L-76-203, Letter Transmitting Appendix C, as Supplemental Information to Proposed Modification of Spent Fuel Storage Facility

Letter Transmitting Appendix C, as Supplemental Information to Proposed Modification of Spent Fuel Storage Facility

ML18227B783
Person / Time
Site:	Turkey Point
Issue date:	06/01/1976
From:	Pearson J, Robert E. Uhrig Florida Power & Light Co
To:	Stello V Office of Nuclear Reactor Regulation
References
L-76-203
Download: ML18227B783 (7)

Text

NIIC FoAM 19b V.S. NVCLI!AllAEGULATOIIYCOMMI"SION DOCKET N II A IZ.TS) I 50 250 251 FILE NUMOEA NRC DISTR II3UTION F'on PART 50 DOCKET MATERIAL Tol, V. 'Stello FIIOM: Flordia. Power 8 Light'Co. DATE OF DOCUMENT R.E. Uhrig" 6-1-76

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,'Miami, Flordia DATE RECE>VEO 6-x-76

@LETTER J1NOTOAIZEO PROP. INPUT FOAM NUMBER OF COPIES RECEIVED 80AIGINAL QUNCLASSIF IED C3 COP Y l 43 DESCRIPTION Lt ENCLOSURE

'I Ltr. 're. their 1-28-76 submittal...trans the Supplemental .Information related to Proposed following....... Modification of Spent Fuel Stoppage Facility...

W/Attachments...;..;

(3 Signed 8 40 Carbon Cys. Received)-

(4 Pages)

DO NOT REMOVh ACKNDWI,gDGKD PLANT NAtIE: Turkey Pt. 8 3 & 4 SAEETY FOR ACTION/INFORMATION ENVXRO SAB 6-4-76 ASSXGilED AD: ASSXCNED AD RANCH CD ASST'ear CEIIEr":

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.c June '1, 1976 I

8 i Office of Nuclear Reactor Regulation Attn: Mr. Victor Stello, Jr., Director 8 i Division of Operating Reactors U. S. Nuclear Regulatory Commission Washington, D. C. 20555

Dear Mr. Stello:

Re: Turkey Point Plant Units 3 and 4 Docket Nos. 50-250 and 50-251 Proposed Amendment to Facility Operatin'g Licenses DPR-.31 and DPR-32 Supplemental information

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4 Attached herewith is supplemental information related to our proposed modification of our spent, fuel storage facility originally submitted on January 28, 1976.

This information is submitted as Appendix C of our Spent Fuel Storage Facility Modification Safety Analysis Report.

Very truly yours, Robert E. Uhrig Vice President REU/GDW/hlc Attachment cc: Jack R. Newman, Esp.

HELPING BUILD FLOR IDA

APPENDIX C li Appendix C provides additional information on the cask crane to be used in the transfer of fuel between units 3 and 4. It also provides additional information on several hypothetical accidents related to the cask crane.

The Whiting Crane Handbook identifies the maximum obtainable speeds for lowering and raising of loads from 0 to 100% of rated crane capacity for cranes employing wound rotor hoist motors. The Turkey Point spent fuel cask crane has a wound rotor motor.

From the handbook we have determined that for a crane load of 0% of rated crane capacity,'he maximum lowering speed obtainable is 100% of rated main hoist speed; i.e. 7 feet per minute and the maximumhoisting speed obtainable is 95%

of rated main hoist speed, i.e. 6.65 feet per. minute. For a crane load of 24% (25 tons) of rated crane capacity, the maximum lowering speed obtainable is 103% of rated main hoist speed, i.e. 7.21 feet per minute and the maximum hoisting speedobtainable is 94% of rated main hoist speed, i.e. 6.58 feet per minute. For a crane load of 100% (105 tons) of* rated crane capacity, the maximum lowering speed obtainable is 110% of rated main hoist speed, i.e. 7.70 feet per minute and the maximum hoisting speed obtainable is 85% of rated main hoist speed, i.e. 5.95 feet per minute. These speeds are based on the crane employing the 5th position of a 5 position speed controller which our crane has.

Using a hoist lowering velocity of 7.21 ft./min. does not significantly change the dynamic loads associated with brake setting when compared to the dynamic loads associated with the 7 ft./min. discussed in our May 25, 1976 submittal.

Component cooling water (CCW) supply and return lines to the spent fuel pit heat exchanger pass through the cask wash,'area, and, theref'ore, could hypothecially be.

damaged during the transfer. Since loss of cooling water to the spent fuel pit heat exchanger has previously been analyzed, information is presented here on the effect of this accident on the balance of the unit.

During all fuel transfer operations, the CCW system will be pre-split into the redundant A & B headers and the piping in the cask wash area will be tied to only one header therefore, only one header will be .affected by any. damage. to these lines.

If either or'oth of the CCW lines are severed within the cask wash area, they will be isolated from the remainder by the appropriate header isolation valves of the CCW system.

This would result in a loss of CCW to the non-regenerative HTX, thesealwater HTX, and three charging pumps.

The excess letdown portion. of the CVCS could be used in place of the non-regenerative HTX, since the excess letdown HTX would not be affected. The unit can also be operated indefinitely without seal injection water since the RCP thermal barriers would not be effected.

CCW is used by the charging pumps to cool the hydralic coupling oil.

Additional- cooling will be supplied by a temporary connection from the service water system, and directing the discharge to a floor drain. The necessary fittings and hoses will be made available at the changing pumps in each unit for this purpose.

APPENDIX' pagp 2 With the supply of temporary cooling to a charging pump the affected unit can be safely operated or shutdown. Procedures are being developed to cover this operating condition.

The fuel transfer alley is bordered on the west by the auxiliary building and on the east by two refueling water tanks, two primary water storage tanks, a hydrogen and nitrogen gas storage building, and above ground piping associated with the refueling and primary water storage tanks.

The east wall of the auxiliary building protects the component cooling water heat exchangers and pumps and the high head safety injection pumps. The wall 9s 12 inch thick reinforced concrete. Our architect engineer has analyzed the capability of the east wall of the auxiliary building to take an impact resulting from a tipped or swinging cask. The analysis indicates that the maximum penetration is approximately 1/2 inch with no spalling or fracturing of the

'concrete 'occurring. Therefore no additional precaution or protection is required.

Along the east side of the fuel transfer alley barriers have been designed and will be provided to take the impact of a tipped or swinging cask in order to protect the exposed equipment.

A sketch (Figure Cl) of these barriers is included for your information.

FIGURE C l: CASK TILTING GUARD RAIL wen Beam (

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