ML20040B401
| ML20040B401 | |
| Person / Time | |
|---|---|
| Site: | Perry  |
| Issue date: | 01/15/1982 |
| From: | Angstadt C, Davidson D, Sherman J CLEVELAND ELECTRIC ILLUMINATING CO., GAI, INC. |
| To: | James Keppler NRC OFFICE OF INSPECTION & ENFORCEMENT (IE REGION III) |
| References | |
| 10CFR-050.55E, 10CFR-50.55E, RDC-37(81), NUDOCS 8201260015 | |
| Download: ML20040B401 (30) | |
Text
{{#Wiki_filter:. 4 THE CLEVELAND ELECTRIC !LLUMIN ATING COMPANY r o oo. m . a , m m o o,.,o _ . m mmm .m m . ,u u.-o m on . mum ,c sou.m,
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1 Director, Region III f office of Inspectton and Enforcement i/ U.S. Ihr lea r Regula t ory Ce~ri is ion s 799 Roosevelt Road xs , s - Glen Ellyn, IlIinois 60137 %_- RE: Perry Nuclear Power Plant Docket Nos. 50-440; 50-441 Final Report on Torquing of Electrical Cable Tray Splice Plate Bolts [RDC 37(81)]
Dear Mr. Keppler:
This let ter serves is our Final Report in regards to the torquing of electrical cable tray splice bolts. The init ial not ificat ion on this subject was made September 13, 1981, to Mr. F. Reinann of your office with interim reports ffled on October 16, 1981, and November 30, 1981. The def iciency reported pursuant to 10CFR59.55(e) concerned the adequacy of the method used by the electrical contractor to install seismic "ategory I cable tr-iy splice bolts. The elect rical cont ract or's installation practices utilized electric impact wrenches to seat and tighte'1 these bolts without regard to the maximum torquing values specified by the cable tray vendor. The veni!or recommended that the torquing should not exceed a value equal to or greater than 502 of the ultimate f a ll':re strength for the 3/8 inch carriage bolts. The 50% value war, de t ermined to be 45 ft.-lbs. As previously reported, of 160 holts randomly selected, 126 were found to be t o rq ued in excess of 45 ft.-lbs. Pending disposition and resolution of this deficiency, the Contractor has rrealled all electric impact wrenches and has instituted a program which addresses the use of hand-operated torque wrenches with a naximum torque not t o exceed 45 f t .-lbs, for these subject tray splice plate connections. oh PDR ZEc47
Mr. James C. Keppler January 15, 1982 The attached report, " Test Report on Installation Torques on Cable Tray Splice Bolts", ointlines the test program initiated by the Architect / Engineer and CEI Engineering ntaf f to determine the impact of the overtorquing. Results of this test program indicate that the torquirq, applied and the existing installations are acceptabic.
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Sincerely, Me A Dalw' R. Davidson
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Vice President Systen Engineering and Construction
!!RD : pah Attachment ec: NRC Site Office Director Of fice of Inspection and Enforcement U.S. Nuclear Regulatory Commission Washington, D.C. 20555 U.S. Nuclear Regulatory Commission c/:n Document Management Branch Washington, D.C. 20555 I
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d TEST REPORT ON INSTALIATION TORQUES ON CABLE TRAY SPLICE BOLTS Prepared By: f [f #t/hd J . .M Sherman # GAI Structur Engineer Reviewed By: g)- / // M C. K. A% stadt / CA1 Stru t ngineer
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Asststant Project Manager JANUARY 14, 1982
CONTENTS 1 l PAGE l A. INTRODUCTION 1 l i
; B. TEST DESCRIPTION 3 1
l .l C. TA13ULATION OF TEST RESULTS 5 D. DATA EVALUATION 10 1 1 E. CONCLUSIONS 12 1
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A INTRODUCTION On September 18, 1981, The Cleveland Electric Illuminating Company reported a possiblo 10CFR50.55(c) significant deficiency concerning the l potentially excessive tightening of safety-related cable tray splice bolts by the installing contractor (L. K. Comstock). The events leading up to this report as well as the ensuing evaluations and corrective actions taken are summarized in this final report. On September 11, 1981, Nonconformance Report #CQC 2344 (see Appendix I) was written against the installation of cable tray splice bolts exceeding the manufacturer's recommended maximum torque of 45 ft-lbs. The bolts were being installed with electric impact wrenches with no control of tne applied torque. The nonconformance was based on torques checked on a ranuom sampling of 160 installed bolts by site QC personnel using cali-brated manual torque wrenches. Of the 160 bolts sampled, 126 exhibited torques in excess of 45 f t-lbs. with a maximum torque of 116 f t-lbs. Also indicat.ed by the nonconformance was one bolt that sheared off at 89 ft-lbs. prior to the nut turning and 14 bolts that were not fully seated. Until a resolution of the nonconformance could be made, it was determined to have the installing contractor recall all electric impact wrenches from the field. A program of using calibrated manual torque wrenches was then instfluted for all new work to control the applied torque on the bolts. The installation torque was set at a minimum of 20 ft-lbs. and a maximum of 50 ft.-lbs. This satisfied the mcnufacturer's recommendatian in his letter of September 14, 1981, of 19 to 30 ft-lbs. with a maximum recommended allowable of 54 ft-lbs. (see Appendix II). The manufacturer's recommended maximum is based on 60% of the average ultimate failure , torque of 91 ft-lbs. as determined by tests conducted by the manufacturer. It was then determined that tests should be conducted to determine if the torques recorded by QC during random sampling were actual torques or "ficticiously" high breaking torques due to the type of nut used on the I 1-i i
bolts. The nuts are sell-locking type nuts with hardened teeth to embed into the asunected steel parts. Tine tests were conducted on Decernber 2, 3, and 10, 1981. This report provides the details and conclusions obtained from the tests and the corrective actions taken to assure reliability of the tray I sp1f;o bolts. 1
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B. TEST DESCRIPTION Testing of the cable tray splice bolts was conducted on December 2, 3, and 10, 1981, in the installing contractor's (L. K. Comstock) fabrication shop. Present at t.he tests were: James Sherman gal - Engineering Thomar Stear CEI - Engineering Robert. Trof f LKC - Engineering Wayne Neuman LKC - Engineering George IIagler LKC - Quality Control Ron Gi1lette LKC - Qua1it.y Control Timothy Thompson CEI - Quality Assurance Noel Goodrich CE1 Quality Assurance Walter Page LKC Craft Person ((14167) The bolts for the test are the standard 3/8" x 3/4" ribbed neck carriage bolts supplied by the manufacturer (11-1.fou Systems Inc.). The bolts were selected at random from field stock froi 5 different bags of bolts and n u t.s . The nut. is a 3/8" serrated flange nut. The nuts are of ASTM A 307 GR.13 material and the, bolts of SAE J429 GR.5 mat.crial. The test.ing of the 3/8" x 3/4" tray splice bolts was divided into three parts. In the first part of the Lust, 132 bolts were ins ta l l e.1 in a manner similar to t ha t. used in the field prior to the ban on the usc of elect.ric impact wrenches using actual tray sec.t. ions and spilce plat.es. The bolts were t.ightened down usli.g auven dif forent. elo.ctric impact wrenches. One of the wrenches was new and the oth.sr six impact wrenches were taken at random from existing field stock. The impact wrenches used were all Ingersol Rand Medel #8005A. By the use of the anove sampling of wrenches, we were able to check if there was any discrepancy between a new and used impact wres.ch and between varloas used wrenches themselves. The impact wrenches were permitted to run the bolt up to maximum torque attainabic by that impact wrench and then allowed to ratchet for an addit.lonal 10-15 seconds to assure maximum applied torque. The installation torques
9 (called T check) were then checked using a 0 to 250 ft-lb. calibrated torque wrench. The torque was read at the point where the nuL on the bolt just began to move. The results of the test are shown on attached Table I. The second part of the test involved setting 60 bolts to a known torque (called T moving) of 30, 45, and 60 f t-lbs. (20 bolts each) and checking the torques (called T static) one day and eight days later. (It should be noted that the torque T moving was read while the nut was moving.) This test was to check if there was any torque " increase" (called T gain) from allowing the bolts to set for a period of time and to see if there was any difference between the readings for static vs. the moving con-dition. The results of this part of the test are shown on attached Table II. In the third part of the test, 50 bolts were torque tested to complete failure using a calibrated manual torque wrench. This failure torque (called T Iallure) can then be compared to the torques attained by the electric impact wrenches (Tables I and II). The results of this part of the test are shown on attached Table III.
l C. TABUTATION OF_ TEST RESUT.TS The following tabulations represent the applicabic results of the various tex ts relating to the installation torque, the failure torque and asso-clated parameters used as the basis for data evaluation in Section D. The tabulat ed results are in foot pounds which is consistent with the manufacturer's data supplied for the bolts. A l i
TABLE I BOLT T CIIECK BOLT T CllECK BOLT T CllECK BOLT T CIIECK BOLT T CIIECK 1 50 26 65 51 50 76 65 101 70 2 60 27 70 52 60 77 65 102 75 3 50 28 70 53 55 78 65 103 60 4 45 29 65 54 45 79 75 104 65 5 60 30 60 55 50 80 65 105 70 6 55 31 55 56 55 81 70 106 75 7 45 32 55 57 55 82 65 107 70 8 55 33 55 58 55 83 65 108 70 9 60 34 60 59 50 84 65 109 70 10 50 35 60 60 45 85 65 110 60 11 Turruid 36 65 61 50 86 65 111 60 Wrong Way 50
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12 37 65 62 60 87 60 112 /u 13 55 38 65 63 55 88 65 113 60 14 60 39 60 64 55 89 70 114 70 15 50 40 60 65 55 90 85 115 60 16 50 41 55 66 45 91 75 116 60 17 50 42 50 67 55 92 75 117 50 18 55 43 50 68 50 93 70 118 50 19 55 44 60 69 55 94 75 119 50 20 50 45 55 70 55 95 70 120 45 21 50 46 60 71 50 96 55 121 65 22 60 47 60 72 60 97 70 122 70 l 23 Turned 43 60 73 65 98 60 123 60 Wrong Way p 24 55 49 55 74 70 99 65 ' 124 70 25 50 50 55 75 55 100 70 125 60 126 70 127 50 128 65 129 55 130 70 131 60 132 65 i 6-
TABLE I (Continued) WHENCll 110!!!'S WHENCil NO. CONDITION AVL. T Ci!ECK 1 - 25 LKC-10-592 NEW 53 26 - 50 LKC-10-593 USED 59.6 51 - 75 LKC-11-227 USED 54.2 76 - 100 LKC-E-581 USED 67.8 101 - 108 LKC-ll-229 USED 69.4 109 - 120 LKC-10-309 USED 58.8 121 - 132 LKC-11-223 USED 63.3 Ave. T Chnck = 60.9 ft-lbs. Manual Torque Wrench Used to Check Torques: #LKC-6-248 Range: 0-250 ft-lbs. (i3%) Date Due for Reinspection: 12/6/81
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LKC QC * - . _T fs /~6~[ M TABIE II BOLT T MOVING T STATIC T STATIC T GAIN BOLT T MOVING T STATIC T STATIC T dAIN (1 Day) (8 Daypi (t) (1 Day) (8 Days) (i) 1 30 31 28 -2 31 45 47 50 +5 2 30 26 23 -7 32 45 50+ 50+ - 3 30 30 28 -2 33 45 49 47 +2 4 30 26 24 -6 34 45 48 49 +4 5 30 29 24 -6 35 453 46 48 +2} 6 30 27 26 -4 36 45 4o 50 +5 7 30 28 28 -2 37 45 47 46 +1 8 30 25 24 -6 38 45 47 45 0 9 30 32 30 0 39 45 47 45 0 10 30 26 25 -5 40 45 49 48 +3 11 30 29 28 -2 41 60 70 70 +10 12 30 29 28 -2 42 60 65 65 +5 13 30 27 27 -3 43 60 65 70 +10 16 30 28 27 -3 44 60 65 60 0 l 15 30 27 27 -3 45 60 60 65 +5 lb 30 27 25 -5 46 60 70 70 +10 17 30 29 27 -3 47 60 70 70 +10 18 30 26 23 -7 48 60 65 65 +5 19 30 25 23 -7 49 60 70 70 +10 20 30 20 19 -11 50 60 60 65 +5 21 45 45 47 +2 51 60 70 70 +10 22 45 44 43 -2 52 60 70 70 +10 23 45 46 48 +3 53 60 65 65 +5 24 45 40 40 -5 54 60 65 65 +5 25 45) 41 38 -7) 55 60 65 65 +5 26 45 45 40 -5 56 60 65 65 +5 27 45 39 36 -9 57 60 70 70 +10 28 45 44 43 -2 58 60 65 65 +5 29 45 44 44 -1 59 60 70 65 +5
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30 45 50 50+ - 60 60 65 60 +0 Of f the Scalo Reading - Not Including in Ave. Ave. T Gain Lhl ts 1 - 20: -4.3 Ft-Lbs. Holts 21 - 40: -0.2 Ft-Lbs. llo i t.s 41 - 60. +6.5 Ft-Lbs. Manut.1 Torque Wronch: #LKC-6 248 Reinspection 1/6/82 (0-250 Ft-Lbs.)
# LKC-6 -245 Reinspection 12/15/82 (0-250 Ft-Lbs.)
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TABLE III BOLT T FAILURE BOLT T FAILURE 1 95 26 100 2 105 27 105 3 105 28 110 4 105 29 120 5 105 30 100 6 100 31 95 7 105 32 100 8 100 33 Stripped Threads
@ 100 9 105 34 100 10 100 35 110 11 90 36 110 12 100 37 105 13 105 38 110 14 100 39 100 15 115 40 100 16 97 41 105 17 100 42 105 18 105 43 105 19 97 44 110 20 110 45 95 21 115 46 100 22 95 47 105 23 100 48 100 24 105 49 105 25 Stripped 50 100 -
Threads O 95 T. Failure (Ave.) = 103.2 Ft-Lbs. Manual Torque Wrench Used to Check Torque: LKC-6-284 Range: 0-250 Ft-Lbs. (i3*.) Dat.c Due for Reinspection: 12/6/81 1.KC QC _
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D. DATA EVALUATION The primary concern which led to the report of a possible significant deficiency was that the bolts being checked had torque values in excess of the average ultimate failure torque of 91 rt-lbs. The 91 ft-lba, average ultimate torque was determined by tests conducted by the manu-facturer (B-Line Systems Inc.). In Part III of the test the bolts werc tested to verify the ultimate failure torque and it was determined to be an average of 103 f t-lbs. Part II of the test indicates several important points. The first point is that if the actual installing torque (T moving) is below 45 ft-lbs., some torque loss tends to occur after installation. For this case the bolt tension caused by the applied torque is probably not high enough to cause an ef fective " biting" action of the flange nut teeth (see discussion below for torques greater than 45 f t-lbs. ). Thus, the bolt relaxes and counteracts any torque increase which tends to occur due to the difference between moving and breaking torques (i.e., moving vs. static coefficient of friction). The not result is a loss of torque. The second point is that above 45 ft-lbs, there tends to be an increase in torque needed to get the nut moving again. After a short time (one day), the breaking torque needed to start the nut moving again increased an average >f 6.5 ft-lbs. ( & 11%). This increase can be explained by the fact that the teeth on the flange nuts are composed of hardened steel which emoed into the splice plate when torque is applied. It can then be postulated that creep will occur between the nut teeth and the splice plate material as a function of time and bolt tension stress. The nel result as an increase in breaking torque aa compared to the installed moving torque (T moving). From Part I of the test, it can be concluded that the average maximum torque attainable from any Ingersol Rand Model #8005A clectric impact wrench on site is 61 ft-lbs. Using 60% of the average ultimate torque as an average maximum allowable torque, the average maximum allowable 10 -
torque beccmes 62 f t-lbs. which is approximately the same as the average mnximum Lorquo attainnbin usion the cloctric impact wrenche.s. Checking the maximum Lorque of 85 ft-lbs. obtained using the electric impact wrenches and allowing for an 11% increase in thn torque due to the biting action of the nut, the maximum Lorque applied to any bolt in the test using the electric impact wrench is 76 ft-lbs. Although tho 76 ft-lbs. is above the allowable of 62 ft-lbs., it is considered to be an adequate safety factor considering it is the absoluto peak value obtained from the tests. 11 -
. _ . - . .. .. . - _ _ . _ . _ .- __. . .. _ _= -_ _ ... _ _
i 1 i E. CONCLUSIONS i l As mentioned before, the primary ecncern of this testing program was to l
! a ! determine if the torqtacs applied to the cable tray splice bolts (SAE J429 GR.5) by the Ingersol Rand Model #8005A clectric impact wrench l l were in excess of the average ultimate failure torque of 91 f t-lbs.
supplied by the tray manufacturer. From the testing program, it is determined that the torques applied to the SAE J429 Grade 5 bolts using I the electric impact wrenches are acceptable. 1 The original nonconformance also addressed two other items. The first 4 being the 1 bolt out of 160 that sheared off prior to the nut turning. This is a very low percentage of failure and will be considered acceptabic. ; 9 I The final item is th:t 14 out of 160 bolts were not fully seated and have
- very low torque values. This item will be addressed in the disposition
! of Nonconformance Report #CQC 2344. The installing contractor (L. K.
i j Comstock) will be instructed to back check 1000 installed plates (8000 bolts) to assure proper seating of the bolts. Further corrective action on this item, if any, will be contingent upon the results of these additional checks. The contractor's current procedure for the work requires a visual check for i proper senting of all bolts and thus, future installation problems of tnis nature should not occur. 9 i l JS:es/AW/8768p 1 d t
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htPI PROGRAM I ' cOvtusiuG. nctuot accee Tance l](.' ntouintutsT'... CRIT ERi A Ano DOC u r. NOs. ' WA._fSSl13-OO3, SH 1 (ta ), B-Line__ Systems r- >am,or.wiv:- Inc, let.ter dated 20 Dec., 1978 (Attached). r.sf./..S'.c.* t NC t at. L A T L. T O ('g.N . /.;, ' o e sc uip1 ic s O CODE p.;.'g',;." O r.cO L I NN F O60R MH 1" E P40. AN C E Inst'Ulstion". Surveillance [ proper 7._!nspectionJ results.,of randeQcelected test of 20 splice plates (160 Bolts attached) [ indicate SP-33 contractor failed to =eet Torque requirecents of 45 Ft.-Lbs, per leuer _(dated 20 Dec., 1978) B-Line systems, Inc. consequence being 126 of 160 Bolts checked
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10 Center Road . , DEC 20197g
. Perry, Ohio 44081 ERNST.COMsTOCh, Attention: lir.' ' Joe Klena .
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Dear Mr. Klena:
Per your request we have conducted testis 'on 'the 3/8-16 x 3/4 rib neck carriage bolt s Jupplied to yo.2 for c.able tray splice joints on Perry Nuclear Plant. A lot sa=ple of fif ty pieces was taken fr'om a shipment. Twenty-five sample.s were tested by . applying torque until failure of bolt occurred and twenty-five samples were tensile tested in accordance with ASTM A 370, Paragraph S11.1.4. . The torque tests' specimens were inserted irto a plate approximately^tbe thickness of a side rail and splice plate. Torque was applied to the serrated fla~n ed lock nut until failure, with an average failure of 91 ft.-Ibs. (See se esults.) sin 50% of failure would result in an allowable maximum t rque 45 ft.-Ibs. The tensile testa resulted in an averr.se of 90 ft.-Iba. using an average
.. ultimate load of 11,532 lbs. and a friction coefficient of K=0.25. Again 2$' using 50: the maximum ellowable. torque vo'uld be 45-ft.-lbs.
If the lowest values obtained by testing were used to determine allowable
- c. , , torque, the torque tes ts would be 1.2.5 f t..-7.bs. , and the tensile tests wculd -
be 41.5 ft.-lbs. The formula used to determine torque from tensile tests is.is foIlows: T UW 12 T = Torque, Ib.-ft. where K - coefficient of friction D - bolt dia=eter = 0.375 inches W - bolt tension, Ibs. l I i
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t letter to Mr. K3ena j Ernst - Comstock - dated December 20, 1978 ^ * - I i The friction coefficient of 0.25 van determined by testing 3/8-16 x 3/4 rib ! neck carriage bolts sud 3/8-16 serrated flange lock. nuts. Bolts and nuts I were electro-deposited zinc coated steel. .
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j If we can be any furth'er service', please let tis know., - . J . - ' Sincerely. i y f B-LINE SYSTEMS, INC.
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l K. F. Radeer Product Engineer'ing Manager KFR/cc:nt ' , cc: Tom Cold,'Er. . . Tom Gold, Jr/ Terry"Jenne Steve Richards
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I j September 14, 1981 Gilbert 6 Associates Site Organization Per y Nuclear Power Plant 10 Center Road Nortly Perry, Ohiu 44081 Attention: Mr. Curt Angstadt
Reference:
Perry Nuclear Power Plant Splice Plate Nut Torques
Dear Mr. Angstadt:
Our letter of February 12, 1979 to Mr. J. Klena of Ernst-Comstock listed the recommended torque to a variety of fasteners which included the 3/8 inch bolt: used with cable tray. As we discussed over the telephone, the recommended value of 19 ft.-lbs. is not precise. This figure results from our experience which shows that in typical installations an average of 19 ft.-lbs. of torque on the nut is required to seat the bolt firmly and should be used as an installation guide. If necessary, tha bolt torque can be increased to ensure firm seating of the bolt. Values ranging from 19 to 30 ft.-lbs. are common and acceptable. Torques in excess of 30 ft.-lbs. may.be employed if good industrial practices are fol-lowed. As shown in our letter to Mr. Klena dated December 20, 1978, the maxi- , mum recommended torque for the 3/8 inch carriage bolt is 45 f t.-lbs. The value results from testing and is equal to 50% of the ulti= ate failure load. Fastener reference manuals and texts show that in most practical spplications an allowable torque equal to 60% of ultimate failure may be used. This would increase the maximut; recommended allowable idad to 54 ft.-lbs. of torque. However, careful consideration should be given to the use of torque loads approaching or exceeding the maximum recommended value. Sincerely, B-L1FE SYSTEMS, 1 tic. n ^ W'. c. ~7hl u.wy Bailey E. Martin Structural Engineer
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BEM/c:ma cc: Tom Gold, Sr./ Tom Gold, Jr. Ken Rad:er
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