Text

Revised Pages for Inclusion in Revision 1 of Consolidated License Renewal Application for Models 51032 & 1a
	ML19331C981
Person / Time
Site:	07106581
Issue date:	08/06/1980
From:	; SIEMENS POWER CORP. (FORMERLY SIEMENS NUCLEAR POWER
To:	;
Shared Package
ML19331C979	List: ML19331C978; ML19331C981;
References
	17073, XN-052-02, XN-052-R01, XN-52-R1, NUDOCS 8008270004
	Download: ML19331C981 (84)
	v • d • e

{{#Wiki_filter:. Av GUIDE FOR INCLUSION OF REVISED'pAGES OF XN-52, REVISION 1 (JULY 1980) 1. Replace pages iv, y and viii through xi dated June 1980 with the attached identically numbered pages dated July 1980. 2. Replece Section 2 in its entirety (pages 2-1 through 2-41) with the attached Section 2 (pages 2-1 through 2-51). 3. Replace table 7-I (page 7-2) dated June 1980 with the attached Table 7-I (page 7-2) dated July 1980. 4. Replace pages 10-5 through 10-19 with the attached pages 10-1 through 10-27 dated July 1980. 5. Replace Table 12-XIV (page 12-35) dated June 1980 with the attached revision of Table 12-XIV (page 12-35) dated July 1980. 8008270

(JULY 1980)

SUMMARY

OF XN 52, REV.1 CHANGES Change Description Original f Modified Table of Contents and Page No. to Tables and Figures as necessary due Section No. iv, y and revisions of XN 52, Rev.1. N.A. viii thru Referenced table numbers modif xi i of Wording added to reference lo 2-1 br 2.0 2-3 2.1.1 of shock mounts. Corrected typographical error.the Limiting criteria for determinin 2-6 nts 2.1.2 d reference were more clearly specified an 2-7,8 l ted was made to the location of re 2.1. 2 equired k es. components in Model the Model The same information was adde in 2.1.2 51032-la package as was included 2-10 above for the -1 container. 2.2.2 es to Referenced table numbers were chang l giving accommodate the addition of ta for each minimum component requirements 2-12, 13 2.4.1 t rial enrich-that more than one fissile ma package. d Referenced table number revis mmodate Renumbered and re-paginated to acc 2-13 2.4.2 the addition of new tables. 2-14 thru d to Tables 2-I 2-21 Renumbered as Table 2-I and change thru 2-X 2-21(a) correct two clerical errors.dded as New Tables 2-II through 2-IX were Table 2-XI tabulations of component requ rpackag N.A. Model 51032-1 and -la New as.g[39

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SUMMARY

OF XN-52, REV. 1 CHANGES (JULY 1980) (Continued) Original Section No. Page No. Change Description Table 7-I 7-2 Changed the reactivity given for Type AA fuels to reflect actual value given in the text and deleted reference to a non-existent footnote. 10.1.2 10-5 Wording added to define the basis and intent of efforts to establish minimum paciaging component requirements. 10.1.2 10-5 Wording changed for clarification. 10.1.2.2 10-6 Modified to include all Model 51032-1 clamp and shock mount configurations. Equations specified and bases given for determining the component requirements necessary to meet referenced criteria. 10.1.2.3 10-6 Wording added to clarify limits and compon-ent requirements associated with the use of short strongbacks. 10.2 10-7 Revised to indicate that the total weight increase is not associated with the increased content weight limit for the Model 51032-la package. 10.2.4 10-14 Revised to include more detail relative to the required separator blocks and the basis for determining the requirements. 10.2.5 New Included to specify bases and resulting equations necessary to determine the required number of components in the Model 51032-la package. 10.4 New Included discussion of the thermal hypo-thetical accident consequences as a new Section 10.4; the original Section 10.4 (Summary) was changed to be Section 10.5. Table 12-XIV 12-35 Revised to include footnote clarifying how average enrichment values will be calculated in determining compliance when multiple enrichments are included within a fuel rod.

O O iv XN-52, Rov. 1 July 1980 CONSOLIDATED LICENSE APPLICATION FOR EXXON NUCLEAR COMPANY, INC. MODEL 51032-1 AND -la SHIPPING CONTAINERS Certificate of Compliance 6581 Docket 71-6581 TABLE OF CONTENTS SECTION TITLE PAGE NO. 1.0 INTENT....................... 1-1 2.0 PACKAGE DESCRIPTION................ 2-1 2.1 Model 51032-1 Container....... 2-1 2.1.1 Container Description........ 2-1 2.1.2 Fuel Element Clamps, Shock Mounts & Separator Blocks 2-5

2. 2 Model 51032-la Container..............

2-8 2.2.1 Container Description.. 2-8 2.2.2 Fuel Element Clamps, Shock Mounts & Separator Blocks 2-9 2.3 Both Models 51032-1 and 51032-la Containers.... 2-11 2.4 Package Contents.................. 2-11 2.4.1 Model 51032-1 Container.............. 2-11 2.4.2 Model 51032-la Container.............. 2-14 l 3.0 PACKAGE HANDLING................. 3-1 3.1 Package Loading.... 3-1 3.2 Transport Controls................. 3-6 3.3 Unloading.... 3-7 4.0 PROCEDURAL CONTROLS... 4-1 5.0 GENERAL STANDARDS FOR PACKAGING. 5-1 6.0 STRUCTURAL STANDARDS FOR LARGE QUANTITY PACKAGING. 6-1 7.0 CRITICALITY STANDARDS FOR FISSILE MATERIAL PACKAGES 7-1 8.0 EVALUATION OF A SINGLE PACKAGE........... 8-1

o y XN-52, Rev. 1 July 1980 TABLE OF CONTENTS (Continued) SECTION TITLE PAGE NO. 9.0 STANDARDS FOR NORMAL CONDITIONS OF TRANSPORT.... 9-1 10.0 STANDARDS FOR HYPOTHETICAL ACCIDENT CONDITIONS... 10-1 10.1 Model 51032-1 Package............... 10-2 10.1.1 Free Drop Tests.................. 10-2 10.1.1.1 Summary of Model 51032-1 Drop Tests........ 10-2 10.1.2 Package Component Tests and Evaluations...... 10-5 10.1.2.1 Model 51032-1 Separator Block Integrity...... 10-5 10.1.2.2 Fuel Element Clamps and Shock Mounts........ 10-6 l 10.1.2.3 Short Strongbacks Used in Some Shipments...... 10-6 10.2 Model 51032-la Packages.............. 10-10 10.2.1 Model 51032-la Container-End Drop Evaluation. 10-13 10.2.2 Model 51032-la Container - 75* Cover Corner Drop Evaluation.................. 10-15 10.2.3 Model 51032-la Container - Horizontal Cover Orop Evaluation.................. 10-16 10.2.4 Model 51032-la Separator Block Integrity...... 10-17 10.2.5 Fuel Element Ciamp and Shock Mounts........ 10-18 10.3 Fuel Rod Drop Tests................ 10-21 10.4 Thermal Accident Considerations.......... 10-22 10.5 Summary...................... 10-22 11.0 EVALUATION OF AN ARRAY OF PACKAGES......... 11-1 12.0 SPECIFIC STANDARDS FOR FISSILE CLASS I AND III PACKAGES...................... 12-1 12.1 Method, Discussion, and Verification.. 12-2 12.1.1 XN Type I, II, III, IV, AA and Generically Characterized Fuel Elements............ 12-2 12.1.1.1 KENO II (18 Energy Group) Calculational Method. 12-2 12.1.1.2 KENO IV (123 Energy Group) Calculational Method.. 12-4 12.2 Results of k, Calculations............. 12-4

viii XN-52, Rev. 1 July ~ 1980 LIST OF TABLES TABLE NO. TITLE PAGE NO. 2-1 Sumary Listing of Applicable Licensing Drawings.................. 2-15 2-II Model 51031-1 Package-Separator Block Requirements................ 2-16 2-III Model 51032-1 Package-Shock Mount Requirements 2-17 2-IV Model 51032-1 Package - PWR (Steel) Fuel Element Clamp Assembly Requirements...... 2-18 2-V Model 51032-1 Package - BWR (Aluminum) Fuel Element Clamp Assembly Requirements...... 2-19 2-VI Model 51032-la Package - Separator Block Requirements................ 2-20 2-VII Model 51032-la Package - Shock Mount Requirements................ 2-21 2-VIII Model 51032-la Package - PWR (Steel) Fuel Element Clamp Assembly Requirements..... 2-22 2-IX Model 5103-21a Package - BWR (Aluminum) Fuel Element Clamp Assembly Requirements..... 2-23 2-X Revised Fuel Element Identification Numbers.. 2-24 2-XI Radioactive Material Limits (Mixed 0xide Fuels) 2-25 2-XII Radioactive Material Limits (UO Fuels)... 2-26 2 2-XIII Fissile Material Limits (Mixed Oxide Fuels). 2-27 2-XIV Fissile Material Limits (U0 Fuels)..... 2-28 2 2-XV XN-Type I.................. 2-29 2-XVI XN-Type II................. 2-29 2-XVII XN-Type III..... 2-30 2-XVIII XN-Type IV......'........... 2-30 2-XIX Limiting Fuel Element Physical Characteristics 2-31 7 1

ix XN-52, Rev. 1 July 1980 LIST OF TABLES TABLE NO. TITLE PAGE NO. 7-I Individual Package Reactivities....... 7-2 10-I Energy Dissipation Accounting for Model 51032-la Packages Containing XN-Type AA Fuel Elements Relative to Dro Package........... p-Tested 10-25 12-I Calculated k for Unmoderated 5 wt% U-235 Enriched U0 2................ 12-22 12-II Theory-Experiment Correlations....... 12-23 12-III Comparison of Computed Infinite Media Multiplication Factors........... 12-24 12-IV Mixed Oxide Fuel Element Single Package Evaluation................. 12-25 12-V Single Damaged Package Evaluation...... 12-26 12-VI Fuel Element Description.......... 12-27 12-VII Reactivity of Undamaged Fissile Class I Package Arrays............... 12-28 12-VIII Undamaged Arrays of BWR Sized Fuel Elements. 12-29 12-IX Undamaged Array--Unmoderated Fuel Elements. 12-30 12-X Fuel Assembly Description.......... 12-31 12-XI Two Undamaged Shipments........... 12-32 12-XII Mixed Oxide Fuels - Damaged Package Arrays. 12-33 12-XIII UO Fuel Element - Damaged Package Arrays.. 12-34 2 12-XIV Summary of Model 51032-1 and -la Packaging Limtis.... 12-35 12-XV Summary of Computed Reactivities for XN Fuel Types................ 12-36

x XN-52, Rev. 1 July 1980 LIST OF FIGURES FIGURE NO. TITLE _.. G PAGE NO. 2.1 Containment Vessel (Isometric View).... 2-32 2.2 Containment Vessel Layout. 2-33 2.3 Base Assembly - Model 51032-1 and -la... 2-34 2.4 Cover Assembly - Model 51032-1 and -la.. 2-35 2.5 Standard Model 51032-1 Strongback..... 2-36 2.6 Four Fuel Element Packaging (Isometric View)............. 2-37 2.7 Short Strongback.........,... 2-38 2.8 Instrumented Square Fuel Element Shipping Arrangement. 2-39 2.9 Instrumented Triangular Fuel Element Shipping Arrangement. 2-40 2.10 Instrumented Fuel Element Strongback Modifications............... 2-41 2.11 Model 51032-1 Component Details...... 2-42 2.12 End Thrust Bracket - Model 51032-1 & -la. 2-43 2.13 BWR Fuel Packaging Arrangement - Model 51032-1............... 2-44 2.14 Model 51032-la Container General Arrangement. 2-45 2.15 Model 51032-la Container Strongback. 2-46 2.16 Model 51032-la Separator Block. 2-47 2.17 Model 51032-la PWR Fuel Element Clamp Assembly................. 2-48 2.18 Model 51032-la BWR Fuel Element Clamp Assembly................. 2-49 2.19 Type AA Fuel Element Thrust Brackets... 2-50 2.20 Honeycomb Energy Dissipation Components - Model 51032-la.............. 2-51

= xi XN-52, Rev. 1 July 1980 1 LIST OF FIGURES (Continued) FIGURE NO. TITLE PAGE NO. 3.1 Package Tie Down System. '......... 3-10 3.2 Shipping Record Sheet 3-11 3.3 Department of Energy Regional Coordinating Offices for Radiological Assistance and Geographical Areas of Responsibility... 3-12 3.4 Radioactive Material Shipping Inspection R e c o r-d.................. 3-13 10.1 Steel and Aluminum Clamp Assembly Force Deflection Curve Comparison........ 10-27 l 12.1 Infinite Media Multiplication Factors for Low Enriched 0.5 inch UO Rods in Water as 2 a Function of the Water-to-Fuel Volume' Ratio...... 12-37 12.2 5.0 wt.% U-235 Enriched UO Rod-Water 2 Lattice Infinite Media Multiplication Factors.................. 12-38 12.3 4.0 wt.% U-235 Enriched 00 R d-Water 2 Lattice Infinite Media Multiplication Factors.................. 12-39 12.4 3.0 wt.% U-235 Enriched UO Rod-Water 2 Lattice Infinite Media Multiplication Factors................. 12-40 12.5 Single Package, Damaged, Fully Flooded.. 12-41 12.6 Assumed Configuration of Damaged Package Arrays.............. 12-42 12.7 Single Cell of Infinite Array of Undamaged Packages............ 12-43

= 2-1 XN-52, Rev. 1 July 1980

2. 0 PACKAGE DESCRIPTION As specified in 10 CFR 71.22, the Model 51032-1 and

-la packages and their respective contents are described herein. For ready reference, a listing of the safety /licen-sing related drawings is provided in Tabl.e 2-I. l 2.1 Model 51032-1 Container The gross weight of the Model 51032-1 packaging is 4000 100 pounds. Specific materials of construction, weights, dimensions, and fabrication methods of the packaging components are as described below. 2.1.1 Container Description The containment vessel is a 43 inch diameter (nominal dimension) right cylinder 216 inches long, fabricated of 11 gauge (0.1196 inch) steel (see Figures 2.1 and 2.2). The containment vessel is fabricated in two sections- -base and cover assemblies (see Figures 2.3 and 2.4). Continuous 2 x 2 x 1/4-inch closure flanges are welded to the base aiid cover assemblies and a 1/2-inch rubber "0" ring gasket is fitted between the mating flanges. Using ten 1/2-inch steel alignment pins permanently fixed in the cicsure flange of the base assembly, the two halves of the containment vessel are mated and sealed together with 58, 1/2-inch 13UNC-2A steel closure bolts; steel washers (9/32 inch thick) are inserted between the mating flanges to prevent excessive oistortion of the "0" ring gasket; l/2-inch 13UNC-28 steel nuts tightly seated complete the closure.

2-2 XN-52, Rsv. 1 Seven ste61 stiffening rings (five rollover angles and two end rings) are welded to each of the base and cover assemblies to strengthen the containment vessel shell. Rollover rings are fabricated 21/2 x 21/2 x 5/16-inch angles and end rings are febricated of 3 1/2 x 2 1/2 x 3/8-inch angles. Four 7 gauge (0.1793 inch) steel skids are welded to the base assembly. These skids support the package and are designed to permit bolting the stacking brackets when packages are stacked for storage or transport. Stacked packages, however, are not normally bolted together during transport. Four sets (two per set) of stacking brackets fabricated of 7 gauge (0.1793-inch) steel are welded to the cover assembly. Welded to each set of stacking brackets is a steel lift-ing lug. These iugs are fabricated of 3/8 inch steel and may be used to support the loaded package. Use has been shown not to generate strnss in any material of the packaging in excess of its yield strength with a minimum safety factor of 3.4. Two fork lift pickup channels are welded to the base assembly to facilitate package handling. These channels are fabricated of 1/4 inch steel. Fourteen (seven per side) shock-mount support brackets fabricated of 1/4 inch steel are welded to the interior side of the base assembly shell. The weight of the fuel elements and the related support mechanism is transferred-e c -,r- ,---w

2-3 XN-52, Rev. 1 July 1980 to these brackets through up to 14 shock mounts. (The actual number of shock mounts included in each package is dependent upon the weight of the fuel elements being transported.) The minimum number of shock mounts as a function of the total package content weight is given in Section 2.1.2. The shock-mounted strongback supports and protects the fuel elements. The standard strongback (see Figure 2.5) is designed to securely hold two long (or four short, see Figure 2.6) fuel elements in place with a minimum spacing of 6 inches between the two fuel element cavities formed by the strongback components. The main strongback member is a single "U" shaped channel formed of 1/', inch steel. The standard strongback channel'is about 196 inches long, 25-3/8 inches wide, and 12-1/2 inches high. Alternate strongback channels that are shorter or have other minor design variations are used interchangeably with the standard strongback. Alternate strongback channels are structurally the same as the standard ones except for the dimensional differences. All are fabricated of 1/4 inch thick steel. See Figures 2.7, 2.8, 2.9 and 2.10). Side and bottom steel angle (2 x 2 x 1/4-inch) supports are welded to the exterior of the strongback channel in seven locations on the standard strongbacks and five on the short strongbacks to provide rigidity and additional j strength. Separator blocks (3/8 inch thick channels, 6" wide x 8" l high x 9" long) are bolted (two 5/8-llVNC-2 bolts each) to the strongback channel such that the centerline of the spacer blocks corresponds to the centerline of the strong-back channel. The number of blocks used in each package I I

2-4 XN-52, RQv. 1 i is dependent upon the weight of the fuel element to be transported. The minimum number required as a function of fuel element weight in pounds is specified in Section 2.1.2. Fourteen 4 x 3 x 3/8 inch steel angles are welded to the exterior sides (seven per side) of the strongback channel (five for the short strongback). During shipping, these angles secure the strongback to 2 x 4 x 1/4-inch support tubes by a 5/8-llVNC steel bolt, nut, and lock washer system (one each per lock-down angle). Seven strongba:k support tubes (five for the short strong-backs) provide support and hold the strongback assembly in place during shipping and storage. These support tubes are fabricated of 2 x 4-inch steel channels (1/4 inch wall thickness) and are 29-5/8 inches long. The support tubes are attached to the interior of the contain-ment vessel through shock mounts (two per support tube), to the shock mount support brackets. The shock mounts minimize vibrational effects on the fuel elements during transport and handling. In the event of a fire severe enough to destroy the natural rubber portion of the shock mounts, the fuel elements remain in essentially the same position within the package as the result of the steel bolts, washers, and nuts incorporated into the ( shock mount assemblies (see Figure 2.11). i 1 The effectiveness of the shock mount system is not fully realized unless the trunnion assembly is disengaged prior to sealing the containment vessel. Consequently, the trunnion assembly contains a blocking feature that will not allow the cover and base assemblies of the containment

2-5 XN-52, Rev. 1 vessel to be mated while it is engaged. The trunnion assembly has no other transport significance; it is merely a device to aid in the loading and unloading of fuel elements. Steel end thrust brackets (see Figure 2.12) are bolted to the strongback at both ends of the fuel elements to prevent longitudinal movement. When shipping four (4) fuel elements, the two short steel center thrust brackets (see Figure 2.6) are bolted into the strongback between fuel elements in each cavity. A handle is attached to the center thrust brac%et to facilitate bracket removal from the strongback during unpacking operations. There are no materials specifically used as nonff ssile neutron absorbers or moderators in this packaging. 2.1.2 Fuel Element Clamps, Shock Mounts and Separator Blocks Fuel elements are clamped in place within the strongback and restrained from lateral or vertical movement (see Figures 2.1 and 2.6). These clamping devices hold the fuel elements against the bottom and sides of the strong-back channel such that the maximum fuel element separation distance is achieved. The adjustable clamps are mounted on 2 x l-1/2 x 1/8-inch steal cngle brackets that extend laterally across the top of the strongback channel. These brackets are clamped (using two 5/8-inch steel bolts per bracket) to the top of the strongback channel. There are two types of clamps, one designed to clamp on the spacers of PWR fuel elements and the other designed to clamp between the spacers of BWR fuel elements. PWR fuel element clamps (see Figure 2.11) are steel and the surfaces

2-6 XN-52, Rev. 1 July 1980 of the clamps that contact the fuel element are lined with 1/4 inch thick Buna-N rubber paos. The BWR fuel element clamps (see Figure 2.13) are fabricated of aluminum with ethafoam (low density expanded polyethylene at approximately 6 pounds per cubic foot density) pads,

3/4 and s 1/2 inch thick, added between the fuel element and the strongback and clamps,.respectively.

Fuel elements supported in this manner may contain tight-fitting corru-gated polyethylene shims interlaced between adjacent rows of fuel rods within the fuel elements. A typical corrugated polyethylene shipping shim, and a schematic diagram showing the clamping method with associated shims and ethafoam pads in place, are shown in Figure 2.13. XN Types I, IL, III, IV, and some of the generically characterized fuel elements will be packaged with molded corrugated polyethylene shims between adjacent rows of fuel rods within the fuel elements. When such shims are used in the packaging, ethafoam (low density expanded polytheylene at 6 pounds per cubic foot density) pads.75 and.50 inch thick will be added between the fuel element l and the strongback and clamps, respectively. These pads, used in conjunction with the clasping procedure described above, provides support for the fuel elements while retaining the structural integrity of the shipping package. The generically characterized UO fuel elements with 2 which such shims and pads are included, are identified in Section 12.5. l l A comparison of the energy absorption capabilities of the alternative support methods indicates that the method using ethafoam pads will absorb at least 1.2 times the l ^ ' "'~'

2-7 XN-52, RIv. 1 July 1980 energy of the originally designed and tested support system. As a result of comparisons between the two support methods, it has been concluded that under maximum credible accident loading conditions either support system meets all struc-tural requirements (i.e., either the basic system tested, or the system using ethafor;n pads, polyethylene shims, and clamps over the fuel rod spans between spacers). When transporting fuel elements weighing in excess of 800 pounds, restraint bars are included in the package. Rc:traint bars consist of 2 x 1 1/2 x 1/8-inch steel angle brackets that extend across the top of the strong-back channel and are clamped to the strongback flanges in the same manner as are the full clamps. The restraint bars are provided for additional restraint in the event of an accident. Strongback components required for each package vary with the size and weight of the fuel elements shipped. The limiting criteria are as follows: 1) The weight of the strongback and contained fuel per shock mount shall not exceed that of the drop tested package; 2) Full clamp assemblies used to retain fuel elements within the strongback shall not fail at forces required for failure of the shock mounts; and [ 3) The weight of contained fuel per separator block I shall not exceed that of the drop tested and analyzed package. l l l 6 --_e- ,r-y -- 4

2-8 XN-52, Rev. 1 July 1980 Equations for calculating the rcquired number o' shock mounts, full clamp assemblies, and separator blocks were derived from drop test results and component tests which assure compliance with the above noted criteria. The relationships and their bases are discussed in Section 10.1.2 and the number of various components calculated to be required for various package content weights are given in Tables 2-II through 2-V. Th'e number of restraining bars employed for transporting fuel elements weighing in excess of 800 pounds shall be one fewer than the number of full clamps, (i.e., N 'I)* c In addition, half clamps are normally applied at the end of each fuel element but are not taken into account in this calculation. These half clamps provide some degree of conservatism. When four short fuel elements are transported in one container W shall be the combined weight of the two fuel elements. 2.2 Model 51032-la Container The gross weight of the Model 51032-la packaging is 4600 100 pounds. Specific materials of construction, weights, dimensions, and fabrication methods of the packaging components are as described below. 2.2.1 Container Description The outer container vessel of the Model 51032-la con-tainer is identical (interchangeable) to that used for Model-51032-1 packages and described in Section 2.1. The overall arrangement of the Model 51032-la container is shown in Figure 5.14. The strongback (see Figure 2.15) is

2-9 XN-52 Rev. 1 July 1930 also basically the same as the Model 51032-1 standard strongback except that the interior width is increased by one (1) inch and the thrust plate locations are changed to accommodate slightly larger fuel elements while main-taining at least a six inch separation between adjacent fuel elements. Separator blocks used to assure a minimum separation between fuel elements within each container were modified by addition of a gusset plate for increased strength (see Figure 2.16). Significant differences between the two models occur in the shock mounts (see Figure 2.14), full clamps (see Figures 2.17 and 2.18), separator blocks (see Figure 2.16), and some of the associated bolts. In addition to these differences which characterize the packaging model, additional components are employed when Type AA fuel elements are transported in the Model 51032-la containers. These are 1) special strongback thrust brackets (see Figure 2.19) at each end, and 2) aluminum honeycomb impact limiters (see figure 2.20) at each end between the thrust brackets and the end of the outer containment vessel. (The special thrust bracket and honeycomb material are retained at the lower end (near the trunnion) of the package for all fuel element shipments but the upper thrust bracket and honeycomb may be replaced with the bracket shown in Figure 2.12.) 2.2.2 Fuel Element Clamos, Shock Mounts and Separator Blocks The fuel element full clamps for Model 51032-la packages have been strengthened relative to those for Model 51032-1

f l 2-10 XN-52, Rev. 1 July 1980 package as explained in Section 10. The full clamp angle bar has been replaced by a 2-1/2 x 2-1/2 x 1/2 inch angle bar and the clamp that fastens the angle bar to the strongback has been revised for greater strength. The design is shown in Figure 2.17. The steel clamp used to fasten PWR fuel elements in the strongback is shown in Figure 2.17 and the aluminum clamp for use with BWR fuel elements is shown in Figure 2.18. This packaging also requires half clamps, one at each end of each fuel element arid not less than one fewer restraining bars than full-clamps. As for the Model 51032-1 package, the strongback components required for each Model 51032-la package vary with the size and weight of the contents (fuel elements). Criteria used to determine the required number of shock mounts, full clamp assemblies, and separator blocks are identical to those given in Section 2.1.2. Equations for calculating the required number of the various components were derived from test data results and assure compliance with the specified criteria. The relationships and their bases are discussed in Section 10.2.4 and the number of the various components calculated to be required for various package content weights are given in Tables 2-VI through 2-IX. The number of restraining bars employed for transporting fuel elements weighing in excess of 800 pounds shall be one fewer than the number of full clamps, (i.e., N -1). In' addition, half clamps are normally applied at the end of each fuel element but are not taken into' account in this calculation. These half clamps provide some degree

2-11 XN-52, Rev. 1 July 1980 of conservatism. When four short fuel elements are transported in one container W shall be the combined weight of the two fuel elements. 2.3 Both Mocels 51032-1 and 51032-la Containers There are no sampling ports or tie-down devices. Thcre are two valves on the containment vessels; one is used for pressurizing (with dry air or nitrogen) the con-tainment vessel prior to shipping (or storage), and one for relieving the containment vessel pressure prior to unsealing the vessel. As such, both valves are located in one end of the containment vessel. These valves are not of safety significance and, indeed, are not normally used (i.e., the containment vessel is not normally pressur-ized except for leak testing prior to shipment). There are no structural or mechanical means provided or required for the transfer or dissipation of heat and there are no coolants utilized in the packages. (Decay heat for the unitradiated fuels to be transported is negligible, < 20 watts).

2. 4 Package Contents 2.4.1 Model 51032-1 Container Each fuel element is enclosed in an unsealed polyethylene sheath.

The ends of which are neither taped nor folded in any manner that would prevent the flow of liquids into or out of the ends of sheathed fuel elements.

2-12 XN-52, R:v. 1 July 1980 The maximum content weight for the Model 51032-1 packsge is 3400 pounds. . Currently licensed mixed Pu0 -UO fuel element identifi-2 2 cation numbers and the corresponding numbers used in this document are tabulated in Table 2-X. Design characteris-l tics for these four specific mixed Pu0 -UO nuclear fuel 2 2 elements and for generically described low-enriched U02 fuel elements are summarized herein. Identification of tMese fuel elements, along with the maximum number of elements and the maximum radioactivity of the radioactive constituents contained in a single package, are tabulated in Table 2-XI for specific mixed-oxide (Pu0 -UO ) I"'I 2 2 elements and in Table 2-XII for generically characterit.' U0 fuel elements. 2 The identification and maximum quantities of the fissile constituents contained in a single package are tabulated in Table 2-XIII for specific mixed-oxide (PU0 -UO ) I"'I 2 2 elements and in Table 2-XIV for generically characterized UO fuel elements. In addition, the Fissile Class for 2 each different fuel type is identified and, where appro-priate, the limiting number of packages per shipment is given. Although Tables 2-XII and 2-XIV address the contents of fuel l elements, these same geometric and fissile material limits are requested to apply to the shipment of fuel rods. A description of the packaging method for individual rods us) groups of fuel rods and the safety evaluation of those con-tents is given in Section 12.

2-13 XN-52, Rev. 1 July 1980 All fuel elements contain pelletized and sintered UO 2 Pu0 -UO encapsulated within stainless steel or zircaloy 2 2 tubing. The physical characteristics of the various fuel elements are tabulated in Tabee 2-XIX. In all cases, l individual rods are held in the respective arrays by upper and lower tie plates and intermediate spacers. Indi-vidual fuel rods may contain more than one fissile material enrichment throughout the active length. When computing average values for fuel elements to determine compliance with limits specified herein (see Section 12) the maximum values within each rod will be assumed for the entire rod. Note that for the generically characterized fuel elements (XN Types A through F) the following conditions were assumed: 1) The fuel is uranium-dioxide (UO ) at 95 percent of 2 theoretical density. 2) The clad is zircaloy 2 or 4, conservatively modelled as pure zirconium. 3) The clad thickness assumed was 0.020 inch, a value which is conservatively less than any present Exxon Nuclear Zr clad thickness. 4) The pas gap was assumed to be 0.005 inch. As previously noted, some Exxon Nuclear fuel elements contain gadolinium, cobalt, or other neutron poison rods. In all cases, these poisons are conservatively neglected in performing the criticality safety calculations.

= 2-15 XN-52, Rev. 1 July 1980 TABLE 2-I l

SUMMARY

LISTING OF APPLICABLE LICENSING DRAWINGS Ref. Figure Applicable ~ Number Drawing Number Package Model(s) 2.3 XN-NF-303,359 (Sheet 1, Rev. 1) 61032-1 & -la 2.4 XN-NF-303,360 (Sheet 1, Rev. 1) 51032-1 & -la

2. 5 XN-NF-303,898 (Sheet 1, Rev. 0) 51032-1 2.6 JN-300,607 (Sheet 1, Rev. 0) 51032-1 2.7 XN-NF-303,891 (Sheet 1, Rev. 0) 51032-1

2. 8 JN-600,843 (Sheet 1, Rev. 3) 51032-1 2.9 JN-600,844 (Sheet l', Rev. 2) 51032-1 2.10 XN-NF-303,890 (Sheet 1, Rev. 0) 51032-1 2.11 XN-300,609 (Sheet 1, Rev.1) 51032-1 l

2.1? XN-NF-303,364 (Sheet 1, Rev. 1) 51032-1 & -la 2.13 XN-NF-303,897 (Sheet 1, Rev. 0) 51032-1 l 2.14 XN-NF-303,357 (Sheet 1, Rev. 1) 51032-la 2.15 XN-NF-303,354 (Sheet 1, Rev. 2) 51032-la ?.16 XN-NF-303,357 (Sheet 2, Rev. 1) 51032-la 2.17 XN-NF-303,356 (Sheet 1, Rev. 1) 51032-la 2.18 XN-NF-303,818 (Sheet 1, Rev. 0) 51032-la 2.19 XN-NF-303,355 (Sheet 1, Rev. 1) 51032-la 2.20 XN-NF-303,358 (Sheet 1, Rev. 1) 51032-la

l 2-16 XN-52, Rev. 1 July 1980 1 TABLE 2-II $0EL51032-1 PACKAGE-SEPARATOR BLOCK REQUIREMENTS Fuel Element (a) Required Number Weight of Separator Blocks (pounds) (minimum) 1650 > W 1 1501 9 1500 1 W 1 1313 8 1312 1 W 1 1126 7 1125 1 W > 938 6 937 1 W 5 (a) When twa fuel elements are shipped in the container, W is the weight of each. If four fuel elements are shipped, W is the combined weight of two fuel elements. 1

1 2-17 XN-52, RQv. 1 July 1980 TABLE 2-III MODEL 51032-1 PACKAGE-SHOCK MOUNT REQUIREMENTS Fuel Element (a) Required Number of Weight Shock Mounts (pounds) (minimum) 1650 1 W 1 1329 14 1328 1 W 2 1008 12 10071 W 1 686 10 685 1 W 1 365 8 364 1 W 6 (a) When the two fuel elements are shipped in the container, W is the weight of each. If four shcrt fuel elements are shipped, W is the combined weight of two fuel elements. t = w.-

O 2-18 XN-52, Rev. 1 July 1980 TABLE 2-IV MODEL 51032-1 PACKAGE - PWR (STEEL) FUEL ELEMENT CLAMP ASSEMBLY REQUIREMENTS Required Number of Fuel Element (") Number of Full Clamp Assemblies Weight Shock Mounts (minimum) (pounds) 14 9 1650 > W > 967 14 8 966 i W I 632 14 7 631 i W > 432 14 6 431[W[ 12 8 1328 > W > 1047 12 7 1046 I W i 632 12 6 631 i W i 406 12 5 405 i W I 265 12 4 264[W - 10 6 1007 > W > 632 10 5 631 i W i 373 10 4 372 i W i 10 3 221[W - 222 8 5 685 > W > 632 8 4 631 i W I 328 8 3 327 [ W - 6 3 364 > W >- 265 6 2 264[W (a) When two fuel elements are shipped in the container, W is the weight of each. If four short fuel elements are shipped, W is the combined weight of two fuel elements. l l rn ee

2-19 XN-52, Rev. 1 July 1980 TABLE 2-V MODEL 51032-1 PACKAGE - BWR (ALUMINUM) FUEL ELEMENT CLAMP ASSEMBLY REQUIREMENTS Required Number of Full Clamp Fuel Element (3) Number of Assemblies Weight Shock Mounts (minimum) (counds) 14 10 887 > W > 640 14 9 639 I W 5 474 14 8 473 i W I 356 14 7 355 i W I 267 14 6 266[W - 12 10 1363 > W > 1066 12 9 1065 i W i 711 12 8 710 i W i 498 12 7 497 I W i 356 12 6 355 I W I 254 12 3 253[W - 10 8 1077 > W > 829 10 7 828 I W i 533 10 6 532 i W i 356 10 5 355 i W I 237 10 4 236[W - 8 6 790 > W > 592 8 5 591 i W i 356 8 4 355 i W I 214 8 3 213[W - 6 4 504 > W >- 356 6 3 355 i W (a) When two fuel elements are shipped in the container, W is the weight of each. If four short fuel elements are shipped, W is the combined weight of two fuel elements.

2-20 XN-52, Rev. 1 July 1980 TABLE 2-VI MODEL 51032-la PACKAGE - SEPARATOR BLOCK REQUIREMENTS Fuel Element (a) Required Number Weight of Separator Blocks (pounds) (minimum) 1850 > W 1 1619 8 1618 1 W 1 1388 7 1387 1 W 1 1157 6 1156 1 W > 926 5 925 1 W 4 (a) When two fuel elements are shipped in the container, W is the weight of each. If four short fuel elements are shipped, W is the combined weight of two fuel elements. .r l l - -.~.

2-2I XN-52, Rev. 1 July 1980 TABLE 2-VII MODEL 51032-la PACKAGE - SHOCK MOUNT REQUIREMENTS Fuel Element (a) Required Number of Weight Shock Mounts (pounds) (minimum) 1850 > W $ 1486 14 1485 1 W < 1122 12 1121 1 W 5 758 10 757 3 W 5 393 8 392 2 W 6 (a) When two fuel elements are shipped in the container, W is the weight of each. If four short fuei elements are shipped, W is the combined weight of two fuel elements. I i r --,. --.,,.,, ~

2-22 XN-52, Rev. 1 July 1980 TABLE 2-VIII MODEL 51032-la PACKAGE - PWR (STEEL) FUEL ELEMENT CLAMP ASSEMBLY REQUIREMENTS Required Nunber of Full Cl: imp Fuel Element (,) Number of Assemblies Weight Shock Mounts (minimum) (pounds) 14 8 1850 > W > 1726 14 7 1725 I W I 893 14 6 892 i W 5 533 14 5 532 I W I 332 14 4 331[W - 12 6 1485 > W > 814 12 5 813 i W i 454 12 4 453 i W i 262 ~ 12 3 261[W 10 5 1121 > W > 719 10 4 718 I W i-365 10 3 364[W 8 4 757 > W > 602 8 3 601 i W i 262 8 2 261[W~ 6 2 392 > W ~ (a) When two fuel elments are shipped in the container, W is the weight of each. If four short fuel elements are shipped, W is the combined weight of two fuel elements.

2-23 XN-52, Rov. 1 July 1980 TABLE 2-IX f MODEL 51032-la PACKAGE - BWR (ALUMINUM) FUEL ELEMENT CLAMP ASSEMBLY REQUIREMENTS Required Number of Full Clamp Fuel Element (3) Number of Assemblies Weight Shock Mounts (minimum) (pounds) 14 9 1850 > W > 1667 14 8 1666 i W I 938 14 7 937 i W 5 593 14 6 592 I W I 391 14 5 390[W - 2 7 1485 > W > 938 12 6 937 i W i 552 12 5 551 I W I 341 12 4 340[W - 10 6 1121 > W > 938 10 5 937 I W i 501 10 4 500 i W i 282 10 3 '281[W - 8 4 757 > W > 433 8 3 432 I W 5 209 8 2 208[W'- 6 3 392 > W > 6 2 341[W - 342 (a) When two fuel elements are shipped in the container, W is the weight of each. If four short fuel elements are shipped, W is the combined weight of two fuel elements. - ~

4 2-24 XN-52, Rev. 1 July 1980 TABLE 2-X REVISED FUEL ELEMENT IDENTIFICATION NUMBERS Licensed Fuel Element Revised Fuel Element Identification Number Identification Number i VII I VIII II XIV III XVII IV 4 f b

i 2-25 XN-52, Rev. 1 July 1980 TABLE 2-XI RADI0 ACTIVE MATERIAL LIMITS (MIXED OXIDE FUELS) Maximum Number of Maximum XN I.D. Radioactive Elements Curies (Type) Materials per Package per Package I Pu0 -UO 2 13,400 2 2 II Pu0 -UO 4 49,200 2 2 III Pu0 -UO 4 51,300 2 2 IV Pu0 -UO 2 13,500 2 2

+ 1 TABLE 2-XII RADI0 ACTIVE MATERIAL LIMITS (U0 FUELS) 2 4 XN Number of Maximum Fuel Fissile Maximum Radioactive Elements Curies Type Class V,/Vf Enrichment Material per Package oer Package A I $ 2.1 3.5 U0 2 or 4* 1.5 2 8 I $ 2.1 3.5 UO 2 r4 2.0 2 C III $ 1.8 4.0 00 2 or 4 2.3 2 D III 5 2.1 4.0 UO 2 or 4 2.3 h? 2 E III 5 2.3 4.0 UO 2 or 4

2. 3 2

F III $ 2.1 5.0 00 2 or 4 2.7 2

Two fuel elements of standard length or 4 short fuel elements or of equivalent weight.

cx wm N l 1

2-27 XN-52, Rzv. 1 July 1980 TABLE 2-XIII l FISSILE MATERIAL LIMITS (MIXED OXIDE FUELS) Maximum Fissile Constituents

XN I.D. Fissile Packages Total Maximum (Type)

Class per Shioment I.D. Quantity I.D. Quantity (kg/ Package) (kg/ Package) I I N.A. U 362 U-235

7. 6 Pu 2.42 Pu 2.00 f

II I N.A. U 510 U-235 16.0 Pu 6.00 Pu. 4.80 f III III 8 U 510 U-235 23.0 Pu 6.25 Pu 5.0 f IV I N.A. U 240 U-235 5.0 Pu 1.8 Pu 1.4 f l

A summary of the fuel rods contained in each specific mixed-oxide fuel element is presented in Tables 2-XV through 2-XVIII.

TABLE 2-XIV FISSILE MATERIAL LIMITS (U0 FUELS) 2 XN Maximum Fissile Constituents fuel Fissile Packages Maximum Total Maximum y fy Typ_e Class Per Shipment w f Enrichment I.0. Luantity I.0. Quantity (kg/ Package) (kg/ Package) A I N. A. 5 2.1 3.5 0 700 U-235 24.5 8 I N.A. 5 2.1 3.5 U 1500 U-235 52.5 C III 8 5 1.8 4.0 U 1500 U-235 60.0 0 III 8 5 2.1 4.0 U 1500 U-235 60.0 m E III 8 5 2.3 4.0 U 1500 U-235 60.0 h F III 8 5 2.1 5.0 0 1500 U-235 75.0 'l I E*5 Eb 2 g. 85' ? t )

2-29 XN-52, Rsv. 1 July 1980 TABLE 2-XV l ~ XN-Type I Number of Rods Fuel Rod Description 5 1.59 1 0.05 w/o U-235 12 2.42 1 0.05 w/o U-235 ~ 15 2.87 1 0.05 2/o U-235 4 2.87 1 0.05 w/o U-235--1.0 1 0.05 w/o Gd 0 23 7 2.19 1 0.05 w/o Pu in Natural U S 3.05 1 0.05 w/o Pu in Natural U 1 Solid Zircaloy-2 (No SNM) TABLE 2-XVI XN-Type II Number of Rods Fuel Rod Description 16 2.30 1 0.05 w/o U-235 32 3.20 1 0.05 w/o U-235 40 4.60 1 0.05 w/o U-235 4 4.60 1 0.05 U-235--l.2 1 0.05 w/o Gd 0 23 24 5.45 1 0.05 w/o Pu in Natural U 4 Cobalt targets (no SNM) 1 Solid Zircaloy-2 (no SNM)

2-30 XN-52, Rev. 1 July 1980 l i TABLE 2-XVII l XN-Type III Number of Rods Fuel Rod Description 16 2.30 1 0.05 w/o U-235 32 3.20 1 0.05 w/o U-235 36 4.60 1 0.05 w/o U-235 4 4.60 1 0.05 U-235 - 1.2 1 0.05 w/o Gd 0 23 25 5.45 1 0.05 w/o Pu in Natural U 4 Cobalt targets (no SNM) 4 Solid Zircaloy-2 (no SNM) TABLE 2-XVIII l XN-Type IV Number of Rods Fuel Rod Description 20 2.64 1 0.05 w/o U-235 6 1.79 1 0.05 w/o U-235 8 2.74 1 0.05 w/o Fissile; Pu in Natural U 2 2.24 1 0.05 w/o Fissile; Pu in Natural U ~ ~ e

.. ~ e 3, 3 I' 3 J TABLE 2-XIX l LIMITING FUfL ELEMENT PHYSICAL CHARACTERISTICS Fuel Nominal Nominal Nominal Nominal Nominal XN Rod Array Rod Clad Nominal Fuel Pellet Active Fuel No. of Array Olmensions Pitch Clad Thickness Fuel Rod Diameter fuel Length Type Fuel Rods (Square) (inches) (i nc hes) flaterial (inchesl, 0.0. (inches) ' _{i nc he sl_ (inches) I 49 7x7 5.35 x 5.35 0.738 Zircaloy .034 0.570 0.478 144. II 121 11 x 11 6.52 x 6.52 0 577 Zircaloy .034 0.449 0.371 70. 8 III 121 11 x.11 6.52 x 6.52 0.577 Zircaloy .034 0.449 0.371 70. IV 36 6x6 4.50 x 4.50 0.700 Zircaloy .0302 0.563 0.481 116. A < 100 < 10 x 10 < 5.2 x 5.2 < 0.806 Zircaloy .020 < 0.550 < 0.500- < 192. or 55* or.015 8 1 289 1 17 x 17 1 8.55 x 8.55 < 0.806 Zircaloy .020 < 0.550 t 0.500 < 192. or SS or.015 C $ 289 $ 17 x 17 1 8.60 x 8.60 < 0.769 Zircaloy .020 < 0.550 < 0.500 < 192. or 55 or.015 0 $ 289 1 17 x 17 < 8.*3 x 8.48 < 0.806 -Zircaloy .020 < 0.550 < 0.500 < 192. 4 or SS or.015 E $ 289 1 17 x 17 $ 8.40 x 8.40 < 0.830 Zircaloy .020 < 0.450 < 0.400 < 192. $O or SS or.015 La F $ 289 1 17 x 17 1 8.00 x 8.00 < 0.806 Zircaloy .020 < 0.550 < 0.500 < 192. or'SS or.015 AA** 1 256 16 x 16 9.01 x 9.01 0.563 Zircaloy .030 0.424 0.3565 154. May be 21rcaloy-2. Zircaloy-4 or stainless steel. For criticality safety calculations a 0.20 inch zirconium clad was assumed. Type AA fuel elements may be transported only in Model 51032-la containers. I Ca ><. Eak Ac um we MD 00 P3 C3 m .a =

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i i 7-2 XN-52, Rev. 1 i July 1980 TABLE 7-I i INDIVIDUAL PACKAGE REACTIVITIES XN I.D. ingle Package k,ff 1 'I < 0.634 i.01' II < 0.705 i.009 ~ 1 III < 0.762 i.011 IV < 0.557 .012 Generically < 0.97 Characterize.f (UO ) 2 AA < 0.900 1 0.008 i he$ l' ( l t I
O 10-5 XN-52, Rev. 1 July 1980 i angle. This drop test was designed to determine the capability of the flange closure bolts to withstand the maximum shearing force, and to demonstrate that the base and cover assemblies will remain secured together. Upon impact, the aft end of the cover crumpled, as did the leading corner of the strongback. Following initial impact, the package fell over onto its cover. The base and cover assemblies remained secured together--only one closure bolt failed. Upon opening the package, it was observed that the strongback had broken free from the base assembly. The aft end thrust plate remained secured to the strongback, and the simulated fuel elements wer-retained within the strongback. 10.1.2 Packaoe Comconent Tests and Evaluations Performance criteria for package components were given in Section 2.1.2 which assure the safety of the container under hypothetical accident conditions. Drop tests clearly show the adequacy of the package configuration for a particular payload (fuel element) weight. These results can be extrapolated to other configurations to assure continued adequacy at lower fuel content weights with fewer separator blocks, clamp assemblies, and shock mounts. A discussion of each extrapolation is provided herein. 10.1.2.1 Model 51032-1 Separator Block Integrity Separator blocks were not tested in the Model 51032-1 drop tests. The separator blocks and attachment method used in the Model 51032-1 shipping package are identical to those employed in the Applied Design shipping package
10-6 XN-52, Rev. 1 July 1980 927C (Appendix III compares these shipping containeas). The 927C package separator block arrangement was pre-viously evaluated (see Reference 3). Since the maximum content weight for the 51032-1 container exceeds that of the 927C package, the total number of separator blocks that can be used is increased (see Appendix III). The maximum fuel element weight per separator block is, there-fore, limited to that which was previously demonstrated to be adequate. In particular, the number of separator blocks (N ) used is at least: b 18.5 b Where W is the weight of one fuel element expressed in pounds or, if four fuel elements are contained, the '7 combined weight of two fuel elements. 10.1.2.2 Fuel Element Clamos and Shock Mounts The drop tested Model 51032-1 container was loaded with a total content (simulated fuel eleri,ents) weight of 3300 pounds. The "U" shaped strongback channel weighs approx-imately 700 pounds and with the thrust plates, clamps, separator blocks, etc., in place the total weight supported by the shock mounts (fuel and packaging components) was approximately 4500 pounds. The total weight associated with each of the fourteen (14) shock mounts, therefore, is 321.43 pounds. To comply with criterion #1 of Section 2.1.2, which assures proportional energy dissipation by the shock raounts at reduced content weights, the required relationship to be satisfied is as follows: p 7 -.m- -, ~ - .e, e, v
10-7 XN-52, Rev. 1 July 1980 nWFE + Ws N - 321.43 s where; N = the number of shock mounts, s n = the number of contained fuel elements WFE = the weight in pounds of each fuel element, and
W
= the weight in pounds of the strongback and attached s components. In the cover drop test of the Model 51032-1 package the shock mount bolts failed in tension. Tests of the 5/8 inch Grade 2 shock mount bolts indicate an ultimate strength in the range of 11000 to 12000 pounds. Hence, clamp load-ing/ deformation is limited by tensile failure of the shock mount bolts. The maximum restraining force exerted by the shock mounts in the drop tested package was 168,000' pounds (14 x 12,000 lbs). Since the nine (9) full clamp assemblies used to retain the 3300 pound contents in the package did not fail in the cover drop test (the most severe test of the clamps and shock mounts) it can be stated that each clamp assembly is capable of restraining a load of at least 15,360 pounds. The required number of PWR (iron) full clamp assemblies at various content weights, therefore, can be determined from the relationship: Note that it is conservative to assume a fixed maximum weight for the strongback when computing shock mount requirements for lower fuel content weights. W was, therefore, assumed to be 1200 pounds for computing the req' sired number of shock mounts for various fuel element weights given in Table 2-III.
10-8 XN-52, Rev. 1 July 1980 N R, 12. s c 15.36 1+ W, ""FC where; N R = the number of PWR (iron) full clamp assemblies, N = the number of attached shock mount bolts, s n = the number of fuel elements, WFE = the weight in pounds of each fuel element, and
W
= the weight of the strongback and attached s components. Due to the excessive weight of steel fuel clamps for packaging BWR fuel elements, Exxon Nuclear has designed the aluminum clamps shown in Figure 2.13. Tests on the aluminum clamps have shown that they will not fail and have only marginally larger deformation than the steel clamps used in the drop tests at forces of up to 6000 pounds, per clamp (12,000 pounds per clamp assembly). (See Figure 10.1 for the comparison of the force deflection curves for the steel and aluminum clamps at applied forces of up to 6000 pounds. The tests were conducted with the force applied vertically against the clamp assembly as would occur in a cover drop accident.) Note that it is conservative to assume a fixed minimum weight for the strongback when computing the required number of full clamp assemblies for various fuel content weights. W was, therefore, assumed to be the weight of strongbackbhannelwithoutattachments(i.e.,700 pounds) for computing the number of full clamps required to meet the criteria given in Section 2.1.2 for specific numbers of shock mounts at the various fuel element weights given in Table 2-IV.
k 10-9 XN-52, Rev. 1 July 1980 Although the aluminum BWR clamps may be adequate ai forces of up to those assumed as the capability of PWR steel clam r (15,360 pounds) the test data support the use of assumed loadings of up to 12,000 pounds per clamp assembly. Again assuming that the shock mounts exert a maximum rest n'nirvt force of 168,000 pounds, the number of full clamp ass =.mblies (aluminimum clamps) required to :i.r't the load on each to 5 12,000 pounds is as follows: N BWR s N 1 1+ W c "#FE where; N = the number of BWR (aluminum) full clamp assemblies, N = the number of attached shock mount bolts, s n = the number of fuel elements WFE = the weight in pounds of each fuel element, and
W
= the weight of the strongback and attached components. s 10.1.2.3 Short Strongbacks Used in Scme Shipments Some fuel elements are significantly shorter than the standard strongback for Model 51032-1 containers. A shorter strongback (see Figure 2.7) has been designed which will be used interchangeably with the standard strongback for those fuel elements which can be accomo- ~ dated. Except for length, it is structurally the same hote that it is conservative to assume a fixed minimum weight for the strongback when computing the required number of full clamp assemblies for various fuel content weights. W was, therefore, assumed to be the weight of the strongback, channel without attachments (i.e., 700 pounds) for computing the number of full clamps required to meet the criteria given.in Section 2.1.2 for specified numbers of shock mounts at the various fuel element weights as given in Table 2-V.
I 10-10 XN-52, Rev. 1 July 1980 and would be equally effet.tive in retaining the fuel elements in the hypothetical accident. In addition, the shorter fuel elements have a corresponding decrease in weight which results in reduced loads under hypothetical accident conditions. The required number of shock mounts, separator blocks, and full clamp assemblies are as given in Tables 2-II, 2-III, 2-IV and 2-V. Since the maximum number of shock mounts available is ten (10), the maximum allowable content weight (taken from Table 2-III) in 2014 pounds (1007 pounds for each of two fuel elements). 10.2 Model 51032-la Packaoes Designchangb'sintheModel51032-la-packagecomparedto the Model 51032-1 package have been made to compensate for the approximatly 800 pounds of additional weight l and the reduced strongback extension beyond the thrust plates. The design changes are limited to those which would alter the performance in a readily predictable way and thus not require proof test verificat.on. A limited static component testing program was carried out to provide input to the design modification process. The design philosophy has been to provide significant additional energy dissipation capability which would be available uoon the initiation of relative motion between the strong-back and the container. At the same time, however, the design limits the forces of connection between these two major components so that the relative motion would still take place and, therefore, permit controlled energy dissipation.
a 10-11 XN-52, Rev. 1 July 1980 In considering the relative performance of the tested and revised packages, it is important to focus on the criteria for acceptable drop test performatice. The principal criteria are that criticality shall not be possible in an I array of damaged packages and that radioactive materials are not dispersed. The spacings for suberiticality assumed in Section 12 are assured if the gross distortions of st'rongback and container are not significantly greater than,in the drop tests, if the assemblies are retained in the strongback, the strongback retained in the container, and the container cover is retained on the base. The containment vessel was penetrated in the tests and this is of no consequence since criticality safety is assured in tne event of full moderation of the contents. Larger penetrations would also be acceptable. There were no internal distortions in the. tests suggestive of a threat to fuel confinement. The combined weight of the strongback and Type AA fuel elements in the Model 51032-la package is about 5300 pounds, which is approximately 800 pounds heavier than in the drop-tested package. The total kinetic energy of the loaded strongback at irpact would be 159,000 ft-lbs (24,000 ft.-lbs. greater than that of the tested package). In the tested package, nearly all of the kinetic energy was dissipated in crumpling that part of the strongback structure which was ahead of the thrust plate. Because of the longer Type AA fuel element, this projection beyond the thrust plate has been reduced to 2.5 inches at the trunnion end and is nearly eliminated at the other end. To provide for the additional energy and the lack of a readily crushable structure, the strongback bolting O ~
10-12 XN-52, Rev. 1 July 1980 arrangement has beer. modified and aluminum honeycomb added in the space between the thrust plate and container end plate. The new arrangement results in the forces of deceleration being transmitted more uniformly in time and over a larger area. This results in lower forces per unit of impact area. The evaluation of added energy dissipation is on the basis of static measurements and properties, as discussed in Appendix V, both for the drop-tested package and the heavier Model 51032-la package. For the shock mounts, the static load / deflection test is used as a basis for determining the energy that can be absorbed in the shock s. mount system as a function of relative strongback-container displacement. This static test measures the elastic and (' plastic strain energy in the system, but neglects the additional energy absorption due to the viscous damping of the rubber shock mounts under dynamic loading. The additional viscous energy absorption available in the shock mounts would tend to reduce the overall package deformation and provides conservatism in the shock mount and container evaluation. Static design tests on the Model 51032-1 package bolt and shock mount assembly have shown that in the vertical drop the bolts which yielded significantly or failed could not have accounted for more than six percent of the total package kinetic energy. This was due to the use of low carbon steel bolts which failed in shear. In the horizontal drop, the carbon steel bolts failed in tension at the thread roots or pulled through the plate with less than two percent of the energy absorbed in bolt deformation. 'ag w 9 _-.,.7 .,,,7 .--.r---- y-
i 10-13 XN-52, Rev. 1 July 1980 By changing to undercut 3/4 inch stainless steel bolts in the shock mounts and adjusting the size and relative strengths of the other sets of bolts, it has been possible to assure that for all drop configurations only this set of bolts would yield significantly. These bolts are designed to dissipate energy through deformation. It is not possible to dissipate all of the kinetic energy in this manner. It has been possible, however, by combining this change with the addition of aluminum honeycomb, to transfer more than enough of the energy from distortion of strongback and container to distortion of bolts and honeycomb, to assure that the added 24,000 ft.-lbs. of kinetic energy due to increased weight is absorbed by package components. The predicted change in performance for the 30 foot drop tests is dicussed in the following and the energy absorption is summarized in Table 10-1. When used for shipping fuel elements which result in a package gross weight of 7400 pounds or less, the upper thrust plate and honeycomb material shown in Figures 2.19 and 2.20 may be replaced with the thrust plate shown in Figure 2.12. In this configuration energy dissipation at the upper end of the strongbac-is quite similar to that of the Model 51032-1 package except that the increased energy dissipation capability of shock mount and other bolts within the package is preserved. 10.2.1 Model 51032-la Container-End Drop Evaluation In the Model 51032-1 drop test, the shock mount bolts sheared with little energy dissipation when the container impacted with the ground. The container crumpled only ,,-.y
e 10-14 XN-52, Rev. 1 July 1980 two inches at impact with the only evident damage being to the container end where the ring was torn loose at the weldments and the end pushed in slightly at the flange which was crumpled over. Those distortions represented the conversion of the container kinetic energy to strain energy. Then, following shearing of the shock mount bolts, the moving strongback impacted the end and caused both further container end damage and crumpling of the end of the strongback. Except for localized damage, the package was not significantly damaged and the result demonstrated compliance with the Part 71 packaging stand-ards. With respect to the vertical drop model, the main differ-ences with the new package design are the shorter strong-back extensions beyond the thrust plates, the increased weight of strongback and fuel elements, the added aluminum-honeycomb, and the change in bolts as outlined above. Damage to the end of the container in the initial impact would be expected to be similar. The behavior of the strongback and fuel elements would differ, however, in that the energy transfer to the bolts and honeycomb would begin at container impact and most of the energy would be converted to bolt and honeycomb strain, reducing the impa:t energy of the strongback against the end of the container. At the end where there is no extension of the strongback, it is brought to rest by bolt distortion and the honeycomb material. The combination of bolting and honeycomb material was chosen so that the maximum strongback deceleration is limited to a peak of about 100 g's as the strongback
a 10-15 XN-52, Rev. 1 July 1980 extension begins to crush at the end of the deceleration process. For a drop on the other end, the maximum deceler-ation is about 120 g's. These values are not larger than what occurred in the drop tests on the Model 51032-1 package and would not threaten the integrity of the fuel confinement or disrupt the fuel geometry. Table 10-I shows that the energy dissipation capability signifi-cantly exceeds the available kinetic energy. 10.2.2 Model 51032-la Container - 75 Cover Corner Drop Evaluation This test was primarily to assess the possibility of forces along the closure interface sufficiently strong to shear the cover bolts. No cover bolt deformation occurred except at the impact end of the container where there were distortions of the bolting flanges. The forces transmitted to the closure interface are limited by the crushing strength of the corner of the cover. This has not been changed for the Model 51032-la package. Once the crushing has carried in to the closure flange, the impact acts on both the base flange and cover flange equally. From this stage on, the non yielding impact surface prevents any relative shearing motion between the cover and base. Thus, the design changes and higher package weight do not threaten the integrity of the cover bolts. Interior to the container, the behavior would differ due to the design changes. In the test, the bolts connecting the strongback to the cross beams sheared. These bolts had essentially the same strength as the shock mount bolts and the 75* tilt of the container shifted failure to these bolts instead of the shock mcunt
10-16 XN-52, Rev. 1 July 1930 bolts which failed in the vertical drop. In the Model 51032-la package design, the strength of these bolts has been more than tripled to assure that the stainless steel shock mount bolts with their high energy absorption capacity would yield in both the vertical and the 75* drop configuration. As a result, the overall behavior in the 75* configuration would be similar to that described for the vertical drop except for the crushing of the corner of the cover. The corner crushing does not prevent the honeycomb and bolts from bringing the strongback smoothly to rest. 10.2.3 Model 51032-la Container - Horizontal Cover Drop Evaluation In this drop test, the bolts which fasten the strongback to the cross beams failed and the strongback with the contained simulated fuel elements impacted the cover. The results were satisfactory and the behavior would be essentially the same for the heavier Model 51032-la package if the same bolts were used. The decision to shift the failure to the shock mount bolts and to strengthen them for the other configurations also changes the behavior in the cover drop configuration and, as a result, the fuel element clamps have also been strengthened. In the Model 51032-la package, the high stainless steel ultimate strength and ductility before failure and the larger bolt size leads to greater force and impulse of the fuel alements against the clamps prior to bolt failure. To assure that the clamps do not fail and that they maintain the fuel element spacing, the angle irons that span the strongback (which deformed in the drop tests) have been replaced by 2-1/2 x 2-1/2 x 1/2 inch angles and stronger d ...w-m ,n- _,_--m-
r-10-17 XN-52, Rev. 1 July 1980 clamp assemblies. The strongback would still impact the cover and the new clamp angle bars would yield, but their deflection would be limited by contact with the cover as in the drop test. Energy dissipation in bending the angle irons would also be about three times greater. The final result would be similar, but with less total package deformation because a significant fraction of the strongback and fuel element kinetic energy would appear as strain in the bolts and angle irons. Based upon the static tensile tests, the stainless steel shock mount bolts woulo elongate 1.7 inches and the 14 combined bolts would dissipate 24,000 ft.-lbs. of kinetic energy in straining to failure. For the Model 51032-1 package that was drop tested, the static estimate for energy absorption by the bolts used in the test is less than 4,000 ft.-lbs. Static tests on bending of the angle irons and clamps gave results which predict an energy absorption for all nine bars and clamps (PWR-steel) of 23,000 ft.-lbs. (The test was terminated prior to failure but failure appeared imminent.) Appendix V, Sections V.2 and V.4 describe the tests performed. Due to the increased energy dissipation of bolts and clamps in the Model 51032-la package, the impact energy would be significantly reduced. Otherwise, the nature of the impact of the strongback against the cover would be l very similar to that observed in the drop test. The approximate energy balance is presented in Table 10-I. 10.2.4 Model 51032-la Separator Block Integrity l The integrity of the separator blocks in the Model 51032-1 r l package was not tested in the Exxon Nuclear drop tests. 1 s_
10-18 XN-52, Rev. 1 July 1980 In a hypothetical drop on a closure flange, the separator blocks would be loaded by deceleration of one of the fuel elements. It is assumed that the fuel element clamps would not be effective in supporting this load and would fail if the separator blocks were crushable. To assure that the blocks will withstand the required force, a gusset plate is welded withic the blocks as shown in Figure 2.16. The blocks were te:,ted as described in Appendix V and assure a minimum spacing of six inches between fuel elements within the container. The number of blocks required for 1850 pound fuel elements is eight (8). This represents a maximum fuel element weight of 231.25 pounds per separator block. The required number of blocks (N )O as a function of fuel element weight, a.s given in Table 2-VI, can be expressed as follows: NFE 1 231.25 where; h'FE is the weight of one fuel element if two are shipped, or the combined weight of two fuel elements if four are shipped. The.. umber of separator blocks required as a function of fuel element weight is given in Table 2-VI. 10.2.5 Fuel Element Clamp and Shock Mounts For the Model 51032-la container, analyses and component tests demonstrate the adequacy of the container for a total content weight of 3700 pounds (two fuel elements weighing 1850 pounds each). The "U" shaped strongback
10-19 XN-52, Rev. 1 July 1980 channel weighs approximately 750 pounds and with the thrust plates, separator blocks, and other attached packaging components the total weight supported by the shock mounts (fuel and packaging components) is approxi-mately 5100 pounds. The weight associated with each of the shock mounts, therefore, is 364.29 pounds. To comply with criterion #1 of Section 2.1.2, which assures propor-tional energy disipation by the shock mounts at reduced content weights, the required relationship to be satisfied is: nWFE + W _ji N 364.;/9 s where; N = the minimum number of shock mounts required, 3 n = the number of contained fuel elements, WFE = the weight in pounds of a fuel element, and "W = the weight in pounds of the strongback and 3 attached components. Tests of the Model 51032-la shock mount bolts, undercut to 0.43 inch diameter, indicate an ultimate strength of approx-imately 13,500 pounds (see Section V.2 of Appendix V). Con-servatively assuming a value of 14,000 pounds, the maximum restraining force exerted by the shock mounts wold be 196,000 pounds. Measurements performed on PWR full clamp assemblies demonstrate that loads in excess of 23,000 pounds can be withstood with only minor deflections of the assembly (see Section V.4 of Appendix V). As a result of the above noted Note that it is conservative to assume a fixed maximum weight for the strongback when computing shock mount requirements for lower fuel content weights. W was, therefore, assumed to be 1400 pounds for computing the required number of shock mounts for various fuel element weights given in Table 2-VII.
10-20 XN-52. Rev. 1 July 1980 assembly strengtn, tr.e number of PWR (iron) full clamp assemblies required to meet the c*iteria and given in Section 2.1.2 at various content weights u determined from the relationship: N PWR 14 3 N 1 25 1+ W c "#FE wilere; N = the number of PWR (iron) full clamp assemblies, N = the number of attached shock mount bolts, 3 n= the number of fuel elements, WFE = the weight in pounds of each fuel element, and "W = the weight in pounds of the strongback and 3 attached components. BWR (aluminum) clamps were tested up to a force of 10,000 pounds as discussed in Section V.4 of Appendix V. Each clamp assembly, therefore, has been demonstrated to be capable of withstanding forces of up to 20,000 pounds without failure and with only minor deflection. (Tests were conducted with the force applied vertically as would occur in a cover drop accident which results in the most severe loadings on the clamp assemblies.) These tests, coupled with those on the shock mount bolts show that the number of BWR (aluminum clamps required to mest the Note that it is conservative to assume a fixed minimum weight for the strongback when computing the required number of full clamp assemblies for various fuel content l weights. W was, therefore, assumed to be the weight of thestrongb$ckchannelwithoutattachments(i.e.,750 t pounds) for computing the number of full clamps required for specified numbers of shock mounts at various fuel element weights as given in Table 2-VIII.
10-21 XN-52, Rev. 1 July 1950 criteria given in Section 2.1.2 for various numbers of shock mounts and fuel element weights is as follows: BWR 14 N, 1 26 1 + W, c n2FE where; N = the number of BWR (alu=inum) full clamp C assemblies, N, = the number of attached shock mount bolts, n = the number of fuel elements, WFE = the weight in pounds of each fuel element, and
W the weight in pounds of the strongback and
, = attached components. m 10.3 Fuel Rod Drop Tests To supplement information obtained from the package drop tests and assess the capability of fuel rods to withstand dynamic loads similar to those experienced under hypothet-ital accident conditions, drop tests were also performed with individual fuel rods. Details relative to those tests are presented in Appendix VI. Although the tests resulted in significant warping and bending of the indi-
Note that it is conservative to assume a fixed minimum weight for the strongback when computing the required number of full clamp assemblies for various fuel content weights.
W, was, therefore, assumed to be the weight of the strongback channel without attachments (i.e., 750 pounds) for computing the number of full clamps required for specified numbers of shock mounts at various fuel element weights as given in Table 2-IX. t 0 ,a
s 10-22 XN-52, Rev. 1 July 1980 vidual fuel rods, in no case were any cracks or other breaches of the cladding detected. Each fuel rod was surveyed (using alpha sensitive detectors) after being tested and in no case was there any release of radio-active material. 10.4 Thermal Accident Test Considyrations Under thermal accident conditions (exposure to a thermal radiation environment of 1475 F for 30 minutes), with the exception of the BWR (aluminum) clamps, the integrity of all packaging materials significant to the continued safety of the container would be maintained. If BWR clamps were utilized and exposed to the specified thermal environment, it is possible that the clamps would melt. Should that occur, the fuel elements could be released and move into contact with the steel separator blocks and/or the steel clamp brackets which span the strongback (ste Figuras 2.13 and 2.18). Assuming that either or both of the above should occur, the minimum spacings between adjacent fuel elements assumed in related criti-cality safety evaluations (see Section 12) would be maintained. Hence, the safety of the package would be assured in the event of a thermal accident involving the Model 51032-1 or -la packages described herein. 10.5 Summary The Model 51032-1 packaging, with a gross package weight of 7400 pounds, satisfactorily passed a series of three "most damaging" 30-foot drop tests. These test results, coupled with the satisfactory results of 30-foot drop tests and other " hypothetical accident condition" tests
10-23 XN-52, Rev. 1 July 1980 and analyses performed on, or for, packaging Models UNC-2800, 927A, 9278, and 927C and static tests on com-ponents of the package, clearly demonstrate that the Model 51032-1 packaging meets the requirements for Type B packaging of large radioactive sources and Fissile Class I, II and III packages. The integrity of the Model 51032-la packaging has been established for gross weights of up to 8300 pounds by increasing the internal component energy dissipation capability. As a result of the above assessment, it is concluded that should the Model 51032-1 or 51032-la packages be subjected to the hypothetical accident conditions: 1) A reduction of shielding is not applicable since g shielding is neither required nor a design criteria; and 2) No radioactive material would be released from the package. Also, as a result of the assessment described below, it is concluded that, if subjected to the hypothetical accident conditions, the Model 51032-1 or 51032-la packages would be subcritical assuming: 1) The fissile material is in the most reactive credible configuration consistent with the damaged condition of the packaging and the chemical and physical form of the contents. 2) Maximum credible water moderation of the contents consistent with the damaged conditions of the con-tents; and
s 10-24 XN-52, Rev. 1 July 1980 / 3) Full water reflection of the contents consistent with the damaged condition of the contents. Refer to Section 12 for criticality safety criteria, assumptions, methods of analysis and results. E f 1 i ~. _ ~. O
s 10-25 XN-52, Rev. 1 July 1980 TABLE 10-I ENERGY DISSIPATION ACCOUNTING FOR MODEL 51032-la PACKAGES CONTAINING XN-TYPE AA FUEL ELEMENTS RELATIVE TO DROP-TESTED PACKAGE Energy in Ft.-Lbs. Cover Drop Added Package Kinetic Energy 24,000 Energy in Bolt Failure and Full-Clamp Bending in Tested Package 12,000 Total Energy Needed in Model 51032-la Bolt Distortion and Clamp-Bending 36,000 Energy Dissipation Available in Model 51032-la Bolts 24,000 Energy Available in Full-Clamp Bending 23,000 Excess of Available Over Nceded Energy 11,000 End Drop and 75 Drop Added Package Kinetic Energy 26,000 Energy in Bolt Failure (I) in Drop Test 12,000 Energy in Strongback End Crushing on Drop Tests 121,000 Total Energy Needgp )lus Honeycomb 2 in Model 51032-la Bolt Distortion P Crushing 159,000 Energy Dissipation (I) Available.in Model 51032-la Bolts 30,000 'N y - v- ---,yw .g 4gp-g- 3
o 10-26 XN-52. Rev. 1 July 1980 TABLE 10-I (Cc-tinued) Energy in Ft.-Lbs. Energy Available in Honeycomb Crushing 129,000 Energy Available in Strongback Extension Crushing 19,000 Energy Available in Fuel Element Nozzle Crushing 20,000 T6tal Ertrgy Available in Model 51032-la 198,000 Excess of A'.silable Over Needed Energy 39,000 (1) Includes energy of deformation of shock mounts. (2) This is total Finetic energy of the loaded strongback since there were no other important deformations in the drop test. e ,,-.r w _._,-c m-- -,-,._-v,-..
l l l l l I l ~~ .050 f .040 l to) } Aluminum Bracket I _.030
1 5
5 c r. ? 0 t;.020 - o> C E Je . 010 - - Steel Bracket E".E, 1 i _*W I 8x c 0 1 2 3 4 5 5 o* Load (1000 lbs) FIGURE 10.1 Steel and Aluminum Clamp Assembly Force Deflection Curve Comparison .}}

ML19331C981

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