Really close on the responses, but no cigar.
Shoreham fuel (ever so slightly 'burned') went to Limerick for free. It was cheaper than storing it dry. We also looked as sending it to AREVA for reprocesssing and even had costs for doing so. Clinton's DOE buddies stopped us dead in our tracks. Instead there were a number of rail shipments through NYC to Limerick.
SONGS 1 trans-shipped fuel on site using IF-300 casks to Units 2 and 3. Eventually they ran out of storage space and went dry.
Harris was designed for four (4) units with a common 'cross-shaped' fuel pool (the pools could be inter-connected). Since only one (1) unit was built Harris technically had four times as much storage space as needed. Robinson was one of the first ISFSI demo plants along with Surry (using metal cask storage). CP&L owned a IF-300 cask and bought a second with the idea of trans-shipping fuel to Harris from both Brunswick and Robinson. They made some shipments but the problem is that it is very cost prohibitive using the IF-300 cask since its capacity is so small. They have gone to dry storage at Robinson and will probably do the same at Brunswick.
Millstone also looked into to trans-shipment from Unit 2 to Unit 3. It was approved by the ACRS, but it was also about the time that Millstone 1 'mis-placed' a couple of spent fuel rods so it never occurred. Instead they went dry.
Indian Point is currently looking into trans-shipment between Unit 2 and Unit 3, but only because they don't have crane capacity. They would use a smaller cask to trans-ship the fuel, but then use the large storage casks to take it out and store it dry on site.
When you run all of the numbers, the only way to go is dry fuel storage, but only if you select the correct technology. It is sort of like the ol' Midas muffler commercials - you can pay me now or really pay me a heck of a lot more later.