Initial Site-Specific De-Inventory Report for Big Rock Point Report No.: RPT-3014537-002
infrastructure improvements costs, transport to rail costs, and the public acceptability of route, as moving the TS125 on Lake Michigan is not favored. Since the safety and security metrics will be established by regulation to be acceptable, these metrics may not be needed to distinguish routes from one another, hence an alternative weighting scheme was examined to establish the impact of using no security or safety metrics. As shown in Table 5-9, the highest scored route (HHT to rail in Petoskey, MI at Clarion Avenue (Option 1)) did not change; however, the Option 2 HHT to rail routes to Petoskey, MI exchanged positions with the HHT routes to Gaylord, MI when the safety, security, and public acceptability metrics were removed from the assessment. Furthermore, Table 5-9 shows the insensitivity of the rankings, in general, to the alternative weighting schemes. To further examine the impact to the ranking/scores of the routes to changes in the weighting of the metrics, a sensitivity analysis was performed using the range of the metrics identified in Table 5-2 (Step 8). Tables 5-10, 5-11, and 5-12 present the results of the sensitivity of the route rankings to the minimization of the weighting of a metric, using the minimum metric weights from Table 5-2. For example, under the metric column labeled “Infrastructure Improvement Costs” in Table 5- 10, results are presented using a weight of 5.4% for the “Infrastructure Improvement Costs” (instead of the 6.0% in Table 5-2) with the other metrics proportionally re-normalized. The results indicate that the HHT route to Clarion Avenue in Petoskey, MI (Option 1) is ranked first for each minimized metric. Figure 5-15 summarizes the minimum, average, and maximum results presented in Tables 5-10, 5-11, and 5-12 for the minimization of individual metrics. As can be seen from these results, the HHT route to Clarion Avenue in Petoskey, MI (Option 1) remains robustly ranked as the most favored route for the removal of the SNF from the BRP ISFSI site (at this time). Tables 5-13, 5-14, and 5-15 present the results of the sensitivity of the route rankings to the maximization of the weighting of a metric, using the maximum metric weights from Table 5-2. For example, under the metric column labeled “Public Acceptability of Route” in Table 5-14, results are presented using a weight of 10.1% for the “Public Acceptability of Route” (instead of the 7.1%), with the other metrics proportionally re-normalized. The results indicate that the HHT route to Clarion Avenue in Petoskey, MI (Option 1) is ranked first for each maximized metric. Figure 5-16 summarizes the minimum, average, and maximum results presented in Tables 5-13, 5-14, and 5-15 for the maximization of individual metrics. As can be seen from these results, the HHT route to Clarion Avenue in Petoskey, MI (Option 1) remains robustly ranked as the most favored route for the removal of the SNF and GTCC LLW from the BRP ISFSI site. A final assessment of the results was performed by utilizing each individual’s results from the pairwise comparison on the metrics and utilizing them to establish a route ranking per individual. These results also established, for each individual, the HHT route to Clarion Avenue in Petoskey, MI (Option 1)) as the favored route for the removal of the SNF and GTCC LLW from the BRP ISFSI site. These results also established the other HHT routes as favored over the barge route. As result of the MUA and its sensitivity analyses, the prioritized list of routes from the BRP ISFSI is found in Table 5-8.
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Initial Site-Specific De-Inventory Report for Big Rock Point May 10, 2017
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