ML19310A093

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Forwards Revision 2A for Consolidated SAR for IF-300 Shipping Cask, Vol 2.Revision Incorporates High Pressure Fuel Rod Accident Analysis for Dry Cask Shipping Mode
ML19310A093
Person / Time
Site: 07109001
Issue date: 04/30/1980
From:
GENERAL ELECTRIC CO.
To:
Shared Package
ML19310A089 List:
References
NEDO-10084-2, NEDO-10084-2-V2-R2A, NUDOCS 8006060078
Download: ML19310A093 (53)
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Text

{{#Wiki_filter:_ _ _ _ l O The following material is to be inserted in Volume II of NEDO-9084-2, "IF-300 Consolidated Safety Analysis Report" 6 8006060078 t

NEDO-10084-2 April 1980 Consolidated Safety Analysis Report for IF 300 Shipping Cask REVISION INDEX for Apr 980 Revision 2A incorporates high pressure fuel rod accident analysis for dry cask shipping mode. Pages to be RE aved Pages to be Inserted Chapter Page No. Date Chapter Page No. Date Volume I Title page 10/79 Legal Notice 10/79 Revision Summary 4/80 Table of Contents lii,1v, v/vi 4/80 Volume II Volume II ,4 Title page 10/79 Legal Notice 10/79 Revision Summary 4/80 Table of Contents 111,1v, v/vi 4/80 Table of Contents 6-1,6-11 10/79 Table of Contents 6-1,6-11 4/80 List of List of Illustrations 6-iii,6-iv 10/79 Illustrations 6-iii,6-iv 4/80 List of Tables 6-v,6-vi 10/79 List of Tables 6-v,6-vi 4/80 Chapter 6 6-13,6-14, Chapter 6 6-13,6-14, 6-15,6-16 10/79 6-15,6-16 4/80 6-19,6-20 10/79 6-19,6-20 4/80 6-85,6-86 10/79 6-85,6-86 4/80 6-91,6-92 10/79 6-91,6-91a through 6-91j,6-92 4/80 6-113 through 6-113 through 6-118 10/79 6-118b 4/80 I 1 of 2

NEDO-10084-2 ' April'1980 REVISION 2A (CONTINUED) Pages to be Removed Pages to be Inserted Chapter Page No. Date Chapter Page No. Date i Volume II Volume II Chapter 6 Chapter 6 6-123, 6-123, 6-124, 6-124, 6-125, 6-125, 6-126 10/79 6-126 4/80 6-169, 6-169, 6-170 10/79 6-170 4/80 Chapter 11 Chapter 11 11-5,11-6 10/79 11-5,11-6 4/80 h 0 e l l e J 2 of 2

NEDO-10084-2 OCTOBER 1979 l IF 300 SHIPPING CASK CONSOLIDATED . SAFETY ANALYSIS REPORT VOLUMEll NUCLEAR FUEL & SERVICES DIVISION l GENERAL $ ELECTRIC 1

DISCLAIMER OF RESPONSl81UTY This document was prepared by or for the General Elecmc Company. Neither the General Electnc Cce pany not any of the contnbutors to this document: A. Makes any warranty or representation, express or implied, with respect to the accuracy, completeness, or usefulness of We information containedin this docu. ment, or that tha use cf any information disclosed in ttus document may not ontrusge pnvately owned rights; or B. Assumes any responsibility fcr liabrlity or damage of any kind which may result trcm me use of anyinformation disclosed in this document. 5 l 'l 1

NEDO-10084-2 April 1980 CONSOLIDATED SAFETY ANALYSIS REPORT FOR IF 300 SHIPPING CASK Revision and Amendment Date Summary NEDO-10084-2 10/79 Consolidation of previous licensing documentation. NEDO-10084-2A 4/80 Incorporation of high pressure fuel rod accident analysis for dry cask shipping mode. REVISION CODING KEY: New or changed information is indicated by vertical bars in the right margin opposite the new or changed information: "N" indicates new information; "E" indicates editorial changes or corrections. DOCUMENT NUMBER KEY: NEDO-10084-2 A Revision /erialj Prefix S - Document Series

NEDO-10084-2 April 1980 TABLE OF CONTENTS Page I. INTRODUCTION 1-1 II. DESIGN

SUMMARY

2-1 2.1 Cask Description 2-1 2.2 Structural Analysis 2-4 2.3 Thermal Analysis 2-8 2.4 Criticality Analysis 2-12 2.5 Shielding Analysis 2-13 2.6 Fission Product Release 2-16 2.7 Regulations 2-17 2.8 Operating and Maintenance 2-17 2.9 Fabrication and Quality Assurance 2-18 III. FUELS AND CONTENTS DESCRIPTION 3-1 i 3.1 Fission Product Activities and Powers for the Design Basis Fuels 3-1 3.2 Axial Peaking Factor 3-9 3.3 Fission Product Generation 3-9 3.4 Fuel Acceptance 3-9 3.5 Defective Fuel 3-13 3.6 Non-Fuel Contents 3-17 IV. EQUIPMENT DESCRIPTION 4-1 4.1 Shipping Package 4-1 4.2 Cask Lifting Yokes 4-10 4.3 Alarm System 4-11 4.4 Intermodal Transportation -- Information Only 4-11 V. STRUCTURAL INTEGRITY ANALYSIS 5-1 5.1 Introduction 5-1 5.2 Design Loads 5-1 5.3 Materials 5-3 5.4 Vessel Design Stress Analysis 5-10 5.5 30-Foot Drop -- Energy Absorption and Deceleration 5-28 5.6 30-Foot Drop -- Component Stresses 5-49 111

NEDO-10084-2 April 1980 TABLE OF CONTENTS (Continued) Page 5.7 40-Inch Drop Puncture 5-195 5.8 Cask Tiedown and Lif ting 5-203 5.9 Engagement of Cask and Tiedowns 5-278 5.10 Corrugated Exterior Water Containment 5-280 5.11 Cask Lif ting Yoke -- Standard 5-286 5.12 Cask Reliability Under Normal Conditions of Transport 5-298 5.13 Section conclusion 5-339 5.14 References 5-339 Appendix V-1: NEDO-21746 5-344 VI. THERMAL ANALYSIS 6-1 6.1 Introduction 6-1 6.2 Summary of Thermal Analyses 6-4 6.3 Procedures and Calculations 6-20 q 6.4 Cooling System Sizing 6-118a 6.5 Cavity Relief Valve 6-124 6.6 Other Cask Valves 6-141 6.7 Confirmation of Cask Thermal Performance 6-149 's 6.8 Decay Heat Limits 6-165 6.9 Section Conclusions 6-166 6.10 References 6-168 Appendix VI-1: IF-300 Shipping Cask Demonstration Testing Report, Cask #301 6-171 VII. CRITICALITY ANALYSIS 7-1 7.1 Introduction 7-1 7.2 Fuel Description 7-1 7.3 Summary and Conclusions 7-5 7.4 Cross-Section Dimensions 7-8 7.5 Cask Calculation 7-21 7.6 Effects of Cladding Thickness and Material 7-?6 7.7 14 x 14 Rod Array Bundles 7-28 7.8 Infinite Array of Casks 7-28 } iV

NEDO-10084-2 April 1980 TABLE OF CONTENTS (Continued) Page 7.9 Effects of U-235 in the Shield 7-30 7.10 Reflection from Heavy Metal Shielding 7-30 7.11 Dry Cask Shipping (Air-Filled Cavity) 7-30 VIII. SHIELDING 8-i 8.1 Fuel Bases and Source Terms 8-1 8.2 Shielding Methodology 8-6 8.3 Internal Shielding 8-20 8.4 Air-Filled Cavity 8-20 8.5 Dose-Rate Acceptance Criteria 8-20 I;.. CALCULATED FUEL ROD PERFORATION TD!?ERATURES FISSION GAS RELEASE AND TOTAL CASK ACTIVITY 9-1 9.1 Introduction 9-1 9.2 Fission Cas Generation 9-1 9.3 Fission Gas Release and Fuel Pin Pressures 9-8 9.4 Fuel Rad Perforation 9-17 9.5 IF 300 Cask Inventory 9-20 9.6 IF 300 Cask Fission Gas Release -- PWR Configuration 9-20 9.7 Cask Coolant Activity and Total Releases 9-32 9.8 Fuel Rod Pressure Considerations 9-36 9.9 Section Conclusion' 9-37 X. SAFETY COMPLIANCE 10-1 10.1 Introduction 10-1 10.2 10CFR71 10-1 10.3 49CFR173 10-4 10.4 Section Guide 10-5 XI. QUALITY ASSURANCE AND TESTING 11-1 11.1 Introduction 11-1 11.2 Quality Assurance Plan 11-1 11.3 Testing 11-5 Appendix XI-1: QA Plan summary 11-9 Appendix XI-2: Questions and Responses 11-10 v/v1

NEDO-10084-2 April 1980 TABLE OF CONTENTS VI THERMAL. ANALYSIS P,,ag e,

6.1 INTRODUCTION

6-1 6.1.1 Heat L.ad Basis 6-1 6.1.2 Cask Cooling System 6-1 6.1.3 Dry Shipping 6-3 6.1.4 Section Plan 6-3 6.2

SUMMARY

OF THERMAL ANALYSES 64 6.2.1 Normal Cooling - Water-Filled Cavity 6-4 6.2.2 Loss-of-Mechanical Cooling (LOMC) - Water-Filled Cavity 6-4 6.2.3 50% Shielding Water Loss (SWL) - Water-Filled Cavity 6-6 6.2.4 30-Minute Fire - Uater-Filled Cavity 6-9 6.2.5 Post-Fire Period (PF) - Water-Filled Cavity 6-10 6.2.6 Cold Conditions - Water-Filled Cavity 6-12 6.2.7 Normal and LOMC Cooling - Air Filled Cavity 6-12 6.2.8 Accident Conditions - Air-Filled Cavity 6-14 6.2.9 Miscellaneous Thermal Considerations 6-15 6.2.10 Summary of Cask Thermal Tests 6-19 6.3 PROCEDURES AND CALCULATIONS 6-20 6.3.1 Introduction 6-20 6.3.2 THTD Computer Program 6-21 6.3.3 IF-300 Cask Computer Model 6-24 6.3.4 Corrugated Area computation 6-38 6.3.5 Cavity Radiator Effect 6-41 6.3.6 Forced Air Cooling an Cask Exterior 6-42 6.3.7 Water Equivalert Conductivity 6-44 6.3.8 Fuel Cooling Under Water-Filled Cavity Conditions 6-46 .(

6. 3. 9 Normal Cooling - Discussion 6-48
6. 3.10 50% Shielding Water Loss - Discussion 6-48 6.3.11 loss-of-Mechanical Cooling - Discussion 6-51 6.3.12 30-Minute Fire - Discussion 6-53 6.3.13 Post-Fire Conditions 6-54 6.3.14 Fuel Temperature Under " Dry" Cavity Conditions 6-75 6.3.15 Cold Cendition - Water-Filled Cavity 6-92 6.3.16 Effects of Antifreeze on Cask Heat Transfer 6-94 6.3.17 "uel Temperatures 1.s the Cavity Votd Volume 6-95 6.3.18 Thermal Expansion of Liquids - Effects on Pressure 6-96 6.3.19 Ef fects on Cavity Pressure as a Result of Cask

) 1 Cavity and Contents Expansion - Water-Filled Cavity 6-109 1 6.3.20 Ef fects of Residual Water on Cavity Pressure for Air-Filled Cavity 6-113 6.4 COOLING SYSTEM SIZING 6-118a lE 6.4.1 Analysis Procedure 6-119 6.4.2 Discussion 6-122 i 6-1

k NEDO-10084-3 October 1979 TABLE OF CONTENTS (Continued) l P,,agg i 6.5 CAVITY RELIEF VALVE 6-124 ? 6.5.1 Description and Characteristics 6-124 6.5.2 Valve Functioning Under Accident Conditions 6-128 6.5.3 Valve Usage and Fabrication 6-129 6.5.4 Conclusions 6-140 6-141 6.6 OTHER CASK VALVES 6-141 6.6.1 Introduction 6.6.2 Periodic Testing 6-147 6.7 CONFIRMATION OF CASK THERMAL PERFORMANCE 6-149 6.7.1 Equipment and Test Facilities 6-149 4 6-151 6.7.2 Test Preparation 6-152 6.7.3 Testing 6.7.4 Thermal Testing Report 6-152 6.7.5 Cask Surface Temperature 6-162 6.7.6 Thermal Test Acceptance Criteria 6-162 6.8 DECAY HEAT LIMITS 6-165 6.8.1 Water-Filled Cask 6-165 6.8.2 Air Filled Cask 6-166 6.9 SECTION CONCLUSIONS 6-166 6.10 REFERENCES 6-168 APPENOIX A 6-171 I. Introduction 6-171 II. Hydrotesting 6-172 III. Thermal Testing 6-173 i IV. Conclusion 6-185 4 i e D m,.) 6-11 <y1-

NEDE-10084-2 April 1980 LIST OF ILLUSTRATIONS figure Title Page VI-l Loss-of-Mechanical Cooling Transient 6-7 VI-2 Loss-of-Mechanical Cooling Transient 6-8 VI-3 Fire Transient and Coodown 6-11 VI-4 Heat Race vs. Ice Thickness to Yield 32*F at the Ice Annulus Inner Surface 6-13 VI-5 THTD Nodal Network 6-26 VI-6 Correlation Area 6-40 VI-7 Cooling System Nozzle 6-43 VI-8 Tc Versus Tm for Water-Filled IT-300 Cask 6-49 VI-9 PWR Basket Schematic-Steam Flow Pattern 6-57 VI-10 Versus aP for Steam Flow in PWR Basket 6-65 VI-ll Cavity Wall Temperature Axial Profile 6-67 VI-12 Fuel Matrix Profiles 6-68 VI-13 Fuel Basket Configuration 6-78 VI-14 Fuel Pin Temperature Model 6-80 VI-15 PWR Fuel Matrix Profile 6-84 VI-16 PWR Basket 6-86 VI-17 IF300 Cask - Hottest Fuel Pin Vs. Ambient Temperature for PWR Configuration With Dry Cavity 6-87 VI-18 IF-300 Cask - Hottest Pin Decay Heat for BWR Configuration With Dry Cavity 6-88 VI-19 IF300 Cask - Hottest Pin Vs. Decay Heat far PWR Configuration With Dry Cavity 6-89 VI-20 IF300 Cask-Hottest Pin Vs. Decay Heat for PWR Configuration With Dry Cavity 6-90 VI-20A THTD Results - Dry Cavity Temperature Profile for Low Heat N Load 6-91b 4 VI-20B Center-Rod Temperatures for Square Arrays of 36, 49, 64, 81, 100, and 121 Fuel Cladding 6-91g VI-20C Center-Rod Temperatures for Square Arrays of 144, 169, 196, 225, 256, 289, 324, and 361 Fuel Cladding 6-91h N VI-21 Shield Barrel Surge Tank 6-97 VI-22 IF-300 Cask Void Volume Vs. System Pressure 6-105 VI-23 Void Height Vs. Void Volume 6-114 VI-24 IF-300 Cask Decay Heat Vs. AT Ambient Cavity 6-116 VI-25 Ductwork System 6-120 VI-26 IF-300 Cooling System Curves IF-300 Fan Characteristic Curves 6-123 VI-27 Relief Valve Assembly - Bellows Actuated 6-125 VI-28a Production Test Data Sheet-Pressure Vent Valve Test 6-133 VI-28b Production Test Data Sheet-Hot Test and Set Pressure Test 6-134 VI-28c Production Test Data Sheet-Pressure Set Point Adjustment Seal Weld Hydrostatic Test, and Set Pressure Verification Test 6-135 VI-28d Production Test Data Sheet-Leak Test, Water Leakage Test and Nitrogen Leakage Test 6-136 VI-28e Production Test Data Sheet-Flcw Formulas Relating Water Flow and Steam Flow 6-137 VI-28f Flow Characteristic Curve, Ficw Vs. Accumulation 73J-001 No. 2 6-138 6-111

NEDE-10084-2 April 1980 LIST OF ILLUSTRATIONS (Continued) Figure Title Page VI-28g Calibration Curve 6-139 VI-29 Globe Valve (1-inch) 6-142 VI-30a Valve Test 6-144 VI-30b Valve Test 6-145 VI-30c Clobe Valve Assembly 6-146 VI-31 Circle Seal Relief Valve (5100 Series) 6-148. VI-32 Thermecouple Locations 6-150 VI-33 Ambiant Correction Factors 6-156 VI-34 Bulk Cavity Water Temperature Comparisons-Loss-of-Mechanical Cooling 6-160 VI-35 Cask Surface Temperature Profile Measurement 6-163 Appendix } l IF300 Cask Normal Cooling Normalized Test Results 6-177 2 IF300 Cask Loss-of-Mechanical Cooling Normalized Test Results 6-178 3 IF300 Cask Normal Cooling Test Results at 130*F (Normalization) 6-179 j, 4 IF300 Cask-Loss-of-Mechanical Cooling Test Results at 130*F (Normalization) 6-180 5 IF300 Cask Test Ambient to 130*F Ambient Normalization Values 6-181 .T ~ 2 i l' I I ) 6-iv + w' v (

NEDE-10084-2 April 1980 LIST OF TABLES Table Title Page VI-l Characteristics of Design Basis Fuels and Cask 6-2 VI-2 Cask Temperature Distribution Normal Cooling 6-5 VI-3 Cask Temperature - Loss of Mechanical Cooling 6-5 VI-4 Temperature Comparison 6-9 VI-5 Cask Temperature Distribution End of 30-Minute Fire 6-10 VI-6 Cask Temperature Distribution Post-Fire Cooldown 6-12 VI-7 Maximum Fuel Cladding Temperatures Under Dry Cask Conditions 6-14 lE VI-8 Fin Effective Area 6-27 VI-9 Ah - Free Convection 6-29 ee VI-10 Emissivity Parameters 6-32 VI-11 Radiation Parameters 6-34 VI-12 Emissivity Comparison 6-35 l VI-13 Stainless Steel and Depleted Uranium Thermal Conductivity 6-35 VI-14 Fuel Properties 6-36 VI-15 Water Equivalent Conductivity 6-37 VI-16 Water Properties 6-45 VI-17 150*F Water Conductivity 6-46 VI-18 Water Cooling Variab1'es 6-47 VI-19 Fuel Rod Temperatures 6-48 VI-20 PFE Wall Temperatures 6-58 VI-21 FWR Channel Properties 6-61 -VI-22 Friction Factors 6-63 VI-23 Pressure Loss 6-64 VI-24 Cavity Surface Temperatures 6-66 VI-25 Total Condensate Flow Rate 6-72 VI-26 Wooton-Epstein Correlation Parameters 6-81 VI-27 Fuel Matrix Temperatures 6-83 VI-28 Maximum Fuel Cladding Temperatures Under Dry Cask Conditions 6-91 lE -4 VI-28A Cox Correlation Inputs and Results for The Accident Conditions 6-911 VI-28B Emissivity Comparison 6-911 VI-29 Cask-Shielding Tank Liquid 6-93 VI-30 Expansion Volumes 6-99 VI-31 Void Volumes and Pressures 6-103 VI-32 Pressure Variation 6-104 VI-33 Equilibrium Void Space 6-107 VI-34 Cavity Volumes 6-110 VI-35 Volume Summary 6-113 VI-35 Summary of Duct Loss and System Point Calculations 6-121 VI-36 Blower Operating Characteristics 6-122 VI-37 Valve #2 Test Summary 6-132 VI-38 Valve #3 Water Flow Test 6-140 VI-39 "ests and Criteria 6-141 VI-40 Cask 301 LOMC 6-157 VI-41 Cask 302 LOMC 6-158 VI-42 Cask 303 L0"C 6-158 VI-43 Cask 304 LOMC 6-159 6-v

i NEDE-10084-2 April'1980 4 i LIST OF TABLES (Continued) r Table Title Page 'VI-44 Cask Heat Lead to Produce 420'F Water Temperature Appendix 6-161 l 1 Normal Cooling - Test Ambient 6-182 F 2 Normal Cooling. - 130'F Ambient 6-182 3 LOMC - Test Ambient 6-182 1 4 LOMC - 130*F Ambient 6-183 1 VI-3 Cask Temperature Distribution-LOMC 6-184 ? 5 1 l 4 t i t ? 4 ~ ~. f 1 i I l 6-vi I o e+ia -c 5-w r-w---a.e c

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NEDO-10084-2 April 1980 a "zero release" unit under accident conditions. On this basis the air is considered to be " contents" not "coolar.;' and is not required to be sampled before and after shipment. This is discussed in Chapter IX. The heat load for dry shipping is 40,000 Btu /hr (12 kW). This value was somewhat arbitrarily chosen based on providing an overlap on the wet low temperature heat load of 36,400 Btu /hr (6.2.6). The impor-cant parameter in the analysis of dry shipping is maximum fuel clad-E ding temperature. Table VI-7 shows the maximum fuel cladding tem-peratures for both BWR and PWR fuel assemblies under the regulatory high and low ambient air temperature conditions. For each condition and fuel type, the maximum cladding temperatures are computed for both the system cocditions of operation and inoperation. E Table VI-7 E MAXIMUM FUEL CLADDING TEMPERATURES ,s UNDER DRY CASK CONDITIONS j Maximum Fuel Cladding Temperature, *F Cooling Fuel Type System @T 0*F amb @ T,,g = -40*F = BWR (7 x 7) On 480 315 Off 510 370 PWR (15 x 15) on 635 520 Off 650 535 E The average fuel cladding temperature considering all rods contained E in the cask will be much lower than those in Table VI-7. The maxi-mum cladding temperatures shown above are significantly below the E cladding failure values (see: Chapter IX). 6.2.8 Accident Conditions - Air-Filled Cavity For an air-filled cavity under accident conditions at 130*F ambient N air with a 40,000 Beu/hr heat load, the maximum cavity wall and fuel N ,A 6-14

NEDD-10084-2 April 1980 cladding temperatures may reach 377*F and 658'F, respectively. Even under these severe conditions, none of the cavity centents will be N released from the cask. 6.2.9 Miscellaneous Thermal Considerations 6.2.9.1 Ef fects of Ethylene Glycol (Antifreeze) on Neutron Shielding Liquid Heat Transfer To preclude the freezing of the neutron shielding water under low temperature conditions ethylene glycol will be added to form a fif ty-fif ty volume percent mixture. This mixture has a freezing point below the regulatory -40*F low temperature limit. Thermal tests of the IF-300 casks show that the effective conduc-tivity of the water-antifreeze mixture was less than that of water alone. As a consequence it is necessary to place heat load-related restrictions on the cask on a seasonal basis. If the total package decay heat is greater than 183,400 Btu /hr then the following may be used as the neutron shielding medium: e Water only - Iky through October -{ 50/50 volume percent mixture of ethylene glycol and e water - October through May If the decay heat is less than 183,400 Btu /hr the ethylene glycol-wa e mixture may remain in place all year. 6.2.9.2 Fuel Cladding Temperatures in Cavity Expansion Void - l E Water-Filled Cavity W1.en the cask is horizontal and the cavity water is relatively cool (i.e. early stages of heat-up transient) a few rows of fuel rods are temporarily uncovered. Once the cavity water heats and expands then all the fuel becoues covered. 6-15

NEDO-10084-2 April 1980 i l ~

)

I Tu place an upper value on fuel cladding temperature, it was assumed E t that only free convection cooling of the exposed fuel rods occurred (no radiation). Furthermere, the maximum cavity temperature under LOMC conditions was also assumed. The resultant cladding temperature is 567'F. This is significantly below the cladding failure temper-ature (see Chapter IX). E 1 6.2.9.3 Thermal Expansion of Liquids - Effects on Pressure The IF-300 cask has two regions which may contain liquids, the cask inner cavity and the neutron shielding barrel. This latter structure is in two sections each of which is pre-sure-retaining. The inner cavity is water-filled for heat loads in excess of 40,000 Beu/hr and may be air-filled at lesser loads. The neutron shielding barrels always remain liquid-filled, sometimes with water and at other times with a mixture of water and ethylene glycol (see 6.2.9.1). i i 2 a. Neutron Shielding Barrels Each shielding barrel section has an associated liquid expansion space. This space comes f rom both the small voids of trapped air in the upper sections of the corruga- \\ tions (cask horizontal) and the expansion tanks mounted external to the neutron shielding structure. The expan-l i sion tanks are sized such that at minimum water volume (4*C) there is at least 4-1/2 inches of shielding liquid, the minimum analyzed. As the temperature rises the liquia expands first into the remaining barrel voids and then into the external tanks. The neutron shielding system is rated at 200 psig and has safety relief valves set at that p res su re. Thermal tests on Cask #301 confirmed that under LOMC conditions the neutron shielding barrels remain below 200 psig. i 6-16 n -7 <y -7, y - + -

NEDO-10084-3 April 1980 l 6.2.9.6 Ef fect of Residual Water on Cavity Pressure - Air Filled Cavity As discussed in Section 6.2.7 the cask cavity may be air-filled instead of water-filled if the fuel decay heat is 40,000 Beu/hr or less. The IF-300 cask cavity design does not permit cumplete draining; a small volume of water remains. The presence of this residual water and the temperature of the cavity wall and contents act to pressurize the cavity under certain circumstances. The calculations show that the residual water is less than one cubic 3 foot for both the BWR and PWR configurations (0.605 f t and 0.420 ft respectively). At an average cavity wall temperature of 210*F (LOMC, 130'F ambient air conditions), the cavity pressure is less than 78 psia. For the accident case at 130*F ambient, the cavity wall temperature N may reach 377'F and the cavity pressure may reach 254 psia. The cavity relief pressure is 375 psig, providing a substantial relief margin. N 6.2.10 Sumary of Cask Thermal Tests Section 6.6 discusses the details of the thermal test procedures, cask thermal acceptance criterion and the results of tests on casks 301 i through 304. -( The maximum permitted heat load for the IF-300 cask is 210,000 Btu /hr, however, based on the thermal tests and the acceptance criterion, each cask is assigned a specific maximura heat load which will be equal to or less than 210,000 Btu /hr. Each cask fabricated will undergo a thermal test to determine maximum heat load prior to being accepted for use. i The following table shows the heat load limits for casks 301 through 304. Cask No. Maximum Heat Load 301 210,000 Btu /hr 302 202,000 Stu/hr 203 206,000 Btu /hr 304 194,000 Btu /hr 6-19 -r- -w ,7 y--, .,r

NEDO-10084-2 Octobe. 1979 The thermal tests suggested that the computer model slightly under predicted cask temperatures. As a result, the reduct'.an in design-basis heat load was necessary. Also contributing to this decrease was the NRC requirement of cavity pressure / temperature limitations with-out giving credit for the effects of the mechanical cooling system. The thermal test results formed the basis for the conclusions on the thermal effects of ethylene glycol in the neutron shielding barrel. In addition to determining cack heat loads thermal test data are used in conjunction with the computer model and the temperature measurements taken while in use, to perform an annual evaluatien of cask thermal per-formance. This is to determine if there has been any degradation of the cask's ability to dissipate heat. 6.3 PROCEDURES AND CALCUI.ATIon 6.3.1 Introduction The thermal analyses of the various conditions summarized in Section 6.2 have been, with minor exceptions, calculated by computer. These cal-culations are based on parameters specified in Table VI-l (Section 6.1). This section of the report describes the calculation / methodology incor-porated in the various computcr codes, discusses the bases for the pro-cedures used, and details the calculations performed. It should be reemphasized that the thermal analysis is not based on specific fuels but rather on a " design basis" configuration that sets an analyzed upper limit on the cask thermal capacity. The cask is intended as a general purpose container and, as long as the design basis conditions are not exceeded, will function adequately and safely for any light water moderated reactor fuel that may be placed in the cavity fuel baskets. See Section III for a detailed fuels description. ..) 6-20

.d NEDO-10086-2 April 1980 " squared" by dividing the circumference by four as shown in Figure VI-16. The number of fuel rod rows was taken as the square root of the total number of rods (225 X 7 = 1575). The resulting maximum fuel cladding temperature at a wall temper-lE i ature of 740*F is 1555'F. This value is approximately one percent lower than the "two-step" mc_ hod results of 1576*F. 6.3.14.5.A Dry Shipping Low Heat Load Fuel in the IF-300 Cask The Wooton-Epstein correlation was applied to the evaluation of I post-accident fuel cladding temperatures. This same methodology lE is used to estimate fuel cladding temperatures for the air-filled iE cavity at a total cask decay heat rate of 40,000 Beu/hr. Both normal cooling and LOMC casts are considered. Only the hottest fuel cladding temperature in the fuel matrix is identified. A time-sharing program was written to solve equation 6.30 directly for a load of BWR fuel and indirectly via the "two-step" method of PWR fuel. The program takes heat generation and cavity wall temp-erature as input and computes the hottest fuel cladding temperature. lE Combining the time-sharing input / output with the thermal test results '5 of cask #301, yields a plot of ambient air temperature vs. maximum lE fuel cladding temperature for a series of heat loads with and without the cooling system in operation. These relationships are shown as Figures VI-17 and VI-18 for the BWR and PWR configurations respectively. By cross-plotting the data from Figures VI-17 and VI-18, the relation-ship between heat load and maximum fuel cladding temperature can be lE obtained for any given ambient temperature. To comply with the requirements contained in the federal regulations pertaining to shipping casks, ambient temperatures of +130*F and -40*F were selected for the maximum fuel cladding evaluation. Figures VI-19 and VI-20 lE show heat load vs. maximum fuel cladding temperature for the two lE ambient conditions with and without the cooling system in operation. 6-85

NEDO-10084-2 October 1979 l M I l t--- I T 0 l O o i.u 75 =. 0 A r a l 5.56 in. 8.9688 in. / / /PO ~.t> ) I & 14375 in. TYP FUEL ASSY CAVITY

1. BASKET CIRCUMPERENCE:

10 X S.9688

  • 88.688 in.

1SE875 in. 2 X 1_9375 = 1875 in. 4 X 5.560 = 22 N m. 4 X 1.4375 = 5.75 in. C = 121.513 in.

2. EFFECTIVE HEIGHT:

H=h 121513 'n. 4 = 30.378 en. F%rs VI 16. PWR Basket 6-86

NEDO-10084-2 April 1980 Table VI-28 shows the maximum temperature under these conditions lE at the proposed maximum dry shipment heat load of 40,000 Stu/hr. The average fuel cladding temperature considering all the rods lE contained in the cask will be much lower than the values shown in Table VI-28. Table VI-28 MAXIMUM FUEL CLADDING TEMPERATUICS UNDER DRY CASK CONDITIONS Cooling Fuel Type System Tamb = +130*F Tamb = -40*F BWR (40,000 Btu /hr) ON 480*F 31S*F OFF 510 370 FWR (40,000 Btu /hr) ON 635 520 0FF 650 535 6.3.14.5.B Accident Conditions N The methodology employed in this thermal analysis uses the previous THTD thermal model to obtain the cask cavity temperature and some recently developed models to obtain the fuel cladding temperature. 4 The focus of the analysis is on the cask and fuel behavior under post-fire accident conditions since this has been analyzed (Sec-tion 6.2.5) to be the worst-case environment. This thermal analysis is an intermediate step in the evaluation of the maximum cavity pres-sure in the cask under accident conditions. The determination of the cavity and fuel cladding temperatures will permit the calculation of the partial pressures of the cavity air, fuel rod residual gas, and water vapor which together make up the total pressure in the cask cavity. The cavity pressure analysis is described in Section 6.3.14.6.2 for accident conditions. 1. Cask Cavity Wall Temperature The THTD heat transfer code described in Section 6.3.2 was used to calculate the cask cavity wall temperature N 6-91 l-

NEDO-10084-2 April 1980 s distribution under fire-accident conditions. The cask N heat load used was 40,000 Beu/hr with the cask in the dry operating mode. The IF-300 cask temperature distribution at the start of the fire-accident analysis is the no-mechanical cooling condition at 130*F ambient air temperature. The cask model assumes that the neutron shielding liquid has been vented due to mechanical damage of its containment structure from the 30-foot drop. The neutron shielding containment structure acts as a thermal radiation barrier during the 1475*F/30 minute fire condition, thus limiting heat input to the cask. However, following the termination of the fire the cask body continues to heat because the void left by the vented neutron shielding liquid presents a large resistance to the outward flow of the content's decay heat. At equi-librium the principal heat transfer mode across the neutron N shielding void space is radiation. The general boundary conditions and material properties, including a 0.6 emissivity for the cask outer shell, dis-i. cussed in Sections 6.3.3, 6.3.4 and 6.3.5 were used as input to THTD with the 40,000-Btu /hr heat rate to calculate the cavity equilibrium temperature. The results are plotted in Figure VI-20A. A maximum temperature of 377*F occurs at the cask cavity mid-length as compared to the minimum of 170*F at the cask ends. The IF-300 cask cavity temperature distribution is not af fected by the contained fuel configura-tion or array size as long as the active length of the heat source is approximately 12 feet. The fuel configuration and array size are only important in the determination of the fuel cladding temperature. The maximum temperature of the cavity wall was used to calculate the fuel basket chan-1 nel and fuel cladding temperatures. N s 6-91a

l NEDO-10084-2 April 1980-N 1 1 1 800 ~ CASK HEAD CASK MID-LENGTH 600 ,C m-W5 7 5 $ 400 w N d< E U; 300 5 200 200 I I I I I l l o 1860 m 2260 2460 2660 2860 3060 3260 CAVITY WALL NODE NUMBER Figura VI-20A. THTD Results - Dry Cavity Temperature Profile N for Low Heat Lead 6-91b

NEDO-10084-2 April 1980 2. Fuel Basket Channel Temperature N A program entitled SCRHT (Sparrow and Cess Radiative Heat Transfer) was written to calculate basket channel tem-peratures for both BWR and PWR fuel. The input boundary condition used for SCRHT was the maximum cask cavity wall temperature obtained from the THTD cask model. SCRHT is a radiation-only code and thus it tends to conservatively predict channel temperatures. The SCRHT computer code calculates the channel surface temperatures given the fuel bundle heat flux and the cavity wall temperature. The method used to calculate the torper-atures is described in Reference 6.26. The method involves i the solution af two equations, one for the surface for which the temperature is prescribed, and the other for surfaces with prescribed heat-flux. For the prescribed temperature N case the equation is given by: .,T.) N 1 N 9 q 1 4 I -1 ; 1111 N T 'f g = A ij j --1-c ij Aj f j=1 j=(N +1) 1 m 4 where N y = Number of surfaces with prescribed temperatures I l N = Total number of surfaces o = Stefan-Boltzmann constant c = Emittance of ich surface f Q /A = Heat flux of ich surface 1 1 3 i 6-91c o e

NEDO-10084-2 April 1980 T = Temperature of jth aarface N 3 'i ^1j "1-c ( ij ~ ij) f 6 ) = Kronecker Delta = 1 for i = j 1 = 0 for i 4 j ~l Y=X 6 - (1-c ) F ) 13 f X = ij c F ) = Geometric shape factor from surface i to j, f found by the crossed string method of Hottel. 1 For the surfaces in which the heat flux is prescribed, N the temperature of the surface is given by: 1 N N f gj oT) +[ oT Y t (N M) $9 = ij f j=1 j=(N +1) f where: 1-c 6 4 ij ij + Yij = i l The other variables are as previously defined. Thus, by applying the above equation to each of the fuel channels in the cask, the channel surface temperatures can be calculated. Also, applying the previous equation to the cask cavity surface allows the calculation of the cask heat flux, since its temperature is known. N s-91d ,v s

NEDO-10084-2 April 1980 s The BWR and PWR configurations modeled using the SCRHT code-N calculated wall temperature are shown in Figure VI-13. Based on a uniform cask wall temperature of 377'F and an emissivity of 0.67 for all surfaces, a maximum temperature of 538'F was calculated for the central channel of the BWR basket. The maximum central channel temperature of the PWR basket was 530*F. These maximum channel temperatures were used to calculate the maximur cladding temperatures for the BWR and PWR fuels. 3. Fuel Cladding Temperature The fuel cladding temperatures were calculated using the R.L. Cox radiative heat transfer array method described in Reference 6.27. The Cox method was developed for calculating cladding temperatures in spent nuclear fuel assemblies. The Cox method was conservatively applied to the IF-300 cask for BWR and PWR fuel assemblies by assuming that the maximum N basket channel wall temperatures of 538 F and 530 F, respec-tively, were uniformly distributed over the entire length of every channel. i Using the Cox correlation, the hottest fuel cladding tem-4 perature was calculated frcm: '1 i ~ mA ~ Q 1 (1-c y,^1 +T Z+ T = A# I \\ n l I where: a = Stefan-Boltzmann constant T = Maximum fuel cladding temperature, *R t I Channel temperature

  • R-N l

T = n i l o-91e l w

O NEDO-10084-2 April 1980 Emissivity N e = No. pins in array m = Pin heat transfer area, ft /ft A = y Channel heat transfer area, ft /ft A = Q /A Pin surface heat flux, Btu /hr ft = y y Geometry factor Z = The geometry factor Z from Reference 6.27 is plotted in Figures VI-20B and VI-20C as a function of the rod pitch to diameter ratio (PDR). The bounding BWR and PWR input parameters with their resultant feel cladding temperatures are tabulated in Table VI-28A. The highest cladding temper-ature calculated was 675'F for a 14x14 PWR fuel assembly. N 4. Emissivity Sensitivity The sensitivity of cask temperatures to changes in emis-sivity of the cask outer shell and the neutron shielding s barrel was examined. Under accident conditions the decay heat is radiated across the void created by the loss of the j neutron shielding liquid. It is i=portant to determine the effect on cask temperatures of a reduction in the emissivity of the two shells bounding the void. The THTD code and the subsequent fuel cladding temperature 4 correlations were utilized with an emissivity of 0.4 rather than the 0.6 value for the cask outer shell. As expected, there was a subsequent elevation of cavity surface tem-peratures as well as fuel clad temperatures. As a result, the cask internal pressure increased but remained well below the relief valve setting of 375 psig. Table VI-28B compares the two emissivity cases. N 6-91f

NZDO-10084-2 April 1980 s N 34 32 30 28 26 24 22 m = 121 N 20 g ?o { 1s ,,, no l 5 N _) w i 2 16 O m = 81 l C 14 12 m =64 to N ~ s - = m = 36 i l 6 - 4 1 f f I l 1 1 I l l f 1.00 1.05 1.10 1.15 1.20 1.25 1.30 1.35 1.40 1.45 1.50 1.55 1.60 POR Figure VI-20B. Center-Rod Temperatures for S.[uare Arrays of 36, 49, 64, 81, 100, and 121 Fuel Clalding N j 6-91g

NEDO-10084-2 April 1980 i I l N 95 90 as 80 75 ,o 65 N b e so I m =361 55 N = 8 m = 324 w o 50 m = 289 45 m = 256

  1. b I 38 38 m.i 30 m =169 25 m = 144 20 15 I.

I l I I I 1 1.00 1.4 1.10 1.15 1.20 1.25 1.30 1.35 1.40 1.45 1.50 1.55 1.60 POR Figure VI-20C. Center-Rod Temperatures for Square Arrays of 144 N 169, 196, 225, 256, 289, 324, and 361 Fuel Cladding 6-91h

NEDO-10084-2 April 1980 N Table VI-28A COX CORRELATION INPUTS AND RESULTS FOR THE ACCIDENT CONDITIONS Type BWR PWR PWR Array 7x7 14x14 15x15 Active rods 49 176* 200* Rod OD, in. 0.562 0.413 0.422 Rod pitch, in. 0.738 0.553 0.563 PDR 1.32 1.34 1.33 A, f t /f t 0.147 0.108, 0.110 y Q, Btu /hr ft' 3.78 2.95 2.38 y A, ft /ft 1.92 2.92 2.92 n 49 196 225 m 0.67 0.67 0.67 c T, F** 538 529 529 n .) T, *F** 582 658 646 N f

  • Approximately 10% of rod positions are used for instrumen-tation and control applications.
    • Shown in *R in equation.

Table VI-28B EMISSIVITY COMPARISON Case I Case II Emissivity, c 0.6 0.4 Peak bbl surface temperature, 'F 160 165 Peak outer shell temperature, 'F 330 370 Peak cavity surface temperature, 'F 377 415 Peak channel wall temperature, *F 529 533 i Peak fuel cladding temperature,*F 658 675 i Peak cavity pressure,* psia 254 358

  • Relief valve lif ting pressure is "5 psig.

N l '6-911-i I

NEDO-10084-2 April 1980 6.3.14.6 Summary and Conclusions A. Wet Shipping Mode - Accident Conditions The Wooton-Epstein correlation was used to calculate the fuel cladding temperature for wet shipment under accident con-ditions. This correlation was slightly modified to more accurately describe the PWR fuel configuration. As a double check on the modification the correlation was applied directly and found to predict the maximum fuel cladding temperature E within one percent. Furthermore, the temperature error was in the conservative direction (e.g., modified version produced a higher temperature). The BWR configuration geometry permitted a direct application of the correlati:n. Since the PWR is the more severe case, the temperature profile of Figure VI-15 will form the basis for the fission gas release analysis of Section IX. B. Dry Shipping Mode - Accident Conditions The Cox method which was recently developed was used to calculate the fuel cladding temperature for dry shipment under ac cident conditions. The PWR fuel cladding temperature was the highest and will be used in calculating the cask cavity pressure in Subsection 6.3.20. j 4 ],. 6-91j 1

NEDO-10084-2 October 1979 6.3.15 Cold Condition - Water Filled Cavity Figure VI-4 summarizes the results of the " cold conditions" calcu-lation. Note that calculations have been made only for the forced cooling case since it represents the maximum heat dissipation con-dition. The procedures used to perform these calculations are summarized below. The calculation procedure consists of the following steps: 1. Compute the equivalent conductivity (k,) of the cask wall, including exterior water. This equivalent value is a function of the position and conductivity of each cask wall component. .in(D,/D ); + in(D,/D )2 + in(D /D )3. 1 f f 1/k (6.32) E = e in(D /D ) ki k2 k3 g \\ where: conductivity (Btu /hr-ft *F) k = outside diameter, ft D = inside diameter, f t D = 1 Numbered subscripts denote various shells. 2. Set up the AT across the cask wall usir.g the equivalent conduc-tivity and the following: in(D /D ) (6.33) AI = g 2r g e where: linear heat rate, Btu /hr-f t Q = J 6-92

NED0-10084-2 April 1980 Table VI-35 VOLUME SUNMARY Item BWR PWR av, ft 0.68 0.66 hard., ft .096 .082 AV AV ft .584 (increase) .588 (increase)

net,

% of free volume 0.7 0.72 3. Water level - cask horizontal The water level in the cask forms a segment with the cavity wall. The volums of this segment is given by ~ { - (R - h) $ 2Rh - h V = i-R Cos where: i = effective cavity length R = cavity radius h = void volume height, max. This relationship is valid until the fuel bundles are reached. Thereafter, the segment volume must be corrected for bundle volume. Figure VI-23 shows the void height vs. void volume for both cask configurations. From this a AV = 0.584 ft pro-duces a water level change of only 0.24 inches, an insignificant amount. This has no effect on cask operating conditions. 6.3.20 Effects of Residual Water on Cavity Pressure for Air-Filled Cavity N The IF 300 cask cavity cannot be totally drained so that less than one cubic foot of water will remain in the cask when drained for N I 6-113 I

NEDO-10084-2 October 1979 W<ue 5 e o 4 a e o 3 2 1 [ o m a 0 t A o <S n .c 5 w2 o 3 o eg = R Og gW e N N S E $d ND Q j ua m E "k e a s o P-S N d I h i I I I I I I o a N e e v. et N. o ~ o o o o o o o o 084) '41HD43 H CIOA I I I I I I I I I s s s s A s s i o e e n. o aq e e, q e a n a w n n l 6-114 1

NEDO-10084-2 April 1980 dry shipment. The following analysis examines the effects of this N residual water on cask cavity pressure. 1. Amount of water remaining in cavity The cavity can be drained down to the 1-in. drain pipe diameter. A depth of 1.182 in. of water remains in the cask when it is vertical. Cask basket components displace some of this water and the net residual water for each of the two basket types are as follows: Fuel Basket Water Vol., ft Water Wt., lb BWR 0.605 37.8 PWR 0.420 26.2 When the cask is horizontal, this water will form a segment with the cylindrical cask cavity. This segment will have a maximum depth of 0.8 inches and a chord length of 11.0 inches. It covers N a maximum of 9.3% of the total cavity wall area. 2. Cavity free volume Cavity volume calculations in Section 6.3.19 resulted in values 5 4 as follows: Fuel Loading Free Vol, ft BWR 83.67 PWR 82.22 3. Cask cavity pressure - normal /LOMC conditions The cask cavity pressure is the summation of (a) the cask air pressure, (b) the residual water vapor pressure, and (c) the pres-sure from the residual gas released from the fuel rods. a. Air pressure - The cavity air pressure is assumed to follow i ~ the ideal gas-temperature-pressure relationship. For this N 6-113

NEDO-10084-2 April 1980 calculation, it is conservatively assumed that the air N is at the maximum fuel cladding temperature of 650*F for LOMC conditions as tabulated in Table VI-28. Then the air pressure is given by 2 14.7 x (650+460) P

30.2 psia Pair y7

(460+70) = 1 b. Water vapor pressure - The residual water vapor pressure is determined by the cask cavity wall temperature. For this evaluation, it is conservatively assumed that the water temperature is at the maximum cavity wall temper-ature of 210*F derived from Figure VI-24 for LOMC conditions and a 130*F ambient temperature. Then the water vapor pressure is found in the steam tables to be 14.1 psia P = vapor N 3 c. Residual gas pressure - In the dry shipping mode (< 40,000 Stu/hr), it is expected that no fuel rods will rupture. If in the extreme case it is assumed that all of the fuel rods rupture, then the residual gases in the fuel rods will increase the cavity pressure. The number of moles, n, of residual gas that could be released into the cask cavity is estimated by V 2200 x 1.5 r E " (900 + 460) x 10.73 " RTr where typically 2200 psia, end-of-life rod pressure P = 900*F, rod gas temperature at reactor T = r -) conditions N 6-116

NEDO-10084-2 April 1980 1.5 ft total gas volu=e in all rods available N V = for release It is conservatively assumed that the residual gas released is at the maximum fuel cladding temperature of 650*F. Then the maximum residual gas pressure is nRT, 0.23 x 10.73 x (650 + 460) = 33.3 psia p gas V 82.2 C where 650*F, maximum fuel rod cladding temperature T = 82.2, cask free volume, ft V = The total pressure in the cask is the sum of the partial N pressures or P +P +P P = total air vapor gas 30.2 + 14.1 + 33.3 = 77.6 psia = s. For normal or LOMC conditions, the cask maximum cavity pressure of 77.6 psia is significantly lower than 375 psig, the lifting pressure of the pressure relief valve. 4 Cask cavity pressure - accident conditions The cask cavity pressure is calculated by the same methods used for the normal /LOMC conditions. a. Air pressure - It is conservatively assumed that the air is at the maximum fuel cladding temperature of 658'F, as N 6-117

NEDO-10084-2. April 1980 i s tabulated in Table VI-28A for accident conditions. Then N the air pressure is given by 2 14.7 x (658 + 460) " 31. psia P P y7[= 530 = air b. Water vapor pressure - It is conservatively assumed that the water is at the middle of the cask and has a temperature of 377*F as shown in Figure VI-20A. Then the water vapor pressure from the steam tables is 189 psia P = va r c. Residual gas pressure - It is conservatively assumed that all of the fuel rods fail and release the total moles of residual gas which are at the maximum fuel cladding N temperature of 658'F. Then the residual gas pressure is given by nRT, 0.23 x 10.73 x (658 + 460) = 33.6 psia ,j p gas V 82.2 The total pressure in the cask cavity is the sum of the partial pressures, or total air + + vapor gas 31 + 189 + 33.6 253.6 psia = = For accident conditions, the maximum cask cavity pressure of 253.6 psia is significantly less than the 375 psig lif ting pressure of the relief valve. N J 6-118

8 NEDO-10084-2 April 1980 5. Conclusions N The calculations show that at a maximum " dry" shipping heat load of 40,000 Btu /hr under loss-of-mechanical cooling conditions at an ambient air temperature of 130*F, the cask pressure will not exceed 77.6 psia. Under accident conditions and 130*F ambient temperature the cask pressure will not exceed 253.6 psia. The lifting pressure of the relief valve is 375 psig, which is sub-stantially higher; hence, the cask will not relieve any contents under these extreme conditions. N 6.4 COOLING SYSTEM SIZING This is presented for information only since the cooling system is not a safety related item. The calculation for cooling system sizing is based on the following criteria: a. Minimum air flow with one fan operating shall not be less than 10,000 cfm at standard atmospheric temperature and pressure. b. The jet nozzle arrival velocity with one f an operating shall be not less than 47 ft/sec. 4 c. A pressure drop of not less than 0.60 inches of water shall be j assumed to occur in the jet nozzles. 6-ll8a

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NEDO-10084-2 April 1980 6.5 CAVITY RELIEF VALVE The IF 300 cask cavity is equipped with a pressure relief valve. This unit is located in the valve box closest to the cask head (see Section IV). The relief valve serves two functions: e to protect the cavity from overpressure; and to limit the fission gas release in the post-fire period. e 6.5.1 Description and Characteristics Figure VI-27 shows the 73J-001, Rev. H and J cavity relief valve. This IN unit is manufactured by Target Rock Corporation - a company which supplies similar types of valves to the commercial nuclear power industry as well as the U.S. Navy nuclear program. The valve body is stainless steel with Inconel X-750 for the spring, bellows, shaft assembly, and bellow end assem-bly. The valve is designed for continuous service at 750*F and intermit-tent service at 1000* F. The body is hermetically sealed. The unit is " fail i safe" in that a leaking bellows will still permit the valve to function. The chances of a leaking bellows are rather remote since it is capable of sustaining a 12000 psi external pressure without failure. The replaceable valve seat is f abricated from a filled-Teflon called Rulon-J. This material has a service temperature range from -400*F to +550*F with higher temperatures permitted for short time spans. For use on the IF300 cask the normal service range is more than adequate since maximum valve temperatures, under all conditions, are less chan 450*F. Rulon like Teflon has practically universal chemical inertness. Of the chemicals encountered in commercial practice, only molten sodium and fluorine, at elevated temperatures and pressures, show any signs of attack. Mechanical properties are equally resistant to wear and fatigue. 6-124

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NEDO-10Caa-2 April 1980 6.5.1.1 Valve Performance Specification - The-following are-the--73J-001, - Rev-H 2nd J-relief valve cperating }N parameters: a. Set pressure = 375 psig : 1% at 450*F : 2% b. Resea: pressure = 95% to 99.5% of se: pressure. c. Nominal steam flew at 10% overpressure = 275 lbs/hr (sat.) d. Nccinal water flow at 10* cverpressure = 3 gpm e. Leakage: (recs te=perature) 200 psig, nitrogen <12 bubbles /hr 300 psig, ni:rogen <24 bubbles /hr. 90% of set pressure, water 12 cc/hr. f. 31cudewn: 7.6% =ax. <5% ave. 6.5.1.2 Valve Functioning Referring to Figure VI-27: - f i. a. The relief valve beliews is mechanically compressed at assembly fnom its live length. This ccepressi:n produces a prelead pres-sure en the bellows effective area (1.54 in. ) of 260 psi. This effective pressure acting in the bellows area produces 400 pounds preload force. This preload force presses the valve peppet against its seat. The projected cenical seat area is 0.0077 in., making the contract pressure 52,C00 psi at 0 psig and 32,000 psi at 100 psig (cpera:ing). This high pressure and the " soft" Rulen-J sea: assures gas leak tightness, b. As :he cavity pressure increases the bellows and disk resain socienles s. At 260 psig, :he bellows end red s: arts to save away f rom the valve disk, pulling the enlarged end with it. 6-126 l

j NED0-20084-2 October 1979 compatibility with the cask design criteria. Repairs will follow approved procedures. Maintenance or repair will be conducted by the cask licensee or by subcontract under the direction of the licensee. Audits of the maintenance system will be periodically conducted. 11.2.2.2 Maintenance -- Frequency Philosophy The purpose of periodic maintenance and testing of the cask is to assure that it will function as designed. Periodic tests on an inactive unit are not necessary as long as such tests are performed prior to the next usage period. During usage periods, periodic testing is appropriate. The frequency varies with the component under consideration. 11.2.2.3 Responsibility It will be the rerponsibility of the cask licensee to ensure that the IF 300 shipping casks are maintained to meet all applicable state and federal regulations. Safety and reliability will be emphasized, 11.3 TESTING This subsection discusses or references the tests which will be applied to the cask or to selected cask components. These tests may be initial determinations or they may be periodic. 11.3.1 Tests at Fabrication 11.3.1.1 Cask Cavity The cask cavity cavity, closure, closure seal, piping and valves will be hydrostatically tested to 600 psig at room temperature. 11.3.1.2 Neutron Shielding Containment The neutron shielding barrels, piping, valves and closure valves will be hydrostatically tested to 200 psig at room temperature. Both barrel sections will be simultaneously tested, 11-5

o NEDO-10084-2 April 1980 11.3.1.3 Cavity Relief Valve See: Section VI 9 11.3.1.4 Neutron Shielding Containment Relief Valve See: Section VI 11.3.1.5 Cavity and Neutron Shielding Containment Vent and Fill Valves See: Section VI 11.3.1.6 Thermal Testing See: Section VI 11.3.1.7 Gamma Shield During fabrication, the uranium castings shall be radiographed and N then checked af ter stacking by gamma scan techniques to ass are that there are no radiation leaks and the uranium material is sufficiently sound such that the requirements in 8.5.1 can be satisfied. N E 11.3.1.8 Functional Testing T Prior to delivery for use, the IF-300 cask will be given a complete j functional test. This involves the removal and replacement of the two baskets and the two heads, rotation and removal of the cask from the mounting skid, operation of the cooling systems, operation of the en-closures and remote engagement and disengagement of the lif ting systems. 11.3.2 Periodic Maintenance Tests 11.3.2.1 Cask Cavity The cask cavity with fill / drain and vent valves attached will be tested annually at a hydrostatic pressure of 400 psig (room temperature). 11.3.2.2 Neutron Shielding Containment The neutron shielding containment with vent / fill valves attached will be tested annually at a hydrostatic pressure not to exceed 200 psig. 11.3.2.3 Cavity Relief Valve The cavity relief valve will be tested quarterly. Testing will consist of cracking pressure verification and leakage examination. l ( 11-6 l l

NEDO-10084-2 April 1980 6.12 Trane Ductulator, Form D100-10-1067, The Trane Company, 1950. 6.13 Trane Air Conditioning Manual, The Trane Company,1965. 6.14 Thermophysical Properties Research Center, Thermophysical Prop-erties of High Temperature Materials, Vol.1, Macmillan, 1967. 6.15 H. E. Baybrook, Personal Co=municatioa, Allegheny Ludlum Corp., Research Center, Brackenridge, Pa., June, 1969. 6.16 Chromium-Nickel Stainless Steel Pata, Section I, Bulletin B, Int'1. Nickel Co., 1963. 6.17 H. C. Hottel and A. F. Sarofim, Radiative Transfer, McGraw-Hill, 1967. 6.18 E. R. G. Eckert and R. M. Drake, Jr., Heat and Mass Transfer, McGraw-Hill, 1959. 6.19 C. A. Meyer, etc., Thermodynamic and Transport Properties of Steam, American Soc. of Mech. Engrs., 1967. i 6.20 R. Gordon and J. C. Akfirat, Heat Transfer of 1mpinging Two-Dimensional Air Jets, Journal of Heat Transfer, February,1966. 6.21 Chen-Ya Liu, W. K. Mueller, and F. Landis, Natural Convection Heat Transfer in Long Horizontal Cylindrical Annuli. 6.22 A. K. Oppenheim, Radiation Analysis by the Network Method, Trans-actions of ASME, Vol. 78, pp. 725-735, (1956). 6.23 R. O. Wooton and H. M. Epstein, Heat Transfer From a Parallel Rod Fuel Element in a Shipping Container, Battelle Memorial Institute, 1963. 6-169

NEDO-10084-2 April 1980 - 6.24 J. K. Vennard, Elementary Fluid Mechanics, 4th Edition, John Wiley and Sons, 1962. 6.25 Heat Transfer Data Book, General Electric Company, Corporate Research and Development, Schenectady, N.Y., 1970. i 6.26 E. M. Sparrev and R. D. Cess, Radiation Heat Transfer, Wadsworth N Publishing Company, Inc. 1966. 6.27 R. L. Cox, Radiative Heat Transfer in Arrays of Parallel Cylinders N (ORNL-5239), June 1977. 3 i 4 / i l 6-170 l l i ,}}

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