Text

Forwards Results of Review of Load Handling Sys,In Response to Section 2.1 of NRC 801222 Generic Ltr Re Control of Heavy Loads.Review Did Not Identify Need for Hardware Changes
	ML20004F919
Person / Time
Site:	Wolf Creek, Callaway
Issue date:	06/22/1981
From:	Petrick N; STANDARDIZED NUCLEAR UNIT POWER PLANT SYSTEM
To:	Harold Denton; Office of Nuclear Reactor Regulation
References
	SLNRC-81-48, NUDOCS 8106260202
	Download: ML20004F919 (40)
	v • d • e

{{#Wiki_filter:- - _ _ SNUPPS Stenderdised feueleer Unit Power Mont system Nicholes A.Petrick 5 choke cherry need nookviene, Merviend 20s50 Executive Director (301) 80s.4010 9 I / June 22,1981 4 si j to SLNRC 81-48 FILE: 0278 SUBJ: Control of Heavy Loads Mr. Harold R. Denton, Director Office of Nuclear Reactor Regulation U. S. Nuclear Regulatory Commission Washington, D. C. 20555 Docket Nos: STN 50-482, STN 50-483, STN 50-486-

Reference:

NRC Generic Letter dated December 22, 1980: Same subject

Dear Mr. Denton:

Enclosed are 15 copies of the report that documents the results of the review of the SNUPPS load handling systems as requested by Section 2.1 of Enclosure 3 of the referenced letter. This submittal satisfies the six-month action associated with item number 1 of the reference. Item number 2 of the reference requested confirmation within six months that implementation of changes and modifications identified by the evaluation will comence as soon as possible and that all modifications will be completed within two years of submittal of Section 2.4. The enclosed report on Section 2.1 does not identify a need for any hardware changes. If the report on the nine-month action items (i.e., Sections 2.2,2.3,2.4) identifies the need for any modifications, an appropriate confirmation of change implementation will be made. Item number 3 of the reference requested justification for any exceptions that are being taken. The enclosed report does not identify any specific exceptions. Ver d y un rs, chola A. P k

Enclosure:

15 copies cc: J. K. Bryan UE w/l i G. L. Koester KGE W. Hansen USNRC/ CAL w/l D. T. McPhee KCPL T. E. Vandel USNRC/WC f !81062CO202 l -~ _ - - - -, _ _. ~..

s - 2.1. - GENERAL REQUIREMENTS FOR OVERHEAD HANDLING SYSTDiS NUREG 0612, Section 5.1.1, identifies.several general guidelines related to the design and operation of overhead load-handling systems.in the areas where epent fuel is stored, in the vicinity of the reactor core, and in other areas of the plant where a load _ drop could result.in damage to equipment required for safe shutdown or decay heat removal. Information provided in response to this cection should identify the extent of potentially hazardous load-handling oper-ntions at_a site and the extent of conformance to appropriate load-handling guidance. -1.. Report the results of your review of plant-arrangements to f identify all overhead handling systems from which a load drop may result in damage to any systen required for plant shutdown or decay heat removal (taking no credit for any. interlocks, technical specification, operating procedures, or detailed structural analysis). 2. Justify-the exclusion of any ovethead handling system from the above category by verifying that there is sufficient . physical separation from any Ivad-impact point and any .rafety-related component to parmit a determination by inspec-tion that no heavy load drop can result in damage to any system or component requirer'. for plant shutdown or deccy heat removal. 3. With respect-to the design and operation of heavy-load-handling systems in the containment and the spent-fuel-pool area and those load-handling systems identified in 2.1-1,.above, provide your evaluation concerning compliance with the guidelines of NUREG 0612, Section 5.1.1. The to11owing specific information should be included in your reply: a. Drawings or sketches sufficient to clearly ( identify the locatlon of safe load paths, spent L fuel, and safety-rclated equipment. -b. A discussion of reasures taken to ensure that load-handling operations remain within safe load l' paths, including procedures, if any, for deviation l from these paths. c. A tabulation of heavy loads to be handled by each i. crane which includes the load identification, load i weight, its designated lif ting device, and verifi-cation that the handling of such load is governed j by a written procedure containing, as a minimum, the information identified in NUREG 0612 Section j 5.1.1(2). l' d. Verification that lif ting devices identified in 2.1 3-c, above, comply with the requirements of ANSI N14. 6-1978, or ANSI B30.9-1971 as appropriate. For lifting devices where these standards, as supplemented by NUREG 0612, Seciton 5.1.1(4) or 5.1.1(5), are not 2.1-1 lI.- -

met, describe any proposed alternatives and demon-strate their equivalency in terms of load-handling reliability. e. Verification that ANSI B30.2-1976, Chapter 2-2. has been invoked with respect to crane inspection, testing, and maintenance. Where any exception is taken to this standard, sufficient information should be provided to demonstrate the equivalency of proposed alternatives. f. Ve'rification that crane design complies with the guide-lines of CMAA Specification 70 and Chapter 2-1 of ANSI B30.2-1976, including the demonstration of equivalency of actual design requirements for instances where spe-i cific compliance with these standards is not provided. g. Exceptions, if any, taken to ANSI B30.2-1976 with respect to operator training, qualification, and conduct.

RESPONSE

1. A review of the SNUPPS plant arrangements has been completed.to identify the overhead handling systems from which a postulated load drop could damage spent-fuel or safe shutdown-systems or components. An evaluation of load-handling activities associated with fuel handling, including analyses of credible load drop accidents, is provided in Section 9.1.4 of the SNUPPS FSAR. The specific additional information required by section 2.1 of the NRC's generic letter on Contol of Heavy Loads, dated December 22, 1980, is provided in 3 below. 2. The review of the SNUPPS plant arrangement indicated that based on physical separation, no load drops in the radwaste and turbine buildings could result in damage to any system or component required for safe shutdwon or decay heat removal. Therefore, these buildings were excluded from further evaluation. 3.a. Attached Figures 1 through 19 identify the locations of all applicable overhead handling systems, their load paths, and major safety-related equipment. A detailed listing of all safety-related equipment is provided in FSAR Table 3.11(E)-3. This list identifies the location of the equip-ment by room number. 3.b. Heavy load handling operations fall into two general categories: (1) those associated with fuel handling operations and (2) those associated with maintenance and inservice inspection. The following discussion demonstrates the adequacy of the design and administrative measures to ensure that load-handling operations remain within safe load paths: Fuel Handling Operations The fuel handling system provides a safe means for handling fuel assemblies 2.1-2

and control components from the time of receipt of new fuel assemblies to shipment of spent fuel. This includes equipment necessary for reactor vcssel servicing. The fuel handling system is composed of cranes, equipment, special fuel handling devices, and a fuel transfer system that is designed to meet the seismic and safety classifications shown in,FSAR Section 3.2. The fuel handling system is designed and arranged so that there are no loads which, if dropped, could result in damage, leading to the release of radioactivity in excess of 10 CFR 100 guidelines, or impart the capability to safely shut down the plant. This meets the requirements of Regulatory cuide 1.13 and excludes the system from the requiremener. of Regulatory cuide 1.104. Component Description Containment Building Polar Crane The containment building polar crane is a CMAA No. 70, Class C type, and-is used in conjunction with the various lifting rigs, to remove the reactor vessel head, the reactor vessel upper internals, and the lower internals. The 260-ton capacity main hook is used for these services. The 25-ton capacity auxiliary hook on the polar crane, in conjunction with strategically located 3-ton capacity jib cranes, is used for routine maintenance and inservice inspection. The crane is controlled from its bridge-mounted cab, a portable cab, or a portable radio control unit. The containment building polar crane is designed to maintain its integrity with 1 cad during as SSE. Figures 20 and 21 show equipment configurations and the areas of move =ent of the containment building polar crane. Specific data pertaining to the crane travel speed and lifting canacity are shown on Table I. Tuel Building Cask Handling Crane The fuel building cask handling crane is a CMAA No. 70, Class A type, indoor electrical overhead traveling bridge crane with a single trolley and all the necessary motors, controls, and brakes and a festooned pendant control station. The main hoist capacity is 150 tons. The crane and accessories are used to handle spent fuel shipping casks between the rail-road cars or trucks, thc loading sool, and the washdown pit. The cask handling crane is equipped with a monorail and hoist which is used to transfer new fuel from the new fuel storage vault to the new fuel elevator. The monorail is also used for moving new fuel shipping containers. The monorail hoist is rated at 5 tons. The festooned pendant control station or radio control unit is utilized for controlling the cask handling crane and monorail hoist. The handling tool of the cask handling crane is designed to prevent a l shipping cask from dropping into the spent fuel pool. Limit switches and mechanical stops are located to prevent any crane (other than the spent fuel pool bridge crane) from traveling over the spent fuel pool. Refer to Figures 22 and 23 for arrangement and areas of movement of the fuel building cask handling crane and Table I for travel speed and lif ting capacity data. 2.1-3

Spent Fuel Pool Bridge Crane The spent -fuel pool bridge crane is a CMAA No. 70, Class B type, designed to maintain its integrity during an SSE. The crane consists of a 5-ton-capacity wheeled bridge structure with steel deck walkway, a 2-ton motorized monorail trolley, and a 5-ton manual push-type trolley. The crane has interlocking capabilities with the new fuel elevator, fuel transfer canal gate. and cask loading gate. In addition, the crane also has a k-inch bridge and trolley positioning capability. The spent fuel' pool bridge crane is used to transport new and spent fuel to and from various locations inside the fuel building. These loestions include the new fuel elevator, spent. fuel storage racks, spent fuel shipping cask, upending device of the fuel transfer car, and spent fuel pool gates. The handling tools for the new and spent fuel are different to prevent interchanging the fuel assemblies. The hoist travel and tool length are are designed to limit the maximum lift of a fuel assembly so that the minimum required depth of the water shielding is maintained. This is accomplished through the use of limit switches. ) The spent fuel assembly handling tool, also referred to as the long handling tool, is manually actuated and located on the end of a long pole suspended from the spent fuel pool bridge crane. An operator on the spent fuel i-bridge guides and operates the tool. The tool is designed to maintain its integrity during an SSE. 'The spent fuel assembly handling tool employs four cam actuated latching fingers which grip the uncerside of the fuel essembly top nozzle. The operating handle to actuate the fingers is located at the top of the tool. When the fingers are latched, a lock pin is inserted into the operating handle to prevent the fingers from being accidently unlatched during fuel handling operations. The tool weighs approximately 400 pounds, and is preoperationally tested at 125 percent the weight of one fuel assemble (1,600 pounds). The 2-ton electric hoist of the crane is used primarily to transfer spent fuel and new fuel assemblies. Control is from a pendant station supported from the trolley. The 5-ton manual chain hoist and trolley are used to move the spent fuel pool transfer gates to and from their normal storage positions. The hoists share the same monorail. While moving the transfer gates, the gates are secured by a redundant support to preclude the dropping of a gate on the spent fuel racks. Figures 24 and 25 show equipment configurations and the areas for movement + of the spent' fuel pool bridge crane. Table I shows data pertaining to crane travel speed and lif ting capacity. Refueling Machine The refueling machine is a rectilinear bridge and trolley crane with a vertical mast extending down into the refueling pool. The bridge spans the refueling pool and runs on rails set into the edges of the refueling pool. The bridge and trolley motions are used to position the vertical mast over a fuel assembly in the core. The bridge, trolley main hoist and 2.1-4

hoist controls are interlocked through the.use of the same control panel such that only one drive is operable at a time. A long tube with a pneumatic gripper on the end is lowered down from the mastEto grip the fuel assembly. The gripper tube is long enough so that the upper end is still contained in the mast when the gripper end contacte the fuel assembly. A winch mounted on the trolley raises the gripper tube and fuel assembly up into the mast tube. The fuel is transported to its new position while inside the mast tube. 1 All controls for the refuleing machine are mounted on a console on the trolley. The bridge and trolley are positioned in relation to a grid pattern referenced to the core by an X-Y servo system. Bridge and trolley positions are indicated by an electric position relay system. The outer mast is mounted on the trolley structure on a support bearing that allows rotation of the mast to allow c fuel assembly that is not properly oriented with the core position to be picked up and rotated into proper alignment. In the event a fuel assembly must be turned 90' or 180*, the stops can be disconnected and the mast turned manually. With the mast rotated from the nor=al operating position, the hoist will be run at slow speed under strict administrative control. Fuel assemblies can be placed in the core in only one way relative to the core center 11nes. Orientation of the fuel is maintsined by keeping the gripper so it engages the fuel only when the relative orientation is correct. Readout dials are read directly by the operator at the console. The drives for the bridge, trolley and winch are -rariable speed and include a separate inching control on the winch. The maximum speed for the bridge is 40 feet per minute. The trolley and hoist maximum speeds are both 20 feet per minute. The auxiliary monorail hoist on the refuleing machine has a two step magnetic controller to give hoisting speede of approximately 7 and 22 feet per minute. Electrical interlocks and limit switches on the bridge and trolley drives prevent damage to the fuel assemblies. The vinch is also provided with limit switches plus a mechanical stop to prevent a fuel assembly from being raised above a safe shielding depth should the limit switch fail. In an emergency, the bridge, trolley, and winch can be operated manually using a handwheel on the motor shaft. Suitable restraints are provided between the bridge and trolley structures and their respective rails to prevent derailing. A conservative design approach is used for all load-bearing parts. The static design load for the crane structure and all lifting components is } normal dead and live loads plus three times the fuel weight with a RCC assembly inserted. The design load.n the wire rope hoisting cables does not exceed 0.20 times the average breaking strength. Where two cables are used, each is assumed to carry one-half the load. All components critical to the operation of the equipment or located so i that parts can fall into the reactor are assembled with the fasteners positively restrained from loosening under vibration. The refuleing machine design includes the following provisions to ensure safe handling of fuel assemblies: i 2.1-5 l

a. Safety interlocks Operations which could endanger the operator or damage the fuel are prohibited by mechanical or fail-safe electrical interlocks, or by redundant electrical interlocks. All other interlocks are intended to provide equipment pro-tection and may be implemented either mechanically or by-electrica1 interlock, not necessarily fail-safe. The following ' interlocks are provided on the refueling machine. 1. When the gripper is engaged, the machine cannot traverse unless the guide tube is in its full up position. 2. When the gripper is disengaged, the machine cannot traverse unless the gripper is withdrawn into the mast. 3. vertical motion ~of the guide tube is permitted only in a controlled area over the reactor (avoiding the vessel guide stud.=1, fuel transfer system, or rod cluster control change fixture. 4. Traverse of the trolley and bridge is limited to the areas of item 3 and a clear path connecting those areas. 5. A key-operated interlock bypass switch is provided to defeat interlock 1 through 4 to allow operation of an inspection camera on the gripper. That switch also operates a flashing red light to indicate that the interlocks are bypassed. 6. The gripper is monitored by limit switches to confirm operation to the fully engaged or fully disengaged position. An audible and visual alarm are actuated if both engaged and disengaged switches are actuated at the same time or if neither is actuated. A time delay may by used to allow for recycle time of normal operation. 7. The loaded fuel gripper will not release unless it is in its'down position in the core, or in the fuel transfer system or rod cluster control change fixture, and the weight of the fuel is off the mast. 8. Raising of the guide tube is not permitted if the gripper is disengeged and the load monitor indicates that it is still attached to the fuel assembly. 9. Raising of the guide tube is not permitted if the hoist loading exceeds 115 percent of the total weight of guide tube plus fuel assembly plus rod cluster control assembly. A backup interlock limits this load to 135 percent. 5

10. Lowering of the guide tube is not permitted if the hoist loading is less than 85 percent of the weight of the guide tube.

2.1-6

I

11. The guide tube is prevented from rising to a height where there is less than 10 feet of nominal water l

coverage over the fuel.

12. The guide tube is prevented from lowering completely out of_the mast..

i

13. The guide tube travels only at a controlled speed of about.2 fpm when: a) the bottom of the fuel begins to 1

enter the core, and b) the gripper approaches the top of the core. In additon, just above those points, the ~ the guide tube automatically stops lowering, and requires acknowledgement from the operator before proceeding. 14. The fuel transfer system container is prevented from moving unless the engaged gripper is in the full up _ position or the disengaged gripper is withd: awn into the mast, or unless the refue3ing machine la out of the fuel transfer zone. An interlock is provided from the refueling machine to the fuel transfer system to -accomplish this. b. Eridge and trolley holddown devices The refueling machine bridge and trolley are both horizontally restrained on the rails by-two pairs of guide rollers, one pair at each wheel location on one truck only. The rollers are attached to the bridge truck and contact the vertical faces on either side of the rail to prevent horizontal novement. Vertical restraint is accomplished by antirotation bars located at each of the four wheels for both the bridge and trolley. The antirotation bars are bolted to the trucks and extend under the rail flange. Horizontal and vertical restraints are both adequately designed to withstand the forces and overturning moments resulting from the SSE. c. Main hoist braking system i l The main hoists are equipped with two independent braking systems. A solenoid-release, spring-set electric brake is mounted on the motor shaft. This brake operates in the normal manner to release.upon application of current to the motor and set wh.en current is interrupted. The second brake is a . mechanically actuated load brake internal to the hoist gear box that engages if the load starts to overload the hoist. It is necessary to apply torque from the motor to raise or lower the load. In raising, this motor cams the brake open; in lowering, the motor slips the brake, allowing the load to lower. This brake actuates upon loss of torque from the motor for any reason and is not dependent on any electrical circuits. Both brakes are rated at 125 percent of the hoist design load. 4 d. Fuel assembly support system The main hoist system is supplied with redundant paths of loads 4 2.1-7

. support.so that failure of any component will not result in free-fall of the fuel assembly. Two wire ropes are anchored I to the winch drum and carried to a load-equalizing mechanism on the top of the gripper tube. In addition, supports for the equalizing mechnism are backed up by passive restraints -to pick up the load in the event of the failure of this primary i support. During each refueling outage and prior to removing fuel, the gripper and hoist system are load. tested to 125 percent of the maximum setting on the secondary hoist load limit.. Table I shows data pertaining to crane travel speed and lif ting capacity. Miscellaneous Hoists Other load-handling operations, which are not part of the fuel handling system include miscellaneous hoists and monorails in the Reactor, Auxiliary, Fuel, control, and Diesel Generators buildings. The hoists' travel paths are restricted to the monorail layout by mechanica3 stops. Table II identifies primary loads lifted and hoist capacities for the miscellaneous hoists. No special lif ting devices are used with the miscellaneous hoists. Lif ting divices for these hoists will be in accordance with the guidaree provided by ANSI B30.9-1971, as clarified by NUREG-0612. Section 5.1.1. (5). 3.c. Tables'I and II provide a listing of each applicable crane or hoist and loads to be handled. Lifting devices are described in d., below. Certain of the typical ~ PWR heavy loads identified in NUREG-0612 Table _3.1-1 are not applicable to SNU."PS and are not covered by Tables I and II. The SNUPPS missile shield is wounted on a dedicated transfer cart that shares the refueling machine rails and is not normally handled by a crane. The reactor head lifting rig is normally attached to the vessel head; the tripod for attaching the polar crane is the only part handled separately from the vessel head. In addition, certain heavy loads such as the spent fuel cask have not been specifically designed for SNUPPS at this time; however load values that envelope the expected weight of these items are included in the evaluation. Written procedures that reflect the results of this evaluation will be developed to govern the handling of all heavy loads whose drop could damage fuel or safe shutdown equipment. These procedures will incorporate the requiraments provided in Section 5.1.1.(2) of NUREG-0612. 3.d. Specific spent fuel shipping casks and associated lifting devices have not been selected for the SNUPPS units. Compliance with ANSI N14.6-1978 for the lifting device will be a consideration in the selection and complicance or equivalency will be provided. Lifting devices for the miscellaneous hoists and cranes will be in accordance with the guidance provided by ANSI B30.9-1971, as clarified in NUREG-0612 Section 5.1.1(5). 2.1-8

thm racetor vassal hacd lif ting rig weighs.approximately 15,000 pounds and is designed to the requirements of ASMI Section III Subsection NF. 3.o. Plant procedures will be developed for inspection, testing and maintenance of those cranes identified in Table I. These procedures will include the guidance provided by Chapter 2-2 of ANSI B30.2-1976, as clarified in NUREG-0612 paragraph 5.1.1.(6) with regard to frequency of inspections, tests and maintenance. Miscellaneous hoists identified in Table II will be inspected, tested and maintained in accordance with the manufacturers recommendations. 3.f. As described in 3.b. above, the containment polar crane, the cask handling crane, the spent fuel pool bridge crane and the refueling machine are designed to the standards of CHAA No. 70 (1975). The SNUPPS cranes were ordered in 1974 and their purchase specifications included reference to ANSI B30.2-1967, which was the applicable edition, for design requirements. The miscellaneous hoists throughout the plant are designed in accordance with the requirements of ANSI B30.10-1975 Hooks, ANSI B30.11-1973 Honorail Systems and Underhung Cranes, and ANSI B30.16-1973, Safety Standards for Overhead Hoists. 3.g. Specific plant procedures will be developed that address crane operator training, qualification and conduct for those cranes identified in Table I. These procedures will incorporate the guidance provided by ANSI B30. 2-1976, Chapter 2.3. l l l l l l L 2.1-9

I 1 4 4 1 3 TABLE 1 M L MANDLING CRANE DAyA (1) l .I Name or Cran. j Spent Fuel Cask HandlirwJ Pool Bridge. Refueling i Parameters Polar Crane crane Crane Machina I Capacity of main hoist 260 tons 150 tons 2 tone 2.4 tons l Capacity of auxiliary j monormal hoist (const) 25 tons 5 tons i Capacity of auxiliary l monorail hoist (norw a) 25 tons 5 tons & 2 tons (2) 4 Capacity of main trolley 260 tone 130 tons 2 tons 1.5 tons l Capacity of lift beam 500 tons 3 Maximum main hoist speed 2.4 tons j (normal) 5 fpm 3.75 fps 21 fpm 20 fpm Minimum main hoist speed j (normal) 3 ipe 2 ipe 7 fpm 4 Maximum auxiliary monorail I hoist speed (normal) 40 fpm Minimum auxiliary monorail I hoist speed (normal) 3 fps Maximum trolley speed (normal) 51.5 fm 20 fpm 30 fpm 20 fpm 4 Minimum trolley speed I (normal) 6 fpm 6 spa 10 fpm Maximum bridge speed i (normal) 51.5 fpm 20 fpm 30 fps 40 fpm Minimum bridge speed 1 (normal) 6 fpm 6 ipe 10 fpm { Maximum load during plant t operation 167.5 tons 125 tons 1.870 lbs l Mormal expected load [ range 0-167.5 tons 0-125 tons 0-1.870 lbs 3 Maximum construction j load 475 tons Maxtmum main hoist speed (constr) 5 fpm Minimum main hoist speed (et nstr) 3 ipe Maximum trolley speed (constr) 51.5 fps Minimum trolley speed (constr) 6 fpm Maximum bridge speed (constr) 51.5 fpm Minimum bridge speed (constr) 6 fpm

i j TABLE I, (Sheet 2) Name of Crane Spent Fuel Cask Handling I'ool Bridge Gefueling Parameters Polar Crane Crane Crane _ Machine _ Normal load range (constr) 0-475 tons Maximum monorail hoist j speed 20 fpm 22 fpm i Minimum monorail hoist I speed 10 fpm 7 fpm 1 Maximum mor:orail trolley i speed 32 fps Mansmum monorail trolley i speed 16 fpm j Lifting limitation 28.5 ft Cask botton 24'-3" l (above vessel 3 anches (Hook limit is ilange) above f1 2066'-8") 4 l E1. 2047'-6" Seismic Class (3) (3) (3) (3) Design Standards i Ceneral CMAA No. 70 CMAA No. 70 CMAA No. 70 CMAA Mo. 70 (1975) (1975) (1975) (1975) i Structural Covered by Covered by covered by ASME Sect. Ill, CMAA CMAA CMAA App. XVII, i subartacir NVil-2200 i Electrical NFPA Vol. 5 NFPA vol. 5 NFPA vol. 5 NFPA vol. 5 Art. 610 Art. 610 Art. 610 Art. 610 1974-1975 1974-1975 1974-1975 1974-1975 4 i f Materials ASTM Std's. ASTM Std's. ASTM Std's. ASTM Std's. '} Others OSHA 29 CFR OSHA 29 CFR OSHA 29 CFR OSHA 29 CFR j 1910 & 1926 1910 & 1926 1910 & 1926 1910 & 1926 NOTES: ) (1) Rated speeds given ar..ithin 110 percent of the sctual speeds. (2) Refer to Figute 23 a 2-ton limit to the monorail hoist exists only over area B on Fagure 23 (3) Seismic Category 1 1 i t i i I

TABIE 17 MIS 3LIAN1005 ICISTS DMR EQUITNENT NO. SERVICE DESCRIPTION IDIST CAPACITY PRIMARY IDADS LIFITD IIKF03A-D CINFADMNP JIB CRANE 3 ' IONS ITYDROCEN MIXING FANS IDGV5 .N SiiIEID WAIL AREA JIB CRANE 3 ' IONS COOLING FAN IDGV6 10P f9011NE SHOP BRIDGE CRME 3 ' IONS OIEMICAL TNIKS HKF08A & B DIESEL GENERA'IOR INERHUNG PONORAIL 5 '10NS E2ERGENCY FTEL OIL DAY 'IMK AND MIS-AND BRIDGE CRANE CEIJANEOUS EQUIPMENT HKF09A & B FUEL POOL (DOLING PtN PONORAIL APO 2 ' IONS ITEL POOL COOLING HEAT 'IRANSIT:R IOIST HKF10 AUXILIARY BUIIDING FIL'IER ROOpi 5 ' IONS RFAC"IUR C00GWP FIL'IERS P0NORAIL AND IOIST HKF11A-C AUXILIARY FEEDNMER PWIP PONORAIL 4 TONS AUXILIARY FE2ENA'IER PLPPS AND IOIST HKF12A-C CCNPONENT CDOLING WMER PLPF PONORAIL 5 '10NS C0pf0NENT CDOLING WA'IER HEAT EXCHANGERS AND IOIST HKF13 (INPONENT COOLING WATER SURGE TANK 10 ' IONS CD1PONENT COOLING WMER SURGE TANKS ARFA 70NORAIL AND TOISP HKF15A & B CENIRIFUGAL OIARGING PtPF PONORAIL 510NS CENIRIFUGAL OIARGING PtPPS AND IOIST HKF16A & B SAFEPY DUECTION PLPF PONCRAIL Ale 5 ' IONS SAITPY ITUBCPION PtMPS IDIST HKF17A & B RHR PtNP PON0%IL AND ICIST 5 ' IONS RilR PtP@S }{KF18A & B OOPFPAIPNENT SFRAY PGP FJORAIL 5 ' IONS COFPADNENT SPRAY PtMPS 18 NO IOIST HKF19 RECIPROCATING CHARGING PUPF P0NORAIL 5 ' IONS POSITIVE DISPIAQMNP OIARGING PLITS AND FDIST

TAB [E II (Sheet 2) IFE23 AUXILIARY BUIIDING IBMC MONORAIL 10 '!0NS MISQLIANIOUS FANS AIO EQUIIMNr AND IDIST IFF24 F0DERATION llEAT DOIANGE21 KNORAIL 2 ' IONS MISCELIANBOUS lEAT EX01 ANGERS AND IOIST IIKF29A-D MIN STEAM In'r.TFP IS0[ATION VALVE 10 'IINS MAIN S'IEAM 9ELIEF IS0[ATION VALVE PONORAIL AND HOIST AND FEEIMNIER PIPING HKF30 RESIN 01ARGING TANK AREA KNORAIL 1 ' ION BORON RESIN 'HIERMAL REGENERATIVE FIL'IER AND IDIST HKF32 CCM10NICATION CORRIDOR IUr WNIER 5 ' IONS MISCELIANBOUS BOUIIterr PACKAGING AREA PONORAIL, IOIST AND SWI'IDI HKF33 BORIC ACID BNICli TANK PONORTdL AND 1 ' ION BORIC ACID 'DN!(S IDISP HKF41 ESW PUMP HOU2 ICIST 10 ' IONS ESW PUFFS

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( l w w i 2-O G 6 0 c m t %<,es. ,viou momssa ...m ..=. ..n. SNUPPS FIGURE ~ 18 EQUIPMENT LOCATION CONTROL DIESEL GENERATOR BUILDING & COMMUNICATION CORRIDOR SECTION A l lt l r
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we sue.s e 4 o j. g o o-sccros m ~ ~ -.g 6 n .c ~ c i SNUPPS FIGURE 19 i EQUIPMENT LOCATION ~ CONTROL DIESEL GENERA 1 JR BUILDING l SECTIONS B & C j i l ,[f. 4 l 3 g< -
OBST RUCTION _, i r[- A 's JL Jk A / O 's w JL h y \\ / / if I N 4 A L M(MINI ul I ^l w u 1 TOP OF RAll 1f h: rur'h i Jk l I cas = N i Y V
r..d m
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=
c. o e' T o = = r CAB NE AR SIDE BYES O NO P WHEELBASE F AR $1DE OYES ENO RIGHT END BYES ONO SECTION "A - A" 2047'-6" V LEFT 'ND: OYES END OPER ATING FLOOR EL. l 260 TONS H 0 FT C IN U 9 FT _D_IN CAPACITY - MAIN CAPACITY AUX. TONS J 18 FT 6 IN LIFT MAIN.,12.7 FT 0 IN K N/A FTN/A IN W 121.FT 0 IN LIFT AUX..lh_FT 9 IN L 9 FT 9 IN A 134 FT 0 IN M 9 FT 6 IN Y 4 FT 6 IN l 8 72 FT 10 IN(HIGH HOOK) N 3 FT 0 IN LENGTH OF MAIN LINE N/A IN C N/A FT N/AIN O 25 py 0 IN RUNWAY E/A FT I D 3 FT 0 IN P 45 FT 0 IN MAM. LOAD ON EACH I E O FT O IN G 10 FT 0 IN WHEEL 180.300 . LES f F 0 FT 0 IN R 1 FT 6 IN RUNWAY RAll 175 tp,3 G 0 FT 0 IN S FT IN T 1/a FT 9 IN l NOTE: "NEAR SIDE" & "LEFT/RIGHT" FACING CRANE DRIVE SIDE. T:p of Rail Elevation 2122'-6" "N" is l'-8" to Obstruction l l-SNUPPS t ) FIGURE 20 ARRANGEMENT DRAWING CONTAINMENT BUILDING POLAR CRANE t l 1
l / 1l WORMAL 2GO/25 TON POL AR CONTAIN MEN T.4 CRA.NE COUPLED TO 2(eO TON' 0 CONSTILUCTION Cf. ANE 4 REcutR EMEM% COr4TAINMENT 1 NORMAL 260/25 l l POLAR CRAME. l f l gg % },[EL 2135'- O,, REQutiLEuENTS7 SPRINGLINE l i P OF, ,( Y _f p pp ) (\\ / 1 1 1 (It __7. _ g i ~HIGH EVE J, 4 +-If l 7 Y E L. 2 t 2 7 '- G " HOOK'O MAIN ia -+ I I I TO REACH sf rl# j 8: I THIS POINT n i isa l l .f l 67-o" TO 1 RAll l ~ gg l@gk l ll i l i K - 3 '- 0 " g l ~ l54 h* 1 OPERATING FLOOR E L 20 4 7'- 6" l l l 1 i l l l l l i j.OW MAIN LIM)T I 70'- 0" R g El. 2 coo'- ca i i = = l '"I g LOW E'(E E L. 20 0 0'- o" I J LOW AUX. LtMIT EL.l97T O' ACCESS 70 CRANE IS AT ELEVATION 2113' 8" 260 TON DESIGN, 220 TON RATED SNUPPS FIGURE 21 HOOK LIMITS FOR CONTAINMENT BUILDING POLAR CRANE -r----

,-w----

--,---,--n-.----.-.~- r-
CRANE f5RIENTATCON W 4 > E oeSTRUCTION ( f,_ Ak \\ Ak Ak )k 0 / 4 )k II N s' / V l N 4 -A 1s MIMIN) ul w u l' L(MAX) ",h a n. If TOP OF RAll 1f JL d' b, Ak g g I i BUS a s= ~ A 2 w
c..s 4
fc l If E y N k A $ PAN o ,0 F O. lIO e!! + 4
R-u E
E '] j N O Y1 r'- R M AY-7 e PEN DANT. o RAIL / t D ia
'9
? e e / L_1 L_s / A O X (MIN) u P ,2 o V(MIN) u w 2 r d P WHEELBASE SECTION "A - A" Looking North OPE R ATING FLOOR EL, 2047 '-6" V CAPACITY MAIN _If". TONS H 0 FT 0 IN Aux 5 Tons ** J 11 FT. 8-1/2 IN (MAX. ALLOWABLE) y 5 FT l._IN LIFT MAIN _,62._FT 0 IN K 14 FT 5 IN WlFT 6 IN Lift-Aux. 71 Ft. U In. L 49 FTilN X _5. FT._.1 IN M_ll_FT 0 IN 70 FT 6 IN A 2 FT I IN LENGTH OF MAIN LINE B 35 FT 0 IN (HIGH HOOK) N 11 FT.11-1/2 IN O Hl. AFT.11/AIN RUNWAY 100 FT 0 IN C D 2 FT 1 IN P 2.3 FT 0 IN MAX. LOAD ON EACH O N/. AFT.N./.AIN WHEEL LBS E O py 0 IN F 0 py,_O__IN R 1 FT 1 IN RUNWAY RAIL SHl.A FT.El.AIN Size 175 LBs 0 FT 0 IN G Z 8 FT_ Q._IN *
HIGH PENDANT NOTE:
"NEAR SIDE" & "LEFT/R!GHT"- FACING CRANE DRIVE SIDE. Top of Rail - 2083'-6 1/2" l
5 tons, 2 tons over new fuel storage area Aux. hoist is bridge inounted monorail system SNUPPS FIGURE 22 ARRANGEMENT DRAWING FUEL BUILDING CASK HANDLING CRANE l
i H FACE OF BUMPER STOP l h jf.1" TO ( COLUMN LINE F-7 i t ig. 6 b 9m m ( . MEW FUEL STORAC3E AREA.- 1 t A l 20'- O" _ 3%" _ l !2O"* +- F 4 l 3 u s o / / / / / / / / / N= / - ~b CASK HATCi4 AREA. (( / CASK DEC.Ote A 7 -o" ! 2' s, ,/f dl/ ,l h
L 9
\\ l ,^ ~ i Aff-3 \\ ^ 2 0- 1 N A xxx xxx xxx' xx x x xxx Wx - - l h X ,8'-O" _ {,4'-( A LIFTINQ RIQ AND NEW FUEL i =a HEAD LAYDOWN AREA ELEVATOR 4 N 5 CASK r,' PLAN 2^ ING PIT _' a A. 3i n c U n . RAtt p ~ 9-L- / l i 't_ l '+-- FACE OF BUMPER STOP
RA)L a 23'-s t a = 3" LOADlMQ PIT g (g d ,c- ~ P ^ (RREh ketzo47'co 1 ^0% y3 q l Sif NEW r0EL SHIPPINQ CONTAINER g{ DECOM PIT STORAG,E AREA WEA P Sx i l 'm 27'o" -t-f ___4 % 4 o __ g / n L , 2 O" MEA 4 2_.gg g _ 11'-O" " 2*' 0" l = e m d- -e - Cf a - 12.,, 1 y T EL 2000'-O" y o q =e I R ~ SEC-iO N A-A AREA AW'ONLY r !Eina tJ4 6
I) tN
+ ) 2." I 1r h 'H O SNUPPS 1 FIGURE 23 HOOK LIMITS FOR I / V V FUEL BUILDING CASK HANDLING CRANE J-
r. l 1 1 E LE CT'In c. r-- M A W A b 4 ggggT HOWT I f.[g d Mr r IT l vm T 20CoS'-UdHtGH Et.EV. ( 2043 *.4ch* LOW ELEV-y..uss te T~2' Mt N. O PP. E ND i Con 5Tra4T TENS \\0N i CABLE REEL-ER CABL i f { ONTROL TYP. LOCATION {oEN[oM PENDANT 6; I [2051'# H\\GH ELEV-REACM .7 J 120so' U Lovi ELEV-3 [ "o T B' .\\ jf (4' TOE PLATE c f TOP OF R AtL gi_ ,, PER FL. EL. 2.04 l'-(2 EL. 20#- 6 ?;g h O ",1 16-C# - y = tid ~ M sptuT FUEL Pool Il,, 3,., SECTION A-A j u li -+ t 2 5 '- O " MAX. e d SAFETY CHAlN BOTH F NDS l ~ TOP OF PLATFORM g g BRIDGE CAPACIT N DRIVE f N/ (.T YR) l .^ j~ g I ts; 1 MAX. Lt i i j MIN.L STOP g J-d _ '_ 3' 6 woo A LiMIL M A%. B (JYR) HCOK l TO EDGE E UYP.1 MIN. 88 i oF L ptATFORM PL AT F0% 7,,10 - wgoTH MIN TV MAX m t AS REQ'O MAltiTENJ .T l SECTION B-b l ) l
N + 4 k ( b 1 "g ! (WHEEL 4 4 OVERHEAD I BE AM _l { 44 WHEEL i B RAIL Q RAIL 41'- 6 SPAN d A Ah PLAN + t7: BRtoGE -5 TOM ELEC. HOIST -?_ TON MANUAL actsT - 5 TOR
T SPEED
- 21FPM 2 107o lFT SPEED 7 FPM t 10% 4tDGE SPEED 30 FPM r 10 % 00GE SPEED - \\c FPM I to% OLLETSPEEo 3O F?m t 10 % SNUPPS ,0LLEY SPE E D 10 F ? tat 10% FIGURE 24 NNCE PLATFORM - NOT SriovYN ARR ANGEM ENT D R A'.'!ING y it Es E.v/fTtcN H% NOT BEEN FittAllEEO SPENT FUEL BRIDGE CR ANE [ .---m-*
l F-C/ i-sRicct ca Ant s's i '5-p STOP T(P b -I I l' UPENDING MACHINE < .g r 3., g, e e s e b TRANSFER h0' / 9 ", e 'k -/-, i -( ~. ~ p-- I I l
c..s.
e i 'd,.s' l l l iv.o-b*
J l
l p.g I,
CA$ic LOADING P8T
_ d _ L } PENT FUCL %TORAC E RVk,5 f 9 l TOTAL STORAGr. SPActs -9G JJ ,%'o.l L n ser i I E 1 TRANSFER l l g y J T i I i i g gg. L._q.. _ J _ _ _L _ _ L _ _ I l_v.9-ll-K ^55 l 29.ea'_ 45'-4 7a* NEW FUEL ,i t EL EV ATOR r-A t \\ 2 0*-O'* to'.o" to.o'- a F-5 F4 p.3 F-2 PLAN
- N l
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h t ~ 9 5' _l _u <t '.L
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) ( BRl0GE CR Ai4E R All ,4 o .~ "j f h b h-~ y-I t. --j_pE,;%\\ j j i t ~ 1 '@t~~ .G
" sis]
E = I st o-U
i NOTES
='#
1. SPACING BETWE Et* E'JE L f.!. TENT
[{ ,'] ASSLJBLlES TO BE 9.c8' cN ) ggg .? CCNiCR. INbCA PostTsonmt, Q y c4 Or CRANC TO SC CES\\GNCO yi TO H AN D(t' ASSCt4SL\\CS. i e f u ,k' T.* I y; [ ( ERICGE CRAME R All i M - =.2dt 6 i it-1I 22.o- , _,, o e. ~ f F.I m
"g
_+. sf DETAIL h ye. c o-w SNU PPS FIGURE 25
HOOK LIMITS FOR SPENT FUEL POOL BRIDGE CRANE t
i . \\ a . esim,in esse 4 v l I u.= . tatt m ... w- ,==m Il. W amens r t eE3MB L u,,... I \\J-l lj v.* ~ j . u.. I 1 tI l y,! ses esessas:t g D./ % a,1 0 15F !\\ w___! y
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g, iT t
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=.m. w -- = ) ~
1 l I 12939 3 i L. s 1 C~5 v... Lista 1 (- + l n _, e ' '_ _gm _) v + .g. rm c==a T <=iar p + s .. r.. g O_. c-i p y, 7-I ~ l I 1 b
"Pv1 difC. STAries
( e l, 8 ~- r~s r -i... 7 ..r. m X f_ ] g.tanse g m'.x \\ MJJt ' \\ etwo. ~ .\\-.. u.m p_g i_ il v v ru u.n ori. u.n ( lI i l t J O iw w sci. on M rp lp .n w., l l ll 0 l 1 8 l ' T, lll 4 O'j D1 l .l : c ~- .l i ).
d. i.

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.e Q ,,,. m..c... t-SECr's. aa SNUPPS FIGURE 26 REFUELING MACHINE 3 t .L- .--~--=C - -}}

ML20004F919

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ML20004F919

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Dear Mr. Denton:

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