ML19254F545
| ML19254F545 | |
| Person / Time | |
|---|---|
| Site: | 07105450 |
| Issue date: | 07/27/1979 |
| From: | WESTINGHOUSE ELECTRIC COMPANY, DIV OF CBS CORP. |
| To: | |
| Shared Package | |
| ML19254F542 | List: |
| References | |
| 14440, NUDOCS 7911120012 | |
| Download: ML19254F545 (7) | |
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CALCULATI0ft TO DETEPJIIt!E THE MIflIt'Ufl SPACIflG BETWEEll i
4 PAIRS OF FUEL ASSEMBLIES m
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SUBSEQU. EllT. T.O Ni MCA4.
s SHIPPIflG ACCIDEllT (MAXIMUMCREDIBLEACCIDEllT)
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I.
Purpose - The purpose of this calculation is to determine the minimum distance between pairs of fuel assemblies af ter a inaximum credible accident (MCA4).
If this distance can be shown to' be great enough, then the criticality analysis results for the maximum credible accident involving one container (MCA2) may be used to license shipping containers.
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- j II. Method - Container Research Corporation performed a 30-foot drop test on a Babcock and Wilcox shipping container on January 6 and 7, 1970. The test results were published in CRC-70-1 dated January 13, 1970. Using design drawings and physical data for both the B&W and
'" ' *~ W containers, the designs of the containers can be shown to be similar
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.........,..enough so that the B&W test results may be applied to the ' design.
d (SeeSectionIV.A). Using this information, the minimum distance between pairs of fuel assemblies can be quantitatively determined using drawing, dimensions.of the,W shipping container and internals.
III.
F.afere$ces
^ A.
CRC-70-1 Test Report on 30-Foot Drop of B&W Container (1970)
-4 B.
208R001, Rev B B&W Container Assembly C.
208R002, Rev. E B&W Container Lower Weldment
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D.
208R003, Rev. C B&W Container Upper Weldment E.
166R001, Rev. M E Container Assembly F.
166R002, Rev. M W Container Lower Weldment G.
166R003, Rev. K 1 Container Upper Weldment H.
166J004, Rev. E Container Shock, Mount Bracket I.
1215E34, Sub 6 Internals General Assembly J.
206C616, Sub 3 Bottom Cross Frame K.
1213E59, Sub 2 Internals Support Frame L.
675C371, Sub 6 Axle and Pillow Block 310
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H.
684JS59, Sub 6 Shock Mount Frame N.
684J857, Sub 5 Internals Skin 0.
70lJ777,.Sub 2 Cork Spacer O
r_o m 11 (nh _1 r snoc.14-Toot Fuel Assembly Shiocinc Container
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s IV. Calculations A.
Determine -imilarity of B&W and W container designs.
From Ref A through G, the following data were obtained PARAMETER B&W CONTAINER W RCC-3 CONTAINER Length in 197 187.25 Width in 44.5 44.5 Height in 47.25 47.0
. 20.7
.,.... 2 0. 7.
...,. Shell.. radius
.in Shell material Steel 1010-1020 Steel 1010-1020
....... Skin thickness in-
-.4.089
..-0.089
- - w -
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Weight (Loaded)lb 7300 6800 Load Suspension Lord Shock Mounts Lord Shock Mounts System An examination of the drawings for the B&W and W container.
... reveals that the designs are essentially the same, except for lifting lugs, skids, etc which are of no concern in this
. analysis.
Frcm the tabulated data, the major difference lies
,in.the test weight of the B&W container versus the typical weight of the loaded W container. Since the container structures
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are; essentially the same, but the weight of the W container is 500 pounds less, it would appear that the W container would experience scmewhat less deformation in tiie shell after the 30-foot drop.
From Reference A, the B&U container sustained a 3-inch depression along the length of the container lid when dropped upside down frem 30 feet.
Therefore, it is reasonable to assume s
that under the same conditions, the Westinghouse container would r
not be deformed to a greater extent than the B&W container.
Therefore,, a defomation of 3 inches per container will be used in de,termining the minimum spacing between pairs of fuel assemblies. _.Z B.
Minimum spacing between pairs of fuel assemblies (after MCA4) 1.
Assumptions a.
Top to top container configuration will be used as structural material in support frame limits spacing of assemblies in bottem-to-tcp and top-to-bot::=
configurations.
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b.
Each container sustains a 3-inch depression in its lid.
c.
When subjected to fire, only top container shock mounts burn away, allowing support frame and fuel assemblies to fall onto lid.
Bottom container internals are in position with shock d.
mounts horizontal (shock mounts actually sag due to weight of load, thus, increasing distance to lid of container)
- e. 'No credit taken for structural material in clamping
.....,,.., frames.
.f.. Support frame cork spacers are assumed to remain intact..
- 2. ' Determination of distance between pairs of. assemblies after
. container drop.
From References I through 0, the distance between the tcp surface of the fuel assembly (fuel assembly lying norizontal) and the shock mount hole in the shock mount frame was
~ ~ ~ ~ - ' determined.
~ - ~ The relation between the r. hock mount
~. mounting bracket and the container shell was obtained 4 rom References F and H.-
under the Combining the information assumed conditions yields tne final configuration shown in Figure 3.
The resultant spacing between pairs of assemblies is 10.39 inches.
V.
Applicability of results to 14-foot (RCC4) shipping container
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Using the data presented in Section IV.A of this report and the estimated weight and dimensions of the RCC4 container from Reference P, the weight per unit length of shell was calculated for each container:
CONTAINER
'B&W W RCC3 W RCC4
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o Loading (lbs/in 37 36 36 of shall) j3j from the above, it is evident that the load per unit length of container shell has be:n m:intained f or the RCC4 contai cr design.
As this ratio is es:en ially the same fcr all tha containces in questien, it follcus that the RCC? cartainer..:uld cu;tm d. a;2 similar to that sustained by the B&U container after the 30-foot drop.
Since tae' internals designs for the RCC3 and RCC4 containers
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are nearly identical, the spacing between pairs of assemblies contained in RCC4 containers will be the same as the distance calculated for the RCC3 container subsequent to the maximum credible accident sequence.
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40-INCH PIN DROP The test of the B&W shipping container (Reference A) included a 40-inch drop onto a G-inch diameter by 8-inch long steel pin. The container shell was cut at the point of contact with the pin due to a sharp edge on the durany fuel assembly contacting the shell at the pin. The support frame remained attached to the container via the shock mount system and no damage to the clamping frames attributable to the pin drop was observed.
Should the pin be sufficiently long as to deflect the container shell into the fuel rods, the rod cladding is ductile enough to allow bending of the fuel rods rather than a brittle fracture of the clad.
Thus, the fuel pellets will remain contained within the cladding and the fuel assemblies will remain in their position on the support frame. Should the container shell come into contact with the fuel rods at the point of impact, the spacing between the fuel rods at this location will be reduced.
Since the reactivity of the fuel assembly decreases with a decrease in rod spacing, the critality analysis for the undamaged fuel assembly remains conservative.
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