Initial Site-Specific De-Inventory Report for Big Rock Point Report No.: RPT-3014537-002
Great Lakes [49] . In addition, the HHT to rail routes traveling through higher population density areas are normally less favored over the lighter populated HHT to rail routes, but for this region of the country the population density is relatively constant and low compared to the Northeast. Finally, the actual distances traveled also impacted the public acceptance metric evaluation, as shorter routes are likely to have fewer stakeholders involved. The combination of these elements led to the final evaluations of this metric. 5.3.3.9 Number of Permits The number of permits required for each of the seven routes to be evaluated varied based on the number of local jurisdictions crossed by the HHT route, which was simply associated with the distance traveled by the route, and between the HHT routes and the barge route, which generally requires fewer permits. The barge route was judged to be more favorable over all the HHT routes evaluated in the MUA, although permitting to perform barging is expected to be more challenging, but this evaluation is simply on the number of permits required. In addition, the actual HHT distances traveled were utilized to assess this metric, as shorter routes are likely to require fewer permits. 5.3.3.10 Cumulative Worker Exposure The cumulative worker exposure metric assessment relies heavily on the number of handling events (e.g., transloads) involving the TS125 outside of the BRP ISFSI (activities within the BRP ISFSI are identical or nearly identical for each route). These handling events are outlined below and result in the HHT routes (equivalent of two transload sites) and the barge routes (equivalent of two transload sites) having no advantage over one another. In addition, since all the HHT routes essentially require only short durations no differences are expected between these routes. Worker exposure levels will also not approach regulatory limits as the shielding afforded by the TS125 and the remote operations involved with these handling activities will result in low exposure levels. Furthermore, the larger fraction of the cumulative worker exposure will occur at the BRP ISFSI where the transfer operations to move the W74 into the TS125 take place and apply to each route. Thus, any favoritism that could be shown in the above evaluation of one route over another could be tempered if based on cumulative worker exposure for all operations. Nevertheless, no differences are judged between these various routes for this parameter. Transfer to HHT then to rail (two lifts): o Lift of TS125 from transfer station (after horizontal transfer of W74 canister) into cradle on HHT o Lift of TS125 and cradle from HHT to cask railcar at transload site ( note: a single lift is assumed at the HHT-to-rail transload site ) On-Site HHT to barge to trailer to rail (two to three lifts): o Lift of TS125 from transfer trailer (after horizontal transfer of W74 canister) into cradle on HHT/goldhofer, which may have beams inserted under the cradle o Lowering of goldhofer that has been rolled onto barge to allow beams holding TS125 and cradle to rest on stands and subsequently roll goldhofer off barge ( note: this lowering activity may not be necessary if the goldhofer is to be left loaded with the TS125 and cradle on the barge )
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Initial Site-Specific De-Inventory Report for Big Rock Point May 10, 2017
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