ML20214P452
| ML20214P452 | |
| Person / Time | |
|---|---|
| Site: | Vogtle  |
| Issue date: | 11/21/1986 |
| From: | Bailey J GEORGIA POWER CO. |
| To: | Denton, Youngblood B Office of Nuclear Reactor Regulation |
| References | |
| GN-1195, NUDOCS 8612040213 | |
| Download: ML20214P452 (19) | |
Text
~ * '
Georgia Power Company Rout 3 2. Pm 299A Waynesboro, Georgit 30830
- Telephone 404 554-9961 404 724-8114 Southern Company Services, Inc.
Post Office Box 2625 Birmingham, Alabama 35202 Telephone 205 870-6011 Vogtle Proj.ect November 21, 1986 Director of Nuclear Reactor Regulation File: X7BC35 Attention: Mr. B. J. Youngblood Log: GN-1195 PWR Project Directorate #4 Division of PWR Licensing A U.S. Nuclear Regulatory Comission Washington, D.C.
20555 NRC DOCKET NUMBERS 50-424 AND 50-425 CONSTRUCTION PERMIT NUMBERS CPPR-108 AND CPPR-109 V0GTLE ELECTRIC GENERATING PLANT - UNITS 1 AND 2 REQUEST FDR ADDITION INFORMATION:
SPENT FUEL CASK AND CONTAINMENT POLAR CRANE
Dear Mr. Denton:
During a telephone conversation with your staff on November 4, 1986 a request was made to provide additional information to clarify the changes presented in amendment 25 concerning the spent fuel cask crane and the containment polar crane. Attachments A and B provide the requested information. - In a subsequent telephone conversation with your staff on November 20, 1986 additional design updates were discussed as well as information identifying the QA provisions for the fuel transfer system.
Attachment C are the proposed FSAR changes to incorporate this information.
If your staff requires any additional information, please do not hesitate to contact me.
Sincerely,
.h.
J. A. Bailey Project Licensing Manager JAB /cac
Attachment:
A, B and C xc:
R. E. Conway NRC Regional Administrator R. A. Thomas NRC Resident Inspector J. E. Joiner, Esquire D. Feig B. W. Churchill, Esquire R. W. McManus ApIO:
f j[
M. A. Miller (2)
L. T. Gucwa I
B. Jones, Esquire Vogtle Project File G. Bockhold, Jr.
8612040213 861121 PDR ADOCK 05000424 197 A
pgg
o Attachment a SPENT FUEL CASK CRANE NRC Request:
The NRC asked for justification of deviations from NUREG 0554 with respect-to the fleet angle and the hoist speed.
Response
The actual fleet angle as measured is 3 1/20, which is in conformance with paragraph 4.1 of NUREG 9554.
This number was arbitrarily rounded up to 40, in Amendment 25.
The FSAR will be revised to seate 3 1/20 As for the speed of the main hook, the cask crane was specified as a 125 ton crane.
A main hook hoisting speed of from 0 to 5.0 FPM was specified in accordance with paragraph 4.4 of NUREG 0554.
During load testing, the maximum hook speed was observed to be approximately 5FPM while raising the load, and 7.5FPM while lowering the load.
In general, one should expect the lowering hoist speed to be greater than the raising hoist speed due to the effects of gravity and rope efficiency differences when raising or lowering the load.
The 7.5FPM lowering hoist speed is considered acceptable for the following reasons:
1.
When specifying a " hoisting" speed, this refers to the speed when lifting the load, which in this case is 5FPM per NUREG 0554.
2.
PACECO, the crane manufacturer, has stated that the 7.5FPM hoist lowering speed will have no impact on:
Equipment Qualification Structural Integrity Functional Integrity The uncontrolled drop, Set at 9.5 in.
The Eddycurrent Braking System The FSAR will.be revised to show that the raising hoist speed is 5FPM and the lowering speed is 7.5FPM.
t e
Attachment b Polar Crane NRC Request:
Why is the cuxiliary hoist speed double that suggested in figure 70-6 of CMAA #70?
Response
The Polar Crane auxiliary hoist speed is 28 FPM, as it was originally stated in FSAR table 9.1.5-1.
The hoist speed was changed to 40 FPM in FSAR Amendment 25, based upon field testing.
It was subsequently determined that the high hoist speed was caused by a defective resistor in the hoist control circuit.
The resistor has been replaced, and the measured hoist speed is within the allowable tolerance range of 28 FPM.
The FSAR will be revised to correct the speed back to 28 FPM.
Mac.hmed b h
i HAAKc0 CHAu VEGP-FSAR-9 at the cable drum anchors.
If the equalizer bar reaches the limits of its travel, which should occur only if one of the cables had already failed, the load can be safely lowered with the remaining cable so that the broken cable can be replaced.
The main hook is a two-pronged sister hook with a safety latch and a cored bail hole provided for each prong.
Redundancy is provided with the main hook by incorporating a coaxial lifting i
eye bar design.
The shaft of the sister hook is bored out to accommodate the inner lifting eye bar shaft.
The sister hook and the lifting eye bar are independently supported by their respective crosshead and bearings that are in turn supported by the load block.
The sister hook and the separate lifting eye bar provide two load attachment points, either of which is designed to support the design rated capacity of 125 tons.
The sister hook is load tested at twice its rated load with each side equally loaded at rated load.
The hook cannot show any deformation after the load test and must pass the dry powder magnetic particle examination in accordance with American Society of Testing Materials (ASTM) A-275.
The main hook is designed for use with the redundant lifting yoke provided with General Electric's IF 300 irradiated fuel shipping cask.
The auxiliary hook is a single-pronged hook with a safety latch.
The hook is designed for a rated capacity of 30 tons but is designated only for a working capacity of 15 tons.
The auxiliary hook is load tested similarly to the main hook.
Both the main hook and auxiliary hook are of forged steel construction.
Each hook is equipped with a roller thrust bearing with dust ring and grease fitting.
Both hooks are capable of 360* rotation.
The main and auxiliary hoists are j
each equipped with one load brake and-two redundant holding brakes.
The load brake is a de-actuated, eddycurrent, l
control-type brake.
The' brake regulates load lowering and raising speed and minimizes wear on the holding brakes when yb6 repeated starting and stopping are required.
Each addycurrent 0.
rf p #pp brake is equipped with a self-excited alternator to excite the s j brake and allow lowering of the-load in the event of loss'of wF l
external power and failure of the holding brakes.
The hold g
i brakes are electric, self-adjusting, shoe-type, de magnet akes l
that are used to stop hoisting motion.
The holding brake are automatically and sequentially applied with a 2-s time delay i
when electric power is interrupted or the control is in neutral.) The brakes are automatically released when the load
'g
" brake is energized or when power is available.
Each holding
'..I brake is provided with a manual release lever that permits controlled brake release in the event of power failure.
The main hoist design includes provision for the possible future addition of a third holding brake similar to the other two.
s I
f The hole t bahr A,e t4 ma.in hoist are o.ufomdierl)&o/
ylied when elee+rre fouer it inkrrupfed or f4 co it to nev/cc /.
9.1.5-6
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Gearing Two separate gear trains are provided, with each gear train designed for the rated load.
Each gear train is provided with a self-adjusting de magnet holding brake rated at 150 percent of the rated hoisting motor full-load torque at the high-speed shaft.
9.1.5.2.2.3 Crane Controls.
Two separate control systems are provided for controlling the crane motors.
One is a pendant control unit and the other is a portable radio remote control unit.
The pendant control system is equipped with motor-driven pendant hoist, motorized pendant trolley, and pendant cable festoon mounted on the bridge structure.
The pushbutton pendant station is supported in such a manner as to be readily handled by a single operator.
Arrangement Aofhe pendant control system permits the pendant to be operatedr t dif!:::nt r;;;;iq.; ;..d'3 at either extreme of the trolley travst'with the trolley at the opposite extreme.
The pushbutton pendant station provides control for aAl bridge, trolley, main hoist, auxiliary hoist, monorail hoist / trolley, and pendant hoist / trolley functions.
Power on-off selector switch, crane lights on-off selector switch, push-pull emergency stop switch, motor overtemperature indicating light, and gong silencer pushbutton are also provided at the pendant station.
The pushbutton pendant station has a watertight, heavy-duty Lexan enclosure with oiltight, heavy-duty switches.
All pushbuttons are spring-return to the "off" position when released.
The radio remote control unit is a battery-powered, two-channel solid-state transmitter which is-capable of operating at either of two frequencies.
The' maximum control range is 300 ft and can be adjusted down to 50 ft.
The radio remote control unit provides control for all bridge, trolley, main hoist, and auxiliary hoist functions.
The switches provided in the radio remote control unit are:
e Frequency selector switch.
i e
Main hoist / auxiliary hoist selector switch.
o Main hoist inching selector switch.
l e
Push-pull emergency stop switch.
o Key-operated on-off switch with key removable in off l
position.
e Battery test button.
l 9.1.5-8 i
~
/Y1Al2 kip C//ANGE VEGP-FSAR-9 e
Gong silencer switch.
The radio remote control receiver / decoder electronics, interface relays, and power supply are housed in a National Electrical Manufacturers Association (NEMA) 4 cabinet mounted on the crane.
The cabinet is equipped with thermostatically controlled heaters.
Two receivers are provided to permit reception on two different radio frequency' carrier frequencies.
The radio remote control system is designed so that it will not interfere with other systems in the plant or be interfered with by electrical noise or extraneous radio signals.
9.1.5.2.2.4 Safety Limit Devices.
The extent of travel for both the main hoist and the auxiliary hoist is limited for both the raising and lowering directions by a combination of limit switches.
Redundant limit switches are provided for both ho.ists in the raising direction, and a single limit switch is provided for each hoist in the lowering direction.
Contacts on a rotary limit switch, coupled to the hoist drum, will trip at the normal upper stop position and at the extreme lowered position of the hook.
A block-operated overhoist limit switch, which serves as a backup to the rotary limit switch, will trip at uppermost hook position.
Both the main hoist and the auxiliary hoist are equipped with an overspeed limit s< itch set to trip at a motor speed of 1350 rpm.
Tripping of an( one of the above limit switches will interrupt power to tie respective hoist motor and set the corresponding brakes.
Eact limit switch is wired so that the motor can be manually energized in the reverse direction after the limit switch has been tripped.
A load sensing system is provided for the main hoist, using a transducer mounted in the equalizee sheave. assembly.
The digital load readout display unit is mounted on the underside of the crane bridge structure for unoastructed view.
Overload protection is provided by automati: tripping of the hoist mot j
and setting the holding brakes.
Oierload tripping is set atiHEr i
percent of the rated load.
l00 The @ and trolley ar_e eauipped with travel limit switches oITeytravellimitswittne}sprovidesacontrolsystemto er:rrg::d_fTrit ;;itcheg Arrangement of the bridge and Cr prohibit movement of loads in exce ss of 15 tons on the main hook l
outside of the shaded area, as shcwn in figure 9.1.5-1.
Any one I
of the travel limit switches when tripped will interrupt power to the respective drive motors and set the brake.
Each limit switch is wired so that the motors can be manually energized in the_r,every_d_irection after_ p,liyit switch _has_beenA ripoed.
E;:h cr;;;;;;d lin;t ; wit;7. ;; ;;t _t; ___tzip ;t ;.;ts; ;;;;d ;f 125^ a d-- End of travet 1rmit switch'es are also proviced or ne bridge and trolley.
End of travel limit switches are set to trip just before the bridge or 9.1.5-9 m-
-J
(2)
(W4f-t-Go CHMGet 5
VEGP-ESAR-9 trolley comes into contact with their respective bumper stops.
The bridge and trolley spring bumpers are designed with sufficient energy absorbing capacity to stop the crane or the trolley in an unloaded condition when traveling at 40 percent of full-load rated speed.
The spring bumper stops are backups for the end-of-travel limit switches.
The main hoist motor, the main hoist microdrive motor, and the auxiliary hoist motor are each equipped with two normally open temperature switches which are set to close at 115*C.
When any one of these temperature switches closes, the motor 20 overtemperature indicating light on the pendant control illuminates, thus warning the operator of an abnormal condition existing in the hoisting system.
The main hoist, auxiliary hoist, trolley drive, and bridge-drive motors are provided with thermal overload protection and space heaters to prevent condensation inside the motors.
These motors are a totally enclosed, nonventilated type and are rated for 60-min duty.
Phase loss protection is provided for the main power supply'to the crane.
This phase loss protection system is also provided for the main hoist, the auxiliary hoist, the trolley drive, and the bridge drdve motors.
9.1.5.2.2.5 Monorail Hoist.
The monorail hoist is a 2-ton capacity standard commercial, electric, wire rope, close-headroom hoist with motorized trolley mounted on a runway rail installed on the underside of the crane bridge girder.
The wire rope is 1/4-in. diameter stainless steel with a design safety factor of 5.
The reeving is two-paA doub_le_with true ve_rtical_
li_f t.
_The_ monorail _ hoi _st includes 5 fi:: ;t:p cari;Me &!.;d,itt.)
__ _ 5 il.fatica ;;..tici ?;; ;;ft start [ brake, ei:hanical foad
- _ild ;t';t; and electric disc brake for holst, trofley geared
- brake, hoist limit switch, trolley track limit switch, motor space heaters, and motor thermal overload protection.
The monorail hoist is equipped with an overload cutoff switch which protects the load, hoist, and operator by interrupting the hoisting circuit when an overload occurs.
The unit resets automatically when the hoist is lowered or the load is removed.
The monorail hoist and trolley motors are rated for 30-min duty.
The monorail hoist and trolley movements are controlled from the main pushbutton pendant station.
TWo s76e VACsAGLE S PCi".D W TA NiGY 5Wel9 7"H* d Odt Af,
9.1.5-10 Amend. 20 12/85 o
PiAsK50
( wAwe VEGP-FSAR-9
/
TABLE 9.1.5-1 (SHEET 1 OF 3)
SPENT FUEL CASK BRIDGE CRANE AND POLAR CRANE DATA
/4 Spent Fuel Cask Bridge Crane F O L) - JoacA h.M pd ( now mal) (vabe*n Main hoist
_ g 4.,
O
\\d Maximum fill-load capacity (outside restricted 15 tons ca:
area)
Maximum full-load capacity (inside restricted 125 tons area)
Full-load hoisting speed (normal) l o w. l.
0-7.5 ft/ min l25 Full-load hoisting speed (inching
,,ayK IPM Hook lift 70 ft 46 Main / auxiliary hoist trolley Travelling speed 0-b&& f t/ min Trolley traverse 27 ft 10 in.
(*
Auxiliary hoist 14 Maximum full-load capacity 15 ton Full-load hoisting speed 0-b& t/ min l25 Hook lift 140 ft Bridge Traveling speed O-40 ft/ min Maximum travel 154 ft Monorail hoist gg
/])
Maximum full-load capacity 2 tons
(_
Full-load hoisting speed 0-4&
t/ min i
Hook lift 39 ft Monorail trolley g
Trolley speed 32 ft/ min
\\
Trolley traverse 33 ft 11 in.
a.
Restricted area is the shaded portion of figure 9.1.5-1.
l15 Amend. 15 3/85 Amend. 25 9/86
VEGP-FSAR-9
(
TABLE 9.1.5-1 (SHEET 2 OF 3)
Pendant Hoisting speed 50 ft/ min Traversing speed 60 ft/ min Lift 95 ft Traverse 9 ft 6 in.
Design standards General CMAA No.
70 (1975)lE 15 ANSI B30.2.0 (1976)
Electrical NFPA Vol. 5, Article 610 (1978)
Others OSHA Section 1910.179 (1971)
Containment Polar Crane Main hoist
(' '
h25 Maximum full-load capacity 225 tons Full-load hoisting speed (normal) 0-5.3 ft/ min Full-load hoisting speed (inching) 4 in./ min (max. ) l25 Hook lift 150 ft Main / auxiliary hoist trolley Travelling speed (normal).
0-55 ft/ min l25 Travelling speed.(inching) 12 in./ min i.
Trolley traverse.
106 ft 6 in.
Auxiliary hoist Maximum full-load capacity 50 tons Full-load hoisting speed 0- % t/ min l25 Hook lift 150 ft Bridge Travelling speed (normal) 0-150 ft/ min E
-Travelling speed (inching) 40 in./ min (max. (25 Amend. 15 3/85 Amend. 25 9/86
._.__,__,.,_______._.,..._._.__._.-.m..
10 k M A AEmo cnAu6c VEGP-FSAR-9 TABLE 9.1.5-5 (SHEET 4 OF 9)
NUREG-0554 VEGP Position
\\=-
the radio remote control transmitter are sealed spring lever switches that return to the off position when released.
Release of the push-button or lever switch will stop the particular controlled motion and set the corresponding braking mechanism.
When the emergency stop switch is pushed in it will stop power to all motors.
Power shutoff will automatically set the holding brakes.
Section 3.4 Manual operation of the holding brakes is provided for the main hoist and auxiliary hoist so that the lifted load can be lowered in a safe manner in an emergency situation.
No manual operation is provided for bridge and trolley motion.
Section 4.1 A* dual rope reeving system, with load balance on the upper and lower blocks, is provided for the main hoist.
In the event of main hoist rope failure, the resulting stresses due ';o load transfer to the redundant rope will not exceed 34 percent of the manufacturer's published breaking strength.
Under seismic loads, the maximum load in the rope will not exceed 90 percent of the manufacturer's published breaking strength, with one of the redundant ropes carrying the load.
Under normal operation, the maximum load in the ropes in the dual reeving system is less than 10 percent of the manufacturer's published break:.ng strength.
Fleet angles of ess (;;._.. _i;)will l25 be maintained when the load block isi_lO ft be.' tow its highest point.
3 h' or)
Section 4.2 Drop blocks are provided to support the drum and to maintain the drum gear meshes, in the event of failure of the drum shaft, bearings, or pillow l
blocks.
Drum movement in this rient is mechanically limited so that the holding brakes Agh remain engaged.
Section 4.3 The head block, load block, dual reeving, and the individual appurtenances form a load balance system that maintains load block alignment and a position of stability with either of the redundant parts being able to support three times the design rated load without permanent deformation.
The Amend. 25 9/86
1015 H Ag tt2O C HA 966 VEGP-FSAR-9 TABLE 9.1.5-5 (SHEET 5 OF 9)
NUREG-0554 VEGP Position (ur sister hook and the separate lifting eye bar at the load block provide two load attachment points, l15 either of which is designed to support the. design rated load.
The sister hook is load tested at twice its rated load with each side equally loaded
~)
at rated load.
{J jJ e wwing) j Section 4.4 The main hoist and the auxiliary hoist are each provided with static, stepless, magnetorque hoist
'a (psy*
J ontrol.
The maximum speed of the main hoist is 5 And7 ft/ min ;Both the main hoist and the auxiliary l25 and the auxiliary hoist speed is ft/ min.
3 oist are -
i Section 4.5-y _INSPM,)provided with overspeed limit switches.
~_
)
Redundant limit switches are provided for both the main hoist and the auxiliary hosit in the raising direction.
Contacts on a rotary limit switch coupled to the hoist drum will trip at the normal upper stop position.
A block-operated overhoist limit switch, which serves as a backup to the rotary limit switch, will trip at the uppermost hook position.
Tripping of either limit switch will stop the hoist motor and set the brakes.
A load sensing system is provided for the main hoist.
Hoist overload will automatically trip the hoist motor and set the brakes.
Each limit switch allows the hoist motor to be operated in reverse after it has t. ripped.
Section 4.6 See paragraph 9.1.5.2.2.6.
l15 Section 4.7 The crane will not be used for hoisting loads at angles.
3 Section 4.8 Two separate gear reducers and two mechanical holding brakes are provided for the main hoist drum.
The redundancy provides assurance that the load will be safely held in case of a single jgg failure.
In addition, drop blocks are provided to support the drum and to maintain the drum gear meshes in the event of failure of the drum shaft, bearings, or pillow blocks.
Section 4.9 The main hoist braking system includes one power control eddycurrent brake and two mechanical Amend. 15 3/85 Amend. 25 9/86
lt4sEST FO R.
TA6LE.
9.1.55 (SM 604 9)
The 7.5FPM lowering hoist speed is considered acceptable for the following reasons:
1.
When specifying a " hoisting" speed, this refers to the speed when lifting the load, which in this case is 5FPM per NUREG 0554.
2.
PACECO, the crane manufacturer, has stated that the 7.5FPM hoist lowering 3 peed will have no impact on:
Equipment Qualification Structural Integrity Functional Integrity The uncontrolled drop, Set at 0.5 in.
The Eddycurrent Braking System i
e w
()
fMA&Mo CHMG4 i
VEGP-FSAR-9 TABLE 9.1.5-5 (SHEET 6 OF 9)
NUREG-0554 VEGP Position holding brakes.
Each holding brake is rated at 150 percent of motor full-load torque.
The holding brakes are activated when power is off and are automatically set when any one of the following abnormal conditions exist:
e Broken hoisting cable or unequal cable length.
e Upper and lower overtravel of the load block.
e Drive motor overspeed.
100 e
Lifting load exceeds 115 percent of the rated load.
Each holding brake is provided with a manual release lever that permits controlled brake release and safe lowering of a lifted load during an emergency situation.
Section 5.1 The bridge drive consists of two identical drive motors with integrally mounted disc brakes rated at 125 percent of motor full-load torque and a reducer which is coupled to each bridge drive wheel located at each end of the bridge.
The trolley drive consists of a single drive moto.r with an integrally mounted disc brake rated at 125 percent of notor full-load torque and a reducer which is coupled to a drive shaft connecting to the drive wheel at each trolley and truck.
The bridge and trolley are equipped wit __h_
travel limit switches @ : m :; :r n cit ;- n:2:3 1[<
- W.5 e,g r l
Arrangement of the Bridge and trolley limit
~
l switches provides a control system to prohibit movement of loads in excess of 15 tons on the main hook outside of the predesignated area for l
additional safety operation of the crane.
End-stop spring bumpers are provided for the bridge and trolley as backups for the bridge and trolley end-of-travel limit switches. Both the bridge and trolley drives are equipped with static, stapless controls.
Maximum bridge travel speed is 40 33 min.
Maximum trolley travel speed is ft/ min.
Tripping of travel _ limit switches and i
and of travel limit switches
- d licit]
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42.
MAAKEO CHA 46dL VEGP-FSAR-9 TABLE 9.1.5-5 (SHEET 7 OF 9)
NUREG-0554 VEGP Position 4
will interrupt power to the respective drive motors and set the brakes.
Section 5.2 In the event of tripping of the limit switches mentioned in Section 5.1, the particular movement of the bridge or trolley will stop irrespective of the position of the particular control switch in the pendant or the radio remote control unit.
Each limit switch is wired so that the respective driving motors (s) can be manually energized in the reverse direction after the limit switch has been tripped.
Section 6.1 Both the main hoist and the auxiliary hoist are equipped with overspeed limit switches, upper travel limit switches, and lower travel limit switch 3s.
Hoist driving motors are selected so that they are compatible with other components in T
the hoisting system.
The main hoist maxinium spe k I'**# "ll /
is 7.5 ft/ min.
The main hoist inching speed is 4 5 25 1'
in./ min.
The auxiliary hoist maximum speed is 15 ft/ min.
The eddycurrent brakes provided for l25 the main hoist and the auxiliary hoist will set at 120 percent of the hoisting speed.
The uncontrolled drop for the main hoist and the auxiliary hoist is limited to 0.5 in, and 1 in.,
respectively.
A load sensing system is provided
"'S s for the main hoist to prevent overload and it is I *O set to trip attgyD percent of the rated load.
Tripping of overtravel, overspeed, or overload devices will interrupt power to the driving motors and set the brakes.
An emergency stop switch is q
provided at the pendant and at the radio remote N,y control to shut off power to the crane and set the brakes.
In addition, an emergency circuit breaker is loaded at the operating floor (el 220 ft 0 in. )
of the fuel handling building to cut off the power supply to the crane irrespective of the crane Agh controls.
Section 6.2 The control system design consists of a combination of electrical and mechanical systems.
The crane will not be used to lift spent fuel assemblies.
Amend. 25 9/86
/t?AKkEG CHAAGE VEGP-FSAR-9 TABLE 9.1.5-5 (SHEET 8 OF 9)
NUREG-0554 VEGP Position Section 6.3 Thermal overload elements, undervoltage relays, phase loss protection, and overtemperature detectors are' included in the main hoist control circuit in addition to overspeed, overtravel, and overload protection.
The auxiliary hoist has similar protection, as provided for the main hoist, except overload.
Thermal overload elements and undervoltage relays are included in the bridge and trolley o
rol_ circuits, in addition to rfrdprotection.
overtrave
" r" Section 6.4 Static, stepless control is provided for the nain
(
hoist, the auxiliary hoist, and the bridge and trolley, except the main hoist microdrive control which is single speed.
Reversing contactors with mechanical and electrical interlocks are provided in the main hoist, auxiliary hoist, and the bridge and trolley control.
Jogging and plugging are considered in the design of the crane controls.
Drift point is not provided for bridge or trolley movement.
Section 6.5 Safety devices and backup systems are provided for the crane to preclude any foreseeable inadvertent operator action.
Section 6.6 Crane motions are controlled either from the pendant station or from the radio remote unit.
No other operator stations are provided for the crane.
A local / radio switch is provided in the crane control panel for selection of pendant control or radio remote control.
Section 7.1 Operating instruction and maintenance manuals prepared by the crane manufacturer are provided.
Section 7.2 The crane will not be used for construction.
Section 8.1 A preoperation test will be performed after the crane has been installed to verify proper installation of various components, including alignment, clearance, electrical wiring, and connections.
In addition, a running test will be performed prior to putting the crane into a permanent operational status.
/YlA Q CO CWA &44 VEGP-FSAR-9 TABLE 9.1.5-5 (SHEET 9 OF 9)
NUREG-0554' VEGP Position Section S.2 After completion of the preoperational and running testing of the crane, a load test will be performed on the main hook and the auxiliary hook, which will be,. loaded to 125 percent of the hoist rating in accordance with ANSI B30.2.0.
The deflection of the bridge at its center will be measured to confirm that it is within the limtis stated in CMAA No. 70.
However, manual lowering of the maximum critical load is not included in the operational testing of the crano.
This is severe duty on *.he hoist brakes and can cause damage to the brake, if not conducted properly.-
Section 8.3 The main hoist and the auxiliary hoist are provided with two redundant overhoist travel limit s' witches.
In addition them ain hoist is equipped with load sensing for t;- u; Ji_ it 2nd) load hangup protection.
Proper fu M 'oning of all these devices will be verified during the preoperational and running testing of the crane.
Two blocking has been considered in the design of the hoist machinery.
However, an actual two blocking test is considered to be abusive to the equipment and is not recommended by the crane manufacturer.
Section 8.4 The integrity of all control, operating, and
-safety systems will be verified as to satisfaction of installation and design requirements.
Section 8.5 Recommended maintenance procedures for various components of the crane are furnished by the manufacturer in the maintenance manual.
An operating manual is provided for the crane.
Section 9 The fully loaded spent fuel cask weighs approximately 91 tons.
The crane is designed for a maximum rated load of 125 tons.
Therefore, the margin for degradation over design life of the crane is approximately 27 percent.
Section 10 The crane is procured under a quality' assurance program that conforms with the applicable provisions of ANSI N45.2, 1971.
Field i
installation, testing, operator qualification, and crane operation will conform with ANSI B30.2.0 as appropriate.
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SECTION "A-A" LOOKING SOUTH OP6 RATING FLOOR E L. 220'-0
CAPACITY - MAIN 125 TONS" H N/A FT N/AIN U 5 FT 2_,IN CAPACITY - AUX.
15 TONS J
14 FT 1 IN V 11 FT 6 IN CAPACITY - MONO 2 TONS K 20 FT 7 IN pgggg dW 147 F_T O' IN LIFT - MAIN 70 FT 0 IN L 36 FT 0 IN X
11' FT FT [ IN LIFT - AUX.140 FT 0 IN M 8 FT J__lN Y 4 LIFT - MONO 39 FT 0 IN N 1 FT 3 IN LENGTH OF MAIN LINE A 42 FT 6 IN O 22 FT 3 IN RUNWAY 180 FT _0_ IN B 40 FT 0 IN (HIGH HOOK) P 25 FT 9 IN MAX. LOAD ON EACH C 15 FT 4 IN O 1 FT 9 IN WHEE'L 180.000 LBS D 1 FT 3 IN R 1 FT L IN RUNWAY RAll E N/A FT N/AIN S 21 FT 3 IN' SIZE 175 LBS F N/A FT N/AIN T 33 FT 11 IN Z 7 FT,0_ IN G N/A FT N/AIN (HONORAll TRAVEL)
NOTE: TOP OF RAll-266'-3"
- PENDANT AT OPERATING FLOOR
- MAX.15 TONS OVER NEW FUEL STORAGE AREA ARRANGEMENT DRAWING EL CTRIC GENERATING PLANT GeorgiaPower BRIDGE CRANE unit i ANO unit 2 FIGURE 9.1.5-3 llln
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VEGP-FSAR-3 TABLE 3.2.2-1 (SHEET 97 OF 97)
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Position CMEB 9.5-1, Appendix A, attached to Nuclear N'
Regulatory Commission (NRC) Standard Review Plan 9.5.1.
w.
The quality assurance program to be applied to radioactive waste management systems is described in Regulatory Guide 1.143.
kl x.
The Seismic Category 1 fire protection standpipe system serves no safety function but is classified as project class 313 to ensure the implementation of a Seismic Category 1, ASME III-3 design and installation, y.
Changes to the site grading will be done on an engineered basis so as to assure acceptability of the drainage analysis for the probable maximum precipitation (PMP) event as described in paragraph 2.4.2.3.
z.
Selected materials, components, parts, appurtenances, and piping subassemblies are procured in accordance with ASME Code,Section III, Class 3.
This conformance with the ASME
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Code is only required for initial procurement.
The system is designed and installed in accordance with ANSI B31.1.
7Property "ANSI code" (as page type) with input value "ANSI B31.1.</br></br>7" contains invalid characters or is incomplete and therefore can cause unexpected results during a query or annotation process. Post-installation nondestructive examination of the system 22 in accordance with ASME III, Class 3 is required for the initial installation.
Final "N" stamping and asssociated documentation are not required.
aa. These components are manufactured under the appropriate provisions of WCAP 8370.
ab. The pertinent provisions of the QA program will be applied to these items.--
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GENERAL NOTES V
1.
For systems under the Westinghouse scope of supply, all
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piping and all manual valves 2 in, and smaller are supplied l
by Bechtel, except for the reactor coolant loop piping, the pressurizer surge line, the pressurizer relief piping
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complex, reactor vessel bottom mounted instrument tubing, reactor vessel head vent piping to refueling disconnect i
flange, and reactor vessel seal leak. detection leakoff appurtenance.
f Amend. 3 1/84
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Amend. 12 12/84 Amend. 15 3/85 Amend. 16 4/85