**6. Conclusions**

Taking into account the WWER-1000 fuel assembly four-year operating period transposition algorithm, as well as considering the disposition of control rods, it has been obtained that the axial segment, located between z = 2.19 m and z = 2.63 m, is most strained and limits the fuel cladding operation time at day cycle power maneuvering.

For the WWER-1000 conditions, the rapid creep stage is degenerated when using the Zircaloy-4 cladding corrosion models MATPRO-A and EPRI, at the correcting factor СOR = - 0.431. This phenomenon proves that it is possible, for four years at least, to stay at the steady creep stage, where the cladding equivalent creep strain and radial total strain do not exceed 1-2%, on condition that the corrosion rate is sufficiently small.

The WWER-1000 thermal neutron flux axial distribution can be significantly stabilized, at power maneuvering, by means of a proper coolant temperature regime assignment. Assuming the maximum divergence between the instant and equilibrium axial offsets equal to 2%, the regulating unit movement amplitude at constant average coolant temperature is 6%, while the same at constant inlet coolant temperature is 4%. Therefore, when using the method with < > *T* =const, a greater regulating unit movement amplitude is needed to guarantee the linear heat rate axial stability, than when using the method with *Tin* = const, on the assumption that all other conditions for both the methods are identical.

The WWER-1000 average cladding failure parameter after 500 day cycles, for the most strained sixth axial segment, at power maneuvering according to the method with < > *T* =const, is 8.7% greater than the same for the method with *Tin* = const, on the assumption that the thermal neutron flux axial distribution stability is identical for both the methods.

The physically based methods of WWER-1000 fuel cladding durability control include: optimal choice of the group of regulating units being used at reactor power maneuvering, balance of stationary and variable loading regimes, choice of fuel element consrtuction and fuel physical properties considering the most strained fuel element axial segment, assignment of the coolant temperature regime and the fuel assembly transposition algorithm.
