ML19312D281
| ML19312D281 | |
| Person / Time | |
|---|---|
| Site: | 07106206 |
| Issue date: | 02/27/1980 |
| From: | BABCOCK & WILCOX CO. |
| To: | |
| Shared Package | |
| ML19312D280 | List: |
| References | |
| NUDOCS 8003240113 | |
| Download: ML19312D281 (82) | |
Text
.
.fs Babcock &Wdcox
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' C0f14ERC'. NUCLEAR FUEL PLANT SNM-11U FEBRUARY 27, 1980 LIST OF ATTACHMENTS I
Shipping Safety Analysis - Pages 1-10, dated 2-27-80, including
-the following exhibits and appendices II Exhibit' A' - Drawing ' List - dated 2-27-80 III Exhibit B - Part A, Report on Test of flodel B Fresh Fuel Shipping Container, Minor Drop Tests, Shipping and Handling Tests, pp.1-13, dated 2-27-80 IV Exhibit B, Part B - Report.on Test of Model B Fresh Fuel Shipping Container, 30 ft. Drop Test and Pin Drop, pp. 1-8, dated 2-27-80
- V.
Appendix A to Exhibit B - Test Diagrams VI Appendix B to Exhibit B - Test Photographs VII-Exhibit C:- Lift and Tie Down Provisions on Model B Fresh Fuel Shipping Container, pp. 1-30, dated 2-27-80 C
8003 24'0.
II3
FDDEL B FRESH FUEL SHIPPING C0!ffAlfER Bdl-OFP PACKAGEIDUSA/6206/AF DOCKET 71-6206 SECTION: SHIPPIllG SAFETY ANALYSIS l.0 This section provides the demonstration of the safety of shipping container design, construction, and contents as required by USNRC regulations 10 CFR 71.
1.1 Package Description (71.22) 1.1.1 Gross weight loaded with two fuel assemblics will be 7300 lbs.
maximum.
1.1.2 Model B.
1.1.3 The shipping container is constructed primarily of carbon steel as described in the drawings listed in Exhibit A.
1.1. 3.1 The minimum.020" thick zircaloy or minimum.016" thick stainless steel cladding of the fuel rods is considered the containment vessel.
The loaded fuel rods arc then arranged in a rigid configuration with a 8.6" x 8.6" maximum cross section and having a volume of water (i.e., void) to UO ratio of not more 2
than 2.0.
1.1. 3. 2 Two(2)3/16inchthickfulllengthboronatedstain-less steel plates containing at least 1.5% by weight natural Baron are located between the two (2) fuel assemblies as non-fissile neutron absorbers.
1.1. 3. 3 The shell of the container is a cylindrical structure constructed of 0.089 inch thick carbon steel sheet with end domes of 0.125 inch thick carbon steel. Additional items to stiffen the outer phell have been included on the shell to provide support to it i basic structure.
These items are as follows:
- A series of two (2) 90 angles which are rolled and welded circumferentially to the shell.
'The parting flanges on both the upper and lower sections of the container shell.
DATE 2-27-80 REVISION No, O
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l0 DEL B FESH FUEL SHIPPIf5 C0ffTAIER B&W-OFP PACKAGEIDUSA/6206/AF DOCKET 71-6206 SECTIoN: SHIPPIIS SffETY #MLYSIS 1.1 Package Description (71.22) (continued)
'The base structure of the container consists pri-marily of two (2) full length angles welded to the lower half of the container shell.
1.1.3.4 Pressure relief and filler valves, lifting and tie-down devices, humidity indicators and accelerometer viewing ports are as shown on the referenced drawings.
1.1. 3. 5 Heat dissipation not applicable.
1.1.4 Coolants not applicable.
1.2 Package Contents 1.2.1 Radioactive contents are U0 sintered pellets.030 inch to 2
.060 inch in diameter, enriched to a mar.imum of 4.05% in the U-235 isotope.
Maximum activity will 'oe 1.27 curies per assembly, or 2.54 curies for the container.
1.2.2 Each assembly may contain up to 18.8 kg U-235 fissile constitu-ents, or 37.6 kg U-235 for the container of two assemblies.
1.2.3 U0 sintered pellets as described in 1.2.1.
2 1.2.4 Not applicable in that nuclear safety analysis presumes optimum conditions.
1.2.5 Maximum weight of the contents will be 3360 lbs.
1.2.6 Decay heat not applicable.
2.0 General Standards For All Packaging (71.31) 2.1 There will be no significant chemical, galvanic or other reaction among the container components, or between the container and the fuel assemblies.
The shipping container is made primarily of car-bon steel and the exposed material of the fuel assemblies is primarily zircaloy and stainless steel.
Packing media may include polethylene and fibre pane'Is outside the fuel regions.
2.2 The self-contained closure hardware must be deliberately unfastened.
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FDDEl_ B FRESH RJEL SHIPP!l5 ONAlfER B@l-OFP PAChGEIDUSA/6206/AF DOCKET 71-6206 SECTION: SHIPPING SAFEIY # R YSIS 2.0 _ General Standards for All Packaging (71.31) (continued) 2.3 Lifting Devices 2.3.1 There are eight (8) lifting eyes on the lid of the container, four of which (two on opposite sides of each end) are used to lift the loaded container.
This was shown by lifting the loaded container free of the floor by each of its lifting eyes and holding to illustrate no yielding in the lifting cye. The system of four lifting eyes consequently is capable of support-ing three times the weight of the loaded container without generating stress in excess of the yield strength.
2.3.2 Covered by 2.3.1 above.
2.3.3 There are no other structural parts of toe package which could conceivably be used to lift the package.
Further assurance of the use of only designated lift points is provided by adequate identification of the proper lift points on the container, and the fact that the container will be part of a Fissile Class III Shipment.
As such the containers shall be transported with a vehicle for the sole use of Babcock & Wilcox.
The controls imposed by B&W for loading and unluding the containers will assure that only the designated system of lifting devices is used, and that only one loaded container is lifted at a time.
2.3.4 Failure of the lifting devices under load will not impair the containment or shielding properties of the package.
Such failure if it occurred would only damage a portion of the con-tainer cover which is not considered as shielding and is not part of the structural members retaining the assemblies in the container. Detai. led evaluation of the mode of failure in-volved is included in Exhibit C.
2.3.4.1 Tie-down devices There is no system of tie-down devices which is a-structural part of the container.
The container is secured to the vehicle by binder chains passed over B\\TE 2-27-80 REVISION No.
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e NDEL B FPESH RFJ_ SHIPPIl6 ONAllER B&W-OFP PACKAGEIDUSA/6206/AF DCCKET 71-6206 SECTION:
SHIPPIl1G SAFEIY NMLYSIS 2.0 _ General Standards For All Packaging (71.31) (continued) 2.3.4.1 Tie-downdevices(cont'd) the container and fastened to the truck bed.
In addition the containers will be chocked cn the truck bed.
2.3.4.2 Since this container will be part of a Fissile Class III Shipment, it will be transported by an exclusive use vehicle, with specific restriction in the special arrangements providing for sole use by the Babcock and Wilcox Company (B&W).
B&ll will supervise the loading of the vehicle to assure that the containers are tied down as described above.
This administrative control by B&W is adequate to assure that no structural part of the container is used as a tie down device. Detailed engineeri.ng evaluation of the possible tie-down points is included in Exhibit C.
2.3.4.3 There is no tic down device which is a structural part of the container.
- 3. 0 Criticality _ Standards for Fissile flaterial packages (71.33) 3.1 The damaged container nuclear safety analysis demonstrates that an array of damaged containers is subtritical under varying conditions of moderation and full reflection.
Consequently one container is likewise subcritical under the criteria of this paragraph.
3.2 Not applicable; there will be no liquid contents during normal transport.
- 3. 3 Not applicable; there will be no liquid contents during normal transport.
4.0 Standards for flormal Conditions of Transport (70.35) 4.1 A protype container was tested under normal conditions of transport. The report of the test is included in the attachments to this section, as Exhibit B.
The materials of the containers and contents are such that their DATE 2-27-80 REVISION No.
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NDEL B FIGl RJB. SillPPllra OMAllER Bell-OFP ce PACfkGEIDUSA/6206/AFDoctrT 71-E206 SECTION: SillPPiliG SAFEIY NMLYSIS 4.0 _ Standards for flormal_ Conditions of Transport (70.35) (continued) 4.1 Continued effectiveness can not be substantially effected by either temperature extreme of 130 F, or -40 F.
pressure relief valves will maintain the container shell pressure differential to less than 4.5 psi.
Water spray test not applicable because the container shell and structural componcru.s are steel.
The free drop tests performed resulted in no significant damage to the container or contents.
The corner drop test is not required by virtue of the materials of construction.
The penetration test was not performed in that it is not credible that the test could puncture the container shell and result in the release of radioactive material.
The compression test perfonned was limited to demonstrating that two fully loaded containers could be stacked on top of one container.
This test is adequate to assure safety in that the shipments will be made by exclusive use vehicle as Fissile Class III, sad B&W adininistra-tive controls will limit the stacking height.
In view of the above testing and assessment, it is concluded that:
4.1.1 There will be no release
- radioactive material from the containment vessel.
4.1.2 The effectiveness of the packaging will not be substantially reduced.
4.1. 3 There will be no mixture of gases or vapors in the package which 'could through any credible increase of pressure or explosion, significantly reduce the effectiveness of the package.
DATE 2-27-80 REVISION (D.
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- o' t0!X1 B FRESH FUEL SHIPPIfT2 C07 aller B&W-OFP PACKAGE ID USA /6206/AF DOCKET 71-6206 SECTIoN: SHIPPING SffETY #MLYSIS 4.0 Standards for Normal Conditions of Transport (70.35)(continued) 4.1.4 & 4.1.5 Not applicable in that coolants are not involved.
4.2 The design and construction of the container and contents is such that under normal conditions of transport:
4.2.1 The package will be subcritical, see 71.33 (3.1).
4.2.2 The geometric form of the contents were not substantially altered by normal transport conditions 4.2.3 Not required in that nuclear safety analysis presumes in -
leakage of water.
4.2.4 There will be no substantial reduction of the effectiveness of the packaging including:
4.2.4.1 Reduction by more than 5 percent in the total effective volume of the packaging on which nuclear safety is assessed; 4.2.4.2 Reduction by more than 5 percent in the effective spacing on which nuclear safety is assessed, between the center of the containment vessel and the outer surface of the packaging; or 4.2.4.3 Occurrence of any aperture in the outer surface of the packaging large enough to permit the entry of a 4-inch cube.
I 5.0 Standards for Hypothetical Accident Conditions For a Single Package (71.36) i l
5.1 The effets of a hypothetical accident on a loaded container have been assessed as follows:
Free Drop - a prototype container loaded with two dummy fuel assem-blies was drop tested. A report of the results of the tests is included with this section as Exhibit B.
Puncture - although this test is essential in that nuclear safety l
analysis presumes the container to be flooded, the test was performed and is reported in Exhibit 8.
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FDDEl. B FRESH FLEl_ SHIPPIW3 COITfAllER B&W-CIFP PACKAGEIDUSA/6206/AF DOCKET 71-6206 l__
SECTIoN: SHIPPIllG SAFEIY NMLYSIS J '
5.0 Standards for Hypothetical Accident Conditions For A Single Package (71.36)
(Continued)
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5.1 Continued Tjterj[ mal - all materials of the container and contents signif safety are such that they can withstand 1475 F for 30 minutes.
Water Immersion - this test is not necessary since nuclear safety analysis presumes the container to be flooded.
The nuclear safety analysis of an array of damagad shipping containers presented in Section 6.0 shows the array to be subcritical.
Conse-quently a single container from the array is subcritical.
6.0 Specific StanNards For A Fissile Class III Shipment (71.40) 6.1 The undamaged shipment shall be subcritical with an identical ship ment in contact with it and with the two shipments closely reflected on all sides by water.
Undamaged shipping containers present a minimum of twenty-four inches separative distance between assemblies in,, adjacent containers.
Since an infinite array of dams ad containers with'only seven to eighteen inches separation distance is subcritical, the undamaged containers with their additional spacing are likewise subcritical.
6.2 The shipment must be subcritical if each package were subject to the hypothetical accident co'nditions.
Nuclear safety analysis has been
^
performed for an infiniO array of loaded shipping containers presumed
. damaged in excess of the actual damage experienced in testing and arranged in the most reactive configuration. Maximum K f und eff considering various degrees of moderation was 0.93 at full moderation, generally reducing as degree of moderation was reduced.
4 For the purpose of this analysis, the cor;tainer shell was considered g
tobecrushedtothelevelofthejinternalstructuralmembersforits fulllengthandentire'peMphery.
The containers were then envisioned IMTE 2-27-80 REVISION No.
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l FDDEL B FRESH FUEL SHIPPIfra C0flTAllER B&l-OFP PACKAGEIDUSA/6206/AF DOCKET 71-6206' SECTION: SHIPPIllG SAFE 1Y AIMLYSIS 6.0 Specific Standards For A Fissile Class III Shipment (71.40) (continued) 6.2. Continued to be in an array of top to top and bottom to bottom.
This arrangement E
provides for closer approach of assemblies than does the top to bottom arrangement normal to shipping configuration, and is considered to be the most. reactive.
Separative distances were then determined allowing only for the spacing provided by the internal structurals and ignoring the contribution of such external structures as the skid frame, the stacking brackets and shell strengthening ribs.
The smallest separation distances considered credible under these conditions are seven inches between top to top layers, and eighteen inches between bottom to bottom layers.
liinimum side to side separation between the nearest assemblies in sets is eight inches.
The assemblies were presummed to be retained in design relationship with the boron-steel poison plates and steel strongback plates, and contained within the steel shell. The results of the hypothetical accident testing reported elsewhere show the extent of crushing postulated to be far in excess of that actually occurring in drop tests, thus making this analysis ultra-conservative.
The macroscopic cross sections re'presentative of fuel pin cells, control rod cells (w/o control rods), instrument cell, and water region were obtained from studies of fuel assembly storage criteria. liith these cross sections available, a two-dimensional PDQ-07 model was developed representing 1/2 of a damaged shipping container, and using symmetry boundaries, an infinite array of containers was created.
A buckling of 0.00007 was input for all cases to define the length of the assemblies.
K was determined both as a function of moderator density'and eff container dimensions.
First, keeping the given nominal dimensions, K
was determined for moderator densities from 100%, down. The eff highest K f r these cases is 0.928 at 100% moderator density.
eff O
DATE 2-27-80 REVISION No.
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P0 DEL B FESH FUEL SHIPPING COUTAlfER Bul-GFP PACKAGE ID USA /6206/AF DOCKER 71-6206 SECTION: SHIPPING S/EIY #MLYSIS
- 6. 0 Specific Standards For A Fissile Class III Shipment (71.40)(continued) 6.2 Continued In the second' set of runs, the moderator density was kept constant at 100% and the separation distances were decreased to 90% and 80%
of their. original values. 'These produced slightly higher K eff's with the highest K value being 0.942.
gff
. An additional zero axial buckling case was then run at nominal dimensions and 100% moderator to represent an infinite ' stack of containers of infinite length, K was 0.930.
gff The following conservatisms add a further factor to safety to-the inherent safety of the system already demonstrated.
6.2.1 Credit has not been taken for the decreases in reactivity that results from other steel present; the "T" sections, the hold down bows, and strongback structural members.
6.2.2 The nominal separative distances are smaller than can reasonably be predicted considering the actual drop test damage, and also recognizing that external structural members do in fact remain in place and contribute to separation.
6.2.3 Practical considerations such as transportation insurance, over the road weight limitations, and schedules will limit the quantity shipped.
6.2.4 Ho credit has been taken for the interaction shielding of water j
that would certainly exist between containers in an accident flooding situation.
This provides a'ssurance that should an accident occur, recovery efforts would not result in a hazard due to loss of internal. shielding.
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lEEL B FRESH RR SHIPPIN3 C0ffTAIER
. B&W-OFP PACKkGEIDUSA/6206/AFDOCKET 71-6206 SECTION: SHIPPING SAFETY A'EYSIS EXHIBIT A MODEL B - FRESH FUEL SHIPPING CONTAINER DRAWING LIST
, B&W Drawing No.
Title PE-52F Strongback Assembly & Details
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PE-53F Container Assembly & Components PE-54F Upper Weldment & Lower Weldment and Details
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- MIR B FRESH RR SHIPPillG C0!ffAllER
. RW-OFP PACKAGE ID USA /6206/AF'
' DOCKET 71-6206 EXHIBIT B SECTION: SillPPllra SAFEIY NMLYSIS 9
REPORT ON TEST
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OF MODEL B FRESH FUEL SHIPPIllG CONTAINER PART A - MINOR DROP TESTS, SHIPPING & HANDLING TESTS ~
=PART B - 30' DROP. TESTS AND PIN DROP TESTS PERFORMED BY CONTAltlER RESEARCH CORPORATION Hollow Hill Road Glen Riddle, Penna.
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IMTEL '2'2h-80
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NDEL B FRESH RR SHIPPlfE C0!ffAllER Mi-OFP PACKAGE ID USA /6206/AF DOCKER 71-6206 EXHIBIT B SECTION: SHIPPIllG SAFETY NMLYSIS PART A of Exhibit B 11INOR DROP TESTS, SHIPPING AND HAllDLING TEST DATE 2-27-80 REVISION No.
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mDEL B FRESH FLEL SHIPPIf6 C0!ITAIER B6 0FP-PACKAGE'IDUSA/6206/AF DOCKET 71-6206-
. EXHIBIT B.
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1 SillPPl!5 SAFELY #RYSIS SECTION:
PART A TABLE'0F CONTENTS-SECTION
. TITLE PAGE 1.0:
Purpose ~
l 2.0.
Conclusions 1
3.0 Recommendations 1
4.0-Container. Description "1
4.2 Physical Data 2
5.0..
Method of Test 3
5.1. 2 -
Deviations 3
5.2 Instrumentation 4
6.0 Tests
.5 6.2:
Flat Drop 5
5.3 Edge Drop 5
6.4-
.. Corner Drop 6
6.5 Rollover 6
6.6
-Impact-Pendulum 6
6.7 Hoisting 7
6.8 Forklift 8
- 6. 9 ~
Towing 8-16.10 Stacking 8
-6.11
. Fuel Ass'y Load / Unloading Demonstration 8
6.12 Shipping 8
6.13 Flat Drop (one 1500 lb. ' dummy fuel cell) 11 6.'14
. Edge Drop (two 1800 lb. dummy fuel cells) 11 7.0 -
. Container.11odifications 12-IMTE 2-27-80:
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1-WDEL B FRESH FUEL SHIPPIflG C0!ffAllER B21!-GFP PACKAGE ID USA /6206/AF DOCKER 71-6206 EXHIBIT B SECTION: SHIPPIl1G SNEY NRYSIS
1.0 PURPOSE
The purpose of the tests described herein are to verify conformance to BABC0CK & WILC0X COMPAtlY Equipment Specification CS-3-83 dated 2/28/69 and Drawing Number 208R001.
(The current drawings are PE-52F, PE-53F, and PE-54F.)
2.0 CONCLUSION
S:
2.1 A complete series of tests was successfully performed with all design requirements adequately satisfied and with only a few minor changes resulting to improve reliability. These changes are de-scribed in detail under test results.
2.2 The tests were witnessed by BABC0CK & WILC0X Technical Represen-tatives as well as CONTAINER RESEARCH CORPORATION Quality Control Personnel and it was concluded that the container will provide adequate protection for the fuel cells during normal shipment, handling, and storage.
3.0 RECOMMEllDATIONS
3.1 It is recommended that the Model B fresh fuel shipping container be granted approval for shipment of production fresh fuel cells.
4.0-CONTAINER DESCRIPTION:
4.1-The shipping container was designed for transportation of either one or two fresh fuel cells.
4.1.1 The cells are clamped securely to a frame suspended on 18 shock-mounts.
The frame is made up of two separate sections with the upper section capable of pivoting about one end to a vertic~al position in which the fuel cells are loaded and unloaded.
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w WTl B FRESH FUEL SHIPPllE C0!!TAltER Bul-OFP PACKAGE ID USA /6205/AF DOCKET 71-6206 EXillBIT B SECTION: SHIPPil1G SAFETY N K YSIS 4.0 CONTAINER DESCRIPTION:
(continued) 4.1.2 A series of hinged clamps are used to secure the fuM cells to the frame prior to lowering the frame to a horizontal position.
A suspension system lockout feature and storable external outriggers provide stability of the container during lead / unload sequence.
4.1.3 The basic container structure consists of.089 steel sheet skin and.124 steel flanged end plates.
Scaling is achieved with structural steel angles 2 x 3 x 1/4" for sealing flanges and a 1/2" "0" ring type gasket.
4.1.4 Two steel angles 3 x 3 x 3/8" attached to the base of the container provide reinforcement and forklift features as well as a means of attaching four (4) hardwood skids.
Rollover angles and braces are also provided to reinforce certain areas of the base and Cover.
4.1.5 Stacking features include four (4) brackets on the container cover which permit stacking like containers one directly above the other, as well as, side by side placement of two-bottom containers with a third upper container straddling both in a pyramid manner.
4.1.6 Other features include a desiccant basket, humidity indicator, desiccant access port, automatic / manual two way breather valve, four view ports (two each end) for inspection of nechanical accelerometers mounted to suspended frame, and an air filling valve at the opposite end of the container from the breather valve which may be used for inert gas purging.
4.2 PHYSICAL DATA:
CONTAINER SIZE:
length = 205" width = 441/2" height = 47 1/4" CUBAGE:
cu. ft.= 250 O
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0-WDEL B FRESH FUEL SHIPPilE OffAllER B8W-OFP PACKAGE ID USA /6206/AF-DOCKET 71-6206 EXHIBIT B SECTION: SHIPPIIS SAFELY NRYSIS 4.2 PHYSICAL DATA:
(continued)
WEIGHTS:
Container & Frame 3940-lbs.
Fresh Fuel Cells (2) 3000_lbs.
Gross (Shipping) 6940-lbs.
5.0 METHOD OF TEST:
5.1 GENERAL
Two dummy fuel cells were provided by BABC0CK & WILC0X COMPANY for the purpose of conducting a series of tests.
Also provided were four (4) weights of 150 lbs. each.
These were added internally to the dummy fuel cells increasing the weight of each to 1800 lbs. for additionai tests.
5.1.1 An edgewise rotational drop from a height of 18 inches was then performed to test the ability of the container suspension system to withstand the increased loading.
5.1.2 A test procedure (CRC-PTP-3799) written by CONTAINER RESEARCH CORPORATION and approved by BABC0CK & WILC0X, was followed for all tests with certain BABC0CK & WILC0X approved deviations.
The de-viations are outlined below and described fully in detail in Section 7 under Container.'todifications:
TEST PROCEDURE DEVIATIONS:
A) Hoisting Test - Electronic Instrumentation was disconnected during this test due to the possibility of breaking the lead wires during h'.ndling and causing a delay in the shipping test schedule.
l B) Shipping Test - This test was limited to a distance of 40 miles, which was performed in two segments.
The first segment of 20 miles was performed over roads varying from DATE 2-27-80 REVISION NO.
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!T) DEL B FESH FUEL SHIPPIIE C0!ffAlfER B& OFP PACKAGE'ID' USA /6206/AF DOCKET 71-6206 EXHIBIT B SECTION: SHIPPIlE SAFEIY ATMLYSIS 5.1.2 TEST PROCEDURE DEVIATIONS (cont'd)
B) smooth interstate highway to back country roads full ef pot holes and bumps with a load of 34,700 lbs. added to the trailer bed simulating a load of five additional containers.
The second segment of the test was performed over the same course with the container and two (2) 1500 lbs. fuel cells only.
5.2 INSTRUMENTATION
5.2.1 Three Piezo Electric Accelerometers were attached to the dummy loads and/or strongback portion of the suspension frame during drop tests.and the shipping tests.
5.2.2 Five mechanical accelerometers (VEXILAR) permanently attached to the suspension frame were monitored during the tests and results compared with P'e piezo electric accelerometers. The VEXILARS are "G0-N0 G0" type and are oriented to sense accelerometers in each axis (Vert., Lat., Long.) and must be reset manually when tripped.
Two viewing ports at each end of the container permits examination of the VEXILARS without opening the container by use of a flashlight at one port and looking through the other, 5.2.3 The Vexilar Accelerometers are made to trip when shock levels in excess of their set points is reached.
The trip level for each axis is as follows:
A)VERTICALAXIS 11 G's Tolerance of vexilars B)LATERALAXIS 10 G's is 1 10%
C) LONGITUDINAL AXIS 8 G's 5.2.4 Modeling clay was placed in critical areas of the container during tests to determine frame deflections as well as. determining O
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.mDEL'B FRESH FUEL SHIPPIlEC0!ITAllER
- Bul-OFP PACKAGELIDUSA/6206/AF-
. DOCKET 71-6206 EXHIBIT'B SECTIONi.: SHIPPING SAFEIY A4ALYSIS ~
[5.2 :
1INSTRUMEllTATION:
(continued) 5.2.4' the exact length of deformable pin type deflection indicators,
- which will be attached at various locations on the frame' during each shipment of fuel. cells. The pins will be used to detect, in conjunction with the VEXILARS, excursions and shock levels in excess of allowable levels ~which mav have occurred in transit.
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5.2.5
-Calibration - The Piezo Electric Acceieromtters and Associated Electronics were calibrated in accordance with MIL-C-45662A.
. 6.0 TESTS:
, 6.1 GENERAL:
Tests were conducted in accordance with CRC-PTP-3799 Rev. A Issue-Date: 11/5/69 Preproduction Test Procedure.
Data derived.
.from each test requiring instrumentation is recorded on individual data sheets including accelerometer locations.
- 6. 2.
FLAT DROP:
(with two 1500 lbs. dumy fuel cells) 6.2.1-The loaded container was raised and allowed to fall freely to the floor from a height of 10 inches to a concrete surface, landing flat on its bottom.
6.2.1.1 RESULTS: -No damage - Data. Acceptable.
6.3 EDGE DROP:
(with two 1500 lbs. dummy fuel cells) 6.3.1 One end of the container was supported by a 5 inch high block of wood placed at right angles to the skids. The opposite end was raised and allowed' to fall freely to the ficor from a height of
- 20. inches.
6.3.2 This test was applied to the opposite end'of the container also.
-6.3.2.1 'RESULTS:- No damage
-Data' Acceptable.
DATE.
2-27-80 REVISION No.
0' PAGE 5
~
CIRRENT-REVISIONi.
SU?ERCEDES: PAGE.
.USNRC APPROVAL REFERENCE
~
DATE!
. REVISION-
MDEL B FRESH FUEL. SHIPPllE C0!EAlfER BW-OFP PACKAGEIDUSA/6205/AF DOCKET 71-6206 EXHIBIT B SECTION: SHIPPING SAFEIY AELYSIS 6.4
_ CORNER DROP:
(with two 1500 lbs dummy fuel cells) 6.4.1 The container was supported at one corner of its base on a 5 inch high block with a 12 inch high block under the other corner at the same end.
The opposite end corner "A" was raised and allowed to fall freely to the floor from a height of 12 inches and 24 inches.
The cover was removed after the 24 inch drop and the contents were examined.
6.4.1.1 RESULTS: No Damage - Data Acceptable but the bottom corner of the frame had cut through the clay and marked the finish on the con-tainer skin.
This is not considered serious since the shock level was within acceptable limits.
6.4.2 CORNER DROP:
(with two 1500 lbs. dummy fuel cells) 6.4.2.1 This test performed in same manner as 6.4.1 with same results except corner "C" was impacted.
6.5 ROLLOVER TEST:
(with two 1500 lbs. dunmy fuel cells) 6.5.1 The container was tipped slowly over frc,m its base to its lef t side, left side to top, top to right side, and right side to base for a total of 360 degrees.
6.5.1.1 RESULTS: No Damage - Data Acceptable.
- 6. 6 IMPACT:
(with two 1500 lbs. dummy fuel cells) 6.6.1 The container was suspended as a pendulum from four steel straps, i
pulled back until the center of gravity had been raised 18 inches above its rest position, and released to impact into a rigid barrier with the skids taking the full force of impact.
This test was applied to the AFT END.
6.6.1.1 RESULTS: No Damage - Data Acceptable 6.6.2 The impact test was applied to the FWD END of the container also, DATE 2-27-80 REVISION NO.
O PAGE 6
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l SUPERCEDES:
PAGE USNRC APPROVAL REFERENCE IRTE REVISION
mDEL B FRESH FUEL SHIPPITE C0ilTAllER B&W-OFP PACKAGEIDUSA/62W/AF DOCKET 71-6206 EXHIBIT B SECTION: SHIPPING SAFELY NRYSIS 6.6.2 but upon examination of the oscillograph trace it was discovered that although the pulse exhibited ideal characteristics such as, low amplitude (maximum of 8 G's), and normal duration (.120 seconds) there was a short duration spike (.005 seconds) riding the peak of the fundamental with an amplitude of two G's bringing the peak acceleration to 10 G's.
This was an indication that something on the suspended mass had moved and bottomed out.
6.6.2.1 Upon inspection of the opened container it was determined that the screw jacks on,the end gate of the frame had not been properly tightened against the end of the fuel cells. They had obviously been hung up on two or three threads, which were designed for retention of the screw jacks only and when the force from the fuel cells exceeded the strength of the threads, the threads stripped causing the fuel cells to shift until they were positively restrained by the load bearing threads.
The end gate liner material was also changed at this time from cork to 60 DUR0.
NEOPRENE.
6.6.2.2 The container was closed and the impact test repeated with the accelerometers relocated from the frame strongback to the top of the dummy fuel cells.
6.6.2.3 RESULTS: There was no damage and the data was within acceptable limits.
6.6.2.4 The corrective action for this condition will be to redesign the screw jack retention method.
(See Section 6 CONTAINER MODIFICATIONS.)
6.7 H0ISTING TEST:
(with two 1500 lbs. dumnly fuel cells) 6.7.1 The conta#ner was lifted clear of the ground by attaching the lifting hook in each container lifting provision separately for a total of four (4) lifts.
DATE 2-27-80 REVISION No, 0
PAGE 7
CLRRElff REVIS10N:
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y
=
^
g, l_'.[ +* :~
NDEL B FRESH FLEL SHIPPIl6 slfAltER IMI-OFP
~
PACKAGE!IDUSA/6206/AFi DOCKET E206 EXilIBIT B SECTION:. lSHIPPlHG SAFEiYMALYSIS
~'
56.~7.7.11 RESULTS: There was minor aeformation of the stacking brackets as (result of the~ lifting hooks twisting in the lift holes".
9 6. ' -
~ FORK LIFT TEST:- (with two 1500 lbs. dummy fuel cells) 8 6.8.-1
' The~ container was lifted by forklift and transported for a distance of 100' feet.
- 6.8.8.1 RESULTS: 1There was no evidence of instability or tendency for the
-fork-prongs to puncture the container.
- 6. 9 10 WING TEST:
(with two _1500 lb. dummy fuel cells) t 6.9.1 Cables were attached to the towing eyes-in the container base-and the container was towed over a ' distance of 50 feet. This-Jtest was applied to each end of the container.
6.9.1.1 RESULTS: No Damage 6.10.
-STACKING TEST:
(with-two 1500 lbs. dummy fuel cells) 7 6.10.1 Two' hardwood skids were'placed on the stacking brackets at one end of = the container and a load of 7880 lbs was (equivalent to two empty containers) applied across the skids.
.6.10.1.1 RESULTS: -There was-no evidence of-damage or noticeable-deformation ~.
-6.11 FUEL ASSEMBLY LOAD / UNLOADING DEMONSTRATION:
6.~11.1' A complete loa'd/ unloading sequence was performed, fiinor_ changes in the sequence developed and the test procedure in the appendix Lof. this report now reficcts the changes.
~
6.11.2 - A record of-time' (man hours) are recorded in the data log.
. 6.12 l SilippING TEST:
(witlitwo1500-lbs..dummyjfuelcells)-
TNOTE: LUNSCllEDULED 48" INVERTED DROP During preparation-for the shipping test the-loaded containerf H
.l DATE' L2-27-80 REVIS10N NO, O
PAGE; 8
l CtRRENTiREV!SION:-
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USNRC APPROVAL REFERENCE ~
DATE 3REVIS10N
f ;.
NDEL B FRESH FUQ_ SHIPPIfB OMAlfER B&hCNFP EXHIBIT B PACKAGE ID USA /6206/AF DOCKET 71-6206 SECTION: SHIPPIIE SMElY NMLYSIS 6.12-SHIPPING TEST:
(continued) was placed aboard a flat bad truck for transporting outside the building for transfer to a flat bed trailer.
-The container was placed on the center of the truck bed with an overhead hoist and once outside the; forklift operator attempted to lift the container.
Not realizing that the forks did not extend far enough to completely engage the container, he attempted to lift the container rapidly, causing the container to roll over on to its side and off the truck bed to the ground (approximately a 48" drop).
The container landed on its cover resuling in a
-distorted stacking bracket, which was the only external damage.
In trying to upright the container to its base the driver placed the fork prongs against the cover skin and lifted, not realizing that the container weighed 6940 lbs. with the dummy fuel cells inside.
l The r.esult was that the cover skin was caved in by the prongs.
At this time the driver notified the test engineer who then
[
brought the container back inside the building where it was opened and the contents examined.
Since the clay had been installed in preparation-for the road test, it was possible to determine the effects of the 48" inverted drop as far as deflections and shock were concerned.
The following results were noted:
l A) The cover skin had been caved in by the forklift prongs approximately 3 inches over a 48 inch span on one side.
This was hammered out before start of the shipping test.
t B) AFT-END - This was the end, which received the initial L
IMTE 2-27-80 REVISION 10.
O PAGE 9
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USmc APPROVAL REFERENCE l
IATEL REVIS10N-
'~s NDFl. B FRESH FLEL SHIPPim C0:ffAIER B&W-GFP PACKAGE ID USA /6206/AF DOCKET 71-6206 EXHIBIT B SECTION: SHIPPING SAFEIY NMLYSIS 6.12 SHIPPING TEST:
(continued)
B) impact from the fall and the minimum remaining clearance between the frame and the cover was 3/16".
There was evidence that the frame had deflected towat d
- one side causing two bolts on the frame clamps to strike
~
the shockmount bracket and chip the paint.
Thic apparently caused one VEXILAR accelerometer to trip in the lateral axis.
A minimum of 2 inches was recorded between the bottom of the frame and the container skin.
C) FWD END - A minimum clearance of 41/4" between the cover and the frame was recorded.
There was evidence that the frame clamps had also con-tacted the shockmount bracket at this end although the VEXILAR accelerometers had to tripped.
A minimum clearance of 4 inches was recorded between the bottom of the frame and the container skin.
It should be noted that the condition of the container was excellent considering the drop that it had experienced and since no apparent damage had resulted except for the cover stacking bracket, it was decided to repair the dented portion of the cover skin and proceed with the shipping test as scheduled. The total time of the delay was approximately two hours.
6.12.1 SHIPPING TEST:
(with 34,700 lbs. extra weight)
The container, with two dummy fuel cells instrumented for shock recording was secured to a commercial flat bed trailer with 34,700 lbs. added to the trailer bed simulating the weight of five DATE 2-27-80 REVIS'10N NO.
O PAGE 10 CLRRErff REVISION:
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USNRC APPROVAL REFERENCE IMTE REVIS10N
mDEL B FRESH FUD. SHIPPlfG C0!ITMIER PM-OFP PACKAGEIDUSA/6206/AF DOCKET 71-6206 SECTIONi SHIPPING SA99Y NMLYSIS EXilIBIT B 6.12.1 SillPpING TEST:
(continued) additional loaded containers.
A predetennined course of 20 miles was traveled including inter-state highways, as well as, rough back country roads.
6.12.1.1 RESULTS:
Recorded shock levels were well within acceptable limits.
6.12.2 SillpPING TEST:
(container and two dunuy fuel cells only)
Following the above test, the additional weight of 34,700 lbs.
was removed from the trailer.
A repeat of the above test was perfonned.
6.12.2.1 RESULTS: Recorded shock levels were well within acceptable limits and upon examination of the container contents it was determined that deflections of the frame were slight (1 1/8 inches max, in vertical axis) indicating shock inputs to the container base were not excessive in spite of the rough roads traveled.
It0TE:
The instrumentation recorder was operated at various speeds rather than 0.2 inches /sec.
This was donc due to the reduced mileage traveled permitting a higher rate of recording paper con-sumption and with the result of improved trace resolution.
6.13 FLAT DROP:
(with one dummy fuel cell only) 6.13.1 One dunnny fuel cell was removed from the container and the container was dropped from a height of 10 inches landing flat on its base.
Four shockmounts had been removed to allow for the decreased weight of.the suspended mass.
6.13.1.1 RESULTS: No Damage - Data Acceptable.
6.14 EDGE DR0p:
(with two 1800 lbs. dumny fuel cells) 6.14.1 Each of the two dummy fuel cells were increased in weight by adding steel blocks internally.
DATE 2-27-80 REVISION No.
O PAGE 11 CLERENT RL' VISION:
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3 m
- ,; 7
- 7 NDELiB FRESH FUEL. SHIPPIfG QUTAINER L B&W-OFPI h?-
c we -
PACKAdEIDUSA/6206/AF DOCKET 71-6206 EXHIBIT B
~
SECTION:4SHIPPIlE SAFELY NW.YSIS_-
[6.-14.1- (0nd 'end:of.the container was-supported on-a 5 inch high wood block placed. at right angles:to the skids.
The opposite end of the con-
- tainer:Was raised and allowed to ' fall freely to the. floor from a U
~
- Lheight~of:20 inches.
- ! 6.14.1.1 - RESULTS: -No: Damage - Data Acceptable.
6'.15 -
LEAKAGE TEST:
' 6.15.1l An^ airtight plug was installed in the pressure relief valve opening in the end of the container and the container was. pressurized to-
- 10~P.S.I.G.
(
The gage was monitored for 10 minutes 'during which a pressure drop.
of.2.lbs. was observed.
The pressure was brought back up to 10 P.S.I.G. and the time and pressure re~ corded every 15 minutes for
.one: hour.
Soap sol'ution was applied during this one hour to all welds and-joints. in search of ' leaks.
s 6.15.1; RESULTS:
No leaks or pressdre drop.-
j7.0
._ CONTAINER MODIFICATIONS:
7.1
{As airesult of the tests, the following changes were. incorporated
.in:the_ container:
7
~ ) SH0CKMOUNT RELOCATION: The shockmounts were raised 1'1/2" A
on their mounting brackets on the container in order to
~
raise the suspension frame.
This increased the bottom.
clearance thereby eliminating frame conta'ct with bottom skin. This is possible since cover clearances during tests were' greater than anticipated.
B)VEXILAR' ACCELEROMETER:
i L 1.: The twoLvertically sensitive.VEXILAR A'ccelerometers
- (oneeachendof_ frame)werechangedfrom.11G'sto
' ATE 2-27-80, REVIS10N'10.
_0 P GE 12-D g
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REFERENCE:
IATE REVISION'
ma. B FRESH FUEL SHIPPlfTa COTIAllER B&W-QFP PACKAGEIDUSA/6206/AF DOCKET 71-6206 EXHIBIT B SECTION:. SHIPPING SAFELY #MLYSIS 7.1 B) VEXILAR ACCELER0!4ETER:
(continued) 10 G's trip level.
2.
The longitudinally sensitive accelerometer (1) was relocated on the frame to make it more clearly visible from view port in container end.
C) TOP END CATE - The hinge point on the top end gate of the frame t?as lowered to limit the angle of rotation of the gate. This allowed the container end to become a positive stop for the gate.
D) TOP AND BOTTOM END GATE LINERS - The liner material was changed from cork to 60 durometer neoprene.
E) LIFTING EYES - All eight lifting eyes (2 each stacking bracket) were reinforced by a backup plate (doubler) welded to the brackets.
DATE 2-27-80 REVISION N0.
O PAGE 13 ClRRENT REVISION:
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'y' MDEL B FRESH FlR SHIPPIm C0!ffAllER Phl-OFP PACKAGEIDUSA/6203/AF DOCKET 71-6205 EXilIBIT B SECTION: SillPPil!G SAFELY NMLYSIS PART B of Exnibit B 30' DROP TESTS AtlD Pill DROP DATE 2-27-80 REVISION ID.
O PAGE i
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]#
$mDEL B FRESH FLEL SHIPPING C0iffAINER Bel-GFP -
PACKAGE ID USA /6205/AF DOCKET 71-6206 EXHIBIT B SECTION: SillPPING SAFET( ARALYSIS
~
PART B TABLE OF CONTENTS SECTION' TITLE PAGE T.0 Purpose-1 2.0 Summary 1
'3.0 Conclusions 1
4.0 Recommendations 1
~
5.0-Container Description 2
6.0 Method of Test 2
' ' 7. 0 Tests 2
7.1 Drop _ #1 Bottom Drop - Rotational 2
7._2 Drop #2 Cover. Drop - 30 ' Angle 3
- 7. 3 Drop #3 40 in. Pin' Drop 3
8.0 Test Results 4
APPENDIX A Test Diagrams-APPENDIX B Test Photographs L1 DATE 27 REVISION No.-
0 PAGE ii ClRRENT REVISION:-
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-REV1SION
WDEL B FRESH REL SillPPIIS QifTAINER BW-OFP PACKAGE ID USA /6205/AF DOCVET71-6206 SECTION: SillPPING SAcEIY NMLYSIS EXHIBIT B
1.0 PURPOSE
1.1-The purpose of the tests herein is to verify by phototype testing that the design and construction of the FRESH FUEL SHIPPING CONTAINER will retain the contents in a nuclear safe configura-tion through a hypothetical accident condition of a 30 ft. Free Drop.
NUCLEAR SAFE CONFIGURATION is defined for this purpose as the two fuel assemblics, the boron-steel poison plates, and the steel strongback plates retained in essentially design relationship; and all retained within the container shell.
2.0
SUMMARY
2.1 All of the required elements for a nuclear safe configuration were maintained upon complete inspection of the container follow-ing the final drop test.
2.2 The final clearances as well as a record of damage to the container are listed in Section 8.0 TEST RESULTS.
3.0 CONCLUSION
S:
3.1 Based on the satisfactory final container configuration, both inter.al and external, it was unanimously concluded by all attending witnesses as well as the report writer that the container more than adequately performed its desired functions.
Much greater damage was anticipated than was actually experi-enced and no further. modification of the container is required to improve its performance under these extremely severe test conditions.
4.0 REC 0!41ENDATIONS:
4.1
'Since the ' tests herein were performed on a prototype container which had previously been qualification tested and documented
'(
Reference:
Part A of this test report), there is every reason
- 1 DATE 2-27-80 REVISION No.
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C
- i' WDEL B FRESH FUEL SillPPIIT3 OMAllER B&W-OFP q.
PACKAGE ID USA /6205/AF DOCKET 71-6206 SECTION: SillPPING SAFELY A% LYSIS EXHIBIT B
~
4.1 to believe that this. container design has the structural integrity required to fulfill its mission.
4.2
~It is hereby reconinended that this container P/N 208R001-1 be granted' approval for shipment of production fresh fuel cells.
. 5. 0 -
CONTAINER DESCRIPTION:
5.1
.The container description _in Section 4.0 of Part A of the test report applies with the exception of Para. 4.2 Physical Data which is modified below:
WEIGHTS:
Container & Frame 3940 lbs.
(same)~
Fresh Fuel Cells (2) 3360 lbs.
(was 3000 7300 lbs.
(was 6940 6.0 METHOD OF TEST:
6.1 GENERAL
Two dummy fuel cells (1680 lbs. ea.), were installed in the prototype container and the container cover was secured as ready for shipment.
6.1.1 The container was then subjected to the following test sequence:
a.) Drop #1 Bottom Drop - 30 Rotational
' b. ) Cover removed for examination of contents
- c. ). Drop #2 Cover Drop - 30 to horizontal d.) Drop #3 40_ inch Pin Drop (inverted)
- e. ) Cover removed for' examination of contents
6.2 INSTRUMENTATION
NOT REQUIRED - NOT PROVIDED.
7.0 TESTS
7.1 DROP #1 BOTTOM DROP-ROTATIONAL:
The loaded container was placed on the ground on-its skids.
A DATE.
2-27-80 REVISION NO.
0-P. AGE 2
CURRENT REVISION:
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e g.
NIR B FRE6H FUEL SHIPPIN3 C0ffTAllER B& OFP PACKAGE ID.U / 206/AF-DOCKET 7.1-6206 EXHIBIT B SECTION: SHIPPING SAFELY A'MLYSIS 17.1:
DROP #1 BOTTOM DROP-ROTATIONAL:
(continued)
- cable sling was attached to the lifting. eyes in the stacking brackets-(one hook in each stacking bracket).
The sling was then attached.to a quick release mechanism on the crane.
The container was then lifted off the ground.in such a manner that the
~
AFT END raised off the ground first to an angle of 30* to the
. horizontal (see sketch in Appendix A) before the FUD END left the ground.
The container was raised to a height of 30 ft. from the bottom of the skids at the FWD END to the ground.
This was determined.by a 30 ft. length of string attached to the FWD END skids with a small weight at the end of the string which just left the' ground when the correct height was attained.
The
' quick release was then actuated and the container fell freely to the grour.d.in-the same attitude which it was suspended causing the AFT END.to rotate to the ground after the FWD END struck.
See Appendix B for. photographs of results.
7.1.1 The container was then opened and examined for damage. See Section 8 for TEST RESULTS.
7.2 DROP #2 COVER DROP - 30' ANGLE:
The container was placed on its cover with the.four skids sticking straight up.
The container was then rolled over 30 toward.its side until the sealing flange was at a 30 angle from the horizontal (see sketch in Appendix A).
A sling was
-attached to.the container. and the quick release mechanism on the crane. The container was raised to a height of 30 ft. from the cover to the ground. The quick release-was actuated and the
- container fell freely to the ground on its cover.
The container was not opened after this' test for fear of not being able-to replace the cover for the~ pin drop test.
.-7. 3 40 INCH PIN DROP TEST:
.A steel ~ pin (size 6'in. dia. x-8 in. 19.-with 1/4 in radius DATE J2-27-80:
. REVISION No.
0
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USNRC APPROVAL REFERENCE 7l DATE:
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f DDEL B FRESH FUEL SHIPPITE C0!WilfER B& GFP PACKAGE ID USA /6203/AF I M ET 71-6205 EXilIBIT B SECTION:
SillPPll1G SAFBY AW.YSIS-
- 7. 3 40 INCH PIN DROP TEST:
(continued) around top circumference) was placed on the ground and the container raised above the pin to a height of 40 inches to the top of the pin.
The container was angled in such a manner as to present the undamaged side of the cover to the pin.
Upon release, the container cover struck the pin squarely and rolled over on its side to the floor.
Photographs were taken of the container and pin inmediately thereafter.
7.3.1 The container was then Lprighted and the cover removed for examination of the container contents.
7.3.2 See Section 8 for RESULTS OF THE TEST SERIES.
8.0 TEST RESULTS:
8.1 Photographs were taken during the test series and are included in Appendix B.
8.1.1 The following is a list of the photographs and an explanation of what they depict:
PHOTO NO.
DEPICTION 1
Showing container prior to release during drop #1 Bottom Drop - 30 Rotational.
NOTE:
That the container angled in relation to crane boom.
2 Immediately after Drop #1.
NOTE: The splintered skids (FWDEND) 3 AFT END - this end suffered the rotational impact and bottom end plate distortion of 1 in, out of vertical plane.
Also the pork chop was severely distorted.
4 Showing cover removed - general view looking FWD.
The support rod broke loose from its storage position and is leaning against clamp bow.
Frame and fuel cells essentially intact.
2-27-80 DATE REVISION NO, 0
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REVISION
mDEL B FRESH FUEL SHIPPIl6 C0ffTAllER Bul-GFP
+
PACKAGEIDUSA/6205/AF DOCKET 71-6206 EXHIBIT B SECTION: SHIPPING SN~ETY RMLYSIS 8.1.1 Continued
~
PHOTO NO.
DEPICTION 5.
General view looking AFT.
6.
Showing FWD END - Left side shock mount broken loose from suspension frame.
Also note container shell directly under frame is formed around skid angle.
/.
Showing AFT END - right side shock mount broken loose and locally distorted chanriel adjacent to shock mount.
Also side and top pressure pads loose as a result of end gate pivot rods slipping out of sleeve brackets when fra;ne bottomed out on skid angle.
This caused permanent set in frame rails which in turn loosened top and sidc pressure pads.
The fuel cell on this side slid AFT 5/8".
8.
Showing FUD END with 5/8" clearance be~ tween end gate and fuel cell as a result of cell shifting AFT.
9.
Showing local distortion of vertical poison plate caused by longitudinal bending (1/2" out of plane).
10.
Showing local distortion of frame alongside broken shear mount at AFT END.
11.
Showing FWD END - bottom inside container - NOTE:
skin fomed over skid angle from frame bottoming out.
12.
Showing AFT END view immediately after Drop #2 COVER DROP - INVERTED.
13.
Showing 3/4 view from AFT END.
14.
Showing container in upright position after Drop #2.
15.
Showing stacking bracket depressed and tear in skin.
16.
Showing container suspended above pin for Drop #3 DATE-2-27-80 REVISION No.
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MDEl_ B FRESH FUEL SHIPPIlG COUTAlfER BW-GFP PACKAGEID' USA /6205/AF DOCKET'71-6206 SECTION:. SHIPPilG SACEIY NMLYSIS ExilIBIT B
~8.1.1 Continued PHOT 0'N0.
DEPICTION 16.-
.40 in. PIN DROP TEST.
'17.
Same as #16 - opposite side.
18.
Showing container on its side immediately after 40 in. PIN DROP.
A 6 in. long cut through the skin resulted from the sharp edge of the dummy fuel cell inside the container striking the skin directly on the pin.
19.
Showing container opened for examination after 40 in. PIN DROP.
NOTE: The frame is still suspended.by the shock mounts with the exception
.of one mount at each end which broke from Drop #1.
Close inspection reveals all of the clamp bows on the right side are bent as a result of impact from Drop #2 COVER DROP but still retain the fuel cells in a " NUCLEAR SAFE CONFIGURATION."
20.
Showing view looking AFT (right side) - NOTE:
cracks in clamp bows where they contact the pressure pads.
Full force of the impact from Drop #2 was taken by these members and although four were loose after the drop, the remaining five on this side were quite adequate to retain the fuel cell in its relative position to the other cell.
21 '.
Showing view looking AFT - Left Side.
NOTE:
clamp' bows and pressure pads undamaged but pressure pads at 3 stations were loose from frame distortion.-
22.-
Showing close-up view of AFT END, NOTE:
broken shock mount attachment to the frame and end
... \\
DATE 2-27-80 REWSION NO.
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. REVISION
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/'
a 'u
!@EL B FRESH FLEL SHIPPilG C0!ffAllER Phl-OFP PACKAGE ID USA /62iTMAF DOCKET 71-6206{.
SECfl0N: SHIPPil5 SAFETY RMLYSIS EXHIBIT B 8.1.1 Continued PHOTO fl0.
DEPICTION 22.
gcte pivot pins out of their socl.its. Also note that clamp bow on near side is cracked and loose but clamp bow next to it is still tight and capable of restraining fuel cell.
23.
Showing AFT EilD with fuel cell and end gate ass'y removed to expose "T" support casting which came through tests unaamaged and naintained a "flVCLEAR S?.FE C0.'!FIGU"ATI^"" lateral spacing.between cells of 2 11/16".
8.2 Measurements of container shell distortion disclosed that that basic configuration of the base had been little affected by the drop tests and the maximum distortion resulted from the C0VER DROP (Drop #2).
8.2.1 The ends of the cover renjived the full force of the impact directly on the two stacking brackets which were depressed to a greater degree thari the cover shell itself.
Actual measurement disc [osed the cover shel:1 had been uniformly depressed 3 inches /throughout its length.
(See Fig. I)
ORIGINAL SilELL C U RVAW Rif N.
f 3 m. T> E PP U S '.>10 H l'
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SillPPil5 SAFEIY NMLYSIS EXilIBIT C EXilIBIT C
_ LIFT AflD TIE DOWil PROVISI0flS ON 110 DEL B FRESlf FUEL Sl!IPPIllG C0flTAlflER DATE 2-27-80 REVISION fl0.
O PAGE i
ClRREtiT REVISION:
SUPERCEDES:
PAGE US!RC APPROVAL REFERENCE DATE REVISION
E,u;. #:
jH11 B FRESH FUB. SHIPPIll3 C0!ffAllER P2W-OFP ~
4.1
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~-
TAtlLE OF C0fiTEllTS-PAGE 1
-1)' Requirements 1
.II) Geometry of Attachment Points on the Container 2'
- III) ~ Forces Acting on' the Container 8
-IV) Stress. Analysis o'f. Attachment Points 13 V)11 odes.ofLFailure 27-VI) Interlocking Bolts-29
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i DATE-
'2-27-80:
'REV1SION 10.
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StPERCEDES:). :
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' REVISION a
1 I'
mlEL B FESH FUEL SHIPPilG ElfAllER Ml-OFP PACKAGE ID USA /6206/AF DOCKET 7 M 206 SECTION: SHIPPil!G SN~ETY /MLYSIS EXilIBIT C IJ REQUIREliEllTS It is the purpose of this report to show the compliance of the handling and transportation provisions with the NRC Specification Part 71 - Packaging of Radioactive flaterial for Transport, Subpart C - Package Standards, Par. 71.31.
DATE 2-27-80 REVIS10N [0.
O PAGE I
CU'lREllT REV1S10N:
SUPERCEDES:
PAGE US!RC APPROVAL REFLRENCE DATE ___
REVISION __
~- m;.
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fDDD. B FESH FLEL SHIPPIIS WITAllER BSW-GFP PACKAGEIDUSA/6205/AF-DOCKET 71-6206 SECTION: SillPPilE SAFEIY RMLYSIS.
EXilIBIT C -
~II)' GEOMETRY OF ATTACHMENT POINTS Ott Tile C0flTAINER 1
DATE; 2-27-80 REVISION NO.
O PAGE 2
ClRRENT. REVISION:
j SUPERCEDES:-PAGE'
-US!BC APPROVAL. REFEREl4CE-DATEc
- REVISION
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DATE 2-27-80 REVISION NO.
O PAGE 3
CURRENT REV1S10N:
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b m
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T-MIL B FRESH REL SHIPPIIS C0!! TALLER P&l-OfP PACKAGEIDUSA/6206/AC DOCKET 71-6206 EXHIBIT C SECTION: SillPPll1G SAFEIY AW.YSIS 2M IlG. I - 3,/
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DATE-2-27-80 REVISION NO.
O PAGE 5
CURRENT REVISION:
SLFERCEDES:.PAGE USNRC APPROVAL REFERENCE IATE-
~ REVISION
c mIEL B FRESH Rfr1 SHIPPllS CD'liAliER B811-GFP PACKAGE ID USA /6205/AF DOCKET 71-6206 SECTION:. SHIPPil5 SrfETY NW.YSIS EXillBIT C
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9 PAGE 6
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w mDEL B FRESH FUEL SHIPPil5 ElIAlfER Bul-OFP
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PAGE US!aC APPROVAL REFERENCE DATE._.
REVISION
~
b WDEL B FRESH FLEL'SHIPPil5 C0iffAllER B&ll-GFP PACKAGEIDUSA/6206/AF DOCKET 71-6206 SECTION: - SillPPiliG SATIY RMl_YSIS -
EXHIBIT C III) FORCES ACTING ON THE' CONTAINER 1)~ 1.ifting forces per requirements on I - 2 acting on the lift eyes shown 'on pages 9 and 10.
~
- 2) Tie down forces under scheduled loading-conditions see pages 6 and 7.
- 3) Tie down forces - unscheduled, but possible through use
~
of lift eyes-for tie down.
Worst condition..See pages 11 and 12.
4 q
DATE :
2-27-80 REVISION 10.
0 ~
PAGE 8
-l CURREffT REVISION::
StPERCEDES: P GE.
USNRC APPROVAL-REFERENCE. j d
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DATEJ REVIS10N-
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DATE-2-27-80 REVISION NO.-
-0 PAGE 9
CtRRENT REVISION:
SUPERCEDES:. PAGE
US!aC APPROVAL REFERENCE DATE' REVIS10N L
mDEL B FRESti FLEL SHIPPl!G C0!ffAllER Bdi-OFP W ee e*
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' REVISION fD.
0' PAGE 12 CLERENT REVISION:
SUPERCEDES: sPAGE USNRC APPROVAL REFERENCE IRTE-'
. REVISION-s
' t0 DEL B FE91 REL SHIPPlfTa C0fffAllER BW-QFP PACVhGEI'DUSA/62rx.h.socCKET71-6206 SECTION:1 SHIPPiliG SAFEIY NRYSIS EXilIBIT C IV) STRESS AriALYSIS OF ATTACHfiEllT POINTS 1)~ Towing Eyes Used as a. guide for longitudinal restraint-under about 45 degree angic'downwards.
See page - 6.
The portion as part of the base frame with skids and stressed
'in the-outlined direction is obviously very bulkly and rigid that-'there'is no need for a detailed investigation ~ on strength.
e.
- 2) Lifting Eyes The lifting force per lug of F = 11,000 lbs (III -3) is e
.less strain to tear out the hole than the unscheduled tic down Force R = 30,632.lbs.
t
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DATE-
~2-27 REVISION No..
- 0 PAGE
'13 J
ClRRENT REV1SION:-
SUPERCEDES: PAGE :
' USNRC APPROVAL REFERENCE g; _
IMTE REVISION
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O PAGE 14 CURREf6 REVISION:
SUPERCEDES: PAGE' USTEC APPROVAL REFERENCE
/-
l, DATE
.REVISICN
WEL B FRESH FLEL SHIPPIIS C0!! TALLER BdkOFP
~
n PACKAGE ID 03A/6203/AF DOCKER 71-6203 SECTION: SHIPPil13 SAFETY NRYSIS EXilIBIT C STfR E S G O N!
L. l FT ' E Y'L.
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.Rr - so,6 3 2. t as Rr a
r DATE 2-27-80 REVISION No.
O PAGE'15 CLRRENT REVISION:
SUPERCEDES: PAGE USNRC APPROVAL REFERENCE DATE REVISION
WDEL B FRESH FLEL SHIPPIN3 C0iffAllER B&W-CIFP 8.
PACVAGE ID USA /6206/AF DOCKET 71-6206-SECTIONi SillPPIfiG SAFEIY #RYSIS EXHIBIT C 9
LOC.ATION OF A Ti&*boWN HoDK 'IN ' *TH E Li PTING EGVi2
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GECTIO N A-A DATE 2-27-80 REVISION No.
O PAGE 16 ClRRENT REVISION:
SUPERCEDES:.PAGE-USNRC APPROVAL REFERENCE D\\TE
' REVISION
~", A,'-
- ~
7-a.'.
MDEL B FRESH FLEL SHIPPIIE C0!fTAIER B&W-OFP PACKAGE ID USA /6206/AF~
DOCKET.71-6206 SECTION:
SHIPPINGS /FETYAMLYSIS EXHIBIT C
'2.lt Vector "a" Pulling Rectangular to the Lift Hole The hook will be located somewhat higher than at the 45 axis becauseofdiminishingspacebehindlhe-backupplate.
. Therefore the situation as shown on page 16 can be. applied.
Actual' conditions:do not allow a standard' calculation procedure.
We adapt the dimensions to the case #60 of Formulas for Flat Plates, Table X, Page 232, in "Roark, Formulas for Stress and Strain ~," 11cGraw-Hill Book Company.
4 I.
D4TE 2-27-80i R.dISIONLNo.
O.
PAGE ~17-ClRRENT REVISIONi <
~
SUPERCEDES:- PAGE USNRC ' APPROVAL REFERENCE
~
D\\TE REVISION.
_,2
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- f y;f p
1/
AREA 0i= h A
'Titic kNe ts F
3_
z Swa ~
'I
\\
3__ 3 ;g( g, A.-..., 3..-.-
z===-
g+
lG
/
\\
IN.
}iMuL ATPb ' CONDITIOfJ CIRCULAR PLNrE t ATH CCNc titJTRic.
. HOLE
=
l,/
5 2)lh a.
VEC.Toa n #
/
g APPt.rist) Imns ' v' e
0
/
./
.A DATE 2-27-80 REVISIOff NO.
O PAGE 18 CLEREliT REVISION:
SlMERCEDEs:
PAGE USNRC APPROVAL REFERENCE DATE __
REVISION
g _j 7 '
[ 4-PDDEL B FIESil REL StilPPlf6 C0ffTAltER
.. B& OFP b
PACKAGE ID USA /6206/AF DOCKER 71-6206 SECTION:. SillPPiliG SAFETY NMLYSIS.
EXilIBIT C p:
o W'
.r Circular Plate With Concentric llole E
Outer Edge fixed Inner Edge Free
. + am I
Uniform load on concentric circular ring of Radius r.
g Our application shows only a local area where the hook touches the back-up plate.
To about _ conform with the conditions of the formula,
- we multiply the force with 1.3, Id.ax, stress at inner edge
[(m + )(2 log
+I
-I)3-St"
-4mmtz e
r-oF 2
2 E 'aT ~((m - 1) - b2((m,+3)'3
-6H W
m - 1) + b 1)
. Factor M:
2 H=
W
[(m - 1) + 2'(2 l'g
.a r
o g _j))
8nm e-rg.
H E Total applied -load = 1.3 x Vector "a" = 1,3 x. 2350
=
= 3700 lbs.
_m = Reciprocal of v (Poisson's Ratio) =
'l-3.7
=
O.27~
t = Thickness of plate 0.44 in.
=
DATE: 2-27 REVISION No.
0
.PAGE 19 CinREfff REVISION:
SUPERCEDES:
I' AGE USNRC APPROVAL REFERENCE F
DTTE:
~ REVISION' e
l.'
FOIE. B FRESil FUEL SillPPIIS C0iffAlfER IW-OFP PACI' AGE ID USA /62@//F DOCler 71-6206 SECTION:
SillPPIliG S/HiTY /MYSIS EXHIBIT C a = outside radius =
2.5'in.
b = inside radius 1.5 in.
=
r = radius of location of applied force = 2 in.
g 2.5 2
S = 3 x 3700
+2
-1)]-
t
[(3.7+1)(2 log 2.0 4n x 3.7 (0.44)2 e
7p 2.52 (3.7 - 1) - 1.52 (3.7+1_)
(3.7 + 1)g,
- 6 x 114.3
- f. 2.52 (3.7 - 1) + 1.52 (0.44)T
-1233.7 [4.7 x 0.86] - 3542 [
-h ; )-
-]
=
=
-498.7 - 812.9
-1,311.5 PSI
=
=
li = 3700 2.5 2
-1)]
[(3.7 - 1) + 2 (2 loge 2.0 + ~2T F 8n x 3.7 39.8 [2.7+0.172]
114.3
=
=
2.2 VECTOR "b" PULLIfiG Ill PLAtlE OF HOLE According to the sketch on page 16, the tendency to shear occurs at two weak points with the following area:
2 A = (1.6 + 0.7) x 0.44 = 1.02 in F
2y /2 Stress S S
~
30,500 29,900 PSI
=
=
A 1.02
= Ssyield DATE 2-27-80 REVISION NO.
O PAGE 20 ClRREllT REVISION:
SUPERCEDES: PAGE USNRC APPROVAL REFERENCE mTE REV1SION
mDEL B FRESH FUD S!11PPIra C0fffAINER B&h0FP PACKAGEIDUSA/6203/AF DOCKET 71-6203 SECTION: SHIPPING SAFF1Y RMLYSIS EXIIIBIT C 3.
STRESS __0N CONTAIriER SHELL DURIllG STRAPPIt;G Each one of the steel straps is used for a payload of 5000 lbs.
weight.
The maximum tensile force is 15,300 lbs., which is a strength of Su g liti,000 psi i S
g 80,000 psi i yield Prestressing should be 1/5 x S
= 16,000 psi yield The tying force P is therefore t
= Pu x )I
= 2,130 lbs.
)
The worst condition is to be seen on Page 7 in the upper sketch, Figure 11-5.1.
The resultant force acts under 30 to the vertical axis, which means the resultant is = P = 2130 Bs.
t Calculation per "Roark, Formulas for Stress and Strain," Page 300, Table XIII, Case 7.
Thin vessel with closed and end support.
Radial load P unifonaly distributed over small Area A, approximately square or round, located near mid pan.
R = vessel radius; t - thickness.
The area due to padding load distribution is approximately 2
A = 5 x 23 = 115 in For A ratio 0.271
-=
=
2 231, we find by interpolation a value of And A ratio R 20.6
=
=
t 0.089 2
S ' (t /p) = 0.104 and 2
S'(f)
= 3.53 2
DATE 2-27-80 REVISION No, O
PAGE 21 CIRRENT REVISION:
SlFERCEDES:
PAGE USNRC APPROVAL REFERENCE IMTE REVISION
p, L'.
MDEL P, FRES!! FLEL SHIPPIN3 CD:ffAIER IMl-GFP PACKAGE ID USA 6205/AF DOCKET 71-6203
/
SECTION: SilIPPIls S/fET/ #MLYSIS EXHIBIT C S'=H p bending stress 2
S ' = 0.104 P = 0.104 2130
=
2 F
[0. 00W S ' = 27.960 Psi 2
S = Ho p membrane stress 2
S = 3.53 P
= 3.53 2130 2
tR 0.089 x 20.6 S
= 4101 psi 2
Above figures will not be quite applicable to our case, as we have the restraint of the straps counteracting the bend deflection, which there-fore reduces the stress.
4.
WELDING 0F THE STACKIfiG BRACKET The fillet welds are located in two planes on the cantainer shell.
Each plane is analyzed separately.
The connection welds to the roilover ring are placed in the same level as the other in order to simplify the calculation.
Ilere again the analysis of the forces applied shows that the tie down force R is the worst stress condition on the structural connection.
t R
IMTE 2-27-80 REVISION UO.
O PAGE 22 CURRENf REVISION:
SUPERCEDES:
PACE USNRC APPROVAL REFERENCE IMTE REVISION
FDDEL B FRESH FtFJ. SHIPPIlfa C0!ffAlfER -
B&W-OFP m
PACKAGE ID USA /6205/AF DOCKET 71-6205 SECTION:, S!!IPPIfra SAFETY #MLYSIS EXHIBIT C J
- WELD ?ATi2RN
. 2 'C E A T l' O N Di: THE TV/O 'PL^!455 l
~
-m s
1 s
O*
Y t
\\/IEW X
- f i-pA.
u-K s4-1, d
s
\\/IEWy
./
.N i
DATE-2-27_80-REVISION NO.
.0 PAGE 23 m
CURRENT REVISION:
SUPERCEDES: PAGE USNRC APPROVAL REFERENCE DATE
' REVISION
m j Y JDDEL B FESH REL SHIPPliG C0fffAlfER B&I-OFP '
PACKAGEID.' USA /6206/AF-DOCVET 71-6205 SEDTION:-- SHIPPING SNEY N1ALYSIS EXm Brr C l.IFTING ' FORCES ON War.Ds p,
f~ 2915 thr
'rs, - wa tu
- [
~scua 1% aciss v,,.
tooo as T,- sczas y
VRivac Vocr/ y 7,
'e 4 Aongg Tu k.
. 7,3
\\p, P /
f-
/
, ~.
/.
y.
--/
r
/
vw n new y.
r.g IWE N
- u
'R ar tu -
/
s,N
?ru 2%se..
- 1. :
..a
?,,. 44coust j-
/
7I4 P,=225stti g
2
[
723 lS00 c23 t.
D5TE 2-27-80 REVISION N0,-
0 PAGE
-24 ClGRENT REVISION:
StPERCEDES: PAGE
.USNRC APPROVAL REFERENCE DATE REVISION l
4
A 4.'
mDEL B FRESH REL SHIPPllra C0!MllER Bel-OFP 3
- p -. t. -
PACKAGE ID USA /6205/AF ~
. DOCKET 71-6206
- SilIPPillG SAFETY #MLYSIS EXHIBIT C SECTION:
1
' k/titb 5 - Tin 7.Jow Foltta '
sent e: - I" - toootus YtG sy.
vasy k*,c.
N
/
~
\\
k
/ 43 s
\\
N
/
/
.is'
/.
~
.j
/
\\
/
/
\\
v.
\\:
N/
x
,\\
p
/'
~
v t
r DATE.
- 2-27-80 REVISION.NO, O
PAGE 25 ClRREfff' REVISION:
SUPEdCEDES-PAGE USNRC APPROVAL REFERENCE DATE REVISION n _m.
2.:
s a
n
, 7.,
1DDEL B FRESH FUEL SHIPPIf6 C0iffAlfER IMI-OFP '
+n PACKAGE-IDUSA/6205/AF.
DOCIET 71-6206 SECTION: - SlllPPING SAFELY #MLYSIS EXilIBIT C
. ~
~ ~.... -...
b/TEL *b.S - "f/G '.DOWN MRCGt
- Sf fe Lur JtAI.c. I% ;LOOO L3r y-i,
?**
7, = io.... a.
3 l
$, '* m.
.}') L, *- 10,78*a Fr VirW A*
heb y
~
?x.
/
,f
/
\\\\
y e.
.y
~
\\
. /
\\
{.
/
\\
l,.
~ Y, s
~ N.
[,
>/ V
.i D1TE ~
2-27-80 REVISION No, O
PAGE 26 CURREffT REVISION:
SUPERCEDES:! PAGE USNRC APPROVAL REFERENCE t.
F DATE
.REVISio:I l
a
[
WIEL B FESH FUEL SHIPPIN3 C0ilTAIER IMl-OFP l
PACKAGEIDUSA/6205/AF DOCler 716206 SECTION: SHIPPING S!\\FEIY NMLYSIS EXilIBIT C WORST CONDITIdN - TIE DOWN FORCE Ill 41 PLANE WELDS h[-l0,'10oL?1 Ty--.
10, 000 Lts PATTEPt/
g7 }/(1 1-P =:
b 33
,l
/
,/
Rp I 4, C Go t ns j#
1 73s
[
N3 slp h TYI' 7-I>;
.1L-
-i 6
- I sw k' ELD AREA 2
A = (3 x 6 + 2 x 1.25 + 2) x 0.094 = 2.115 in Only Shear in Welds:
Stress T =R
= 14600 6920 psi < r llow
=
=
a g
= 11,000 psi ALLOWABLE STRESS:
1 For fillet welds dynamic strss - STL.1010 - 1020 Tallow = 11,000 psi V. MODES OF FAILURE 1)STACKINGBRACKET The lift holes would be torn out if an extreme sidewise tie down DATE 2-27-80 REVISION No, O
PAGE 27
~
ClRREfff REVISICN:
SUPERCEDES: PAGE USNRC APPROVAL REFERENCE InTE-REVISION-
,3, :n r
i WDEL B FRESH Rkl SHIPPIls CWAIIS Mi-OFP w
ue PACKAGEID, USA /6203/AF.
DOCKET 71-6205 SECTION: SilIPPiliG SAFET( NIALYSIS EXilIBIT C
'V.'f10DESOFFAILURE(Cont'd)
- 1) force would.be applied.
The stacking bracket connection welds would be peeled apart if any local excessive lifting force would bring damage.
The containment of the shel:1 would always.be sustained as the skin could not be torn due to the following thesis:
g __
}
~
, //n /x s /
s s s.~ ] T r
~.-
m c
\\ VYLD ElfIfl FRhlT*ItRS The cross-sectional area of the skin is about twice the weld area.
Ratio As,
12.5 x__0.089 1.97 21
=
Tw 6 x 0.094 1
- 2) TOWING PROVISIONS The positioning of the tie-down force near the towing hole would mean that during excessive shock the tie down chains or ropes fail.
This is obvious, as the container base plus lower shell and hardwood skid and rollover braces are connected to a very rigid structure.
- 3) STRAPPING
.The calculations on Pages_20 and 21.
~ indicate that long.
before the strapping would fail the container shell would be DATE.
2-27-80 REVISION NO._
0
~ PAGE.128 CtRRENT REVISION::
SUPERCEDES:: PAGE-USNRC APPROVAL REFERENCE DATE-REVISION s
/s '
FDDEL B FRESH FUEL SHIPPIIS 01 TINTER
- Phl-OFP
.,a PACIMGE ID USA /6206/AF DOCPEr 71-6206 i
SECTION: SillPPIls SAFELY #MLYSIS ExniBIT c V.110 DES OF FAILURE (cont'd)'
- 3) STRAPPING dented by the straps which, of course, does not bring puncturing or affecting the containment of the radioactive load.
VI. INTERLOCKING BOLTS r&-
INTE?RLOCKING y ETE E6LT d 3fA WASH ER Y.
2
/
l /
/
/ W' f
{g-l 7
p r
4
-- l, 1 -
f ROLLOVER Atw;LE
,..-+
E p'kJ a
j
/HMMH7A
^
-tocxuvr %-us
\\/ELDEb 04 DATE' 2-27-80' REVISION.No.
O PAGE 29 CLRRENT REVISION:
SLPER' CEDES: PAGE.
_USNRC APPROVAL' REFERENCE DATE~
REVISION L-
.u :.
c 7.-
%'/
FDDEL B FESfl FLEL S!ilPPlf6 C0iffAIIER Bdl-GFP PACI' AGE ID USA /6206/AF DOCKET 71-6206 SECTION: SillPPlfiG SAFELY NMLYSIS EXHIBIT C VI. IllTERLOCKIts COLTS (cont'd)
The container is equipped with interlocking bolts (4 PLCS) on the rollover angles.
They interconnect stacked containers and avoid relative movement between the units.
Excessive load would cause shearing off the 1/2 - 13 pivot bolts before the welds of the roll-over angles would crack.
DATE 2-27-80 REVISION No.
O PAGE 30 CURRENT REVISION:-
15624 SUPERCEDES: PAGE USNRC APPROVAL REFERENCE DATE REVISION 4