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THIS JOURNAL WILL "TELL IT LIKE IT IS" REGARDING DIFFERENT FORMS OF ENERGY AND THEIR GLOBAL IMPLICATIONS/PROBLEMS

VITRIFIED HIGH LEVEL LIQUID NUCLEAR WASTE FOR ABOVE GROUND STORAGE TOUTED BY USA

13 Nov 2015

The USA Department of Energy-Office of Environmental Management (DoE/EM) is proud to announce its new process of “Vitrification” for high level Liquid nuclear waste. This news release is difficult to understand fully for most of our readers because of its complexity and omitted information. We have attempted to make it understandable by most people, so please bear with us. Given the magnitude of the world-wide problem of long term disposal of high level nuclear waste, this is an important article.

WEST VALLEY, N.Y. located about 35 miles south of Buffalo. For the first time in U.S. history, High-Level (nuclear) Waste (HLW) was placed in long-term, outdoor storage.   The unprecedented accomplishment occurred in the cleanup at the West Valley Demonstration Project (WVDP).   The liquid waste, which has been immobilized in glass in the vitrification process, is being relocated from the site’s main plant process building to an interim storage pad so that pre-demolition activities can take place within the building.    WVDP was once the site of the first and only commercial nuclear fuel reprocessing plant in the U.S; now it is an environmental cleanup and waste management project.

IT HAS BEEN SAID: “SUCCESS HAS MANY FATHERS – FAILURE IS AN ORPHAN”

Bryan Bower EM WVDP Director said: “I could not be more proud of this team…This effort is a culmination of four years’ work to begin the safe removal of the high-level waste canisters from the former reprocessing facility, allowing for the eventual demolition of the building.”

Paul Bembia, Director for NYSERDA’s West Valley Site Management Program said: “The relocation of the high-level radioactive waste to the new interim storage facility is a significant step forward in the cleanup effort at the West Valley Site…This is yet another major accomplishment from the dedicated and talented workforce at the West Valley Demonstration (Prototype)Project.”

David Brown, CHBWV project manager for the High-Level Waste Project said. “The workers have dedicated the past four years working tirelessly to plan, construct, train, and operate the specialized equipment to perform this important work…This project is called the West Valley Demonstration (Prototype)Project, and once again this workforce demonstrated a first-of-its-kind operation.” 

This cleanup is conducted by The office of Environmental Managemt (EM) in cooperation with the New York State Energy Research and Development Authority (NYSERDA). CH2M HILL BWXT West Valley, LLC (CHBWV) is EM’s contractor for WVDP. In 1972, commercial nuclear fuel reprocessing ceased in the Main Plant Process Building. Workers experimented with vitrified HLW from 1996 to 2002. They placed the waste into 275, 10-foot-tall canisters and stored them inside the building.

DESCRIPTION OF VITRIFIED LIQUID HLW NUCLEAR STORAGE CASKS. Each cask has a 4-inch-thick steel liner and 20 inches of steel-reinforced concrete. The five (5) -pack storage system design is based on “spent nuclear fuel dry cask storage systems”(that is what comes out of nuclear utility reactors worldwide) used in the USA. and around the world, with modifications for long-term storage of vitrified HLW.  The storage configuration of the HLW canisters is fully compliant with all state and federal regulations, and supports future off-site shipment of the HLW canisters. There will be 55 casks in total relocated to the interim storage pad at this facility.

West Valley, LLC (CHBWV) was awarded its contract in 2011, and since then it has completed extensive planning, design, construction, and building modification. They also purchased special transport equipment, which was required to transfer each 87.5-ton cask from the plant to the on-site storage pad.    In preparation for the demolition of the existing site, the first five (5) canisters were transferred to five (5)-compartment, stainless-steel over-packs inside vertical storage casks.   The vertical storage casks were fabricated on site, and 16 have been constructed. With a minimum design-life of 50 years.   Relocation of all HLW at the site is scheduled to be complete in 2018.

Nothing is said about particulars of the “Vitrification” process which may yet be proprietary or secret information. It has been in experimental development for many years, and we hope it will extend the HLW Cask life well beyond its current 50 year life span before “Re-casking” is necessary. Another mentioned, but not highlighted feature of this initiative is that it is intended for above ground storage. Recall that that we have often suggested that it is folly to store HLW in caverns because it will make inspection and maintenance virtually impossible if the underground permanent storage NLW should become contaminated. Remember Fukushima? Yeah! They can’t even get near the crap! Things are going from bad to worse there as HLW liquid, and solid waste continues to accumulate without an end in sight.

Edward Oliver Gonzalez (gonzedo)

References: Dry Cask of spent nuclear fuel  (high-level waste)

http://www.nrc.gov/reading-rm/doc-collections/fact-sheets/dry-cask-storage

http://en.wikipedia.org/wiki/Dry_cask_storage

http://www.nrc.gov/waste/high-level-waste


November 13, 2015 at 10:14 PM Comments (0)

EXPLOSIVE DECOMPRESSION OVER SINAI OF RUSSIAN A321 BEING EXPLOITED BY MANY

5 Nov 2015

THE FACTS ARE: The plane exploded in mid-air, and the complete tail section (empennage) was found about (two)2 kilometers from the rest of the plane, behind the rest of the actual debris field. There is an old aeronautical accident axiom that: “the pieces that fell off first, probably caused the crash.” In this case the aft pressure bulkhead which we believe was the immediate cause of the tragedy is clearly visible a few meters away from the tail section. Inspectors were seen showing keen attention to the fasteners that held the aft pressure bulkhead, and fail section together, and attached to the rest of the aircraft. This is precisely the tail section that had a hard tail-first landing in 2001, and required “factory repairs” (by Airbus ?). Problem is, minute cracks/imperfections (never seen by Egyptian maintenance /inspectors); since then, accelerated the metal fatigue, leading to the tragedy.

SOCIO POLITICAL IMPLICATIONS The volatile socio-political situation created by ISIS, has created all sorts of conspiracy theories to blame someone; and who better than ISIS, since they are continually looking for such events to exploit / propagandize their deeds/misdeeds. We believe their claims about retaliation against Russia’s PM Mr. Putin for the recent Syrian bombing are just propaganda/exploitation. Problem is ISIS has stirred a hornet nest of free world condemnation. We believe countries such as the USA, England, and probably Russia (Egypt also has a stake) will now use this tragedy, and the claims by ISIS, to support greater specific involvement against them; Accordingly, ISIS claims of downing the plane will probably backfire against them big-time. The hell of it is they all really want the USA to continue being the gendarmes of the world. They need to get weaned from such thinking. Peace and liberty is for those willing to pay for it. Our Lord knows the USA and Russia have paid heavily already.

WHAT IRKS ME are the lies and deceptions being propounded by our media (with few exceptions); For instance: “Unfortunately part of the cockpit voice recorder was damaged”. Come on! Both recorders were in the soft landing tail section and were recovered virtually intact. Three days after the crash, England announced that a bomb was responsible. Russia had made such half-baked allegations even before their people reached the crash site. On 4 Nov 2015, the USA joined the “bomb aboard” scenario. How in the world would they know that, since no evidence of explosives or explosive damage has been found? The media then went viral explaining all about “altitude sensitive bombs” They have not yet hit on a simple time bomb, but they will; in time just to cover the news with interesting, nonsense It is no wonder the media is called entertainment/news. THE BIG HUSH IS ON disguised as distraction!

LET US PAY ATTENTION TO THE SOCIO POLITICAL TREND TO “GET ISIS”. There are many already involved in that long-term ongoing war. The world, and most people in the region, are learning the bitter lesson that ISIS has nothing to offer but blood, sweat, and tears. They have a strong propaganda machine; Hitler did too! Beware of that!

Oh! what a tangled web we weave when at first we seek only to deceive”

Edward Oliver Gonzalez (gonzedo)

 

 


November 5, 2015 at 2:24 AM Comments (0)

Kogalymavia Flight 9268 AIRBUS A321 LOSS PROBABLY CAUSED BY HIGH ALTITUDE EXPLOSIVE DECOMPRESSION

2 Nov 2015

We have good reasons to believe that the cause of this tragedy was the result of mid-air high altitude explosive decompression. This time the probable cause of the disaster was the separation of the aft pressure bulkhead. This aircraft was a very old, many past owners airliner that was (regardless of exculpatory statements), poorly maintained since it became part of a “Bargain flight fleet”. What do you think? Its parent company had not paid its maintenance employees for over 2 months.

Kogalymavia Flight 9268 (7K9268/KGL9268) was an international chartered passenger flight operated by Russian airline (branded as Metrojet), which crashed in northern Sinai, on October 2015 at 04: 13 UTC(06:13 USA- EST) following departure from Sharm el Sheikh International Sharm, Egypt, en route to Pulkovo Airport, Saint Petersburg, Russia.

THE AIRCRAFT, AN AIRBUS A321-231, was carrying 217 passengers and seven (7) crew members; of those, mostly were tourists. The majority were Russian, four (4) were Ukranian, and one was Belarusian. With a total death toll of 224 people, it is also the deadliest air crash involving an aircraft from the Airbus A320 family, and the deadliest plane crash for a Russian airline.

TO VISUALIZE THE PROBABLE CAUSE of the explosive decompression event, one needs to think of an airliner as a huge flying thermos-bottle filled with compressed air with about a 6 pound per square inch pressure differential from outside air at altitude. Now then the aft end of the pressure vessel consists of a normally semi-spherical aluminum “pressure bulkhead” firmly attached to the fuselage (body of the plane)  This particular aircraft was old, had many flight hours, and in its old age fell into disrepair. A few years earlier the aircraft had a hard, tail first landing which no doubt weakened the aft pressure bulkhead, but after the customary repairs, and inspections were made, it was once more considered “airworthy”. We believe the entire tail (empennage) aft end complete with vertical and horizontal stabilizer; blew off (parted company with the rest of the plane) severing hydraulic lines electrical wires, etc. An absolutely catastrophic event. Normally, in this type of event, the tail end that separated will fall to the ground more slowly because of of its large, un-aerodynamic shape (catches more wind);that is the reason there have even been survivors found in the tail. Aljazeera did today show many pictures which clearly show the aft pressure bulkhead, and the tail section of the plane nearby, consistent with our thinking. Perhaps the worst tragedy of this kind involved the loss of a Japanese Air Line Boeing 747 jumbo jet (Queen of the skies) JAL Flight 123.

THE CRASH OF JAPAN AIRLINES FLIGHT 123 on August 12, 1985 is the single-aircraft disaster with the highest number of fatalities: 520 died on board a Boeing 747 The aircraft suffered an explosive decompression resulting from an incorrectly repaired aft pressure bulkhead, which failed in mid flight, destroying most of its vertical stabilizer, and severing all of the hydraulic lines, making the 747 virtually uncontrollable. In a feat of Remarkable airmanship, Pilots were able to keep the plane flying for 32 minutes after the mechanical failure, before crashing into a mountain. Remarkably, several people survived, but by the time the Japanese rescue teams arrived at the crash site, all aboard had perished, except for four (4) survivors. Unfortunately, in this case dispensations had been granted by Japanese aeronautical authorities to carry extra passengers on the premise that the average Japanese person weighed less than other passengers.

In this incident, finger-pointing has already began, as well as the “who, me!” We can be sure Russia, Egypt and Airbus Industries will disclaim all responsibilities. Next will come lies from the investigators, about the two (2) Black (orange) boxes contents. They have both been found, and will no doubt tell the true story- even if the public never hears it. The “big hush” is already quite notable. The lesson in this for many of us is to be weary of flying on “fly by cut-rate airlines”. Indonesia’s A320 crash last year taught us a very valuable lesson in this regard.

Our heart-felt condolences go out to the so many people that more than 200 casualties can create, and the truncated expectations of so many people who loved them, and are now grieving.

Edward Oliver Gonzalez (gonzedo)

P.S. The author worked for many years as an aircraft designer

 

 

 


November 2, 2015 at 1:16 PM Comments (0)