ML20148H132
| ML20148H132 | |
| Person / Time | |
|---|---|
| Site: | Yankee Rowe |
| Issue date: | 06/18/1975 |
| From: | Purple R Office of Nuclear Reactor Regulation |
| To: | Andognini G YANKEE ATOMIC ELECTRIC CO. |
| References | |
| NUDOCS 8011170261 | |
| Download: ML20148H132 (12) | |
Text
. . - - = - ..
,t '
g
'( '
ISTRIBUTION: ,
a
, Docket Ja l NRC PDR E !
u Local PDR I 1 1
JUN i 81975-ORB-1 Reading JRBuchanan Ll T
TBAbernathy Docket No. 50-29 KRGoller W 5
s TJCarter -
RAPurple I.
Yankee Atomic Elcetric Company ABurger ATrN: Mr. G. Carl Andognini, Assistant j
,SMSheppard to the Vice President i 20 Turnpike Road OIGE (3) "y OELD ?
Vestboro, Massachusetts 01581 JCollins j VBenaroya
- Gentlemen:
ACRS (14) k In our-Ictter dated Pobruary 7,1975, we advised you that we found g your planned approach of upgrading the yard crane system in lieu of structural nodifications to be an acceptable approach to resolve the 3 safety issues associated with the handling of the spent fuel cask at d Yankee-Rowe. We also advised you chat we need additional infomation
.on your planned modification to the yard crane system to complete our evaluation. Responding to our request you advised us by letter dated ; ,
'A March 31, 1975, that you will submit the details of yard crano modi-fications as soon as they are available. L{- ,
?4 4
To facilitate our review of your pending additional infomation, we ?
request that you provide the results of your evaluation of the planned :i nodified yard crane system in comparison with the positions given in 9 the enclosed document " Branch Technical Position APCSD 9-1 Overhead v Handling Systens for Nucicar Plants", including your deterninations l as to how the nodified design meets the functional intent of these positions. Your evaluation should also include sufficient detailed ,
information on the crane design, testing and maintenance requirements ^
so that we may also perform a comparison. Where the detailed infornation has aircady been submitted, you may make specific reference to the previously submitted material. Ile understand that in any case you will not ship t ny fuel until all modifications to the yard crano system 'r have been completed. .
Sincerely, i
Origimd signed by:
f-
~
61 Robert A. Purple ? -
00RQtj 'ilNS J y [ Robert A. Purple, Chief E3 Operating Reactors Branch Ill I
I -
Division of Reactor Licensing 0 ;
Enclosure:
Branch Technical Position APCSD 6 -/N j 9-1 Overhead llandling Systems M j for Nu:1 car "o cr Plante omu, Ri.:0RB-l' b
p RL:Op .
_G_ !
x 7434
.u . -
- ABurger: esp .RAPut Ic _ ._
on. l6/IS/75 J/A6/75.. ._ _ _
i % nc m Iw. 9 m ncu a:o *
- w. .. o o n . . . , m v. . o me .. . . , . . . . .. i . .
8011170 f . - -
' ' -'- April 19F3
- i' . vision 0 .
, BRANCH TECHNICAL POSITION APCSB 9-1
! OVERHEAD HANDLING SYSTEMS FOR NUCLEAR POWER PLANTS J
A. BACKGROUND -
i
~; Overhead handling systems are used for handling heavy items at nuclear power plants. The handling of heavy loads such as a spent fuel cash raises the
) possibility of damage to the load and to safety-related equipment or structures
- under and adjacent to the path'on which it is transported should the handling system suffer'a breakdown or calfunction.
Two methods are used in nuclear power plants to prevent damage to safety fcattres or release of radioactive material due to dropping of heavy loads, j such as a spent fuel cack. One is protection by physical design of the ,
facility to preclude damage to spent f uel and sa f ety-rela t. nvste=s if a
- heavy load should be dropped. The other is to provide an t.w nJ handling system that is designed so that a connected load would not fall in the event j of a failure or malfunction.
! An overhead hand 11r.g system includes all the structural, techanical, and electrical components that are necded to lift and transfer a load from one location to another. Primary load-bearing components, equiprant, and subsysteras such as the driving equipecnt, drum, rope reeving, control, and braking systems require special attention. proper support of the ropa dru=s ensures that they would be retained and prevented from failing or disonnaging from the braking and control system in case of a shaft or hearing failure. If the hoisting system (raising and lowering) includes two techanical ho3 ding brakes, each vith better than full-load stopping capacity, that are autccatically activated when electric power is off or when ncchanically tripped by overspeed or overload devices, a critical load will be safely held or csntrol' led in case of failure in the individual load-bearing parts of the hoisting tachinery.
Failure of the bridge or trolley travel to stop when power l' shut off or an overspeed or overload condition due to malfunction or failtre in the drive syster can be prevented and controlled by appropriate safety and limit devices and brake systems.
Since the crane industry has not yet developed codes or standards that adequate]y cover the design, operation, and testing for a " single f ailure-preaf" cranc, the APCSB has developed a branch position to provide a consister.t basis for reviewing equiptent and components for such overhead handling systcts. The position below delineates acceptable codes and standards and supplements them with specific reco=mendations on features that will prevent, control, or stop inadvertent operation or nalfunction of the mechanical supporting and moving components of the handling system.
(: ( *
'B. ERA'!CH TECKNICAL POSI TION .
Overhead handling systems intended to provide singic failure-proof handling of loads should be designed so that no singic failure or calfunction will I result in dropping or loosing control of the heaviest (critical) loads to l be handled. Such handling systems should be designed, fabricated, installed, -
inspected, tested, and operated in accordance with the following:
1
- 1. Cencral Performance Specifications
- a. Separate perfornance' specifications sn >u'1d be prepared for a percanent crane which is to be used for cons **,ction prior to use for plant operation. The allowabic design stress limits should be identical for both cases, and the sum total of timultaneously applied loads should not result in stress levels causing any permanent deformation other than that due to localized stress concentrationc.
- b. The operating environ ent, including taxinum and tini=um pressure, temperatus-, humidity and rates of change of these parameters, should be specified to determine the venting and drainage required for box girder sections. The specifications should also state the corrcsive and hazardous conditions that nay occur during operation.
Fracture toughness for the sttel structural caterials should me considered. Plate thickness, with a r.argin for the icwest operating temperatures, should determine the type of steel that can be used with or without toughness tests. The'sclection of steel caterials will be reviewed on a case by case bases,
- c. The crane should be classified as scicuic Category I and should be capabic of retaining the maximum design load during a safe shutdovn carthquake, although the crane r.ay not be operabic after the stisnic event. The oridge at.d trolley should be provided with reans for preventing them frem leaving their runways with or without the design load during operation or under scismic loadings. 7ne design rate load plus operational and scistically-induced pendulun and swinging '
load effects on the crane should be considered in the design of the trolley, and they should be added to the trolley weight f or the design, of the bridge. ,
- d. All wcld joints for load-bearing structurcs, including those susceptible to lamellar tearing, should bc inspected by nondestructive examinations for soundness of the base eetal and weld retal.
- c. A fatigue analysis should be densidered for critical load-bearing structures and cc ponents of the crane handling systc=. The cumulative fatigue usage factors should reficct effects of cyclic loadiags from both the construction and operating periods.
4
- . m. ,
I W
j
- c. o - o .
l 1
1 i f. Preheat and postheat treat =cnt temperatures for all weld ents should be specified in the wcld procedures. For low-alloy steel, the recommendations of Regulatory Guide 1.50 should be followed. ,
- 2. Safety Features
- n. The automatic and canual controls and devices required for norcal crane operation should be' designed such that a calfunction of these controls and devices, and possible subsequent effects during load handling, will not prevent the handling system from being taintained at a safe nestral holding position.
- b. Auxiliary systems, dual .omponents, or ancilliary systets should be g
provided such that in case of subsystem or component failure the load will be retained and held in a stable position.
- c. Means should be provided for devices which can be used in repairing, adjusting, replacing failed cotr.ponents or subsystems when failure of an active conponent or subsystem has occurred and the load is supported and retained in the safe (tenporary) position with the system inmobile. As an alternative to repairing tac crane in place, j tcans may be provided for noving the handling system with load to a laydovn area that has been designed for accepting :he load and making j the repairs. ,
- 3. Ecuipment Selection
- a. Deal load attaching points should be provided on the load block or lif ting device desi;;ned so that each attaching point will be able to support a static load of 3U (W is weight of the design rated load),
without permanent dei'ormation other than that due. to localiacd stress concentraticns in areas for which additional raterial has been .
provided for wear.
- b. Lif ting devices such as lif ting beans, yokes, laddic or trunnien type hooks, slings, toggles, or clevises sb aid be of redundant design with dual or auxiliary devices or cerbinations thereof. Each device should oc designed to support a static load of 3W without percanent deformation.
- c. The vertical noisting (raising and lowering) occhanism which uses rope and consists of upper sheaves (head block), lower shcaves (load block), and rope reeving system, should be designed with redundant ecans for hoisting. Maximuc huisting speed should be no greater than'5 fpm. ,
f
() ,4,
()
4
- d. .The heat and load biochs should be designed to naintain a vertical loed balance about the center of lift from the load block through the head block, and should have a dual reeving system. The load
- block should naintain alignment and a position of stability with ,
either system and be abic to support 3W and naintain load stability and vertical align =ent from the center of the head block through all hoisting components to the. center of gravity of the load,
- c. The design of the r6pe reeving system should be duci, with cach systec providing separately the load balance on the head cnd load blocka through the configuration of ropes, and rope equalizers. Selection of the hoisting rope or running rope r.hould consider the size, construction, lay, cnd means or type of lubrication to naintain ef ficient working of the individual wire strands as the rope passes o.cr the shcaves during the hoisti',g operation. The effects of 1 pact loadings, acceleration and energency stops should be included in selection of the rope and reeving system. The wire rope should bc 6 x 37 1ron Wire Rope Core (IWRC) or comparable classification.
The stress in the ]=ad line to the drun during hoisting at the taxinum design spect wit h the design rated load should not exceed 20%
of the manufacturcr's rated strernth of the rope. The static stress in rope (load is stationary) should not exceed 12 '/2 . of the canufacturer's rated strength. Line speed during hoisting (raising er lowering should not exceed 50 fpm.
- f. The maximum ficct angic from drun to lead sheave in the load block should not exceed 3-1/2 degrees at any point during hoir. ting and ,
there should be only one 150* reverse bend for each rope leaving the drum and reversing on the first or lead sheave on the load block, with no other reverse bends other than at the equalizer if a sheave-type equalizcr is used. The fleet angles for rope between individual sheaves should not exceed 1-1/2 degrees. Equalizers may be beam or sheave type. For the, recommer.ded 6 x 37 I'r,'RC classif1:ction virt rope, pitch diameter of the lead sheave should bc 30 tires rope disteter for the 180* reverse bend, 26 tices rope diameter for running shcaves, and 13 times rope disteter for equalizers. The pitch diaceter is reasured from the center of the rope in the sheave groove through the sheave center. The dual reeving system may be a single rope ,
fro each end of a drum terminating at a beat-type load and rope stretch equalizer with each rope designed for total load, or a 2-rope system nay be used from cach drua or separate drums wit'n a sheave cr eca: egnalizer, or any other combination which provides two separate and complete reevin3 systems. 4 1
I 4
E e
" ~ .
C
. O -'
- g. The vertical hoisting system components, which include the head block, rope reeving system, load bicek, and dual load attaching device, should each be designed to sustain a load of 2W (W is the weight of, the design rated 16ad). A 2W static load test should be perforced for each reeving system and load attaching point at the manuf acturer's ,
plant. Each reeving system and each one of the load attaching devices should be assembled with approximately a 6 inch cicarance betvcen head and load blocks and should support 200% of the design rated load without degradation of the components or permanent deformation other than that due to loca15 zed stress concentrations.
Measurecents of the geometric configuration of the attaching points should be cade before and after test followed by nendes*ru.tive examination, which should consist of combination of negnetic particle, i
ultrasonic, radiographic, and dye penetrant exacinations to verify the soundness of fabrication and assure the integrity of this pertion of the hoisting systee. The results of examinatior.s should be documented and recorded for the hoisting system fer each overhead cranc. ,
- h. Means should be provided to sense such items as electric carrent, temperature, overs;ced, overleeding, and overtravel. Controls should be provided to stop the hoisting movecent within 3 inches naximum of vertical travel through a combination of electrical power ,
controls and ecchanical braking and torque control systems should one rope of the dual reeving systco fail.
- 1. The control systems may be designed as combinatio.. electrical and mechanical systems and nay include such items as contractors, relays, t resistors, and thyristors in combination with rechanical' devices and nechanical braking systems. The elcetric controls should be selected to provide a caxirum breakdown torque limit of 1757, of the required rating fcr a.c. totors or d.c. notors (serics or shunt voand) us'ed for the hoisting drive notors. Compound wound d.c. cotors should not '
be used. The control systens provided should consider hoisting (raising and lowering) of all loads, including the design rated Joad, and the effects of inertia of the rotating hoisting nachinery such as cotor armaturcs, shafts and couplings, gear reducers, and drums.
4 s
( h
- i
- j. The ccchanical and structural components of the hoisting system !
should have the required strength to resist failure should "two- I blocking" 1/ or " load hangup" 2/ occur during hoisting. The designer l chould provide = cans to absorb or control the kinetic energy of .
rotating nachinery in the event of two-blocking or load !
hangup. The location and type.of techanical brakes and controls should provide positive and reliabic = cans to stop and hold the . :1
- hoisting drums for these occurrences. The hoisting system should be abic to withstand the maximum torque'.of the driving motor, if a calfunction occurs and power to the driving notor cannot be shut off at the tire of load hangup or two-blocking,
- k. The load hoisting dru on the trolley should be previded with structural and ecchanic safety devices to prevent the drum from dropping; 4 disengaging from its holding brake system, or rotating, should the dre: or any portion of its shaft or bearings fail.
- 1. To preclude excessive breakdown torque, the horsepcwer rating OfP) of the cicctrical notor' drive for hoisting should provide no core than 110% of the calculated FP requirement to hoist the design rated load at the maximum design hoist speed.
- c. The tininum hoist braking system should include one power control braking systen (not ecchanical or drag brake-type) and two techanical holding brakes. The holding brakes should be activated when power is off and should be autocatically tripped by ecchanical ceans on overspeed to the full holding position if a calfunttion occurs in the electrical brake controls. Each holding brake should be designed to 125% - 150% of tax 1:un developed torque at the point of application (locatica of the brake in the techanical drive). The minitum design requirements for braking systers that vi]1 Le operible for c=crgency lowering after a single brake failure should be two holding brakes for stepping and controlling drus rotation. Provisions should be made for ranual operation of the holding brakes. Energency brakes or holding brakes which are to be used for ranual lowering should be capable of operation with f ull load and at full travel and provide adequate heat dissipation. Design for manual brake operation during c crgency lowering should include features to limit the lowering speed to less than 3.5 fpm.
1/ "Tvo-blocking" is an inadvertantly continued hoist which brings the lord and head block assenblies into physical contact, thereby preventing further covement of the load block and creating shock loads to rope and reeving system.
2/ " Load hangup" occurs when the load block or load is stopped during hoisting by entangicecnt with fixed objects, thereby overloading the hoisting system.
I 1
- \
l 1
' i
-7
- n. The dynamic and static alignment of all hoisting' machinery components including gearing, shafting, couplings, and bearings should be maintained throughout the range of loads be lifted with all components positioned and anchored on the trolley eachinery platform.
- o. Incretent drives for hoisting may be provided by stepless controls or inching motor drives. Plugging 3/ chould not be pernitted.
Controls to prevent plugging should be . included in the electrical circuits and the control system. Float 1hg point 4/ in the cicetrical power system, when required for bridge or tolley covement, should be provided only for the low"st operating spaeds.
- p. To avoid the possibility of overtorque within the control systen, 5
the horsepower rating of the driving r.otor'and gear reduccr for trolley and bridge motion of an overhead bridge crane should not exceed 110% of the calculated require =ent at maximun speed and with the design rated load. Incremental or fractional inch covements, when required, should be provided by such items as variable speed or inching :ntor drives. Control and holding orakes should each be rated at 100% of naximum drive torque at the point application.
If two ecchanical brakes are provided, one for control and one for holding, they should be adjusted with one brake in each system for both the trolley and bridge Icading the other and should be activated by release or shutoff of pcwcr. The brakes should also be techanically tripped to the "on" or " holding" position in the event of a calfunction in the power supply or an overspeed condition. Provisions should be made for canual operation of the brakes. The holding brake should be designed so that is cannot be used as a foot-operated slowJcvn brake. Drag brakes should not be used. Opposite, wheels on bridges or tro11cyr which support the bridge or trc.11cy on the runways should be matched and have identical disneters. Trolley and bridge speed should be linited. A taxinum speed of 30 fpm for the trolley and 40 fpm for the bridge is recommended.
l 3/ Plugging is the momentary applicati n of full line power to the drive coror l for the purpese of promoting a limited covement.
4/ The point in the lowest range of movecent control at which power is on, brakes l are off, and rotors are not energi:cd.
t
- - - - . . . ~ . ~ . . . . . . _ _ _ - . . _ ___ .
O h .
0; ?
- q. ,The complete operating control system and provisions for ccorgency controls.for the overhead crane handling system should be located in the main cab on the bridge. Additional cabs' located on the trolicy or lifcing devices should have complet< control systems similar to .
the bridge cab. Manual controls for the bridge may be located on ;
the bridge. Remote controls or' pendant controls tor any of these j motions should'bc the same as those pzovided in the bridge cab ,
control panel. Provisions should be m'de a in-the design for' devices l for c=ergency control or operations. Limiting devices, rechanical and electrical, should be provided to indicate,. control, and prevent '
overtravelling and overspeed or hoist (raising or lower 1ng) and for trolley and. bridge travel movement. 'Euffers for-bridge and trolley-
' l
. travel should be included. ,
- r. Safety devices such ac limit type switches provided for malfunction, ;
inadvertent operation, or fail.rc should be in addition to and separate; from the control devices provioed for. operation.
.s. The operating requirecents for all travel movecents (vertical and f horizontal movementn, or rotation, singly or in conbination) for t permanent plant crancs >>ould be clearly defined in the operating.
manual for hoisting and for trolley and bridge travel. The designer should establish the caxiuum working load (MWL). The MWL should not be Icsc than 85% of the design rated load (DRL) capacity for the new crane at time of operation, The redundancy provided, design fcctors, scicction of components, and balance of auxiliary-ancilliary and deci items in the design and manuf acture should be taken into account in setting the maximum working load for the critical load handling cranc system (s). The MWL should not exceed the DRL' for overhead crane handling system,
- t. When the permanent plant crane is to be used for construction and the operating' requirements for construction are not. identical to those required for permanent plant service, the construction operating requirements should be definef. separately. The cranc should be ~
designed structurally and occhanically for the construction loads, plant service loads, and the functional performance requirc:ents for cach. At the end of the. construction period, the cranc handling system should be adjusted for the perforcance requirements of permanent plant service. The conversion or adjustment may include the replacceent of such items cs motor drives, blocks, and reeving system.
After censtruction use, the crane should be thoroughly inspected using nondestructive examinations and should be performance tested.
If the load and performance requirements are different for constructief and plant service periods, then the cranc should ic tested for both phases. The crane integrity should be verified by the designer and manufacturer and load testing to 125% of the design rated load
. required for the operating plant should be done before the crane is used as permanent plant equipment.
4 8
-h._
l.:
O ,
C .
- u. Installation instruction should be provided by the manufacturer.
These should include a full explanation of the crane handling systen, its controls, and the limitations for the system, and should cover the requirc:ents for installation, testing, and preparation for operation.
- 4. Mechanical Checks, Testine, and Preventative Maintenance
- a. A complete cechanical check of all crane systees as installed should be nede to verify the r.cthod of installation and to prepare the crane for testing. During and af ter installation the proper asst.aly of electrical and structural components should be verified. " ac integrity of all control, operating, and safety systems is to be verified as o satisf action of installation and design regt irencnts.
The cranc designer and cranc nanufacturer should provide a nu.nual of information and procedures for use in checking, testing, and c.ane operation. The nanual should also describe a preventive sainter.ance program based on the approved test results and information obtained during the testing; it should include such items as servicing, repair, and replacement require = cats, visual excainations, inspections, checking, neasurczents, problem diagnosis, rondestructive examination, crane perfornance testing, and special instructions.
Inforcation concerning proof testing on components and subsystems as required cand perforced at the canufacturer's plant t .3 verify cocponent or subsysten ability to perfore should be available for the checking and testing performed at the place of installation of the crane systec.
- b. The cranc system should be prepared for the static test of 125% of *he design rated load. The tests should include all positions of hoisting, lowering, and trolley and bridge travel with the 125% rated load and other positions as recom ended by the designer and manufacturer.
After satisfactory coupletion of the 125% static tert and adjustments required as a result of the test, the crane handling sy' sten should be given full perforcance tests with 100% of the design rated load for all speeds and notions for which the syctem is designed. This should include verifying all limiting and safety control devices.
The crane handling system should deconstrate the ability to lower and nove the design rated load by tanual operation and with the use of emergency operating controls and devices vhich have been included in the handling system.
~ .-.=,e-, ~ ~ . . - + . - ~ .m. .,.w ,we...
.s* *
~10-The conplete hoisting machinery should be allowed to two-block
,during the hoisting test (load block limit and safety devices are bypassed). This test shcnid be conducted without load and at slow speed, to provide assurance of the integrity of the design, equipment, coatrols, and overload protection devices. The test .
should deconstrate that when the maximum torque that can be developed by the driving system, including the inertia of the rotating parts at the overtorque condition, will be absorbed or controlled prior to,two-blocking.
The complete hoisting machinery should be tested for ability to -
sustain a load hangup condition by a test in which the load block attaching points are secured to a fixed anchor or excessive load. The drum should be capabic of one full revolution betore starting the hoisting test.
- c. The preventive maintenance program recommended by the designer and manufacturcr should also prescribe and establish the MWL for which the crane will be used. The maximum working load should be plainly marked on cach side of the crane for each hoisting unit. It is ,
recoerended that critical load handling crancs should be continuously .
naintained at 95% of DRL capacity for the MWL capacity.
C. REFERENCES
- 1. Regulatory Guide 1.50, " Control of Preheat Terperature for Welding of Low-Alloy Steel."
- 2. " Table of Engineering, Manufacturing, and Operating Standards, Practices, and References," attached to this position.
1 l
l 1
I l
'D 4 u
~ '
. I.
. ~
(
ENGINEERING, TABLE OF teNUFACTURING, AND OPERAT(A0N ST PRACTICES, AND REFERENCES AISE Association of Iron and Steel Engineers (Std. No. 6). General itens for overhead crancs and soccifically for drums, reeving systems, blocks, l controls, and electrical, mechanical, and structural co:ponents.
~
AISC American Institute of Steel Construction, " Manual of Stecl Construction."
Runway and bridge design loadings for impact, and structural supports.
ASME American Society of Mecha,nical Engineers. References for testing, catcrials, and ccchanical cocponents-ASTM' American Society for Testing Materials. Testing and selection of materials.
ANSI American National Standards Institute.(A10, 23v E6, B15, B29, B30 and N45 l series N series of ANSI standards for quality control). ANSI consensus standards for design, manufacturing, and safety.
IEEE Institute cf Electrical and Electronics Engineers. Electrical power and control systems.
AWS American Uc1 ding Society (D1.1.72 - 73/74 revisions). Fabrication requirceents and standards for cranc structure and weldnents.
EEI Edison Electrical Institute. Electrical systems.
SAE Society of Automotive Enginects, " Standards and Reconsended Practices."
- Meom=cndations and practices for wire rope, shafting, lubrication, fasteners, materials selection, and load stability.
CMAA Cranc Marifacturcrs Association of .'.nerican (CMAA 73). Guide fdr preparing i functional and performance specifications and component selection. [
NEMA National E3cetrical Manufacturers Association. Electrical cotor, control, and component sc1cet3ons.
WRTB Wire kope Technical Board and their manufacturing ccebers. Scicction of rope, reeving systen, and reeving efficiencies.
l
}SI Materials Handling Institute and their cc=ber associations and association neebers such as American Gear }bnufacturing Association for gears and gear [
reducers, Antifriction Bearing Manufacturers Association for bearings solcetion, etc.
URC Welding Research Council, " Control of Steel Conr.truction to avoid Srittle Fracture," and Bulletin #168, "Latellar Tearing." '
I i
t l
~
'