ML24318C539

International - Attachment 5: HI-STOORM 100 FSAR Proposed Revision 25, Chapter 3 Revised Pages (Non-Proprietary)

ML24318C539
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Site:	Holtec
Issue date:	11/13/2024
From:	Holtec
To:	Office of Nuclear Material Safety and Safeguards
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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-3 limitations of the Fuel Building. Accordingly, the thickness of the lead shield and outer diameter of the water jacket can be adjusted to maximize shielding gamma and neutron shielding, respectively. The weight of the empty HI-TRAC VERSION MS cask in Table 3.II.2.3 is provided for the reference PWR fuel and assumed lead and water jacket radial widths using its Solidworks' rendering shown in the Licensing drawing in Section 1.II.5. The Solidworks computed weight is converted into the corresponding nominal weight by increasing the computed weight by 3% and rounded up the next number ending in two zeros to account for potential mill-supplied plate over-thickness and excess weld sizes. HI-TRAC weight for other length, lead and water jacket widths combination may be readily obtained from the Solidworks' model.

Table 3.II.2.4 provides the reference weight of the HI-STORM overpack for storing the reference PWR fuel in MPC-32M and MPC-32M CBS on the ISFSI pad. The weight of the HI-STORM Version E and Version E1 overpack body is provided for two discrete concrete densities. The weight at any other concrete density can be obtained by linear interpolation. Similarly, the weight of the HI-STORM lid is provided for two discrete values of concrete density. The weight corresponding to any other density can be computed by linear interpolation.

The maximum and minimum locations of the centers of gravity (CGs) are presented (in dimensionless form) in Table 3.II.2.5. The radial eccentricity,, of a cask system is defined as:

( is dimensionless) where r is the radial offset distance between the CG of the cask system and the geometric centerline of the cask, and D is the outside diameter of the cask. In other words, the value of defines a circle around the axis of symmetry of the cask within which the CG lies (see Figure 3.II.2.1). All centers of gravity are located close to the geometric centerline of the cylindrical cask since the non-axisymmetric effects of the cask system and its contents are very small. The vertical eccentricity,, of a cask system is defined similarly as:

( is dimensionless)

Where v is the vertical offset distance between the CG of the cask system and the geometric center of the cask (i.e., cask mid-height), and H is the overall height of the cask. A positive value of indicates that the CG is located above the cask mid-height, and a negative value indicates that the CG is located below the cask mid-height. Figure 3.II.2.2 illustrates how is defined.

The values of and given in Table 3.II.2.5 are bounding values, which take into consideration material and fabrication tolerances. For a specific site, the Solidworks models from which the Licensing drawings are extracted can be used to obtain precise weight and CG data.

The weight information provided above shall be used for designing the lifting and handling ancillary for the HI-STORM cask components. In addition, tThe maximum C.G. height per Table 3.II.2.5 shall be used for the stability analysis of the loaded HI-STORM under DBE conditions unless a more accurate CG height is calculated on a site-specific basis. Using the weight data in the previously mentioned tables, Table 3.II.2.6 has been constructed to provide the bounding 100

= D r

100

=

H v

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-28 evaluations. Such site-specific evaluation (if warranted) shall use the identical structural (finite element) models or evaluation methodologies as discussed in the following.

(iii)

Loading Case M-3; Non-Mechanistic Tip-Over:

As discussed in Section 2.II.2.2, the non-mechanistic tip-over event applies to a loaded HI-STORM Version E and Version E1 module that is not anchored (or otherwise constrained from overturning on the ISFSI pad). The cask tip-over is not postulated as an outcome of any environmental phenomenon or accident condition. The cask tip-over is a non-mechanistic event, which is analyzed to comply with the guidance in NUREG-1536 [2.1.5]. The objective of the analysis is to demonstrate that the permanent deflectionplastic deformation in the fuel basket is sufficiently limited to the value at which the criticality safety is maintained, retrieval of the fuel by normal means is assured, and that there is no significant loss of radiation shielding in the storage system.

The tip over event is an artificial construct wherein the HI-STORM 100S Version E or Version E1 overpack is assumed to be perched on its edge with its C.G. directly over the pivot point A (Figure 3.II.4.6)). In this orientation, the overpack begins its downward rotation with zero initial velocity.

Towards the end of the tip-over, the overpack is horizontal with its downward velocity ranging from zero at the pivot point (point A) to a maximum at the farthest point of impact. The angular velocity at the instant of impact defines the downward velocity distribution along the contact line.

In the following, an explicit expression for calculating the angular velocity of the cask at the instant when it impacts on the ISFSI pad is derived. Referring to Figure 3.II.4.6, let r be the length AC where C is the cask centroid. Therefore, The mass moment of inertia of the HI-STORM Version E and Version E1 system, considered as a rigid body, can be written about an axis through point A, as where Ic is the mass moment of inertia about a parallel axis through the cask centroid C, and W is the weight of the cask (W = Mg).

Let 1(t) be the rotation angle between a vertical line and the line AC. The equation of motion for rotation of the cask around point A, during the time interval prior to contact with the ISFSI pad, is This equation can be rewritten in the form

h +

4 d

=

r 2

2 2

/

1 r

g W

+

I

=

I 2

c A

1 2

1 2

A sin Mgr

=

dt d

I ATTACHMENT 5 TO HOLTEC LETTER 5014985 2 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-29 48 1

=

)

t

(

B 1

which can be integrated over the limits 1 = 0 to 1 = 2f (Figure 3.II.4.6). The final angular velocity 1 at the time instant just prior to contact with the ISFSI pad is given by the expression where, from Figure 3.II.2, This equation establishes the initial conditions for the final phase of the tip-over analysis; namely, the portion of the motion when the cask is decelerated by the resistive force at the ISFSI pad interface. Using the data germane to HI-STORM Version E and Version E1 (Table 3.4.11) and the above equations, the angular velocity of impact is calculated as:

rad/sec.

The LS-DYNA analysis to characterize the response of the HI-STORM 100S Version E and E1 systems under the non-mechanistic tipover event is focused on three principal demonstrations, namely:

(i)

The maximum primary membrane plus bending stress in the fuel basket panels, within the active fuel region, does not exceed 90% of the true ultimate strength of Metamic-HT material at the applicable temperature per Subsection 2.II.2.6.

(ii)

The permanent lateral deflection of the basket panels in the active fuel region is less than the limiting value in Table 2.II.2.4.

(iii)

The impact between the MPC guide tubes and the MPC does not cause a thru-wall penetration of the MPC shell.

For the HI-STORM 100S Version E and E1 overpacks, the tipover analyses presented in this supplement represent the most limiting DCSS combinations, which are based, in part, on insights gained from HI-STORM FW Amendment No. 7 [3.II.33]. As discussed in paragraph 3.4.4.1.4e and further quantified in Table 3.4.22 of [3.II.33], PWR fuel basket types are generally more limiting than BWR fuel basket types due to their higher fuel weights and larger cell sizes. Another trend that is observed from [3.II.33] is that CBS baskets are generally more limiting than their non-CBS counterpart for the same set of input parameters (i.e., fuel weight, basket temperatures, target

1 1

2 1

A sin Mgr

=

d

)

( d 2

I

)

cos (1

I Mgr 2

= )

t(

f 2

B 1

A

r 2

d cos

=

1 f

2

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-30 foundation) because of the reduced joint fixity at the panel intersections versus the friction-stir welded basket types.

Based on the above considerations, the three most limiting basket types (i.e., MPC-32M, MPC-32MCBS, and MPC-68MCBS) are analyzed for the HI-STORM FW Version E, with only the MPC-68M excluded due to its lesser fuel weight, smaller cell size, and welded basket design. For the HI-STORM FW Version E1, both CBS basket types (i.e., MPC-32MCBS and MPC-68MCBS) are analyzed for the tipover event, and the friction-stir welded basket types (i.e., MPC-32M and MPC-68M) have been excluded. The details of the tipover analyses are discussed below in more detail.

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PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

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For the current tip-over analysis, the weight assigned to the stored fuel assemblies exceeds the maximum allowable content weight for the MPC-32M per Table 2.II.1.1. In general, maximizing the weight of the fuel assemblies in the tip-over analysis is conservative as explained below.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-31 From Section 3.A.5 of the FSAR, the peak deceleration of a dropped object that impacts a 1-DOF spring is inversely proportional to the square root of the dropped weight, i.e.,

1 Now, consider the dropped object to be a stored fuel assembly and the impact spring represents the local stiffness of the fuel basket panel. If the weight of the fuel assembly decreases, while all other parameters (e.g., impact velocity, fuel basket geometry) remain the same, the peak deceleration of the fuel assembly will increase per the above formula. Meanwhile, the impact force transmitted by the fuel assembly to the fuel basket panel is equal to the peak deceleration times the fuel assembly mass, which can be expressed as follows (where g is the gravitational acceleration):

The above expression shows that the impact force is directly proportional to the square root of the fuel assembly weight. In other words, the impact force will increase as the weight of the fuel assembly increases, even as the peak impact deceleration experienced by the individual fuel assembly decreases. In quantitative terms, if the fuel weight increases by a factor of 2, the force transmitted by the fuel assembly to the fuel basket panel will increase by a factor of 1.414 (or 41.4%). From a broader perspective, variations in the fuel weight have a less pronounced effect on the peak impact deceleration of the HI-STORM overpack. This is because the stored fuel weight accounts for no more than 20 percent of the total weight of a loaded cask (see Tables 3.II.2.2 and 3.II.2.4). That means a 50% decrease in total fuel weight equates to less than a 10% decrease in the total cask weight. As a result, weight of the fuel stored inside the MPC has an insignificant effect on the global impact response of the loaded cask during a tip-over. In summary, the maximum fuel weight is used as input for the tip-over analysis because it has a larger and more direct effect on the impact force transmitted to the fuel basket panels than the counter effect that a lesser fuel weight would have on the peak impact deceleration.

[

PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-32

[

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-33

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PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

The complete details of the finite element model, input data and results are archived in the calculation package [3.II.26]. In summary, the results of the tipover analysis demonstrate that all safety criteria are satisfied for the HI-STORM Version E cask with MPC-32M basket design, which means:

i.

The maximum primary membrane plus bending stress in the fuel basket panels, within the active fuel region, does not exceed 90% of the true ultimate strength of Metamic-HT material at the applicable temperature per Subsection 2.II.2.6.

ii.

The permanent lateral deflection of the most heavily loaded basket panel in the active fuel region complies with the deflection criterion in Table 2.II.2.4.

iii.

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PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

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iv.

The plastic strains in the MPC enclosure vessel remain below the allowable material plastic strain limit.

v.

The cask closure lid does not dislodge after the tipover event, i.e., the closure lid bolts remain in-tact.

vi.

The closure lid does not suffer any gross loss of shielding.

i.vii.

The shielding capacity of overpack is not compromised by the tip-over accident and there is no gross plastic deformation in the overpack to affect the retrievability of the MPC.

[

PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-34 Table 3.II.4.13 summarizes the stress results per [3.II.26], along with the corresponding material allowable stress.

[

PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

In addition to the above analyses, an additional tipover analyseis areis performed for the HI-STORM Version E storage cask with loaded MPC-32MCBS and loaded MPC-68MCBS containing MPC-32M CBS basket using the same methodology as described above for the tipover analysis containing MPC-32M basket. The LS-DYNA model is constructed according to the dimensions specified in the licensing drawings included in Sections 1.II.5 and 1.III.5. The finite element models of the MPC-32MCBS and MPC-68MCBS baskets are shown in Figures 3.II.4.32A and 3.II.4.32B, respectively. The finite element models of the HI-STORM Version E overpack and the ISFSI are the same as described above, exceptwith Tthe bounding target foundation properties per Table 2.II.0.1 are utilized for the MPC-68MCBS tipover analysis. For the MPC-32MCBS tipover analysis, the pad characteristics are the same as the MPC-32M tipover analysis (i.e., 36 inch pad thickness and concrete compressive strength of 6,000 psi).

[

PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390 ATTACHMENT 5 TO HOLTEC LETTER 5014985 8 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-35 PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

The complete details of the finite element model, input data and results are archived in the calculation package [3.II.26]. In summary, the results of the tipover analysesThe following conclusions demonstrate that all safety criteria are satisfied for the HI-STORM Version E cask system with MPC-32M CBS and MPC-68MCBS basket designs, which means:.

i.

The maximum primary membrane plus bending stress in the fuel basket panels, within the active fuel region, does not exceed 90% of the true ultimate strength of Metamic-HT material at the applicable temperature per Subsection 2.II.2.6. For instance, Figure 3.II.4.35 shows the stress levels in the active fuel region of the MPC-68MCBS.

ii.

The permanent lateral deflection of the most heavily loaded basket panel in the active fuel region complies with the deflection criterion in Table 2.II.2.4.

iii.

[

PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

iv.

The plastic strains in the MPC enclosure vessel remain below the allowable material plastic strain limit.

v.

The cask closure lid does not dislodge after the tipover event, i.e., the closure lid bolts remain in-tact.

vi.

The closure lid does not suffer any gross loss of shielding.

vii.

The shielding capacity of overpack is not compromised by the tip-over accident and there is no gross plastic deformation in the overpack to affect the retrievability of the MPC.

i. The lateral deflection of the most heavily loaded basket panel in the active fuel region complies with the deflection criterion in Table 2.II.2.4.

ii. The CBS remain attached to the basket maintaining their physical integrity.

iii. The plastic strains in the MPC enclosure vessel remain below the allowable material plastic strain limit.

iv. The cask closure lid does not dislodge after the tipover event, i.e., the closure lid bolts remain in-tact.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-36

v. The shielding capacity of overpack is not compromised by the tip-over accident and there is no gross plastic deformation in the overpack to affect the retrievability of the MPC.

Finally, tTipover analyses are also performed for the HI-STORM 100S Version E1 storage cask and 100S common lid with loaded MPC containing MPC-32M CBS and loaded MPC-68M CBS baskets and using the same methodology as described above for the HI-STORM 100S Version E tipover analyseis containing MPC-32M basket. The LS-DYNA model is constructed according to the dimensions specified in the licensing drawings included in Sections 1.II.5 and 1.III.5. The fully assembled tipover models for the MPC-32MCBS and the MPC-68MCBS inside the HI-STORM FW Version E1 overpack are shown in Figures 3.II.4.33A and 3.II.4.33B, respectively. The finite element models of the MPC-32MCBS and MPC-68MCBS baskets, which show the temperature zones associated with the HI-STORM Version E1, are shown in Figures 3.II.4.34A and 3.II.4.34B, respectively. The continuous basket shims are modelled using the same approach described above the HI-STORM Version E tipover analyses. Lastly, the finite element models of the ISFSI areis the same as described above for the HI-STORM Version E tipover analyses, with the target foundation properties per Table 2.II.0.1with the pad thickness and compressive strength conservatively increased to 36 inches and 6,000 psi, respectively, for the MPC-32MCBS.The bounding target foundation properties per Table 2.II.0.1 are utilized. The details of the finite element model, input data and results are archived in the calculation package [3.II.26]. Based on the results in [3.II.26] all safety criteria listed above are satisfied. Tipover analyses are only performed with MPC-32M CBS and MPC-68M CBS Metamic-HT baskets as they are more prone to deflections due to reduced support from basket shims and the extended fuel basket panels outside the active fuel region. Tipover analyses for the governing cases are performed with both type of basket shim materials as discussed in Section 3.3.2.6. Comparative tipover evaluations of the other fuel basket variants, as permitted in Table 1.II.2.2, are presented in [3.II.26] and [3.A.7].

Structural qualification of HI-STORM 100S common lid under tipover is also presented in

[3.II.26].

Similar to the tipover results for the HI-STORM Version E, the response of the MPC-32MCBS and MPC-68MCBS baskets inside the HI-STORM Version E1 is predominantly elastic with very localized areas of plasticity. Nonetheless, tTo ensure compliance with the allowable limit in Subsection 2.II.2.6, the maximum permanent lateral deflection of the most heavily loaded CBSbasket panels for the MPC-32MCBS and MPC-68MCBS baskets, at any elevation within the active fuel region, are obtained from the LS-DYNA solutions and reported in Table 3.II.4.15. The maximum rigid body decelerations measured at the fuel assembly top elevation for the MPC-32MCBS and MPC-68MCBS inside the HI-STORM Version E1 are given in Table 3.II.4.16.

The complete details of the finite element model, input data and results are archived in the calculation package [3.II.26]. In summary, the results of the tipover analyses demonstrate that all safety criteria are satisfied for the HI-STORM Version E1 cask with MPC-32MCBS and MPC-68MCBS basket designs, which means:

i.

The maximum primary membrane plus bending stress in the fuel basket panels, within the active fuel region, does not exceed 90% of the true ultimate strength of Metamic-HT material at the applicable temperature per Subsection 2.II.2.6. For instance, Figure 3.II.4.37 ATTACHMENT 5 TO HOLTEC LETTER 5014985 10 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-37 shows the stress levels in the active fuel region of the MPC-68MCBS.

ii.

The permanent lateral deflection of the most heavily loaded basket panel in the active fuel region complies with the deflection criterion in Table 2.II.2.4.

iii.

[

PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

iv.

The plastic strains in the MPC enclosure vessel remain below the allowable material plastic strain limit.

v.

The cask closure lid does not dislodge after the tipover event, i.e., the closure lid bolts remain in-tact.

vi.

The closure lid does not suffer any gross loss of shielding.

i.vii.

The shielding capacity of overpack is not compromised by the tip-over accident and there is no gross plastic deformation in the overpack to affect the retrievability of the MPC.

(iv)

Loading Case M-5; Design Basis Earthquake: This loading case and corresponding acceptance criteria areis defined in Paragraph 2.II.2.2.

For a low intensity Design Basis earthquake, the two inequalities in Paragraph 2.II.2.2(c) provide the acceptance criteria.

In this section, the combination of vertical and horizontal ZPA of the earthquake that would cause incipient loss of kinematic stability is derived using static equilibrium. The resulting inequality defines the threshold of the so-called low intensity earthquake for which the HI-STORM 100S Version E and Version E1 system is qualified without a dynamic analysis.

For the purpose of performing a conservative analysis to determine the maximum ZPA that will not cause incipient tipping and relative sliding, the HI-STORM 100S VERSION E and Version E1 System is considered as a rigid body subject to a net horizontal quasi-static inertia force and a vertical quasi-static inertia force. This is consistent with the approach used in previously licensed HI-STORM dockets. The vertical seismic load is conservatively assumed to act in the most unfavorable direction (upwards) at the same instant. The vertical seismic load is assumed to be equal to or less than the net horizontal load with being the ratio of vertical component to one of the horizontal components.

i.

Prevention against edging of the cask:

For use in calculations, define DBASE as the HI-STORM support span, and HCG as the height of the centroid of HI-STORM 100S VERSION E and Version E1 System.

DBASE = 132.5" (conservatively used per HI-STORM dwg. specified in Section 1.II.5)

HCG = 112.9" (Based on Table 3.II.2.5)

An overturning stability limit is achieved by using the value of HCG (call it H) from the above.

Because the HI-STORM 100S Version E and Version E1 System is a radially symmetric structure, ATTACHMENT 5 TO HOLTEC LETTER 5014985 11 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-59 Table 3.II.4.14: Permanent Lateral Deflection of Fuel Basket Panels Due to Non-Mechanistic Tipover of HI-STORM Version E Overpack Fuel Basket Type Max. Calculated Deflection, (in)

Allowable Limit (in)

Safety Factor MPC-32M 0.0370 0.04375 1.18 MPC-32MCBS 0.0277 0.04375 1.58 MPC-68MCBS 0.0277 0.03025 1.09 The following steps are taken to calculate the maximum permanent deflection of fuel basket panel from the results of the non-mechanistic tipover simulation for each basket type:

1) The effective stress and the plastic strain contours for the fuel basket are plotted in LS-DYNA at the time instant of maximum loading. The maximum load demand essentially corresponds to the time instant when the top end of the MPC and stored fuel assemblies bottom out inside the HI-STORM cavity after primary impact and begin to rebound in the upward direction.

2) The contour plots are visually examined to identify the specific panel locations and fuel basket elevations where the stresses/strains are maximum. Both horizontally and vertically oriented panels are considered.

3) At each of the identified locations, a row of elements spanning the width of the cell is selected.

4) For the selected row of elements, the total lateral displacement (elastic + plastic) at the middle of the span and at both ends of the span are obtained from the LS-DYNA solution. The relative deflection between the midspan of the panel and its two support ends is taken as the largest difference between the three absolute displacement measurements.

5) To separate the permanent deflection from the combined deflection, step (4) is repeated for the same row of elements for an earlier solution time step when the maximum stress in the limiting element (among the row of selected elements) is just below the yield strength of the material.

6) The maximum permanent deflection, for each panel location identified in step (3), is conservatively computed by subtracting the elastic deflection determined in step (5) from the total deflection (elastic +

plastic) determined in step (4).

7) (If necessary) To obtain maximum average permanent deflection over the panel width, steps (4) (5) and (6) are repeated for all elements along the selected span with respect to the closest end of the span.

Subsequently, the average of the calculated maximum plastic deflection for each element spanning the width of the cell of the span is taken as the maximum average permanent deflection. Deflection results shall not be averaged along the cell length, only in the width direction. See Appendix D in [3.III.6] for specific details.

Calculated values are maximum permanent deflections at mid-span of basket panel (per steps 1 thru 6 above);

element averaging (per step 7 above) is not performed. Maximum calculated deflection also includes perimeter fuel basket panels.

Equal to 0.005 times the cell inner dimension per Subsection 2.II.2.6 and Table 2.II.2.4. Cell inner dimension obtained from drawing packages in Sections 1.5 and 1.II.5.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-60 Table 3.II.4.15: Permanent Lateral Deflection of Fuel Basket Panels Due to Non-Mechanistic Tipover of HI-STORM Version E1 Overpack Fuel Basket Type Max. Calculated Deflection, (in)

Allowable Limit (in)

Safety Factor MPC-32MCBS 0.0294 0.04375 1.49 MPC-68MCBS 0.0267 0.03025 1.13 Maximum permanent deflection is calculated following the steps outlined in Table 3.II.4.14.

Calculated values are maximum permanent deflections at mid-span of basket panel (per steps 1 thru 6 in Table 3.II.4.14); conservatively element averaging (per step 7 in Table 3.II.4.14) is not performed. Maximum calculated deflection also includes perimeter fuel basket panels.

Equal to 0.005 times the cell inner dimension per Subsection 2.II.2.6 and Table 2.II.2.4. Cell inner dimension obtained from drawing packages in Sections 1.5 and 1.II.5.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-61 Table 3.II.4.16: Peak Impact Deceleration at Fuel Assembly Top Elevation Due to Non-Mechanistic Tipover Event DCSS Combination Peak Impact Deceleration (g)

HI-STORM 100S Version E with MPC-32M 62.4 HI-STORM 100S Version E with MPC-32MCBS 46.6 HI-STORM 100S Version E with MPC-68MCBS 52.2 HI-STORM 100S Version E1 with MPC-32MCBS 57.7 HI-STORM 100S Version E1 with MPC-68MCBS 63.0 Deceleration time histories are filtered using the LS-DYNA built-in Butterworth filter with a cut-off frequency of 350 Hz to obtain peak impact decelerations; same filter was used for the HI-STORM 100 non-mechanistic tip-over analysis [3.A.7].

Value is obtained by multiplying the maximum rigid body deceleration of the MPC lid by a factor of 0.965, which is the height ratio of the fuel assembly top elevation to the centroid of the MPC lid.

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Figure 3.II.4.11: LS-DYNA Model - MPC 32M Fuel Basket (note: the different colors represent regions with bounding temperatures of 360°C, 340°C, 325°C, 300°C, 285°C, 260°C, 250°C and 200°C per thermal contours from [3.II.32], respectivelynote: the different colors represent regions with bounding temperatures of 365°C, 350°C, 325°C and 200°C, respectively)

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Figure 3.II.4.15: Maximum Plastic Strain - MPC Enclosure Vessel ATTACHMENT 5 TO HOLTEC LETTER 5014985 16 of 67

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Figure 3.II.4.21: Intentionally Deleted Vertical Rigid Body Deceleration Time History - Fuel assemblies (Top of Fuel)

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Figure 3.II.4.32A: LS-DYNA Model - MPC-32MCBS Fuel Basket inside HI-STORM 100S Version E (note: the different colors represent regions with bounding temperatures of 360°C, 340°C, 325°C, 285°C, 260°C and 180°C per thermal contours from [3.II.32],

respectively)

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-92

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

Figure 3.II.4.32B: LS-DYNA Model - MPC-68MCBS Fuel Basket inside HI-STORM 100S Version E (note: the different colors represent regions with bounding temperatures of 355°C, 340°C, 325°C, 300°C, 285°C, 250°C, 200°C and 180°C per thermal contours from

[3.II.32], respectively)

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-95

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

Figure 3.II.4.34A: LS-DYNA Model - MPC-32MCBS Fuel Basket inside HI-STORM 100S Version E1 (note: the different colors represent regions with bounding temperatures of 360°C, 340°C, 325°C, 285°C, 260°C and 180°C per thermal contours from [3.II.32],

respectively)

ATTACHMENT 5 TO HOLTEC LETTER 5014985 20 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-96

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

Figure 3.II.4.34B: LS-DYNA Model - MPC-68MCBS Fuel Basket inside HI-STORM 100S Version E1 (note: the different colors represent regions with bounding temperatures of 355°C, 340°C, 325°C, 300°C, 285°C, 270°C, 250°C, 200°C and 180°C per thermal contours from [3.II.32], respectively)

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-97

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-98

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

ATTACHMENT 5 TO HOLTEC LETTER 5014985 23 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-99

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

ATTACHMENT 5 TO HOLTEC LETTER 5014985 24 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-100

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

Figure 3.II.4.35: Effective Stress Distribution in the Fuel Basket Panels in the Active Fuel Region (for MPC-68MCBS inside HI-STORM 100S Version E) due to Tipover Event ATTACHMENT 5 TO HOLTEC LETTER 5014985 25 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-101

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

Figure 3.II.4.36: Stress Distribution in Basket Shims for MPC-68MCBS Inside the HI-STORM 100S Version E ATTACHMENT 5 TO HOLTEC LETTER 5014985 26 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-102

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

ATTACHMENT 5 TO HOLTEC LETTER 5014985 27 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-103

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-104

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

ATTACHMENT 5 TO HOLTEC LETTER 5014985 29 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-105

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

ATTACHMENT 5 TO HOLTEC LETTER 5014985 30 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-106 Figure 3.II.4.37: Effective Stress Distribution in the Fuel Basket Panels in the Active Fuel Region (for MPC-68MCBS inside HI-STORM 100S Version E1) due to Tipover Event ATTACHMENT 5 TO HOLTEC LETTER 5014985 31 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-107

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

Figure 3.II.4.38: Stress Distribution in Basket Shims for MPC-68MCBS Inside the HI-STORM 100S Version E1 ATTACHMENT 5 TO HOLTEC LETTER 5014985 32 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-116 System at a Nuclear Power Plant, USNRC, Washington D.C., 2007.

[3.II.17]

"Construction of True-Stress-True-Strain Curves for LS-DYNA Simulations,"

Holtec Proprietary Position Paper DS-307, Revision 2.

[3.II.18] Adkins, H.E., Koeppel, B.J., Tang, D.T., Spent Nuclear Fuel Structural Response When Subject to an End Drop Impact Accident, Proceedings ASME/JSME Pressure Vessels and Piping Conference, PVP-Vol. 483, American.

[3.II.19] Dr. Ing. S.F. Hoerner, Fluid Dynamic Drag, 1965.

[3.II.20] EPRI NP-440, Full Scale Tornado Missile Impact Tests, 1977.

[3.II.21]

Bechtel Topical Report BC-TOP-9A, Design of Structures for Missile Impact, Revision 2 (September 1974).

[3.II.22]

10CFR71, Waste Confidence Decision Review, USNRC, September 11, 1990.

[3.II.23] Structural Calculation Package for HI-STORM 100S Version E System, Holtec Report No. HI-2188402, Revision 2.

[3.II.24] Tornado Missile Analysis for HI-STORM 100S Version E System, Holtec Report No. HI-2188390, Revision 2.

[3.II.25] HI-STORM FW FSAR, Holtec Report No.2114830, latest Revision.

[3.II.26] Analysis of the Non-Mechanistic Tipover Event of the Loaded HI-STORM 100S Version E Storage Cask, Holtec Report No. HI-2188448, Revision 4latest Revision.

[3.II.27] NUREG/CR-6865, Parametric Evaluation of Seismic Behavior of Freestanding Spent Fuel Dry Storage Systems, 2005.

[3.II.28] Regulatory Guide 1.60, Revision 2, July 2014, USNRC.

[3.II.29]

Crane Manufacturer's Association of America (CMAA), Specification

1. 70, 1988, Section 3.3.

[3.II.30]

NUREG/CR-6865, Parametric Evaluation of Seismic Behavior of Freestanding Spent Fuel Dry Cask Storage Systems, V. Luk, et. al., February 2005.

[3.II.31]

Witte, M., et al., Evaluation of Low-Velocity Impacts Tests of Solid Steel Billet onto Concrete Pads, and Application to Generic ISFSI Storage Cask for Tipover and Side Drop, Lawrence Livermore National Laboratory, UCRL-ID-126295, Livermore, California, March 1997.

ATTACHMENT 5 TO HOLTEC LETTER 5014985 33 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.II-117

[3.II.32]

HI-STORM Thermal-Hydraulic Analyses Supporting upto 36.9KW High Heat Load Amendment, Holtec Report No. HI-2043317, latest Revision.

[3.II.33]

NRC, Issuance of CoC No. 1032, Amendment 7 for HI-STORM Flood/Wind Multi-Purpose Canister Storage System, August 13, 2024. ADAMS Accession Nos.: ML24199A236(Pkg), ML24199A237(Ltr).

ATTACHMENT 5 TO HOLTEC LETTER 5014985 34 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-2 3.III.2 WEIGHTS AND CENTERS OF GRAVITY Since the weight density of Metamic-HT is significantly less than that of Alloy X, the MPC-68M weighs less than the MPCs listed in Table 3.2.1. The bounding weights for the MPC-68M are provided in Table 3.III.1.

The center of gravity (CG) height of the empty MPC-68M, and various other configurations involving the MPC-68M, is provided in Table 3.III.2.

3.III.3 MECHANICAL PROPERTIES OF MATERIALS The strength properties of Metamic-HT have been characterized through a comprehensive test program, and Minimum Guaranteed Values suitable for structural design are provided in Supplement 1.III.

The fuel basket shims are made of an aluminum alloy ASTM B221 2219-T851 or ASTM B221 6063. Representative mechanical properties for the fuel basket shims are tabulated in Tables 3.III.3 and 3.III.3A. Strictly speaking, the shim is not a structural material because it does not withstand any tensile loads and is located in a confined space which would prevent its uncontrolled deformation under load. The simulation of the shim in the baskets structural model, however, utilizes its mechanical properties of which only the Yield Strength has a meaningful (but secondary) role. Accordingly, in this FSAR, the nominal value of the Yield Strength specified in Tables 3.III.3 and 3.III.3A herein, is set down as a critical characteristic for the shim material.

The minimum value of the Yield Strength reported in the material suppliers CoC must be at least 90% of the nominal value in the above referenced table to ensure that the non-mechanistic tip-over analysis will not have to be revisited. The simulation of the shim in the MPC-68MCBS baskets structural model utilizes a bilinear material model to capture plastic deformation. Since only extremely small plastic deformation is observed, only the Yield Strength has a meaningful (but secondary) role.

The attachment bolts and nuts connecting the continuous basket shims (CBS) to the extended panels of the MPC-68MCBS basket design, as presented on the applicable drawing in Section 1.5, are made of SA/A 193 Grade B8 and Alloy X, respectively. The nominal mechanical properties for the CBS bolts and nuts are tabulated in Table 3.3.1.

The function of the bolts is to maintain the axial connectivity of the basket panels during normal operations, and they do not experience any significant loads during the applicable mechanical loading scenarios under all conditions.

The mechanical properties for all other materials of construction are the same as in Section 3.3 (including all subsections and tables).

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-7 two basket orientations is pictorially shown in Figure 3.III.1, where m denotes the fuel assembly mass, a denotes the maximum lateral deceleration, and d denotes the enveloping size of the fuel assembly. For comparison purposes, the pressure loads on the basket panels are defined as p and q, respectively, for the 0º and 45º orientations. From the figure, the pressure load p that develops in the 0º orientation is 41% greater than the pressure load q that develops in the 45º orientation. Hence, the lateral deflection of a basket panel is much greater for the 0º orientation (which is why it is chosen for detailed analysis). It is also noted that the 90º interior corners where the basket panels intersect do not provide any additional moment resistance because of the slotted joint construction (see Figure 1.III.1); therefore, the 45º orientation (or any other orientation between 0º and 45º) does not give rise to any prying loads at the cell corners.

The fuel basket does not experience significant plastic deformation in the active fuel region to exceed the acceptable limits; plastic deformation is essentially limited locally in cells near the top of the basket beyond the active fuel region for MPC-68M basket. Nonetheless, tTo ensure compliance with the allowable limit in Subsection 2.III.0.1, the maximum permanent deflection of the most heavily loaded basket panel, at any elevation within the active fuel region for the MPC-68M basket, is obtained from the LS-DYNA solution and reported in Table 3.III.4. Note that the basket corner welds are not considered in the tip-over analysis for conservatism. The fuel basket is considered to be structurally safe since it can continue maintaining appropriate spacing between fuel assemblies after the tip-over event.

The MPC enclosure vessel experiences minor plastic deformation at the impact locations with the overpack channel guides; the maximum local plastic strain (8.20.85%, see Figure 3.III.7) is well below the failure strain of the material.

The complete details of the finite element model, input data and results are archived in the calculation package [3.III.6]. In summary, the results of the tipover analysis demonstrate that all safety criteria are satisfied for the HI-STORM 100 cask with MPC-68M basket design, which means:

i.

The maximum primary membrane plus bending stress in the fuel basket panels, within the active fuel region, does not exceed 90% of the true ultimate strength of Metamic-HT material at the applicable temperature per Subsection 2.III.0.1.

ii.

The permanent lateral deflection of the most heavily loaded basket panel in the active fuel region complies with the deflection criterion in Table 2.III.4.

iii.

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PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

iv.

The plastic strains in the MPC enclosure vessel remain below the allowable material plastic strain limit.

An additional tipover analyses are performed for the HI-STORM 100 storage cask with loaded MPC-68MCBS using the same methodology as described above for the tipover analysis containing MPC-68M basket. The LS-DYNA model is constructed according to the dimensions specified in the licensing drawings included in Sections 1.5. The finite element model of the MPC-68MCBS ATTACHMENT 5 TO HOLTEC LETTER 5014985 36 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-8 basket is shown in Figure 3.III.8. The finite element model of the HI-STORM 100 overpack and the ISFSI are the same as described above.

[

PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

Similar to the MPC-68M basket design, the response of the MPC-68MCBS basket during the tipover event is predominantly elastic with very localized areas of plasticity. Nonetheless, tTo ensure compliance with the allowable limit in Subsection 2.III.0.1, the maximum permanent lateral deflection of the most heavily loaded CBS basket panels, at any elevation within the active fuel region for the MPC-68MCBS basket, is obtained from the LS-DYNA solution and reported in Table 3.III.4.

The MPC enclosure vessel experiences minor plastic deformation at the impact locations with the overpack channel guides; the maximum local plastic strain (1.81.96%, see Figure 3.III.9) is well below the failure strain of the material.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-9 The complete details of the finite element model, input data and results are archived in the calculation package [3.III.6]. In summary, the results of the tipover analyses demonstrate that all safety criteria are satisfied for the HI-STORM 100 cask with MPC-68MCBS basket design, which means:

i.

The maximum primary membrane plus bending stress in the fuel basket panels, within the active fuel region, does not exceed 90% of the true ultimate strength of Metamic-HT material at the applicable temperature per Subsection 2.III.0.1. For instance, Figure 3.III.10 shows the stress levels in the active fuel region of the MPC-68MCBS resulting from a tipover event onto the Set A reference ISFSI pad.

ii.

The permanent lateral deflection of the most heavily loaded basket panel in the active fuel region complies with the deflection criterion in Table 2.III.4.

iii.

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PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390

]

iv.

The plastic strains in the MPC enclosure vessel remain below the allowable material plastic strain limit.

As shown in Figure 3.III.1, a representative slice of the MPC-68M fuel basket, consisting of a smaller end section and a full section, is modeled in detail including the contained fuel assemblies and supporting basket shims. The fuel basket panels are modeled with SOLSH190 solid shell elements. The basket shims and each fuel assembly are modeled with SOLID45 solid elements.

The mass density assigned to the fuel assemblies corresponds to the maximum BWR fuel assembly weight per Table 2.1.22, except at the 16 cell locations along the basket perimeter where Damaged Fuel Containers are permitted. At these 16 locations, the mass density corresponds to the maximum weight of a BWR fuel assembly plus DFC per Table 2.1.22. Standard contact pairs using CONTA173/TARGE170 elements are defined at the interfaces of fuel assembly/basket panel, shim/basket panel, and between stacked basket panels including all the intersecting slot locations.

At the perimeter corners, the intersecting basket panels are bonded together in the finite element model, and the strength properties of the corner most elements are then adjusted depending on whether there is a full length weld at that location. At corner locations that are not welded full length (see licensing drawing in Section 1.5), the elastic modulus of the corner elements is reduced to 1% of the MGV in Table 1.III.2 to effectively eliminate the joints shear and moment carrying capacity. The fuel basket material model is implemented with true stress-true strain multi-linear isotropic hardening plasticity model. An elastic material model is used for the basket shims since no plastic deformation is expected. To accommodate large plastic deformation in the fuel basket panels, sufficiently small element sizes (< 0.40 in) are used and 9 integration points through the thickness are specified. A sensitivity study was performed in [2.III.6.2] to confirm that the panel stresses and displacements obtained using solid shell elements are converged and comparable to those obtained using 5 solid elements through the thickness of the panel.

The FEA model of the MPC-68MCBS fuel basket is similar to that of the MPC-68M except for the following notable changes:

ATTACHMENT 5 TO HOLTEC LETTER 5014985 38 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-19 3.III.8 REFERENCES

[3.III.1]

Buckling of Bars, Plates, and Shells, D.O. Brush and B.O. Almroth, McGraw-Hill, 1975, p.22.

[3.III.2]

Properties of Aluminum Alloys, Tensile, Creep, and Fatigue Data at High and Low Temperatures, ASM International, November 2006.

[3.III.3]

ASME Boiler & Pressure Vessel Code,Section II, Parts A and D, American Society of Mechanical Engineers, 2007.

[3.III.4]

Deleted.

[3.III.5]

ASTM Specification B221M-07, Standard Specification for Aluminum and Aluminum-Alloy Extruded Bars, Rods, Wire, Profiles, and Tubes (Metric).

[3.III.6]

Analysis of the Non-Mechanistic Tipover Event of the Loaded HI-STORM 100 Storage Cask, Holtec Report No. HI-2240678, Revision 1.

[3.III.7]

HI-STORM Thermal-Hydraulic Analyses Supporting upto 36.9KW High Heat Load Amendment, Holtec Report No. HI-2043317, latest Revision.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-24 TABLE 3.III.4 PERMANENT LATERAL DEFLECTION OF FUEL BASKET PANELS DUE TO NON-MECHANISTIC TIPOVER OF HI-STORM 100 OVERPACK Fuel Basket Type Max. Calculated Deflection, (in)

Allowable Limit (in)

Safety Factor Set A ISFSI Pad MPC-68M 0.0216 0.03025 1.40 MPC-68MCBS 0.0267 0.03025 1.13 Set B ISFSI Pad MPC-68M 0.0161 0.03025 1.88 MPC-68MCBS 0.0197 0.03025 1.54 Maximum permanent deflection is calculated following the steps outlined in Table 3.II.4.14.

Calculated values are maximum average permanent deflections across width of basket panel (per steps 1 thru 7 in Table 3.II.4.14). Maximum calculated deflection excludes perimeter fuel basket panels.

Equal to 0.005 times the cell inner dimension per Subsection 2.III.0.1 and Table 2.III.4. Cell inner dimension obtained from drawing packages in Section 1.5.

Refer to Table 2.2.9.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-40

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

FIGURE 3.III.4 LS-DYNA Model - MPC-68M Fuel Basket (note: the different colors represent regions with bounding temperatures of 360°C, 350°C, 335°C, 325°C, 310°C, 290°C, 280°C and 200°C per thermal contours from [3.III.7], respectively)

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-44

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

FIGURE 3.III.8 LS-DYNA Model - MPC-68MCBS Fuel Basket (note: the different colors represent regions with bounding temperatures of 360°C, 340°C, 325°C, 300°C, 285°C, 270°C, 260°C, 200°C and 180°C per thermal contours from [3.III.7]respectively)

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-45

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

FIGURE 3.III.9: Maximum Plastic Strain - MPC-68MCBS Enclosure Vessel ATTACHMENT 5 TO HOLTEC LETTER 5014985 43 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-46

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[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-47

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-48

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[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL HI-STORM 100 FSAR Proposed Rev. 25a REPORT HI-2002444 3.III-49

[PROPRIETARY INFORMATION WITHHELD PER 10CFR2.390]

FIGURE 3.III.10: Effective Stress Distribution in the Fuel Basket Panels in the Active Fuel Region (for MPC-68MCBS inside HI-STORM 100) due to Tipover Event ATTACHMENT 5 TO HOLTEC LETTER 5014985 47 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-15 3.IV.4.3.4 Non-mechanistic tip-over The storage system is evaluated for the non-mechanistic tip-over using the same methodology and acceptance criteria used to evaluate HI-STORM Version EFW with MPC-32M in Supplement 3.IISubsection 2.2.3 of [3.IV.2].

This loading case described in Paragraph 2.2.3.2 applies to a loaded HI-STORM 100 Version UVH module that is not anchored (or otherwise constrained from overturning on the ISFSI pad). The objective of the analysis is to demonstrate that the plastic deformation in the fuel basket is limited to the value at which the criticality safety is maintained, retrieval of the fuel by normal means is assured, and that there is no significant loss of radiation shielding in the storage system.

The tip over event is an artificial construct wherein the HI-STORM 100 Version UVH overpack is assumed to be perched on its edge with its C.G. directly over the pivot point A (Figure 3.IV.4.7).

In this orientation, the overpack begins its downward rotation with zero initial velocity. Towards the end of the tip-over, the overpack is horizontal with its downward velocity ranging from zero at the pivot point (point A) to a maximum at the farthest point of impact. The angular velocity at the instant of impact defines the downward velocity distribution along the contact line.

[

PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 ATTACHMENT 5 TO HOLTEC LETTER 5014985 48 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-16

]

[

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Table 3.IV.4.6, summarizes the maximum plastic strain results, along with the corresponding material failure stain. Further details pertaining this analysis are presented in [3.IV.15].

[

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-17 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390

]

The complete details of the finite element model, input data and results are archived in the calculation package [3.IV.15]. In summary, the results of the tipover analyses demonstrate that all safety criteria are satisfied for the HI-STORM 100 Version UVH cask with MPC-32M and MPC-68M basket designs, which means:

ATTACHMENT 5 TO HOLTEC LETTER 5014985 50 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-18

i.

The maximum primary membrane plus bending stress in the fuel basket panels, within the active fuel region, does not exceed 90% of the true ultimate strength of Metamic-HT material at the applicable temperature per Subsection 2.II.2.6. For instance, Figure 3.IV.4.28 shows the stress levels in the active fuel region of the MPC-68M.

ii.

The permanent lateral deflection of the most heavily loaded basket panel in the active fuel region complies with the deflection criterion in Table 2.II.2.4.

iii.

[PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390]

iv.

The plastic strains in the MPC enclosure vessel remain below the allowable material plastic strain limit.

v.

The cask closure lid does not dislodge after the tipover event, i.e., the closure lid bolts remain in-tact.

vi.

The closure lid does not suffer any gross loss of shielding.

vii.

The shielding capacity of overpack is not compromised by the tip-over accident and there is no gross plastic deformation in the overpack to affect the retrievability of the MPC.

3.IV.4.3.5 Snow Load The stress analysis of the overpack lid under snow load condition is performed using ANSYS

[3.IV.9]. The finite element model used is essentially the same as shown in Figure 3.IV.4.1 apart from the loads and the boundary conditions. The normal snow pressure of 100 lb/ft2 is used per Table 2.2.8 of the FSAR [3.IV.1]. The resulting stress distribution in the steel structure of the overpack lid under the applied snow load is shown in Figure 3.IV.4.27. The maximum stresses and the corresponding safety factors are summarized in Table 3.IV.4.8 per [3.IV.10]. For conservatism, the maximum primary stress in the lid is compared against the primary membrane and primary bending stress limits per Subsection NF (class 3 structures) of the ASME Code for Level A conditions. The allowable stresses are taken at bounding temperature, which exceeds the maximum operating temperature for the overpack top lid under normal operating conditions.

3.IV.4.3.6 Design Basis Earthquake As noted in Table 2.IV.2.1, because the outer diameter (OD) and height of the CG of Version UVH cask are essentially identical to the reference cask analyzed in Chapter 3, the discussion in Section 3.4.7 per [3.IV.1] is applicable to Version UVH cask. Hence, no new analysis for the design basis earthquake is warranted.

3.IV.4.3.7 Cold Service Conditions The value of the ambient temperature has two principal effects on the HI-STORM 100 Version UVH system, namely:

i. The steady-state temperature of all material points in the cask system will go up or down by the amount of change in the ambient temperature.

ii. As the ambient temperature drops, the absolute temperature of the contained helium will drop accordingly, producing a proportional reduction in the internal pressure in accordance with the Ideal Gas Law.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-26 Table 3.IV.4.6: Maximum Local True Plastic Strain Results (MPC-32M) Intentionally Deleted

[

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Table 3.IV.4.7: Intentionally DeletedMaximum Local True Plastic Strain Results (MPC-68M)

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-27 Table 3.IV.4.8: Factor-of-Safety for HI-STORM 100 Version UVH Lid under snow load Item Calculated Value (ksi)

Allowable Limit (ksi)

Safety Factor Lid Assembly - Primary Membrane Stress 9.62 16.6 1.73 Lid Assembly - Primary Membrane Plus Bending Stress 9.62 24.9 2.59 Table 3.IV.4.9: Permanent Lateral Deflection of Fuel Basket Panels Due to Non-Mechanistic Tipover of HI-STORM Version UVH Overpack Fuel Basket Type Max. Calculated Deflection, (in)

Allowable Limit (in)

Safety Factor MPC-32M 0.034 0.04375 1.29 MPC-68M 0.0271 0.03025 1.12 Maximum permanent deflection is calculated following the steps outlined in Table 3.II.4.14.

Calculated values are maximum permanent deflections at mid-span of basket panel (per steps 1 thru 6 in Table 3.II.4.14); conservatively element averaging (per step 7 in Table 3.II.4.14) is not performed. Maximum calculated deflection also includes perimeter fuel basket panels.

Equal to 0.005 times the cell inner dimension per Subsection 2.II.2.6 and Table 2.II.2.4. Cell inner dimension obtained from drawing packages in Sections 1.5 and 1.II.5.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-28 Table 3.IV.4.10: Peak Impact Deceleration at Fuel Assembly Top Elevation Due to Non-Mechanistic Tipover of HI-STORM 100 Version UVH Fuel Basket Type Peak Impact Deceleration (g)

MPC-32M 66.6 MPC-68M 70.4 Deceleration time histories are filtered using the LS-DYNA built-in Butterworth filter with a cut-off frequency of 350 Hz to obtain peak impact decelerations; same filter was used for the HI-STORM 100 non-mechanistic tip-over analysis [3.A.7].

Value is obtained by multiplying the maximum rigid body deceleration of the MPC lid by a factor of 0.965, which is the height ratio of the fuel assembly top elevation to the centroid of the MPC lid.

ATTACHMENT 5 TO HOLTEC LETTER 5014985 54 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-40 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 Figure 3.IV.4.12: LS-DYNA Model - MPC 32M Fuel Basket (note: the different colors represent regions with bounding temperatures of 360°C, 345°C, 315°C, 295°C, 270°C, 250°C, 230°C and 215°C per thermal contours from [3.IV.16], respectivelynote: the different colors represent regions with bounding temperatures of 350°C, 325°C, 300°C and 275°C, respectively)

ATTACHMENT 5 TO HOLTEC LETTER 5014985 55 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-50 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 Figure 3.IV.4.22: LS-DYNA Model - MPC-68M Fuel Basket (note: the different colors represent regions with bounding temperatures of 340°C, 325°C, 300°C, 280°C, 260°C, 240°C, 215°C and 210°C per thermal contours from [3.IV.16])

Maximum Plastic Strain - MPC 68M Fuel Basket ATTACHMENT 5 TO HOLTEC LETTER 5014985 56 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-51 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 Figure 3.IV.4.23: Maximum Plastic Strain - MPC 68M Enclosure Vessel ATTACHMENT 5 TO HOLTEC LETTER 5014985 57 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-52 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 Figure 3.IV.4.24: Maximum Plastic Strain - MPC 68M HI-STORM Overpack (Excluding Concrete)

ATTACHMENT 5 TO HOLTEC LETTER 5014985 58 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-53 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 Figure 3.IV.4.25: Maximum Plastic Strain - MPC 68M HI-STORM Overpack Closure Lid Bolts ATTACHMENT 5 TO HOLTEC LETTER 5014985 59 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-54 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 Figure 3.IV.4.26: Maximum Plastic Strain - MPC 68M HI-STORM Overpack Lid (The primary strains are within the material's failure limit; hence the lid will not dislodge,)

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-56 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 ATTACHMENT 5 TO HOLTEC LETTER 5014985 61 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-57 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 ATTACHMENT 5 TO HOLTEC LETTER 5014985 62 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-58 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 ATTACHMENT 5 TO HOLTEC LETTER 5014985 63 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-59 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 Figure 3.IV.4.28: Effective Stress Distribution in the Fuel Basket Panels in the Active Fuel Region (for MPC-68M inside HI-STORM 100 Version UVH) due to Tipover Event ATTACHMENT 5 TO HOLTEC LETTER 5014985 64 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-60 PROPRIETARY INFORMATION WITHHELD IN ACCORDANCE WITH 10CFR2.390 Figure 3.IV.4.29: Stress Distribution in Basket Shims for MPC-68M Inside the HI-STORM 100 Version UVH ATTACHMENT 5 TO HOLTEC LETTER 5014985 65 of 67

HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-61 3.IV.6 References

[3.IV.1]

HI-STORM 100 FSAR, Holtec Report No.2002444, latest Revision.

[3.IV.2]

HI-STORM FW FSAR, Holtec Report No.2114830, latest Revision.

[3.IV.3]

NUREG-0612, "Control of Heavy Loads at Nuclear Power Plants," United States Nuclear Regulatory Commission.

[3.IV.4]

Regulatory Guide 3.61 (Task CE306-4) Standard Format for a Topical Safety Analysis Report for a Spent Fuel Storage Cask, USNRC, February 1989.

[3.IV.5]

ASME Boiler & Pressure Vessel Code,Section III, Sub-section NB, 1995 Edition with addenda up to and including 2010.

[3.IV.6]

ASME Boiler & Pressure Vessel Code,Section III, Sub-section NF, 1995 Edition with addenda up to and including 2010.

[3.IV.7]

Crane Manufacturer's Association of America (CMAA), Specification#70, 1988, Section 3.3.

[3.IV.8]

Structural Calculation Package for HI-STORM Overpack, Holtec Report No. HI-2012769, Revision 18.

[3.IV.9]

ANSYS 17.1, ANSYS, Inc., 2016.

[3.IV.10]

Structural Calculation Package for HI-STORM 100 Version UVH Storage Cask, Holtec Report No. HI-2210241, Revision 0.

[3.IV.11] Bechtel Topical Report BC-TOP-9A, Design of Structures for Missile Impact, Revision 2 (September 1974).

[3.IV.12]

10CFR71, Waste Confidence Decision Review, USNRC, September 11, 1990.

[3.IV.13]

LS-DYNA, Version 971, Livermore Software Technology, 2006.

[3.IV.14]

Witte, M., et al., "Evaluation of Low-Velocity Impacts Tests of Solid Steel Billet onto Concrete Pads, and Application to Generic ISFSI Storage Cask for Tipover and Side Drop," Lawrence Livermore National Laboratory, UCRL-ID-126295, Livermore, California, March 1997.

[3.IV.15]

Analysis of the Non-Mechanistic Tipover Event of the Loaded HI-STORM 100 Version UVH Storage Cask, Holtec Report No. HI-2210290, Revision 2latest Revision.

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HOLTEC INTERNATIONAL COPYRIGHTED MATERIAL REPORT HI-2002444 Proposed Rev. 25a 3.IV-62

[3.IV.16]

Thermal Evaluation of HI-STORM 100 Version UVH, Holtec Report No. HI-2210138, latest Revision.

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