ML19344A885
| ML19344A885 | |
| Person / Time | |
|---|---|
| Site: | 07106400 |
| Issue date: | 07/28/1980 |
| From: | Gaddis C ENERGY, DEPT. OF |
| To: | Macdonald C NRC OFFICE OF NUCLEAR MATERIAL SAFETY & SAFEGUARDS (NMSS) |
| References | |
| 16990, NUDOCS 8008220471 | |
| Download: ML19344A885 (8) | |
Text
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PERE;vEa l
p Department of Energy Pittsburgh Naval Reactors Office 2
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West Mifflin, Pennsylvania 15122 e
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- July 28,'1980 G4/
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Y AUG08 WJ > Ne h
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% stench Charles E. HacDonald, Chief M 'GTCHAX
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Transportation Certification Branch 4
Division of Fuel Cycle and Material Safety
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l U. S. Nuclear Regulatcry Comission Washington, DC 20555 THRU: Deputy Assistant Secretary for Naval Reactors f
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Department of Energy, Washington, DC l
Dear Mr. MacDonald:
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SUBJECT:
Certificate of Compliance IEA/6400/B( )F, Revision 8, dated February 29, 1980
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Your letter FCTC:FJD 71-6400 dated February 29, 1980 requested registered users to provide information on the M) del No. 6400 1
shipping package with assigned Certificate of Compliance 15A/6400/B( ) F.
Enclosed is the requested information which incorporates the coments of the Knolls Atomic Power Laboratory and the Bettis Atomic Power Laboratory.
S incerely, K
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Manin r
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Enclosure:
As stated 1
cc w/ encl:
W. F. Engel, NR, DOE 5Y
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1G990 s o o 82 20 N/
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- P Enclosure Report on the Bettis Super Tiger Shipping Container 1.
Description The Bettis Super Tiger (Protective Packaging tiork Order No. 8000, 1973) is used by the Bettis Atomic Power Laboratory Giest Mifflin, Pennsylvania) and the Knolls Atomic Power I4boratory (Schenectady, New York).
The Super Tiger is used primarily under DOE Certificate of Compliance USA /%00/BLF (ERDA-NR) with occasional use under NRC Certificate of Compliance USA / MOO /B( )F.
I No other Super Tigers have baen used by Bettis or FAPL since February 28, 1978.
2.
Typical Carm and Ussae The Super Tiger was originally purchased to ship 55-gallon drame of radioactive waste. Each shipment consisted of a full shipment of 42 drums with no additional shoring or duncage required. Since that time, the Super Tiger has been used to ship miscellaneous Type A containers which, due to contents or construction, could not be shipped as stand-alone containers. These containers varied from light weight birdcages to heavy shielded containers in wood strong-backs. The containers are bra::ed in the Super Tiger either by using a steel angle frame in the lower half and empty 55-gallon druns in the upper half or by using metal skids and wood shoring frames.
The Super Tiger is currently used four to six times a year. Total annual mileage (loaded) is 8,000 to 10,000 miles.
I 3.
Ins pection Resuits The Super Tiger was inspected for compliance to PPI drawing 32106 and for physical damage or deterioration.
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a.
Ceneral Condition The container conformed to the drawing to the extent that visual inspection was possible. Bettis has the manufacturer's certification that the internal construction complies with the specifications.
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Enclo sure There is The general condition of the Super Tiger is adequate.
some superficial rust, both internal and external, and some mimr deterioration of the wood around the opening of the inner containment. The gasketing on the two doors has had to be replaced from time to time. Particular caution must be used on the outer door gasket in the vicinity of the door hinges to ensure a good seal. Several bolts and nuts have had to be replaced due to wear.
The inner containment top is bowed down slightly (about 1" at the center). There are also minor distortions on the sides, presumably due to the repairs ruted below. The Super Tiger has been mounted to a flat bed trailer since its purchase. The tie downs consist of large bolts at the front and modified ISO fasteners at the rear. These tie downs have been satisfcetory.
b.
Observed Deficiency With one exception, there is no significant damage or deterioration of the container effecting its ability to meet the requirements of 10 CFR 71. The exception consists of a 5/16" diameter hole in the approximate center of the top of the inner containment. This hole is lined up with one of three 3/8" natal rods protruding from the i
top of the outer containment approximately on the axial centerline.
These rods are rot shown on the PPI drawings.
The age and origin of the rods is uncertain, but it is suspected that they may have been added as part of the repair of the Super Tiger in 1974. The inner containment had been damaged when shipped empty due to the difference in air pressure between the two sites. A description of the damage is provided in Appendix A and a description of the repairs in Appendix B.
It is speculated that the rods may have been added to support the top of the inner containment.
The hole appears to have been caused by the top of the inner containment polling away from the rods. It is not possible to say when this ha ppened. However, the Super Tiger passed a visual inspection and leak test prior to each shipment. Also, just prior to the current inspection the Super Tiger had been shipped sealed (i.e., air tight) although not empty for the first time since 1974 becween the two sites involved in the 1974 shipment. This suggests that the hole may have happened during this last shipment.
Bettis has suspended use of the Super Tiger pending repair of the holes and renoval of the rods.
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Appendix A to Enclosure l
Description of Super TiRer Damage in Nav.1974 l
On Nay 8,1974 the Bettis Super Tiger shipping container arrived at Bettis to be used for a shipment of 233u waste. The large outer door of the container was opened routinely, and at this point there was no indication of damage. The thirty-six bolts which hold the inner door in place were re:oved in a sequence starting from the bottom left corner, up the left side and across the top, i
and then from the bottom left corner across the bottom and up the right side.
l Air seepage into the container was audible during the bolt renoval operation.
After all the bolts had been recoved, the door was found to be held in pLtce by a negative pressure within the container. A wrench was used to pry open the bottom right corner of the door to allow air to enter and equalize the pressure within the container. After pressure equalization, t he door was opened and the damage to the container was discovered.
An analysis of the structural integrity of the inner container has been performed by the Fuel Element and Naterials Developpnt Activity, and it is concluded that a pressure differential of 0.5 lb/in on the inner cha=ber of the Super Tiger is sufficient to cause distortion of the low carten steel walls. It should be noted that the altitude difference encountered was approximately gesuming constant temperature, a negative pressure of approximately 3300 ft.
would exist at Lettis for this condition.
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1.6 lbs/in The manufacturer of the container, Protective Packaging, Inc., was notified of the damsgo and questioned about the mechanical integrity of the inner chamber
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of the Super Tiger. It was stated that no such damage had occurred to the other i
Syer Tigers $s6) in existe:ce. Protective Packaging also stated that the fire l
l retardant, shock absorbing foam which is used as a support between the inner chamber and the outer container walls, is supposed to adhere to the inner container and provide additional rigidity to the inner box.
On May 14,1974, the Super Tiger was delivered to a repair facility in Peebles, O hio. In later communication with Protective Packaging, Bettis was advised that their Ohio agent had observed rust on the outer surface of the inner container where it had buckled, leading to the conclusion that the bond between the foam and the inner box was fael.ty. This failed bond is currently presumed to be the I
cause of the observed secL 'ical failure to the Super Tiger.
Conditional approval of a repair procedure was obtained from Bettis quality Assurance, Heterials Application and Accountability on Nay 23, 1974 A revised procedure ictorgerating Bettis comments was =miled from Protective Packaging on Ney 28, 1974.
Tb provide additional protection against collapsing of the e=pty inner containar in future trips,the valve used to icJert Freon to test the seal on the inner door of a loaded Super Tiger will be removed before the coctainer is trucked to Bettis.
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Appcodiz B to r
June 17, 1974 Westinghouse Ehrt.ric 03rporation Dettis Atmic Power Iaboratory P.O. No. 73-T-522618-M PI'I W.O. 8000 SUPER TIGER REPAIR REPORT Number 8000 A Removed all retaining angles and plywood cover sheets, and aluminum inner door.
Removed the defective foam from the damaged left (door hinge) side with a small chain saw and mattox.
This foam was very
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porous and full of cavities and fissures; it also appeared to be
" spongy" and lack rigidity.
The foam on the left side was removed fvom top to bottom abont 18" - 24" back from the cJosure planc.
Another smaller section of foam was removed from the right side.
The foam beyond that removed from the lef': side (further into the left side) appeared to be firmer and free of cavities, but it had cracked from top to bottom, and it appeared that this crack ran from 2/3 to 3/4 of the length of the inner container.
This foam was firmly adhered to the inner and outer. steel shells'.
The foam on the right side, the top, and the bottom at the closure plane appeared to be firm and in good condition.
Two samples of foam from that removed from the left side were prepared for compression testing.
These 2" x 2" specimens were carefully cut from portions that were free of cavities.
A single 2" x 2" sample was cut from the portion of foam removed from the right side.
These three test samples were tested for compressive strengt.h; the cube from right side yielded at stress value within that specified for this material.
The two cubes from the left side failed at about 007 of the lowest specified stress.
It can be concluded that the last batch of foam to be poured into the left side was improperly prepared in some way.
Three different varieties of glue were tested in order to select a suit-able adhesive to repair the crack in the urethane foam.
The glue that was fielected was Borden Cascophen RS 216, which is a Resorcinol Resin room - temperature setting adhesivo, commonly used in boat building and ot.her nevere applications.
This mat.nrial was applied by means of a F
compre ssed air paint pressure pot..
A 10 f t.. length of tubing was usud i
to apply the glue, reaching to the terminat. inn of t.he crack and workiny forward, spreading t.he glue over the entire cracked surf acc.
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2-Four hydraulic. jacks were set up (about 3 ft. apart) between G" x 6"
, ins t 4"
x 4" shoring.
As soon as the glue application was finished, the iacks were used to force the collapsed innur w.all back into place.
This was accomplished without any unexpected prob 1 cms.
Plywood was used as a temporary " dam" at the closure area and new foam was mixed and poured.into the cavity where the defective foam had been removed (mainly on the left side - also
.the small volume on the right side was re-filled with foam.)
New plywood closure sheets were cut and installed, and the retaining angles were sand-blasted and re-installed.
The closure area was primed and re-painted.
The silicon rubber gasket was removed from the aluminum inner door.
cleaned and re-bonded using RTV' 108 adhesive.
The gasket scams and joints were filled with RTV silicon rubber.
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The angle flange was straighten'and ground to provide a plane within 1/16" for the gasket seating surface.
The welded joint;s at the top and bottom of the left - side vertical angle, which had split when the side collasped, were ground out and re'-welded.
The inner aluminum door was re-hung and checked for fit; the finges were adjusted until all bolts could bc installed and removed easily.
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The paint was stripped from all inner container seal'selds and these mds w6rc examined by the dye ponctrant method.
(See certification of w ld i ng i nnpm:t i,m an.I re p.t i.r. )
The Westinghouuo buycr (G.E. Kucnzig) requested an interna) vacuum'tcst to verify the structual integrity of the "fix".
A vacuum pump was set up and connected to the threaded hole in the center of the inner door.
A valve and " tee" connection was attached at the fitting at the threaded hole; a mercury manometer was attached to the branch in the " tee".
The vacuum, pump was started and the pressure reduced within the cavity, until-the differential pressure reached 1.9 "Hg.
At this point the aluminum-door deflected inward about 3/4" at the center.
This deflection of the aluminum door was not unexpected.
From Rourke " Formulas for Stress and Strain" and equation for deflection of a square plate with fixed edges is given ao:
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n r.038wa4 (sic)
- w = load in psi Et2
'a = length of side, inches x=
E = elastic modulus t=
thickness, inches Using this relationship, at 1.9 "IIg =. 93 psi max =.62 inches From the same source, the stress of a square plate is given as:
.308wa2 Sa
=
= S max
=2 At thic loading, the strcus works out to:
S max = 62,471 psi (sic) **
The yield stress for the material of the inner door (5085-1111) is 37 ksi** Since the stress was approaching about 3/4 of the yield, it was decided not to increase the vacuum further, in order to avoid permanently warping the door.
The pressure was released, the door war opened and inspected.
There was no evidence of warpage of any of the inner side walls.
The alum-imum door returned to its flat configuration.
The government Decas inspector is Mr. Jack Biery, from Cincinnati, Ohio (513-684-3998).
Upon his arrival, he accepted a copy of the welding examination certification and proceeded to inspect the work being done.
lie witnessed the pressure test to.4 "Hg of the inner container (held for 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> witih no loss), but was unable to witness the halogen Leak Test because the newly poured foam was still giving of f Halogen gas.
Ile said he would look into the job further and possibly return for further inspection.
- PPI apparantly used og incorrect formula. Rourka (3rd edition) gives maximma deflection as.0138va, which results in a calculated deflection of 2.9 inchas EtJ as compared to the 0.62" reported above. The reason for the difference between this calculated deflection (2.9 inches) and the measured deflection (3/4") is unknown.
- The correct value for S. max is 27,700 psi. Also the quoted yield stress of 37 kai is actually the ultimate strength. Yield strength is 18 kai to 28 kai, depending s
on the actual material used.
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4 CESTlF1 CATION OF tl3II)ING INSIGCTION AND RSPAIR Tuin in to cart;1ry tir.t f.he inte *ior shell welds were 0:: r. tined :.nd N;, dred in : ccord.nce with Cup r TJccr Rep 21r Procedure (*.lectinchcit::a RAB S22&t8-1t )
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28, 1976 da.ted Itly All of the interivAl fillet scal velds between the interict chcll side-uille, top, floor, and end steel sheets, and the ceal veld at the four angle flanges were exantined.
The dye p*:netrant mthod was used.
inch in length was found in the left side-vell to A cre.ck not exceeding 3/l 6
~ top ccal weld.
Several pin-holca (four or five) uere also detected in these velds. The left flinge :'ncic (vertic21) wcs cracked out where it volds to the upp end lower horit.ontal flange an6 es.
Idl of th2ce defects were 1
Souged out, re-welded in cecordence with the RAR 522538-1A procedure, e.nd re-c:: ::a l t M.
Uo.'driitton il or further defects were detected.
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