ML19347D315

Amends to SAR for Model T-3 Shipping Cask.Fifteen Oversize Drawings Encl.Aperture Cards Will Be in PDR

ML19347D315
Person / Time
Site:	07109132
Issue date:	02/18/1981
From:	NUCLEAR PACKAGING, INC.
To:
Shared Package
ML19347D314	List: ML19347D313 ML19347D315 ML20261D172 ML20261D174 ML20261D178 ML20261D183 ML20261D188 ML20261D191 ML20261D196 ML20261D199 ML20261D202 ML20261D205 ML20261D209 ML20261D214 ML20261D218 ML20261D221 ML20261D225
References
18540, NUDOCS 8103170032
Download: ML19347D315 (15)

Text

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INSTRUCTIONS FOR INCORPORATION REVISION 5 AMENDMENTS TO MODEL T-3 SHIPPING CASK APPLICATION, DATED FEBRUARY 18, 1981 Insert new drawings as listed behind old drawings in Section 1.0:

H-4-21476, Sheet 1 H-4-21492, Sheet 1 H-4-21493, Sheet 1 H-4-21494, Sheet 1 i

H-4-21500, Sheet 1

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H-4-23093, Sheet 1 H-4-30951, Sheet 1 H-4-30952, Sheets 1 through 5 i

l H-4-30953, Sheets 1 through 3 Insert new Appendix 1.10.3 in rear of Section 1.0.

Insert new pages 3-4a through 3-49 --

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810317 m0$h04

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Rsvision 5

"'g' February 18, 1981 O

V Even though the cuntainment capabili+.y of the payload (i.e.,

fuel pins, internal shipping package, etc.) was not considered as part of the packaging system, the manner in which they react to the hypothetical accident condition may effect subsequent criticality evaluations in Section 5.0; therefore, it becomes important-that the post-accident configuration of the payload be established.

The important shipping configurations for criticality consid-erations are the 217 pin FTR Drive Assembly and the 109 pin Ident 69.

Drawings of these assemblies can be found in Section 1.0.

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\\_)S 3.1.5.4.1 FTR Driver Fuel Assembly In May of 1978, a Driver Fuel Assembly was subjected to the test requirements of Special Form Materials by Westinghouse HEDL and DOE.

A copy of this report is enclosed as Appendix 1.10.3.

Results of the test show that under a 20' side drop, the pins remain fully contained within the hexagonal duct.

Spacing and arrangement in the_ duct also remain essentially unchanged.

Recorded impact accelerations were over. ten times greater than those s

predicted for the impact environment inside the T-3 cask and overpack.

As can be seen from the report, deformaticns to the assembly were Almited to local flattening of one end

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and a slight bend in the duct.

3-4a

l Revision 5 February 18, 1981 C

}

Therefore, it can be concluded that normal conditions of transport and hypothetical accident conditions will not cause the pins to rearrange themselves into a more reactive configuration.

3.1.5.4.2 Ident 69 The Ident 69 consists of a five inch Schedule 5 Stainless Steel pipe with end bulkheads (reference attached drawings).

Contained within the pipe is a packed array of 109 support tubes.

Each tube is 7/16" O.D.

by.012" wall thickness.

.These tubes are geometrically packed and attached to bulk-heads and spacers in a manner that holds them in a fixed,

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tight pattern (reference, attached photo).

The fuel eins are conscined within these tubes.

It should be noted that the Ident 69 is transported inside an additional 5.8" diameter pipe and spacer system.

This pipe also provides a form of containment that will hold the pins in their assumed array.

From the photo, it can be seen tl.at a side impact will tend to produce a compressive or stacking load on the lowest tube in the array.

In order for the array to be signif-icantly rearranged within Ident 69 pipe, the 7/16" support tubes must-be compressed or displaced.

This could take

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place if body. forces associated with the side impact Leaused yielding of the lowest tube.

To determine stresses in the tube:resulting from a stacking impact load, an 3-4b

l Revision 5 February 18, 1981 l

(m

w) i ANSYS finite analysis model was made.

The tube was modeled, taking advantage of symmetry so that only half of the actual tube is represented.

The model

>nsists of 12 beam elements, each representing the properties of a sector 15 wide and one inch in length.

A one pound load was applied at node eleven, 30 from the vertical (perpendicular to the surface of the tube).

Since the model represents the properties of a one incn long segment of the tube, stresses from this ANSYS analysis

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can be interpreted as stresses induced in the tube, resulting v

from two 1 lb/in. knife edge loads, 30 on either side of the vertical center line, iib.

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Revision 5 February Id, 1981 e

O From the attached printout, it can be seen that the two 1 lb. loads produce a maximum stress at node 1 of 2483 psi.

Using a yield stress of 30,000 psi for the tube material, it can be determined that the compressive capability is:

P=

(1 lb/2483 psi) (30,000 psi)

P = 12.08 lb/ side or, P = 24.16 lb/ tube (allowable load) a From the photo, it can be seen that the lowest tube will receive the load from the 12 tubes directly above it.

The weight of these tube and pin combinations is cal-O culated as follows:

p.= 2.75 lb/217 pins / inch W

.0127 lb/ inch / pin W

=

p Wt""(

(*

I

.0047 lb/ inch / tube W

=

t (W +w) x 12 W

=

p t

.2088 lb/ inch W

=

F: rom page 1-103m, the maximum lateral acceleration was found to be 94.5 g's for.a 30 foot side drop.

(N P

= 94.5 g's x.2088 lb.

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-a P, = 19.73 lb.

3-4d o

Ravision 5 February 18, 1981 O

Margin of safety on tube yield:

M.S. = 24.16/19.75-1 M.S. = +.22 Therefore, it can be concluded that since stress in the individual tubes remain well below yield, the array will remain intact.

Should a more severe accident be experienced, it would be very difficult for the pins to be displaced from the Ident 69 pipe and its surrounding tubular inserts.

There fore, it can be concluded that the normal or accident conditions will not allow the pins to migrate to a more y

. reactive array.

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ANSYS - ENGINEERING ANALYSIS SYSTEM REVISION 3 UFDATE 67W BCS NOS JUNE 1,1979 SWANSON ANALYSIS SYSTEMS, INC.

HOUSION, PENNSYLVANIA 15342 PHONE (412) 746-33G4 UNIT SOLUTION (ONE POUND PER INCH FORCE AT NODE 11) 10.5097 1/27/01 CP=

.731 0 ***** DISPLACEMENT SOLUTION ***** TIME =

0.

LOAD SIEP:

1 I TERAT 10th 1 CUM. ITER.=

1 NODE UX UY R0fz 0

1 0.

O.

O.

2

.197960E-0;

.160525E-04

.480230E-03 3

.130299E-08

.431469E-04

.500983E-03 4

.257516E-C4

.600149E-04

.229407E-03 5

.280140E-04

.619776E-04

.. df80E-03 6

.157067E-04

.570650E-04

.319632E-03 7

0.

.551514E-04

.175656E-03 0

.251890E-05

.556330E-04

.293404E-04 9

.100684E-05

.551817E-04

.461090E-05 10

.227433E-05

.563606E-04

.541430E-04 11

.309558E-05

.576849L-04

.432112E-04 ui 12

.668732E-06

.522333E-04

.121760E-03 j,

13 0.

.484347E-04 0.

"i ONAXIMUM VALUE NODES 5

5 3

815PL

.280140E-04

.619776E-04

.500983E-03 "2 :o GCTAL S10 RAGE REQUIREMENTS FOR BACH SUBSil10 TION CP=

.745 CORE = 00143632 MEMORY: 00000053 TOTAL = 00143705 MEHORY AVAILABLE= 00024142 y l7 1

ANSYS - ENCINEERING ANALYSIS '21 STEM REVISION 3 UPliAIE 67H BCS NOS jut 4E 1,1979 m P-SWANSON ANALYSIG 5YSTEhS, INC.

Il0US10N, PENNSYLVANIA 15342 PHONE (412) 746-3304 M@

UNIT SOLui!ON (ONE POUND PER INCH FORCE AT NUliE 11) 10.5097 1/27/81 CP=

.755 0 ***** ELEMENT STRESSES

• • • e*

TIME =

0.

LOAD SIEP=

1 ITERAMON= 1 CUM. ITER.=

1 Sh OEls 1 N0 DES =

1 2 MAi= 1 ITOP,TB0i=

70.0 70.0 LUAD= 0.

2-D BEAM g'

i END FORCE SDIR MON SBEND SDIB SDNB os

.83033

-69.195

.57931E-01

-2413.8

-2483.0 2344.6 J

.83033

-69.195

.15489E-01

-645.37

-714.56 576.17 IENTH POINT MDMENTS MM.7/7[6

.579E-01

.537E-01

.494E-01

.452E-01

.410E-01

.367E -01

.325E-01

.282E-01

.240E-01

.IV7E-01

.155E-01 NAXIM9M MOMENT IS A1 END I FORCES ON MEMBER Al N0DE 1

.830335

.764191

.579314E-01 2

.830335

.764191

.154889E-01 l

0ELo 2 N0 DES =

2 3 MAi= 1 TiOP,iB0i=

/0.0 70.0 LUAD:

2-D BEAN 3

EMB FORCE SDIR MON SBEND SDPB SDNB l

1

.99983

-83.320

.15489E-01

-645.37

-728.69 562.05 l

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.99983

-83.320

.13571E-01 565.46 402.14

-640.78

Revision 5 b

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Revision 5 APPENDIX 1.10.3 February 18, 1981 l

TC-1095 O

FTR FUEL ASSEMBLY SPECIAL FORM EVALUATION r

i lO Hanford Engineering Development Laboratory LB. Colton

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May 1978 l

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I HANFORD ENGINEERING DEVELOPMENT LABORATORY O

ca'r t'd by *'stianha#== "=a' cama ar l

A Subsidiary of Westinghouse Electric Corporation l

l Prepared for the U.S. Department of Energy l

under Contract No. EY 76-C 14 2170 P.O. Box 1970 Richland, WA 99352

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DUCT

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FUEL PIN BUNDLE ASS d^

FLDATING COLLAR SHIELD-ORiflCE BLOCK

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W FNT-M FIGURE 1.

FFTF Driver Fuel Assernbiy.

Photo No. 73537;_;

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VII.

REQUIRED TESTS A.

FREE DROP Eyebolts were installed at each end of the CCTL duct.

A cable tetween them permitted dropping the assembly from a single suspension point above its center of gravity.

The drop was made using a quick-release machanism.

An 18-in. sheet metal extension had been added to the shield inlet end to provide aerodynamic balance since the high density pellets were contained at that end.

The 30-f t f ree drcp was re:orded by video and high-speed film cameras and strain gage signals were recorded on magnetic tape.

The CCTL MK I Assembly was near horizontal,with the handling socket end about 4 in. l ow, when contact was made with the impact bed, which was formed by a 5/S-in. thick steel sheet resting on 9-in. thick concrete slabs.

Figure 7 shows a small flat on the handling socket of about 0.5 area and 0.05 in. maximum reduction in radius that resulted from in.

the initial conta:t.

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Momentum of the dense fuel caused the pins to continue downward and spread to the sides of the duct as the socket end began to rebound.

This permanently bowed the dJCt about 1/2 in. out of alignment, as shown in Figure 6.

The duct flats adjacent to the bottom flat were deformed outward about 1/8 in. in the fuel region, leaving these duct surfaces slightly convex and the corners between the flats with an enlarged radius.

Figure 9 shows this slight distortion in an end view of the duct.

The assembly had rotated clockwise about 30* such that the initial impact was at the lower right peint of each hen section illustrated in the photo.

Distances across duct points were 5.11 in. and the three dimensions are now 4.97, 5.17 and 5.24 n.

Strip 1 Ayer ten, consisting of 16 pins, is seen in the upper portion of Figure 9.

It shows where pin end caps from the ninth strip layer, which was 4 7/8 in. higher in the bundle, left indentations of about 0.001 in.

depth in the pin cladding.

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li FIGURE 7.

CCTL Free Drop - Initial Contact Damage Showing a Small Flattened Area.

Photo No. 7712820-13 0

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CCTL Duct Laying on the Flat Impact Surface.

Note a bow of abc.:t 1/2 in. along the duct wall. FM

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Photo No. 77E580-5 b

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O POSITION WHERE END CAPS OF THE OVERLYING STRIP LAYER RECTLD.

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Duct Bottom End and Strip Lavor No. 10 from tne Top of Fuel Bundle.

HEDL 7804-012,2 (~$

If Photo flo. 7712820-9 f

Strain gages, located at a 9.5-in. spacing and centered on the upper duct O

fiat for use ia the Preiir4ners tests. recoreed the foiiowias veiues for the 91astic deformation remaining af ter the 30-ft free fall:

TABLE 5

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MICR0 STRAIN VALUES, POST DROP FROM 30 FT Data Points 1

2 3

4 5

Microstrain

-4,433

-2,447

-1,653

-3,193

-7,280 B.

PERCUSSION When the 3-lb,1-in. diameter, steel rod was dropped 40-in. cn the duct tube, it rebounded without leaving a mark.

I C.

PUNCTURE O

v The CCTL was again suspended by the eyebolts and raised in a ho. izontal orientation 40 in. above the cylindrical bar.

This drop was also recorded by video and high-speed film cameras, and strain data was recorded on magentir tape.

Impact was at the center of gravity on the lower auct flat.

Figure 10 shows the duct after this test.

The entire duct flat was bewed upward in an area that extended about I f t above and below the prominent imprint of the cylinder edge. At this position, the general deflection of the duct surface was about 0.12 in, inward, and the localized deflection at the imprint edge was an a~fitional 0.12 in. or less.

The two adjacent duct flats were bulged outward a maximum of 0.09 and 0.12 in. at the cylinder imprint position.

v 25

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