rod. Modern fuel performance codes have the ability to investigate full three-dimensional (3D) effects and couple to other physics-based codes for true multiphysics simulations. However, with increasing complexity comes increasing computational costs. Many phenomena of interest involve azimuthally-varying behavior that cannot be represented using the aforementioned quasi-two-dimensional approach, but do not require the use of a full 3D model. To efficiently address these problems, there is a need for a computational framework that provides a compromise between the quasi-two-dimensional and full 3D models. In this paper, we present a new quasi-three-dimensional approach that represents the fuel as a set of 2D planar models that represent the behavior of the fuel cross-section at various axial positions. Presented here are the theory behind the methodology, test cases to illustrate proper implementation, and practical applications of its use in the BISON fuel performance code for a variety of cases in nuclear fuel analysis, such as fuel fracture, axial fuel relocation, and cladding distension and oxidation.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Prospects for additive manufacturing of nuclear fuel forms

Additive manufacturing (AM) is viewed as a critical enabling technology for achieving superior performance and improved economics across many sectors. Although the past decade has seen increased application of AM methods to nuclear reactor cladding and structural materials, exploration of AM as applied to the uranium-bearing nuclear fuel forms has been limited. The two major families of nuclear fuel forms (monolithic, particle/dispersion) are utilized with their own set of core objectives in mind, and their differences require distinct fabrication infrastructures. These reference fabrication methods impose many limitations on nuclear fuels. Further, both currently operating reactors and future concepts have the potential for improved performance if these accepted limitations are relaxed or removed entirely. The primary limitations of reference fabrication processes for the common nuclear fuel forms are outlined in this paper. This groundwork is then used to identify avenues of fuel performance specific to each of these fuel architectures that could be exploited if the restrictions of conventional fuel fabrication are removed. Moreover, multiple targets for AM studies are laid out for each of the major nuclear fuel variants. Finally, key strategic components to guide research activities in AM of nuclear fuels are outlined, with an emphasis on use of modeling and simulation to motivate research aims and embrace of an accelerated testing methodology to screen and quality new fuel forms.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Modeling Ethanol-Blend Fuel Sprays under Direct-Injection Spark-Ignition Engine Conditions

Computational modeling of fuel-injection and fuel-impingement processes was carried out to provide insight into previous experimental results obtained from a direct-injection spark-ignition research engine operated with various ethanol and aromatic fuel blends. Seven model fuels were evaluated using both single- and split-injection strategies. Model results showed that droplet vaporization enriched the concentrations of aromatic species in the liquid phase, especially those with low vapor pressure, and ethanol-containing fuels altered droplet sizes and led to increased liquid-phase mass in the cylinder. For the spray-modeling conditions studied, most of the injected fuel remained in the liquid phase, which would be expected to result in more fuel impingement on cylinder or piston surfaces. Fuel impinging on lower cylinder-temperature surfaces was found to create wall films that could interact with the piston during the compression stroke. Fuel impinging on hotter piston-temperature surfaces vaporized more readily, but for fuels with high ethanol and aromatic content, wall films remained and were highly concentrated with lower vapor pressure and aromatic compounds. These films could lead to pool fires during combustion and therefore significant particulate matter emissions.

BIOMASS FUELS,INORGANIC, ORGANIC, PHYSICAL, AND AN↗
DOE OSTI2020

Modeling of SRS Aluminum-clad Spent Nuclear Fuel in Standard DOE Sealed Canisters

At the Savannah River Site (SRS), approximately 7 MTHM of aluminum-clad spent nuclear fuel is currently in wet storage at L-basin. A significant portion of this fuel is slated to be dried and sealed in DOE standard canisters for long-term storage. This report will focus on a few fuel types, which should bound all other fuel stored at SRS. These consist of the reference fuel assembly, the MURR fuel and the HFIR fuel. These bound a hypothetical maximum scenario for MTR box fuel, a maximum for decay heat in an assembly, and a maximum for the aluminum surface area, respectively. The geometry for the packages were created from DOE specifications for storage of each of the fuels. As long as the minimum time from reactor discharge to sealed storage is 3 years, then the highest temperatures which occur within the sealed canisters do not exceed 100° C for all scenarios considered here. In the geometry considered, while the HFIR fuel has a large surface area, the packaging configuration leaves large void areas, such that the aluminum surface to free volume ratio is about 30% less than an ATR or MURR packaging configuration.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2021

Nuclear Fuels and Reprocessing Technologies: A U.S. Perspective

Reprocessing and/or waste management issues are of concern to the “back end” of the nuclear fuel cycle. Of course, there are a great many “nuclear fuel cycle” scenarios to consider; if not in practice, then at least in theory. The simplest conceptually is the “once through” fuel cycle in which the spent fuel is discarded. The more complex fuel cycle scenarios involve reprocessing spent nuclear fuels and a family of nuclear reactor technologies to accommodate burning and breeding for various military and commercial needs. Therefore, the selection of a specific “fuel cycle” is what ultimately imposes the engineering requirements of the reprocessing and waste management technologies. No one part is independent of the other parts in a fuel cycle flowsheet; all parts are fully integrated. This paper presents a summary of radiochemical processes, nuclear reactor technologies, nuclear fuel types, and the reprocessing technologies that serve the different nuclear fuel types. Comprehending how this series of topics are related to each other is a prerequisite to understanding the requirements of any reprocessing strategy. The summary materials presented here are selective, as opposed to comprehensive. More detailed information on any one subject can be found in the reference materials.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2021

History of Ethanol Fuel Adoption in the United States: Policy, Economics, and Logistics

Ethanol has the achieved the greatest market share of all the alternative transportation fuels that have been researched, developed, and deployed in the US. There are multiple lessons to be learned from the history of ethanol adoption that can be applied to future fuels and products. Ethanol has replaced portions of gasoline in three main blend levels, with corresponding vehicles, equipment, benefits, and policies. The first is E10, which has replaced nearly all pure gasoline (E0) sold in the United States today (U.S. Energy Information Administration 2015). This was brought about through generations of policies that were motivated by multiple factors related to engine performance, energy security, health, air quality, and climate protection. Ethanol's high octane has been a consistent driver of the fuel because this enables higher performance engines. Early policies (1973-1979) were largely motivated by the desire to reduce dependence on petroleum sourced from members of the Organization of the Petroleum Exporting Countries, or OPEC. Fuel policy in the 1980s was largely in pursuit of promoting octane number enhancers that could replace lead. Criteria pollutant reduction was the overarching goal of actions taken from 1990 to 2005. From 2005 to the present, fuel policy has been largely motivated by energy security and climate protection goals. These policies were usually technology-agnostic and promoted multiple fuels and additives during each period. However, ethanol is the only fuel identified that is cost effective with qualities that enabled it to prosper in the policy environments of all four of these periods.The second market for ethanol is via 85% ethanol (E85). This fuel has the advantage of a greater concentration of ethanol but the disadvantage of not being compatible with regular gasoline vehicles. Instead, it can only be used in flexible-fuel vehicle (FFVs), which can use every blend level from E0 to E85. Therefore, much of the effort to increase E85 consumption has been aimed at incentivizing automakers to manufacture FFVs, drivers to purchase FFVs, and fueling stations to equip themselves to sell E85.The third, and newest, market through which ethanol is consumed is 15% ethanol (E15), which builds upon the E10 market to increase ethanol consumption by common gasoline vehicles. Efforts to create the E15 market consisted largely of testing vehicles and refueling equipment for compatibility, creating waivers to allow the use of E15, placing requirements on E15 retailers, and incentivizing retailers to equip themselves to purchase E15.

09 BIOMASS FUELS↗