Is a deep geological repository (DGR) for IGNACE a good idea?

I would say that the most important issue – and one that is totally disregarded by NWMO – is the inordinate extra cost (of about $500 million) of shipping used fuel to Ignace rather than Teeswater or some more southerly location. The mass transfer of used fuel from locations such as Bruce, Pickering and Darlington to the township of Ignace will involve dozens of 50-ton trucks travelling up and down major roads, such as Highways 401, 400, 69 and 17, a total of 25,000 times between 2043 and 2068. This protracted activity adds up to a total highway travel time of over 200 years!

Frank Greening, 13 Jan 26

Questioning the wisdom of NWMO’s plan for a used fuel DGR to be constructed near Ignace in Northern Ontario, in view of the issues presented below:

From the Project description document AMP-REP-05000-0211-R000

11. ESTIMATED MAXIMUM PRODUCTION CAPACITY OF THE PROJECT

An estimated 5.9 million bundles of used fuel will be processed in the UFPP over its operational lifetime of approximately 50 years (about 120,000 used fuel bundles per year). On average, per the current conceptual reference design, 10 used fuel containers (UFCs) are planned to be processed and placed in the repository each workday, or approximately 2,500 UFCs each year.

To achieve this throughput, the UFPP is likely to incorporate multiple processing lines. Based on annual shipping (receipt) assumptions, the maximum number of certified transportation packages received at the UFPP in any given year is estimated to be approximately 885, holding between 120 and 192 used fuel bundles in each certified transportation package. The UFPP is designed to receive and process up to five certified transportation packages each day.

Closely related to the issue of shipping costs, is the additional problem of the high probability of inclement weather along Highway 17 from November to March each year. It appears that NWMO’s approach to dealing with this issue is simply to limit used fuel shipments to Ignace to just 9 months per year. However, this is barely adequate, given the common occurrence of snow storms along Highway 17 from as early as October to as late as April each year. Indeed, the Ontario Ministry of the Environment states in reference to winter driving on Highway 17: “Expect snowfall amounts of 10 –15 cm; reduced visibility due to snow and blowing snow; icy and slippery surfaces, and quickly changing and deteriorating travel conditions”.

This clearly shows the severity of the winter weather for the township of Ignace, with heavy snowfall dominating the months from November to March. Interestingly, NWMO has stated – See NWMO Report APM-REP-00440-0209-R001, issued September 2021 – that moving used nuclear fuel by truck to Ignace would mean “two to three shipments a day for approximately nine months of the year”. It is not clear why NWMO stipulates shipments being made for only 9 months per year, but this is presumably to allow for three months of inclement weather.

However, as previously noted, meteorological data for Ignace indicate that heavy snow is possible for this region from November to March, which is five months, not three! In addition, one is left wondering what happens at the DGR site for the three months when there are no used fuel shipments. Indeed, this lack of shipments is inconsistent with NWMO’s assertion, previously noted in this email, that “10 used fuel containers (UFCs) are planned to be processed and placed in the repository each workday. I would like someone to explain how this will happen over winter, when NWMO admits there will be no used fuel shipments for at least three months each year, (December, January and February?). What will workers at the used fuel packaging plant do when there are no UFC’s to process?

Highway 17 in Northern Ontario has earned a reputation for frequent accidents, particularly involving heavy trucks. In 2022, the Ontario Provincial Police (OPP) reported over 9,100 collisions involving large trucks across the province, with 71 fatalities — many occurring on routes like Highway 17. Addressing the issues plaguing Highway 17 requires more than incremental fixes—it demands a transformative overhaul. Experts and residents alike stress the need for substantial investments to bring this critical corridor up to modern standards. Proposals extend far beyond doubling lanes or adding passing areas, emphasizing winter-specific design improvements, enhanced lane visibility, and the permanent operation of weigh stations with robust enforcement to eliminate unsafe vehicles. Rest stops must be expanded and maintained year-round to provide safe havens for drivers, particularly during extreme weather. Furthermore, the integration of advanced monitoring systems, including traffic cameras and real-time condition updates, is essential for proactive safety management of this Highway. Only through a comprehensive and bold approach can Highway 17 meet the safety, accessibility, and efficiency needs of the communities and industries it serves. Without such improvements to Highway 17, NWMO’s plan to build a DGR near Ignace is both reckless and potentially very dangerous!

NWMO’s nonchalant approach to the selection of a site for a used fuel DGR is deeply concerning. Just because the residents of a small northern Ontario town are willing to host a DGR does NOT make it the best possible option for Canada. And let’s remember that, once the site selection is made, it’s not just for a while, but in perpetuity!