ML20052G910
| ML20052G910 | |
| Person / Time | |
|---|---|
| Site: | Big Rock Point File:Consumers Energy icon.png |
| Issue date: | 05/14/1982 |
| From: | Jerrica Johnson, Mullholand D, Norman C, Popa J CONSUMERS ENERGY CO. (FORMERLY CONSUMERS POWER CO.) |
| To: | |
| Shared Package | |
| ML20052G890 | List: |
| References | |
| ISSUANCES-OLA, NUDOCS 8205190143 | |
| Download: ML20052G910 (42) | |
Text
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UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION Before the Atomic Safety and Licensing coard In-the Matter of
)
)
Docket No. 50-155-OLA CONSUMERS POWER COMPANY
)
(Spent Fuel No. 1
)
Modification)
(Big Rock Point Nuclear
)
Power Plant)
)
TESTIMONY OF CHARLES R.
NORMAN My name is Charles R.
Norman and I am currently employed at Whiting Corporation as the Manager of Engineering Services.
I graduated from the Illinois Institute of Tech-nology in 1966 with a Bachelor of Science in Mechanical Engineering.
I am an active member of the engineering committee of the Crane Manufacturers Association of America and the structural sub-committee of The American Society of Mechanical Engineering (ASME) on Cranes for Nuclear Power Facilities.
In both of these organizations, I am actively involved in the writing of a national crane design code.
I have been employed by Whiting Corporation for twenty-five years.
I have held the position of Manager of Engineering Services since February 1972.
My responsibilities in this position'includa supervision of all computer based engineering analyses for cranes and similar products.
8205190143 820514
.PDR ADOCK 05000155 T
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g O
The purpose of this testimony is to provide the position of Applicant's response to O'Neil Contention II.C.,
as reworded by the Licensing Board in its " Memorandum and Order (Concerning Motions for Summary Deposition)":
Is the spent fuel pool safe from a rupture which might be caused by a drop of a spent fuel transfer cask or of the overhead crane?
My testimony describes the containment crane to which the redundant support system (safety-sling) is attached, and verifies that the crane and cask catch mechanism described in the testimony of Mr. John Johnson are adLquate to with-stand the maximum anticipated dynamic' load that would be imposed on the. crane and cask catch mechanism by a free drop of the cask.
A.
Description of Containment Crane The crane used to hoist the spent fuel cask in the Big Rock Point Plant containment building is a welded steel single-leg gantry crane with trolley.
A gantry crane is essentially two box girders supported by gantry legs and truck arrangements.
A truck i:s a. structural steel framework' containing wheels which ride along a railroad-type rail.
The crane hoist mechanism is normally located on a trolley.
which straddles the two box girders.
The trolley consists of a structural frame supported by two trolley tracks, which
~
ride.tlong rails attached to.the tops of the two box girders.
A diagram of the Big Rock gantry crane is included in this testimony as Figure 1.
i I
As shown in Figure 1, the Big Rock gantry grane differs from the above gantry crane description by having only one gantry leg.
On the south side of the containment building, the gantry leg has been replaced by a bridge truck arrangement, which is supported directly by the containment building.
In all other respects, the Big Rock crane mirrors the normal gantry crane.
The Big Rock gantry crane is rated for 75 tons.
To evaluate the structural ability of the Big Rock gantry crane to handle the dynamic load which Mr. Johnson has calculated will result from a dropped cask, it is first necessary to understand the components which comprise the Big Rock gantry crane.
The safety sling, which is composed of two 1-1/2-inch diameter wire ropes, is connected directly to the trolley.
The trolley consists of a structural frame having a load girt, two structural trucks, and four wheels, which L
are all connected by the use of structural steel (Figure'l).
The safety-sling'is attached to the load girt by means of rope supports.
The rope supports are standard rope socket l
anc pin arrangements.
Figure 2 shows a diagram of a rope I
support.
The load girt consists of two twenty-one inch, sixty-two pounds / foot wide flange beams with 1/2-inch thick
. top and bottom plates of all welded construction.
Figure 3 t _.-
shows a diagram of the load girt.
The load girt is attached to the trolley trucks by steel angle clips.
Each end of the two beams.of the load girt is bolted to two steel. angle clips, which are in turn riveted to the trolley trucks.
Figure 4 shows a diagram of how the metal angle clips are used to connect the load girt to the trolley trucks.
Each end of the two beams of the load girt is currently bolted to two steel angle clips wi; five A307 one-inch diameter turned bolts.
Each steel angle clip is riveted to the trolley truck with five ASTM A141 7/8-inch diameter rivets.
Since there are two steel angle clips for each end of the two beams of the load girt, or four metal angle clips per load girt end, twenty rivets attach each end of the load girt to the trolley trucks.
The trolley truck, with. hoist mechanism and safety-sling, is supported approximately 32 feet above the reactor deck.
As shown in Figure 1, the trolley rides along two bridge rails, which are attached to the tops of two structural steel box girders (bridge box girders).
On the south end of the containment building, the two structural steel box girders are bolted to a bridge truck, which in
-turn rides along a rail supported by the containment building.
On the north side of the containment building, the two structural steel box girders are bolted to a gantry leg..
9 The gantry leg is approximately 28 feet tall and is composed entirely of structural steel.
As noted above, the gantry leg is connected to a truck, which rides along a rail sup-ported by the reactor deck.
B.
-Analysis This analysis verifies that'the Big Rock gantry crane, and the cask catch mechanism described in the testi-mony of Mr. John Johnson, are able to withstand the maximum anticipated dynamic load that would be imposed on the crane and its components by a free drop of the cask.
Mr. John Johnson of MPR Associates has evaluated the dynamic loading on.the redundant support system (safety sling) in the event of a cask drop accident.
Mr. Johnson determined that the maximum dynamic load which would be imposed on the safety sling assembly would be 148 tons.
Under this accident condition, the 148-ton dynamic load will be transferred directly to the load girt by means of the saf ety sling and rope supports.. The dynamic load is then transferred from the load girt to the trolley trucks, by means-of the steel angle clips which serve to attach the load girt to the trolley trucks.
The dynamic. load is then--
transferred through the trolley truck wheels and the bridge rails to the two bridge box girders.
The load is~then transferred to the crane rails through the bridge truck and wheel. arrangement at the south end of the containment build-ing and through the gantry leg and bridge truck and wheel arrangement at the north end of the containment building.
1 The analyses conducted show the dynamic stress imposed on each component of the crane system by the dynamic load due to the postulated cask drop.
These stresses were then compared to the minimum yield stress of the material.
The analyses conducted are highly conservative for they take no credit for any dissipation of the 150-ton dynamic load as it.is transmitted throughout the crane structure.
1.
Stress Analysis of Cask Catch Mechanism The stress analysis performed for the cask catch mechanism is attached to my testimony as Appendix A.
This analysis evaluated the cask catch mechanism components which would be subject to stress if the cask drop were to occur.
These components are shown in Figure 5, and include the pins which connect the cask to the cask catch mechanism (cask j
catch pins); the wedge housing plate, components, and welds; and the 1-1/2 inch diameter wire ropes.
The total dynamic load imposed in the analysos on the two cask catch mechanisms is 150 tons, or 75 tons per cask catch mechanism.
(a)
Cask Catch Pins There are two cask catch pins which connect.the cask to the wedge housing plate for each cask catch mechanism.
The cask. catch pins are 1-11/16 inchesEin diameter and are manufactured from 4140 heat treated material.
The yield strength of_4140 material is 105,000 PSI in bending and 63,000 PSI in shear. -,
As shown in the calculations in Appendix A, the
_e maximum shear stress caused by a dynamic load of 37-1/2 tons was 21,100 PSI, well within the yield stress of the cask catch pins.
The calculated bending stress also shown in Appendix A is 117,000 PSI, exceeding the material's yield strength.
To avoid the deformation of the cask catch pins during the postulated cask drop, I have recommended that the cask catch pin size be increased to two inches in diameter and be manufactured from material having a minimum bending yield strength of 100,000 PSI.
In addition, spacers shoul; be added to keep the cask safety logs centered on the cask catch pins.
These alterations will prevent the bending stresses in the cask catch pins from exceeding yield under the dynamic load of 150 tons.
Consumers Power has accepted this recommendation and will make these suggested modifica-tions.
Accordingly, the remaining analysis of the cask catch mechanism has assumed cask-catch pins of 2-inch diameter.
(b)
Wedge Housing Plate Analysis was performed to evaluate the stress the catch pin will impose on the wedge housing plate due to the postulated cask drop.
The plate is manufactured from struc-tural steel with a minimum yield of 33,000-PSI in tension and 19,800 PSI in shear.
The maximum tension calculated to result from the postulated cask drop was-5,200 PSI and the maximum shear stress calculated was 9,020 PSI.
Both of the stresses which would result from the postulated drop are acceptable because they are well within the respective yield strengths of the wedge housing plate.
~
The analysis also included evaluation of the ten-sile stress imposed on the wedge housing plate by the wedge applying force against the housing blocks of the cask catch mechanism.
The calculated tensile stress in these wedge plates would be 18,670 PSI, which is less than the yield strength of 33,000 PSI, noted immediately above.
(c)
Wedge Housing Welds The wedge housing welds in the cask catch mechanism were analyzed for the maximum load imposed and were found to be stressed-in shear to 19,200 PSI.
The yield strength of the wedge housing weld material is 30,000 PSI in shear.
Therefore, the welds in the cask drop mechanism are adequate to withstand the postulated cask drop.
(d)
Wire Rope As noted above, each of the two wire ropes which comprise'the safety would be subjected to a dynamic. load of 75 tons, or 150,000 pounds, due to the postulated cask drop.
The wire rope used in the safety-sling is 1-1/2 inch diameter (6 x 21) monitor "AA" high strength wire-rope prestressed, with independent wire core.
The wire ropes are rated at 114 tons or 228,000 pounds,-and are therefore more than sufficient to bear la dynamic-load of 75. tons, or 150,000 pounds. t:
.o.
2.
Stress-Analysis of-Rope Support The stress analysis for the_ rope supports is attached to my testimony as Appendix B.
As noted above, Figure 2 shows-a diagram of a rope support.
The rope-support is composed of three distinct pieces:
the. standard rope socket;-the rope socket pin; and the guide plate.
The standard rope sockets used in the Big Rock safety-sling are spelter (zinced) sockets which are rated to be 100% efficient.
By this I mean that the sockets are as 1
strong as the wire rope to which they are attached.
As noted above, the wire ropes-are rated at 114 tons or 228,000 t
pounds.
The sockets are therefore more than adequate to handle a dynamic load of 75 tons, or 150,000 pounds.
The rope socket pin is made of 3-inch diameter steel with a yield in shear of 60,000 PSI.
The maximum calculated shear stress due to the postulated dynamic load of 75 tons, or.150,000 pounds, is 10,610 PSI, well within the strength of.the rope socket pins..
The guide plates shown on Figure 2 are only slightly larger than the holes in the load girt through which the rope-sockets are inserted and are used only for-guidance.
'Any stress that would be generated in the guide plate is t'
distributed over such a relatively large' area that the stresses become insignificant.
3.
Stress Analysis of Trolley Load Girt The str,ess analysis performed-for the trolleyLload
_9_
D girt is attached to my testimony as Appendix C.
The load girt was evaluated for bending stress due to a postulated dynamic lond of 150 tons.
It was calculated that the maxi-mum bending stress due to this load would be 16,200 PSI.
The load girt is manufactured from structural steel with a yield strength of 33,000 PSI.
Therefore, the trolley load girt is adequate to withstand a dynamic load of 150 tons.
4.
Stress Analysis of Trolley Load Girt to Trolley Truck Connection As explained earlier, the load girt is attached to the trolley trucks by steel angle clips.
Each end of the load girt's two wide flange beams (load girt beams) is bolted to two steel angles with five A307 one-inch diameter turned bolts.
Each steel angle clip is riveted to the trolley truck with five ASTM A141 7/8-inch diameter rivets.
Again, a diagram of the trolley Icad girt to trolley truck connection is shown in Figure 4.
The stress analysis performed for the trolley load girt to trolley truck connection is attached to my testimony as Appendix D.
The calculations indicated a maximum shear stress of 23,300 PSI for the top and bottom bolts of each set of five bolts used to' connect each load girt beam end to the steel angle clips. -The maximum shear stress on the remaining three bolts is 14,600 PSI for the postulated cask drop dynamic load.
The yield strength in shear of these turned bolts is 19,800 PSI.
Because of this, I have recommended that the top and bottom bolts be replaced with bolts of A325 steel having a yield strength of 55,200 PSI.
(See Figure 4.)
Consumers Power has accepted this recommenda-tion and will make this modification.
The rivets used to attach the steel angle clips to the trolley trucks have a minimum yield strength of 33,000 PSI in tension and 19,800 PSI in shear.
The maximum calcu-lated tensile strength maximum shear due to the postulated dynamic load is, respectively, 17,600 PSI and 13,200 PSI.
Both of the calculated stresses to be imposed by the postu-lated dynamic load are well within the allowable yield stresses.
5.
Stress Analysis of Trolley Trucks The stress analysis conducted to evaluate the postulated cask drop's effect on the trolley trucks is attached to my testimony as Appendix E.
Figure 1 contains a diagram of the trolley trucks.
The trolley trucks are constructed of structural steel with a bending yield strength of 33,000 PSI.
The stress analysis determined the maximum bending stress which would result from a dynamic load of 150 tons to be 15,000 PSI, well within the bending yield strength of the trolley trucks.
The maximum shear stress calculated to result from the postulated dynamic load, which would occur in the truck welds, is 21,200 PSI.
The truck welds have a shear yield strength of 30,000 PSI and are therefore adequate to withstand the postulated cask drop.
o 6.
Stress Analysis of Gantry Leg The stress analysis performed to evaluate the structural ability of the gentry leg to withstand the maxi-mum anticipated dynamic load, 150 tons, that would be imposed on the crane by a free drop of the cask is attached to_my testimony as Appendix F.
This analysis indicates a compressive stress of 5,930 PSI with an allowable stress of 17,750 PSI due to buckling.
By this I mean that the dyna.nic load of 150 tons would impose a compressive stress on the gantry leg of 5,930 PSI.
The gantry leg will not buckle until stresses greater than-17,750 PSI are imposed on the gantry leg.
Therefore, the gantry leg will not be overstressed due to the 150 ton dynamic load.
7.
Remairing Crane Components The reason for analyzing the components I discuss above is the fact that the dynamic load which would be imposed on the crane by the postulated cask drop would be distributed in a different manner than under normal operating conditions, and in a manner different from the analyses
.f conducted when the Big Rock gantry crane was originally designed.
The load distribution resulting from the postulated cask-drop on all components other than those specifically analyzed above is no different than under normal operating conditions.
a All remaining components of the Big Rock gantry crane were designed for a capacity load of 75 tons using an allowable stress of 20% of the ultimate strength of the crane components' material.
In other words, the gantry crane was designed such that all the stresses under a 75-ton loading condition would be less than 20% of the ultimate strength of the crane components' material.
Under the postulated cask drop, the dynamic loading is increased to 150 tons, so that these stresses will be less than 40% of the crane components' ultimate strength.
Since the minimum yield strength of these components' material are at least 40% of these components' ultimate strength, it is obvious that these components will not fail under the postulated cask drop.
C.
CONCLUSION With the exception of the cask catch pins and the bolts used to connect the load girt with the trolley trucks, imposition of a dynamic load of 150 tons will not deform due to overstress either the Big Rock cask catch mechanism or the gantry crane.
The fact that the cask catch pins and load girt bolts may deform due to the dynamic load imposed by the postulated cask drop does not necessarily mean, however, that these components will fail.
Ductile materials such as those used in the Big _
Rock cask catch mechanism and gantry crane retain the capa-bility of withstanding stress and the ability to carry load.
e
a even after they have begun to physically deform.
The analyses presented in my testimony did not take credit for this fact.
Non-clastic (plastic) analyses would have to be per-formed to determine whether the cash catch pins and load girt bolts would actually fail under the stress induced by a dynamic load of 150 tons.
Adoption of my recommendations to replace the cask catch pins and substitute A325 high strength bolts for the currently used turned bolts on the crane trolley will preclude deformation of either the cask catch mechanism or the gantry crane due to the postulated cask drop.
9 FOC M M.2-WHITING REQN.
DATE BY PAGE OF BRIDGE RAll TROLLEY TRUCK
"'~
~~~-
HOIST MECHANISM TROLLEY WHEEL
'N LOAD GIRT N
N N LOAD GIRT TO TRUCK w
ANGLE CLIPS X 'gj/,
s
^
R0PE SUPPORTS OR
/dg'4" s
f SOCKET AND PIN y
4 g
4 O A.RRANGEMENT s
s
' TROLLEY.
N.p BRIDGE GIRDER-
/p/
'7~ GANTRY LEG
[
f'
'p # BRIDGE TRUCKS 1
./; ', :-
Q' BRIDGE WHEELS W
/"[Y f
SLING 661' - 0" ELEVATION CRANE BLOCK
},
~~
, y-f' AND HOOK TOP 0F RAlL x-
'~'
CASK CATCH MECHANISM CRANE OR BUILDING RAll CASK CATCH PINSU
' '~
~~
CRANE OR BUILDING RAll N
- 632'- 6" ELEVATION CASK TOP OF RAll N
GANTRY CRANE
.... ~. = - -
FIGURE #1 l
FO%M N.2 e
WHITING REON.
DATE BY PAGE OF
~
e 8E s<
E$<
Ntte nn1 885 le E EE
\\
re s-
\\
y to w
O C
\\
0 o9 N
x
\\
\\
/
8 a
5 E
n l
E
': s
FCEM N.2 WHITING REON.
DATE BY PAGE OF R0PE SOCKET PIN GUIDE PLATE
\\
STANDARD R0PE SOCKET St. LNG WIRE R0PE vw ROPE SUPPORT
' FIGURE #2
FOCM N 2 WHITING REON.
DATE BY PAGE OF RIVETED CONNECTION BOLTED CONNECTION d^D JV
'G-I I
TURNED BOLTS TO BE TURNED 4
BOLTS
-- - 3 A-325 BOLTS l
ANGLE CLIP g
y i
TROLLEY TRUCK LOAD GIRT LOAD GIRT TO TRUCK bONNECTION i
FIGURE #4 i
l
FOTM N.28 4
e WHITING REON.
DATE BY PAGE OF WEDGE BLOCK y
7 p
/
5 N
- N
\\
/
Q WEDGE HOUSING
-SlDE PLATE -
1
~
\\[y s
,y N wsoas CASK LUGS I )
h N.
~ ~ ~ ~
/*
's fk
/
CASK CATCH PINS s
I
[_ SUNG WIRE R0PE
.~..e
~..e q
CASK CATCH MECHANISM FIGURE #5
--~
--v-
FORM N.33' WHITING REON.
76229 DATE 4-30-82 KRT PAGE I
OF 9
8Y WC 3 It i
STRESS ANALYSIS OF CASK CATCH MECHANISM l
ANALYSIS OF PINS ATTACHING WEDGE HOUSING TO CASK SAFETY LOG (Whiting Drg. S44313-3-E) 4 71,
S IV 1
r, 4{
wenct j
Nom /4 cast O
Q
[
}
t5 DoA Pin 1P, A
From dynamic load each rope has a load of 150,000#.
Therefore, each pin has a load of 75,000#. Assume this load is equally divided between bars of cask safety lug.
F F 53Vo
- Y = 37S00 #
fo =
L 1
T,n, =
JOS,000 ps0
- a. 4 y
9% ?
t'y,,c, = 609o C 6 3,000 psl
=
yigo Pz P.
For Shear in Pin. fiaximum when lug bar is against bar of housing, therefore, a
1" Summing moments about P2 when a=1 f =
(3 7500 x 3) 4 (3 7Soo x b h!)
7 %'
47/8o*
=
'l'=
P 2 /, /00 ps$
=
4 718 0
=
yA
??fLEL 7- )
Appendix A
FORM N.2 %
76229 DATE 4-30-82 WHITING REON.
9 KRT PAGE 2 op BY N/ 5 3 tL Analysis of Pins - Cont'd.
Pin in Bending The maximum bending moment would occur when a = l-1/16" Summing moments about P1 tosolve for P2 P =
(3 7Soo 1 I h) + (37s00 x </ 'Nr.],
28930 #
2 7 A/
/1 = 28430 x 2 '2<, = 8 3 5lo "#
2 h = DinAar To 3
S 2 D,0.</72 danes r La A b 6'= A e. A I
.5 3L A ors f> c tros Yir2D l
6',,,, = 6 3 Si
/ 77 000 pst
=
/F Cast L uc
/s k' err Crarspri M
G)ra a i Ho us sac.
P, - g r
3 7500 o
Mc 3 7s0 0 1 L = 75000"*
/58 900 osi Sria E.< c e ne f=A=
7500 f
=
//no This analysis shows the pin failing due to bending stresses. The clearance between the cask safety lugs and the wedge housing is too large. The dimension for the cask safety lug comes from MPR Associates evaluation, attachment 3, pg. 2.
(10-1-80).
Appendix A
FORM N.33 e
76229 DATE 4-30-82 WHITING REON.
sY KRT PAGE 3
op 9 f 4(f S-5 12 f2 Proposed Fix for Attaching Pins Change pins to 2 in. dia. made of material having 6)=100,000 psi min.
Provide spacers to keep cask safety lugs centered on pin.
Direct Shear in Pins T,,
609a 6~y,,ia 60,000 psl,
=
=
y
'C' = ?/, = 3 7S00/
?" 3 7Soo (LvGs Arc Carentj
- 3. H a
1r(91)*= 3.iy in' ll 900 csl
=
Vid is 3 Jl'/'IC / Edf
/s) 3 Hrs 9 R Bending in Pin Sinc e J.ocs Au Crwraeo 6~=
fic_ = sf
/W 3?soo x 2 = 7soco"'
1 3
Sc # o! -
7B S is' 32 6~=
7Soco/
f.78S 9ssvo osJ_
=
f/N l4 b d/*f'/C / 4" alt lN b GAlb idG Appendix A
- _ _ =
FORM N-adt 4-30-82 WHmN3 REON.
76229 DATE KRT 4
BY PAGE OF 9
f/NC 3 81 Proposed Fix for Attaching Pins - Cont'd.
Tearout in Wedge Housing bJ 2bb Arts Of TrA2Our l - A W - ( A 0 2C u +'o f 1
(
i !5
= /. 9 7 /s A = (2)( I 4)(/.97) = V. 93 M' 1
1 57500*
t'= Gf4 - 37sog,g3 wo psi f = 4000 Sy =
& o */o x.33 000 = / 98 0 0 po s t y
Therefore, wedge housing is sufficient to prevent tearout of holes.
1 3
4 Appendix A
FORM N.24 ;
WHITING REON.
76229 DATE 4-30-82 KRT 5
9 sY PAGE op MC-3 st.
Analysis of Wedge Housing (Whiting Drg. T36755) 130,000' A
4 l
h2'N
'O'
.m]s O 6 = 33 000pec.
n y
3
. _]
L.
1
% = 60:>G.,= /?S.93 c.c5
/
/
v o
9
~
i~
/ G2 l'N 9 21 f(
I g$
o e
^
40 I
g?
For Tearout (Shear) at Pin Holes (Before Fix) l l
W T ?49 A cl2)(I4)(1)c S*.23 p
- P= PpAs ( Pc 1 )
- 9 7/90' T = #'# kn = 902.0 od -
VLATC ls EJ Ff oc a):'
fo
$R6dC.JT ff~4 5 O J ~~
For Tension in Plate 6~*
F/A A = JN Xjdb = /8./24~
F
.2 x P,u, - 9 93&o
- S 9 '/36 of 68.12C S2 04 ps '
=
"?LATC l&
$ U W /Cte M
/N 1~~A4&l ON Appendix A
FGTfJ N.23-WHITING REON.
76229 DATE 4-30-82 O
BY KRT PAGE 6
op f/4 5-3 n Analysis of Wedge Housing - Cont'd.
k sid er fora t foacc Oa Popt
/30,0oo" Y, Q--.
r t
r
=
No f,
\\o f, s "#**Pz 7s coa "
=
h I, --- rp,
fP/
- p. =- Co <, rse..ar or kr.sa g
Of O\\O
". o f C o A s,e a rs. u fot tv82n L. _ _ l f*
L
/
1_
f) * **m da. > 'To fusie r e 5, a
/x.M
.r*
\\
l 1
pH - f' / /\\TAa/c*r fe.s crioa Aacsi)>l ~
- * * &M'dN']l
- 5'l3/00*
F/t f*y #l " ((SV3,too) ** ('74~o00) 2: 548300
Ygc ft uarsar t=o' x e r of Fa t Fe Direct Shear Stress in Weld Assume that FR acts through the centroid of the welds.
Length of Weld = 11-3/4 + 4-1/2 + 3-1/2 + 2 x(2 #) = 32.3 in/ side Assuming the resultant force is evenly divided between the two sides.
Sg = f%=
5 % 300 8 988%v l'9. (3L3)
)
L Since welds are 5/8 in. fillet, the shear effective area 5/8g Appendix A
FORM M-20 :
WHITING REON.
76229 DATE 4-30-82 KRT PAGE 7
OF 9
SY (f/J5s.51s.
Analysis of Wedge Housing - Cont'd.
Weld in Shear - Cont'd.
R =8V88 Yid
/ 9 2/o ps!,
=
- 8/f5 Assume weld electrode has 6'y # #0
- d
I *50 e
f 3
T = 30,000 psi y
Therefore, weld stresses are below yield.
T Side Plates in Tension FIA T 'L 6 = 08,000 fJ!-
3 g
l l
g
/ cosa'C$JAnJ4' 1"a llU OJL$ JaJ;~r/
6~= 9A F~ 5 14 =/I x II'4 of u)as 4
2 N#
- f = (2)//4)(//h)
/8(o70 p s i,
=
Therefore, side plates are below yield in tension due to wedge force.
Appendix A 4
rcu. na<e -
76229 4-30-82 WHITING REON.
DATE BY KRT FAGE 8
op 9
fj{$ 31(2 Analysis of Wedge Housing - Cont'd.
Parent Mat'l. under Weld in Shear foR h 2 OJr flM 's-f = M,Da o,
Cy = 6 0 $o f y
g f
/9800p.si y
t f/A f = 8 488 /lJ (FG &]
A = 5 ' ( bJrs0 irc ht) < / ul.
3
/3880 ca l 1' =
8 Y 82,/
=
Therefore, material of weld is sufficient in shear.
Rope Evaluation The rope used for the safety sling is 1-1/2 dia. (6 x 21) monitor "AA" high strength wire rope - prestressed, with independent wire core.
It is rated at 114 tons (228,000#). The dynamic load is 150,000 #/ rope.
Therefore, the rope is sufficient for the dynamic load.
van wase :
WHITING REON.
76229 DATE 4-30-R7 0
BY
- KRT 9
OF PAGE
&WVr 31s Conclusions of Analysis for Cask Attaching Pins, Wedge Assembly and Ropes Analysis performed on the cask attaching pins shows that the pin size must be increased to 2 in dia. from 1-11/16 dia.
These new pins must be made from material having a minimum tens'ile yield strength of 100,000 psi.
In addition, spacers most be added to keep the cask safety lugs centered on the pin. These revisions will prevent the bending stresses in the pin from exceeding yield under the dynamic load of 150 tons.
The wedge assembly and ropes are sufficient to withstand the 150 ton dynamic load without yielding.
Appendix A
F3GM N.245 WHITING REON.
76229 DATE 4-30-82 sy KRT PAGE I
OF 1
t&WVc 1-4s l
Rooe Supoort Spelter (zinced)' sockets are rated 100% efficient.
(Bethlehem Steel, sling and fittings catalog #368-A).
Pin attaching socket to frame 3" dia. rd.
Due to short spread 4.dia.
Look at shear only.
T = Q ff2){l$~0 o00) =
/0 6 /O PSE W' (I 5)
- G~ygg = 10 0,000 ps L f = 6 0]e 6 y
y
&C,000p&i c
Therefore, pin is sufficient to take dynamic loads without yieldino.
i i
i i
l l'
i l.
i Appendix B t
I
rwm ws.s 76229 4-30-82 DATE WHITING REON.
BY PAGE
/
OF 3 6effy'c1ta TROLLEY LOAD GIRDER f., 8 "
blN?$
74 "
159 ** *
- iso, coo
- i
)
)
O WHeru f bincris a,nur r
e c,e e
Ropt Ropt asesoA aaceoe fp fg p Ya W, Y2.
n 21 "$ 62 ' v f (N
'l s 18N g
~
2
/
' Y X /7 2 '?: T 6 teriod Ta R odart GIRT Conservative to use only 19-1/4" of top plate (equal amounts overhanging both sides (1/2")).
For dynamic load have 150,000f on each rope. Consarvative to ignore holes in girt for connection because of addition of 1" plate on too and bottom over hole.
Appendix C 1
TrolkeyL0adGirt SECTIONAL PROPERTIES PRM 116 pgtm 10 2
1-A-2 5 m u)
(BUILT UP OF ROLLED f.
WHITING REQN 7632 '/ DATE V-SJ - 82 RECTANGULAR SECTIONS) 8Y
- 21' PAGE,_ 2 OF 3 GWV 6-b -di.
ELEMEffr ELEMENT PROPERTIES /
ELEMENT
,8 NO. (i)
DIMENSIONS CENTROID hib,~ '
- d A ROLLED fi)
Ai Ixi _
Iyi x1 y1
[,
7
,U Y
l 18.3 1330 g7.c q.6 2.
j j,o g
9 m,, n
- c. T 2,
ig,3 13 5 o
.T 7. S I4.62 II. O Ui OYi Xi Yi
~-
(1000+1) 3 j 7 'z
- o. S
- 9. bas
.2W
'l l9$
],6.2$
AI*7Y (0.0)
L
~
X i. _._ J l
ROM
- (xg,yi) 6 IXi'Yi)
--- g U SECTION i
{
RECT. SECTION All rolled sections must be entered before rectangular sections. To enter rectangular sections, end rolled sections with Ag = 1000.
In order to execute program enter a negative value for ' A ' or %c '.
g t
COMPUTED DATA 9 6216 Distance from the 'y' axis to the centroid x
11.I711 of the section.
y Distance from the 'x' axis to the centroid 54 97'50 I ** ***
A Area of the section.
4,782 2343 Ix Moment of inertia about the section's neutral axis which is parallel to the 'x' axis.
1,550 5296._ Iy m ment of inertia about the section's neutral axis which is parallel to the 'y' axis.
Appendix C
F iM N.349 WHITING REON.
76??4 DATE 4-30-82 PAGE 3
op 3
GT BY (4:FJg.1 -h.
BENDING STRESS Ifi LOAD GIRT S vinino,1c floin m A8oor M*
F' =
(4 9) { /30. 00 o) + /03 l Iso. o o o) _
/S 8,3 00
- g
/4Y
& vinin suc fo Ic ang h = }SO, 00 0 + /70,00 0 - /C8,300 = /Y/ 700 6~=
Plc -
/58300 VI X//.17
/52 00 ps $
1 4782 6~ =
/4/ 700 x 49X //. / 7 _.
/6 2 00,qs_i _fMX
'/ ? 8 2 6'y,,,
33 000ps c
NOAD G ist
/s S arric icirr foz B EN Di x L o s os.
i l
'l l
Appendix C
FCCM N 3n 76229 4-30-82 DATE WHITING REON.
I OF 3
BY NT PAGE 64X' f 27.n TROLLEY LOAD GIRT TO TRUCX C0!!? TECTI 0tl go-78 R Jas
\\'
.-j h
,'+
+I l-+
! +
l l
l f[
t h l+
l ++ '(l i
i
+i ie s i+
(p" i
i i
+1 l 4-b l -t-4-
ti lt A lt A.
~ / " Tow cxis 10' b
gly
=
h p v.n ts.c Two oaths of failure through 1" turnbolts or through 7/8" rivets.
Use load of 158,300# from po. 2 at centerline wheels.
SHEAR LOADS For 1" Turnbolts (Assume shank in shear)
Assume each angle suoports A'. 73# w ~
Of Lonc
- W830*T :
39 600
=P I - 2 a (.s = u =) - 9M S e osu.e = (3 ?& co)(&N)(6)
/6soo"/ ext y
90 S
Di arcs - 3]fo o o 7920 %nr 7
C
& rom, =hl&Do**??:o*
18 300 % 7
^ bls = 23 3ood he Boat DEce < c
$ =
VA =
Appendix D
VORM Net.
WHITING REON.
76229 DATE 4-30-82 OF 3
BY FW PAGE 2
$3Yf.t7 t:.
Load Girder to Truck - Corit'd.
For Inner Bolts 6g c e>*s > c = {3 %o o) (4 M)!3) =
83Co*/ Eor 7~
?o n'
/ / / 00 7 Eon Eg To ri4 e.
y g,24 79po
=
W=#/A =
// fooYnocr,
/Y&oO 45 foz /H at 8 tss
. 7as' foR ~T'J2dastr =
. 4 0 / f,,ca = */* Xd'] o v o c / f3OOxU Y,g,g g
AlCE b A - 32 6-Bo rs
/os co-ra Ar
,& : 19.1, coo - essoog Ewanc,s g,% A -32S ds &
l't 8 S our, Nov 4 PsAr n!ssara. Tric rod "T~o C/ EoPS d
mi l n um.
i For 7/8" Rivets Assume each row of rivets takes 1/4 of load 158300 + 4 = 39600#
Conservative to take bending moment about centroid.
.T = 2 A { 3 *M $ = 90 A T'4A)S t o,J O #
b = ( S h o o) ('/b (6 )
]D400'g,se-r To 'B ra cia c S
=
g Z
9a Dis er fg = 3 % oo/g =
79po *)a aer s a cA R.
A = (.175~h* 7 =
o lo O I Twtout 6~7 = /0600f 9, " l 76 00 fE E M an n t' =
7920l,t,o1= /3200 k
>=
isico cl.
'C A t = J(9a) 'ic"
= } 1,m/ + tis:oo)"
p 2
Apoendix D
. =. _
FCCN N gn 76229 DATE 4-30-32 WHITING REON.
3 3
BY EU PAGE op hW/427 rz Load Girder to Truck - Cont'd.
7/8" Rivets - Cont'd.
Qp +
(q)*t:"
17 bog 4 (thq'}*Gsn:)*
6
=
=
p, d
E,n -
94900:<L p
T,q,,.
33,000 &
=
. 60 x 3E000 =
l9800 ul f,,ag 1
=
f Therefore, rivets will withstand load without yielding.
i Appendix 0
TROLLEY TRUCK SECTIONAL PROPERTIES PM M 116 pm m l0 J
1-A-2 H04)
(BUILT UP OF ROLLED &
WHITING REQN 74239 DATE d-26-82 RECTANGULAR SECTIONS) 8Y 79c PAGE I
OF 3 Okh7 H kLEME!Pr ELEMENT PROPERTIES /
ELEMENT NO. (i)
DIMENSIONS MNTROID ROLLED fi)
Ai IXi _
IYi Xi Yi y
p;& l7 '. ;;,
- - F
- WL
^,
/
/2.6 55'/
/V V
.777 9.5 1
g
, f.,
y 2
/ 2 lo SS4 H.4 8.377 9.S
@@ k i v.: W hoh5+1)
U i OYi
- 1 Yi
.0 12.$
5 4.S 10.7S
~-
4
- 3. s
.c 2
.zs S
3.5
.S 9.5'
. 2 5' es 4
~.---
ex
.__._i._
W{
Rom
-- I~
- (xg,yi) 6I*i'YiI SECTION i
j RECT. SECTION All rolled sections must be entered before rectangular sections. To enter rectangular sections, end rolled sections with Ag = 1000.
In order to execute program enter a negative value for 'A ' or 'ex '.
g g
l
, COMPUTED D AT A_
5*0744 Distance from the 'y' axis to the centroid x
10*2278 of the section.
l y
Distance from the 'x' axis to the centroid of the section.
34*9500 A
Area of the section.
l L923*9234' Ix Moment of inertia about the section's neutral axis which is parallel to the 'x' axis.
536*6906 Iy - Moment of inertia about the section's neutral axis which is parallel to the
'y' axis.
~
Appendix E
m n n.s.
WHITING REON.
D 22 9 DATE 25~$7 YTT PAGE 2
OF 3
BY NYW27 f t TROLLEY TRUCK with 150 ton dynamic load Bending Stresses Due To Wheel Loads A = 3 4. 9 C sa "
6~-
fic Z=
I9.2 4 T
V=
/O.2
- c es d!!L LOP O
/p;At M = '? 3 8 o o # '/4. C= Y, / 74, ao o ""
It is conservative to ignore dead loads.
6~ = ['/, / 74, 0 0 0) [/0. 2) 22/0o exA
/90Y 3',i t s e. -35000 pl v
At load girder connection (conservative to ignore truck olate).
}' v if S A A f
z w
m I ::
jf"x Y2.7 cd>#^
ll i;
l c
4 s
\\ Yz h 2-t.
JE_d xV3-t, f
i Fk Grimoex Um"
? = 39600 boa 2.0n,s
,5,,
(* 5](/S? = l8. W C = 8 s.
,{3ko){2)(3.ss)
/,1oco S r
=
/8.74' 6~y,a p =
33000 h Therefore, stiffener is sufficient in bending.
FEC M N.2*
WHITING REON. 70229 DATE Y-E/2 -# I BY EIT PAGE 3
OF 1
67s' 417-t s Trolley Truck at Girder Connection - Cont'd.
id c< 1, or)
E r artfa re Sw = (/S c 3 '7. C Coass o ct Oca As Zo d cir Coar..>uoss B asc.
P1 = (3 96 00) ( 2) (3.sc) = 2 <8),0 00 #"
5a =
til.
.2 8 I, oco 7Soo #' J 7i 5
a 7. C For Weld Throat (Shear)
'C' = sf 92 tf5 = 2 /,2 00 e
=
YA
.c
/das Eartrroo r 6~=Sgaco&
y T = 6 090 fe 30,000 pd y
y For Weld to Parent Material (Tensile) 6~ = 5
=
9300
/d 700,5
=
- Wr ntsuam or was fy?33,000 &
G) EL O4 ARE S t> f P's ci c d f Appendix E
F3CM N.239 76229 DATE 4-29-82 WHITING REON.
RGG PAGE I
OF 4
BY Gantry Leg To check leg main member for adequuy w/150 ton dynamic load due to cask drop.
Girder End reactions (from followina page) combined with upper leg connection to find maximum column load:
b b
cigga G'dA A
//2160
/44Y V
V
/(
A ka <-- g +(
/W*
g-- 3g '+
kA WEidWr of (ouvEcT/QW= M00*
$#la :O
..kp:$100X38 +/4003 X/C1 p33ca : /70$g) d '220 2fco .: /&s s /78900 + /4 Y C00 + (.600 -/70l.>o = / 79 7oo ku,,,,..,. Section Properties of Leg 14W103 4 4 2 I x = 1170 in Iyy = 420 in A = 30.3 in x Sx= 164 in 3 Syy = 57.6 in 3 x d = 14.25 in r = 6.21 in r = 3.72 in x y t-wf = 14.575 N' J = 6.02 in 4 tf =.813 f rr tw =.495 in A-7 Steel /y=33000 PSI Aopendix F
- "^" '
GI R D E R E N D R E A CTI ON S * "^" '
- 7M29 WHITING REQN CATE
" 24 h o BY M' PAGE E OF /.i Ch as %s77 W% '~ f 150 1M 6040 LAG EID$ HOOK APP,,X HOOK APPROACH e 9 LEFT END ~9 RIGHT END - l, j-REAC"' ION 4 REACTION 2 g l i -b p-- - g C/L GIRD E f-WLBJ \\WLB' I f/LMAIN O A , HOOK k. W W N g U sa t-WIA TWLA' 1 U \\ ] s p 'D 6 C/L GIRD A ( REACTION 1-d 1\\ REACTION 3 P TROLLEY D ~ INIEEL BASE l SPAN =. _IN P U T D A T A MM = S PAN ( I N. ) ------------------------------- g3e.0000 .1. 2. /4* = C TO C ( I N. ) ---------------- -------------- 1gg.0J00 3. 90 = "'ROLLEY WHEELBASE (IN. ) ------------------ g3 0900 4. 44.5 = DIMENS ION X (I N. ) ------------------------- 4g.5000 5. 41 = HOOK APPROACH 9 LEFT END (IN.)------------ a2 0000 6. sh = HOOK APPROACH @ RIGHT END ( IN. ) ---------- 52+0000 7. 66 = 'IOTAL DISTRIBUTIVE IDAD - GIRD A-(LBS/FT.) S68*0000 8.
- m
= LOAD @ MID-SPAN - GIRD A - (LBS.) M /F- ?,000 4100 9. W) = IOTAL DISTRIBUTIVE LOAD-GIRD B-(LES/FT)--- 6 u J
- O.6 0 0 10.
o = LOAD 0 MID-SPAN-GIRD B-(LBS.)- 0+0000 11. 9L037 = TROLLEY WHEEL LOAD B (LBS) --------------- 92,037+0300 12. 437M = TROLLEY WHEEL IDAD B ' (LBS) ------------- 93,796*GJ00 13. /470. = TROLLEY WHEEL IDAD A (LBS) --------------- 83,796.OJ00 14. ?C373 = TROLLEY WinL IDAD A' (LBS) -------------- ec,370+0000 15. p = IDAD WM (LPS.) 0 0000 1G. o = DIMENS ION D (IN. ) ---------------------- 1.c000 17. O = DIMENSION C (IN.) (O $ C 6 C TO C) ------ 0+1000 18. 0 - IDAD WN (LBS.) 0.uS00 19. 0 = DIMENSION F ( I N. ) ---------------------- 0 0010 20. O = DIMENSION E (IN.) (0 $ E 5 C TO C) ------- 0 0000 i REACTIONS REACTION 1 ( LB S. ) ---------------------------------- 16 4,5 8 J + 7 3 o 2 174853 2190 RzACTION 2 ( LBS. ) ----------------- - REACTION 3 ( LBS. ) ------------------------ 1f%640+5949 17 4,5 3 7. a 6 31 REACTION 4 (LBS.)------- ennen4% s
FORM N.24 WHITING REON. 76229 DATE 4-29-32 BY RGG PAGE 3 op fb$ffL Gantry Leg Effective Lengths (considering bracing and gusseting): Unbraced Lengths: About X-X; Lx = 208" and about Y-Y; Ly = 183.25" (AlongGirder) (Along Runway) Column Buckled Shapes / trit FM_. V V Top \\ g g Ends are Rotation Free Rotation Free I Translation Fixed I Translation Fixed / I / Bottom j I ft Rotation Fixed Q, ~7)77-- Translation Fixed K,do k o.2 p ExA.e, t.o x 2or. 25,5 K 1,, o ex as.zc _ 3 7. + y lx' 0, Zl r 3.72 y Fox I4 wtos s w tou
- c. =
& TT* CI 217%2tocowo = l3/. 7 F)' 33ooo S le > ""h = '/ KQI?],p pisc i. m., e y sa (i.c-1) 2d/ 4 3 + 2 (K4c)- (Klg b 2Ce g c,3 Apoendix F
rer.w u.a c. WHITING REON. 76229 DATE 4-29-82 M 4 OF RGG PAGE BY d4%& Gantry Leg For Y-Y Axis /_ 39,f g L 2x t317'- l7750 PSI = i _S 3x39.f _ 39,f 3 3 x/31,7 gi,3j,75 T 3 3. S, m For XX Axis fn * / 2 #13! 7 lf/h,:> l x 33000 5 3533.5 33,63 ~M3 ~5 bysf 317 ~ g Therefore, alltwable compression stress = 17?50 PSI =' Fa Actual compression stress in leg s(< tion: 4 = /8e. /71709, 5930 Pfl A 303 dr Nk
== Conclusion:== Main cross section of gantry leg is not overstressed due to 150 ton load imposed at extreme of trolley travel towards leg. I i A PP EH DtX F '}}