ML20210D602
| ML20210D602 | |
| Person / Time | |
|---|---|
| Site: | 07105942 |
| Issue date: | 11/26/1986 |
| From: | Cunningham G GENERAL ELECTRIC CO. |
| To: | Macdonald C NRC OFFICE OF NUCLEAR MATERIAL SAFETY & SAFEGUARDS (NMSS) |
| Shared Package | |
| ML20210D607 | List: |
| References | |
| 27653, 86007.GEC, NUDOCS 8702100123 | |
| Download: ML20210D602 (12) | |
Text
R RERTRN IQ 3911-55 O
t GENERAL $ ELECTRIC NUCLEAR ENERGY BUSINESS OPERATIONS GENERAL ELECTRIC COMPANY e VALLECTOS NUCLEAR CENTER e ON, CAUFORNIA 94566 9
86007.GEC D
RECB S g
November 26, 1986 DEC 2 1986 o
q-u.s. NUCLEAR REGU COMMJSS104 I
DOCKETED NMSS g
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MailSectio:s 219%~)
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Mr. C. E. MacDonald, Chief t
Transportation Certification Branch f*
W Office of Nuclear Material Safety and Safeguards U S Nuclear Regulatory Commission g
ggggggtE Washington, DC 20555
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REFERENCE:
- 1. Certificate of Compliance No. 5942 w-
- 2. Transportation Certification Branch Approval Record Model No. 700 Package Docket No. 71-5942, dated September 4, 1986
Dear Mr. MacDonald:
The General Electric Company requests that Certificate of Compliance No. 5942 be amended to add a new-Section 5.(b)(2)(xi) to read:
"(xi) 6,300 gms U-235 provided the fuel is in the form of MTR-type fuel elements or sections with each fuel element or section having an average linear density of no more than 13 gms U-235 per inch length.
Each fuel element or section is inserted into the stainless steel cask divider shown in General Electric Company Drawing No. 183C8257."
Subcriticality of the Model No. 700 package. hen loaded with the above contents has been established by the calculations in support of the approved contents in 5.(b)(2)(x). The results of these calculations are summarized in Reference 2.
The new loading requested above consists of 9 fuel locations in a 3x3 array, one location and 700 gms U-235 less than the 10 fuel location array of Reference 2.
The Kegg of this smaller array is less than the Reference 2 array for all conditions of transport.
Design and interlocking construction of the cask divider assures that it will maintain its configuration under the hypothetical accident conditions of transport. The structural analysis is Attachment A to this g
request.
ma gga.
The new loading request is submitted by General Electric on behalf of y
the National Bureau of Standards (NBS). As a Federal agency, NBS has 8o requested the waiving of all review fees. Accordingly, no application fee ng is enclosed.
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. GENERAL $ ELECTRIC USNRC. November 26, 1986
-q If you have'any questions concerning this submittal,' please contact me at (415)862-4330.
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Sincerely,
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. G. E. Cunningham; Senior Licensing Engineer.
/sjl Enclosures
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Transportation Certification Branch Approval Record Model No. 700 Package Docket No. 71-5942 lemented May 8. July 1 and 11, By application dated February 28, 1986, and August 15, 1986, General Electric Companyassupp(GE)requestedanamendmentto the Model No. 700 package to permit the transportation of up to 7,000 gm U-235 in MTR-type fuel sections. Each fuel section contains no more than 175 gm U-235 and is inserted in a stainless steel cask divider shown in GE Drawing No. 183C8253, Rev. 1.
When a shipment contains less than the maximum number.of sections allowed, empty divider spaces will be provided with an appropriate aluminum or steel pipe spacer. The use of spacers is also requested for a previously authorized fuel loading (Item 5(b)(2)(ix)).
STRUCTURAL The applicant has perfomed finite element computer analysis as well as hand calculations to show that the cask divider welds will not fail due to 30-foot i
free drop of the package. The use of spacers minimizes the shifting of fuel i
f-material components during shipment. The maximum weight of the fully lo'aded
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basket and fuel material is approximately 400 pounds which is well below the l
previously authorized 700-pound limit. We agree with the applicant's conclu-l sion that the cask divider will be able to maintain its loaded configuration under the hypothetical accident conditions of transport.
CRITICALITY GE has established the subcriticality of the Model No. 700 package when loaded with fuel in the fom of MTR-type fuel sections, with each section containing no more than 175 gms U-235 inserted in a spaced stainless steel fuel divider (0.1875-inch vs actual 0.25-inch (less reactive) thick walls) with the total fissionable loading not to exceed 7,000 gms U-235.
The KENO IV code with the 27-group neutron cross-section set was used with generalized geometry to describe the flooded loaded package in the ten (four sections each) fuel divider locations. The lead reflector followed by a water all-around reflector was modeled in the criticality calculation.
Two flooded packages in contact and surrounded by water reflector were calculated:
(a) Fuel / water in each divider pushed as close to one another towards center; Max keff = 0.928 (av. keff = 0.892).
(b) Fuel / water in each divider pushed out towards lead reflector; max keff =
0.869 (av. Keff = 0.834).
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Also calculated to estimate homogeneous vs heterogeneous modeling of fuel; 2 cases of 4 fuel dividers as a 2x2 array:
(a) Discrete fuel plate-water modeling - keff = 0.726 (b) Homogeneous fuel plates-water modeling - keff = 0.724.
The NRC staff has analyzed 9 fuel locations (3x3 array) homogenized U-235/H O 2
regions with cask divider with a total of 8,540 gas U-235 vs 10 fuel locations with a total of 7,500 gas U-235 actually in the divider. The staff KENO IV (123-group) (NUREG/CR-0200) analysis gave a keff of 0.976i0.007, which when i
nomalized to 7,500 gas U-235 would reduce to a keff of 0.976-0.077 = 0.910 I
versus 0.892 which is in good agreement with the GE calculations.
OPERATING AND WELDING PROCEDURES 2
GE has provided detailed loading / unloading procedures for the Model No. 700 package with the shielded extension (August 15,1986).
In addition, a t
Structural Weld Inspection procedure has been provided (July 11,1986).
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The applicant and the NRC staff have concluded that the revised packaging and contents meet the requirements of 10 CFR Part 71.
/gCharles E. MacDonald, Chief l
0 Transportation Certification Branch Division of Fuel Cycle and Material Safety, NMSS 04W l
Date:
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o ATTACHMENT A STRUCTURAL EVALUATION OF CASK DIVIDER GE DRAWING NO 183C8257 1.
PURPOSE The purpose of this structural evaluation is to demonstrate that the cask divider remains effective during hypothetical accident conditions of transport.
2.
DESCRIPTION The design is detailed in the GE Drawing 183C8257.
Four 1/4 inch j
thick 300 series stainless steel plates are slotted to assemble in an egg-crate formation to provide nine slots for bundles.
The plates are
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welded at the cross points to permit handling of the divider as a i
single piece.
Drainage slots are provided at the bottom end.
3.
IMPACT LOADING Neutron Products, Inc. (Ref.: Certificate of Compliance No. 5942, Docket 71-5942, reference dated February 28, 1986), determined a maximum g-loading of 270g for the GE Model 700 under the 30-foot drop, side orientation. This g-loading is established by assuming that all of the kinetic energy of the shipping package (cask, contents, and overpack) is absorbed by deformation of the lead shielding of the cask. The deformation and maximum g-loading are calculated using a
" dynamic flow pressure" and the geometry of the cask. A conservatively high value of the g-loading is obtained by using a dynamic flow pressure of 10,000 psi (ref: ORNL-NSIC-68, a Guide for the Design, Fabrication, and Operation of Shipping Casks for Nuclear Applications, February, 1970).
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IMPACT IDADING (continued)
On this conservative basis, the energy to be absorbed by lead deformation is the weight of'the package times the 30-foot distance.
Then, the average cross-sectional area of lead times the dynamic flow pressure yields the force to deform the lead. The depth of lead deformation is obtained by dividing the energy value by this force.
The corresponding g-loading is determined by dividing the 30-foot distance by thetdeformation.
The method of analysis applies statically an acceleration of 270g's'to both the divider structure and the fuel element. The assumption is made that the fuel element moves simultaneously with the structure, t
4.
ANALYSIS An impact loading of 270g's due to 30-foot drop may result in bending" of plates. However, the loss of a plate section between the fuel-elements can occur only if the plate is sheared either along 'a' or
'b' (Figure 1).
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ANALYSIS (continued)
The loading in both cases is the impact load of the fuel bundles.
It is rationalized that the shearing loading along 'a' is much greater than along
'b' (b >a).
Thus, the analysis will be limited to the most conservative hypothetical mode of failure i.e. shearing along 'a'.
Knowing that the fuel bundles on both side of a plate can move independently, the worst case would be when the load is applied on the opposite side of a plate simultaneously (Figure 2).
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Figure 2 To analyze the worst condition, it is assumed that the ends of the plate are fixed (Figure 2).
Assuming a sharp edge effect at
'a',
it is theorized that the plate could shear along 'a' with sudden impact load F as shown in Figure 2.
2 Shear plane area - 3.19x 25-0.7975 in Fuel weight - 4.85 lb/ segment + 13.312 (in/ segment)-0.364 lb/in Plate weight - 0.23 lb/ inch Load F - 0.594 (lb/in) x 27 (in) x 270 (g's)
- 4330 lb
- Shear Stress - 4330 0.7975
- 5429 lb/in
<< 30,000 (Minimum yield strength for S.S. Type 304)
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5.
CONCLUSION The stresses produced at the weakest section of the cask divider under accident conditions are a factor of 5 lower than the minimum allowable strength of the divider material. Shearing will not occur and the cask divider will remain effective during all accident conditions.
Realistically the energy from a drop will be dissipated by elastic and possibly slight inelastic deformation of the divider and the cask contents. The stainless steel will remain between fuel elements as
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