ML19262A365
| ML19262A365 | |
| Person / Time | |
|---|---|
| Site: | Crane  |
| Issue date: | 02/21/1975 |
| From: | Arnold R METROPOLITAN EDISON CO. |
| To: | Goller K Office of Nuclear Reactor Regulation |
| References | |
| NUDOCS 7910260686 | |
| Download: ML19262A365 (7) | |
Text
{{#Wiki_filter:NRC DISTRIBUTION FOR PART 50 DOCKET MATERIAL (TEMPORARY FORM) 2145 CONTROL NO: FILE: 'W O FROM: ::etroplican Edison Co. DATE OF DOC DATE REC'D LTR TWX RPT l OTHER Reading, Pa 2-21-75 2-24-75 xxxx R.C. Arnold TO: ORIG CC OTHER SENT AEC POR xxxx Mr. K1r1 R. Coller 1-signed SENT LOCAL PDR CLASS UNCLASS PROPINFO INPUT NO CYS REC'D DOCKET NO: xxxxx 1 50-289 DESCRIPTION: ENCLOSURES: Ltr ref our 8-23-74 Itr concerning the probabilities and consequences of the accidental dropping of a spent fuel cask.... cd vi sins that they are still:.in the process of analyzing the situation PLANT NAME: Three ;1ile Island #1 FOR ACTION /INFORMATION 2-20-75 JG L BUTLER (L) SCHWENCER (L) ZlEMANN (L) REG AN (E) W/ Copies W/ Copies W/ Copies W/ Copies CLARK (L) STOLZ (L) DICKER (E) tfAR (L) W/ Copies W/ Copies W/ Copies W&opies PAR R (L) VASSALLO (L) KNIGHTON (E) SPELS W/ Copies W/ Copies W/ Copies W/ Copies KNIEL (L) PURPLE (L) YOUNGBLOOD (E) W/ Copies W/ Copies W/ Copies W/ Copies INTERNAL DISTRIBUTION b HLt J TECH REVIEW DENTON LIC ASST A/T IND .jefTC PD h SCHROEDER GRIMES R. DIGGS (L) BRAITMAN WC, ROOM P-506A MACCARY GAMMILL H. GEARIN (L) SA LTZM AN GOSSICK/ STAFF KNIGHT K ASTNE R E. GOULBOURNE (L) MELTZ CASE PAWLICKl BALLARD P. KREUTZER (E) G!AMBUSSO SHAO SPANGLER J. LEE (L) PJ#NS BOYD STELLO M. MAIGRET (L) M1CDONALD MOORE (L) HOUSTON ENVIRO S. REED (E) CHAPMAN DEYOUNG (L) NOVAK MULLER M. SERVICE (L) DUBE (Ltr) SKJVHOLT (L) ROSS DICKER S. SHEPPARD (L) E. COUPE .MOLLER (L) (Ltr) IPPOLITO KNIGHTON M. SLATER (E) PETERSON P. COLLINS TEDESCO YOUNGBLOOD H. SMITH (L) HARTFIELD (2) DjNISE LONG REGAN 4 TEETS (L) KLECKER WAG OPR LAIN AS 4RQJECT LDR G. WILLI AMS (E) EISENHUT FILE & REGION (2) BENAROYA A-(* A ll 5 V. WILSON (L) WIGGINTON T.R. WI LSON VOLLMER HA R LESS R. INGRAM (L) STE E LE EXTERNAL DISTRIBUTION G d-LOCAL PDR Harrisburg, P3 J-TIC (ABERNATHY) (1)(2)(10) - N ATION AL LABS 1 - PDR-SAN /LA/NY /- NSIC (BUCHAN AN) 1 - W. PENNINGTON, Rm E-201 GT 1 - BROOKH AVEN NAT LAB 1 - ASLB 1 - CONSU LTANTS 1 - G. U LRIKSON, ORN L 1 - Newton Anderson NEWM AR K/B LJM E/AG B ABI AN 1 - AGMED (RUTH GUSSMAN) L *b ACRS 2lll:EgusspWPSENT Rm B.127 GT. 1- . D. RUNKLES. Rm E-20i 4 g;g g4 1485 214 7910260686 g
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,e Fe, s ;.".- I . r. n yr. Karl R. ceciler !~ g;t. lisciatant Directcr Divicicn of Reacter Licencing y-U. ?!ucle tr Pegu11tery Ccr.=is31cn s, ' s. Waahington, D. C. 20555 's ..a _.s \\ v N d, f %-,<F ' d
Dear '4r. realler:
Three Mile Island 'uclear Station (TMI-1) Opersting License :Jo 1FR-50 Eceket :lo. 50-C87 In rearcnce to your letter dated Auguct 23, 197k, regarding the probabilitiec and ccncequer. cec of the secidental dropping of at opent fuel cack, ani as s follcv-up to our Mr. Craitz's letter of September 16,197h, please be infor.med that we are atill in the process of anslyzing this situation. At this time, we hsve determined what laaues need to be resolved to ensure that drop cack accidents vcul1 in no vny constitute unreviewed safety quectienc; a ccncultant has been centracted and been given s achedule of milestenec to meet in resolving the subject issues ; and we anticipate being uble to complete our review of these Icaues by January 15, 1976. Further, folicving ecmpletion of the reviev ve inteni to submit by January 31, 1976, the finling of our review and any plans of action that we may then determine to be necessary. Although the prcposed January 31, 1976, cutmittal date is later than we hai criginslly anticipated, thic date la prefarable in that a. there is no reaccn fcc havir.g to do the analyaea en a hurried basic, in that there exists cufficient atcrage space to permit fuel stcrng*: for ceveral refuelings withcut the necencity f;r spent fuel caak chirments, b. based cn our preliminary analyses, we unticipate no insurmountable problema that would keep uc frcm saticractorily resolving the 133ues that need to be resolved, and c. the schedule that we have formulate 1 permita us time to la the snalycec in an orderly and thercuch r.anner. 1485 215
Mr. Earl R., Gall'er - With regard to the specific questions as centained in your letter cf August 23, 197k, please te informed that a. ansvers to a large pcrtien of the questiens ycu raised are ccntainei in 1. Section 9.7 cf the TMI-1 Final Safety Analysis Pepcrt (note: a pertion of Anendment 50 to the TMI-l FSAE, 2ect. 97, filed with the.iuclear ReguJatery Cctmission under separate cover en February 21, 1975, is attached as an encicsure to this letter, and serves to answer some of ycur questions), and 2. Supplement 2, Part VII to the TMI-1 Final Safety Analysis Peport, and b. fer these questiens net addressed in the above listed references, we intend tc "revide a oc=plete respense in cur -repcsed e r January 31, 1976, cubmitt al. We trust that with this letter ve have served to provide ycu adequate assurance that we are verking to satisfactorily resolve the issues addressed in ycur letter of August 23,197L; and shculd ycu have any questicns regard-ing the centents of this letter, please ocntact me. Sincere,ly, t .(~\\ i { / ' (5 ,l'y")'1'd'O
- h. C. fincld Vice Fresident eCA --
.o-h sas. Enclosure--A pertion of Amendment 50 to TMI-l F2AE 14lB5 216
L cc: Georgo F. Tro'.6ricige, Esq. Dr. Edward O. S.;artz Shau, Pitt: tan, Potts 5 Trc..brid;c Eoard of Supen isors 910 - 17th Street, N. W. Londonb;rry To..nship Washington, D. C. 20005 RFD #1, Gayers Church Road GPU Service Corporation Richard W. Heward, Project Manager Mr. Charles P. Eny Chair 2n Thomas M. Cria. ins, Jr., Safety Board of County Comissioners and Licensing Manager of Dauphin County 260 Cherry Hill Road Dauphin County Court House Parsippany, New Jersey 07054 P. O. Box 1295 Harrisburg, Penns'ylvania 17120 Pennsylvania Electric Ccapany Vice President, Technical Mr. R. A. Heiss, Coordinator 1001 Broad Street Pennsylvania State Clearinghouse Johnstown, Pennsylvania 15907 Goventor's Office of State Planning i and Development Mr. Weldon B. Arehart, G' airman P. O. Box 1323 3oard of Sup3rc;.;;r.: of L;ndenbrc - Harrir%;3, nn:.g 1 snia 171^::- Township (w/o enclosures) 2148 Foxiana Road Middictown, Pennsylvania 17057 Mr. Thoras M. Gerasky, Director Office of Radiological Health Miss Mary V. Southard, Chair.an Department of Environmental Citizens for a Safe Environment Resources P. 0 Bo,405 P. O. Box 2063 Harrisburg, Pennsylva.ia 17103 Harrisburg, Pennsylvania 17105 e (w/ 2 enclosures) i 1 3 t i 1485 2\\1
f-1 ? ~ Both the new and the spent fuel pools (A and B) ire. constructed of zein-forced concrete and lined with stainless plate, and are located in the fuel handling building. The fuel =anagement program is scheduled so that the required spaces are available to acecmodate both new and spent fuel. The spent or new fuel assemblies are stored in racks in parallel rows having a center-to-center distance of 21-1/8 inches in both directions. This spacing is sufficient to maintain a suberitical condition when vet. Control rod assemblies requiring removal from the reactors are stored in the spent fuel assedblies.
- 9. 7.1. 3 Fuel Transfer Tubes Two horisontal tubes are provided to convey fuel between the Reactor Build-ing and the fuel handling building. These tubes contain tracks for the fuel transfer carriages, gate valves en the fuel handling building side, and a flanged closure on the Reactor Building side. The fuel transfer tubes pen-etrate from the fuel storage pool into the fuel transfer canal at the lower depth, where space is provided for the rotation of the fuel transfer car-riage baskets each containing a fuel assembly.
9.7.1.h Puel Transfer can11 The fuel transfer canal is a passageway in the Reactor Building extending from north of.the reactor vessel to the south Reactor Building vall. It is for:ed by an upward extension of the primary shield valls. The enclo-sure is a reinforced conat ete structure lined with stainless steel plate to form a canal above the reactor vessel which is filled with borated water for refueling. Space is available in the deeper portion of the fuel transfer canal for undervater storage of the reactor vessel internals plenum assedbly. The south (deep) portion of the fuel transfer canal can be used for the storage of the reactor vessel internals, core support assembly, and plenum assedbly by removing the storage racks and =oving the internals storage stand from the north end of the canal. The south (deep) end of the pool is normally occupied by racks for the storage of 6h fuel assedblies, both new and spent, if required. A vater gate is provided between the north (shallow) and the south (deep) end of the fuel transfer canal in order to per=it draining of the shallov end of the canal when the reactor internals are stored in the deep end. 9715 Fuel Handling Eauitment This equipment consists of fuel handling bridges with integral fuel handling mechanis=s, control rod handling mechanisms, fuel storage racks, fuel trans-fer mechanisms, and shipping casks. In addition to the equipment directly associated vitl; the handling of fuel, equip =ent is provided for handling the reactor vessel closure head and the plenum assembly to expose the core for refueling. 9-32a Am, 50 (2-21-75) l 1485 218
l / 9:7.1.6 Puel H1ndline Crane The fuel handling crane is equipped with a main hock and hoisting system designed to accomcdate loads up to 110 tens and an auxiliary hook and hoisting system designed to accomodate loads up to 15 tons. The span of the fuel handling crane bridge, between wheel truck centerlines, is 47 ft-b in. The fuel handling crane bridge is capable of traveling north and south throughout the full length of the Unit 1 fuel handling building (Figure 9-18) and into the Unit 2 fuel handling building to perform refueling functions there. The trolley travel on the bridge is such that the =ain hook and auxiliary hook =ay approach the East vall of the Fuel Handling Building within 5 ft-10 in, and 9 ft-11 in., respectively, and the West vall of the Fuel Handling Building within 9 ft-k in. and 5 ft-3 in., respectively. The fuel handling crane is designed for periodic load testing to 1255 of rated capacity and was designed to meet the regulations for cranes, booms, and hoists as stated by the Cc=monwealth of Pennsylvaria Department of Labor and Industry and Electric Overhead Crane Institute Specification No 61, Class A Indoor Service. A safety factor of at least five, at rated load and based on ultimate strangth of the caterial used, was required of all parts, including the hoist cable. The major structural =aterial of the bridge and trolley meets ASIM Standard A7 The safety factor, based on yield strength of these parts, is two for the rated 1 cad. Tha safety factor of the concrete corbel which supports the fuel handling crane, based en yield strength of the rebar in it, is 2.25 at rated load. The supporting valls and foundation, of which corbel is an integral part, provide a safety factor considerable in excess of that of the corbel. The structural design of the fuel handling crane is also required to ensure no loss of function during and after a Seismic Class I event while lifting rated load. Rail hold-devn devices are provided to prevent derailment while lifting the load. The crane is also designed to operate continually under maximum operating environ = ental conditions of 120 F and 90% relative humidity 0 and for storage conditions of 60cF nnd 120 F and 655 relative humidity. The crane is capable of inching to maximum lead and controlling the maximum load to within 1/32 inch on either lifting or lowering operations. The fuel handling crane main hoist utilizes a h0 hp 1200 rpm Westinghouse Lif e-line Motor Frs=s Ho. 365-TX cotor with class 3 insulation rated 60 minute 750c rise. The main hoist system includes eddy current braking-(Dynamatic AE-706), a mehcanical load brake (Whiting Model #25) and a solenoid brake (Whiting 13 in. type SESA brake). Either the =echanica: load brake or solenois brake is des-igned to preclude acceleration of the load and to =aintain the load in position when brought to rest. Should the main hoist motor fail to turn the drive shaft to the gear train, the techanical brake vill i==ediately " seize" the load, stop it, and hold it in position during either lifting or lowering of the load. The electric brake is sized to have a torque rating greater than the full load torque of the =otor and operates auto =atically upon termination of crane pcVer. 1485 219 9-32b Am. 50 (2-21-75) 1
h Ii The =ain hoist has 12 parts of 1-1/8 in. diameter special flexible improved-plov steel vire crane rope, 6 strands, 37 vires, hemp core, and is equipped with a sister hook with a shackle hole. A Uhiting autc=atic paddle-type li=it switch is installed fe upper hoist limit to prevent two-blocking situations. The crane is equipped with an overhead bridge cage and pendent controls. The bridge cage is the =ain control center with pendent control acco=plished by an electrical switchover from the cab. Cab control handles are oreinted in the direction of hook function. Pendent controls are spring-loaded to assure auto =atic return to "Off" when hand pressure is released. The crane controls contain a forward and reversing starting contactor, four accelerating contactors, and a pneu=atic time delay relay. Moving the = aster control switch to its first position actuates the starting contactor. This connects the =otor's stator vindings directly to the line and its rotor current to a sesies of grid resistors. As the master switch is advanced to each further position, a contactor is actuated which speeds up the =otor by shunting out one section of resistance erternal to the rotor. When the master switch is advanzai to its final pcsition, all the external resistance has been cut from the av -r rotor circuit and the =otor operates at full speed. The initial stLcting contactors, plus the accelerating contactors, provide five points of acceleration for all the crane motors, =ain and auxiliary hoists, bridges, and trolley travel. A ti=e-delay relay is provided betceen all but the first and second poirts of the = aster control switches to preclude excessive acceleration. Fifty percent electric braking is furniched on the bridge and trolley in order to deek load sway to a mini =us in the event brakes are applied. A 7 in. Wagner Type H hydraulic foot-operated brake in the cab and a T in. Cutler Ha==er Type S 50 ft-lb solenoid is also provided for bridge travel. A 5-in. Cutler Hasner Type S 25 ft-lb solenoid brake is also provided for trolley travel. Testing, maintenance, and operation of the crane is conducted in accordance with American National Standard 330.2 Two monorail hoists, which provide East-West travel, are mounted underneath the North-South bea=s of the bridge of the fuel handling crane. A five ton capacity =enorail hoist, which provides a =axi=== 53 ft lift, is mounted underneath the South beam of the bridge of the fuel handling crane. A three ton capacity conorail hoist, which provides a -av4-v, h0 ft lift, is mounted underneath 1485 220 o-33 Am. 50 (2-21-75)}}