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Atlas Railcar Project

Megan Manis

US Department of Energy

NTSF

June 2024

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Legal Disclaimer

This is a technical presentation that does not take into account the contractual limitations or obligations under the Standard Contract for Disposal of Spent Nuclear Fuel and/or High-Level Radioactive Waste (Standard Contract) (10 CFR Part 961).

To the extent discussions or recommendations in this presentation conflict with the provisions of the Standard Contract, the Standard Contract governs the obligations of the parties, and this presentation in no manner supersedes, overrides, or amends the Standard Contract.

This presentation reflects ongoing work to design, fabricate and test prototype railcars. No inferences should be drawn from this presentation regarding future actions by the U.S. Department of Energy (DOE or Department), which are limited both by the terms of the Standard Contract and Congressional appropriations for the Department to fulfill its obligations under the Nuclear Waste Policy Act, including licensing and construction of a spent nuclear fuel repository.

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Atlas Railcar

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Atlas Railcar Design: Heaviest Load

Fully Loaded

HI-STAR 190XL Cask with Impact Limiters

(420,769 lbs.)

End Stop

(22,000 lbs.)

Cradle

(15,000 lbs.)

End Stop

(22,000 lbs.)

Total Load: Approximately 480,000 lbs.

Center of Gravity: 96.08 inches above the top of the rail

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Atlas Railcar & REV

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Railcar Photos: Full Train with Maximum Test Load

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DOE Integrated Waste Management� Integrated Security and Safety Monitoring System

Michael Schultze

Oak Ridge National Laboratory

National Transportation �Stakeholders Forum

Denver, Colorado

June 2024

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Purpose/Scope

Develop an integrated security and safety monitoring system (ISSMS) for DOE SNF railcars that will meet Association of American Railroads (AAR) Standard S─2043 safety requirements and DOE security requirements for rail transport of SNF and HLW.
System has sensors monitoring 11 performance parameters required by S-2043, including railcar location, speed, truck hunting, rocking, wheel flats, bearing condition, ride quality, braking, and vertical/lateral/longitudinal accelerations
The integrated system will enhance both security and safety by providing sensor data and alarms through a single, web-based monitoring system with 24/7 staff at the TRANSCOM Communications Center
In addition to AAR S-2043 testing, the system will be tested to meet AAR Standard S-9401, “Railroad Electronics Environmental Requirements and System Management”
Support DOE Order 460.2b Security Requirements for Spent Fuel transportation

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Transportation Projects

ISSMS comprises three subsystems:

On-Car Monitoring
REV (Rail Escort Vehicle) Monitoring Console
Cloud System

Designed to detect equipment malfunctions before failure

11 near real-time performance parameters

ISSMS Description

DOE

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Bottom line, DOE has an operational prototype that provides end to end communications from the railcar sensors to the REV and from the REV to the locomotive.

Moving from left to right…

Brake monitoring – brake pressure monitoring - including ability to detect emergency application of brakes.
Bearing temperature sensor measures bearing temperatures. Sensor will also be able to detect wheel flats – still work to be performed on wheel flats next year.
Truck Junction box – wheel sensors (and planning brake monitoring integration) route through the junction box and then into the pedestal. This is a custom board and will be leveraged to provide IMU data in the future design. Will reposition off the side frame on next iteration.
Pedestal – uses cell and satellite communications as well as mesh radio link to the REV. The two boxes used for the demonstration test run are the power management system and the communications system. These will be combined into a stacked pedestal for testing in FY24.
Locomotive cab radio link to the REV. Work needs to be completed on light indication.
Early software user interface for REV console displaying measurements from the safety sensors.