ML20005A795
| ML20005A795 | |
| Person / Time | |
|---|---|
| Site: | River Bend  |
| Issue date: | 06/24/1981 |
| From: | Draper E GULF STATES UTILITIES CO. |
| To: | Eisenhut D Office of Nuclear Reactor Regulation |
| References | |
| RTR-NUREG-0612, RTR-NUREG-612 RBG-10-612, NUDOCS 8107010273 | |
| Download: ML20005A795 (14) | |
Text
- .
GULF STJETES UTILITIES COMPANY POST OFPtCE Bo*295i a OsAUvoNT. TEAAS 77704 D I AREA cooE 713 938-3G43 4 June 2h, 1981 l
/ /[ f u\
n3G- 10,612
,7 U u,4/ 30 bS4 File No. G9.11 ,,klg /gg Mr. Darrell G. Eisenhut, Director Nuclear Reactor Regulation v/t -
g/Q s
j U. S. Nuclear Regulatory Co==ission -
Washington, D. C. 20555 2 ear Mr. Eisenhut:
Gulf States Utilities Co=pany (GSU) has reviewed your letter of December 22, 1980 concerning the " Control of Heavy Loads." The informa+1on provided documents the results of our reviev and actions being taken.
In you2 letter you requested that submittals concerning our re-viev af heavy loads be made in tvc parts. Part cne, included herein, includes a review of Section 2.1 in your Enclosure 3, " Request for Additional Information on Centrol of Heavy *. cads." Part two vill include Sections 2.2 and 2.3 af Enclosure 3 and will be submitted oy September 22, 1931.
.v River Send Station's plant procedures, training program, inspection and maintenance programs vill be developed in accordance with Section 5.1 of :."JREG-0612. A polar crane load drop analysis is currently being performed and vill be incorporated into Section 9.1.h.3 of the Final Safety Analysis Report in a future amendment (see Section 2.1.1, Page 1 of Attachment).
Gulf States Utilities Ccm.;any has projected a Fuel Load date of October, 1983 Any concerns related to NUREG-0612 vill be addressed prior to our Fuel Load date and incorporated in the design, construction and operation of the River Bend Station.
Sincerely,
( , '
E. L. Draper, J .
Vice President Nuclear Technology ELD /RJK/kt -
g Attachment hG 8107010273 810624 j PDR ADOCK 05000458 7 IA ' 11 A PDR
1 of 2 Attachment 1 Enclosure 3 2.1.1 The only overhead handling system from which a load drop may result in damage to safe shutdown or decay heat removal equipment is the reactor building polar crane (RBPC). The equipmentofconcernwithregardtotgeRBPCarecontainment el 162'3") , hydroger. mixing fans unitcoolers(1HVR*UCIA,y;hydrogenrecombiners (1 CPM *FNIA,B; el 162'3") ,3 .
(1HCS*RBNRIA,B; el 186'3") , and various containment atmosphere monitoring isolation valves and their respective
?.ines. A polar crane load drop analysis is currently being performed and will be incorporated into the FSAR in a future amendment, as per FSAR Section 9.1.4.3.
, 2.1.2 The definition of heavy load, "a load whose-weight is greater
- than the combined weight of a single spent fuel assembly and f
its handling tool," as promulgated by NUREG-v612 precludes the consideration of: jib crane located adjacent to the containment fuel storage pool; channel handling boom; and various containment cranes including the refueling and auxiliary platforms and the fuel building's fuel handling platform. All cranes mentioned above are not expected to carry loads heavier than a spent fuel assembly. The fuel building bridge crane (FBBC,15 ten) and the spent fuel cash trolley (SFCT, 125 ten) carry no loads over safe shutdown or decay heat removal equipment and are prec'aded from consideration (the attached FSAR text and fi;ures elaborate).
The radwaste building overhead crane, turbine building cratie, and intake structure gantry crane do not carry heavy loads over safe shutdown or decay heat removal equipment.
4 2.1.3 (a) Attached ar figures locating spent fuel and safety-related equpment. Safe load paths will be defined pending the completion of the polar crane load drop analysis.
(b) Having defined safe load paths after due consideration of the results of the polar crane load drop analysis, measures ensuring observance of these paths will include operator training and written procedures.
1 Safety-related. equipment.
l 300RORGIML
2 of 2 (c) Loads handled by the RBPC will include:
Lifting Load .Egt. Device Egt.
Drywell Head 52 tons dryer / separator 4 tons strongback RPV Head 64 tons head /strongback 20 tons carousel dryer /
separator Steam Dryer 32 tons strongback 4 tons Steam Separator 45 tons dryer / separator 4 tons strongback Portable Refueling 20 tons (est.) undetermined Shield i
RPV Head Insula- 11 tons (est.) d ryer/sepa ra to r 4 tons tion & Support Frame strongback Procedures covering the handling of these heavy loads 4
will be written prior to fuel load.
(d) ANSI N14.6-1978 and ANSI B30.9-1971 do not pertain to the RBPC, the dryer / separator strongback, or the head /strongback carousel. Any use of slings will comply with ANSI B30.9-1971.
(e) Inspection, testing, and maintenance procedures will comply with Chapter 2-2 of ANSI B30.2-1976.
(f) The RBPC design includes the applicable design requirements of AWS D1.1, NEC Article 610, NEMA MG1-18.501 through MG1-18.518, and CMAA Specification No. 70 as a Service Class A-1 crane. The RBPC is designed to Seismic Category I requirements. 29CFR17, Part 1910.179. .
(including amendment dated July 1, 1973) and ANSI B30.2.0 are also incorporated into the crane design.
(g) The guidelines of ANSI B30.2-1976 will be followed, where applicable, with respect to operator training, qualification, and conduct.
I
i l
RBS FSAF to detect a low pool water level,'and adequate makeup water is available to assure that the fuel is not uncovered should a leak occur.
Sines the fuel storage racks are made of noncombustible mator:..a1 and are stored under water, there is no potential fire nazard. The large water volume also protects the spent fuel storage racks from potential pipe breaks and associated jet impingement leads.
9.1 2.3.3 Protection Features of Spent Fuel Storage facilities
- 1. The layout of the fuel handling areas around the fuel pool in the fuel building (Fiq. 1.2-20 and 1.2-22) is desioned such that the traversing of any heavy obiects over stored scent fuel is precluded. The scent fuel cask cool and the scent fuel cask trolley are chysically outside the boundaries of the fuel pool, with the only interconnection being a fuel transfer slot which is sealed by a watertight gate. Therefore, the spent fuel i cask handling crane, which passes over the cask storace area, cannot in any way be traversed over any cortion of the fuel pool.
(
In addition, the scent fuel cask trolley has a fixed main hoist. i.e., the hoist centerline is fixed between the runwav rails with no capability fcr traversing between the runways. This arrangement crecludes an off-center lowering of the spent fuel cask, and a vertical cask drop cannot impinge upon spent fuel racks.
, The fixed main hoist arrangement also makes a cask drop at an angle unlikely. The consequences of a cask drop, at an angle or vertically, may result in local yielding and possible rupture of the cask pool liner. The i watertignt gate which is in the sealing position during
- cask transfer operations prevents loss cf water from the spent fuel pool and no damage to the spent fuel results.
No satety-related equipment is located near the spent fuel cask pool or near the scent fuel cask handling area.
During all cask handling operations, the watertight gate is cicsed, thus restricting any water loss resulting l
from the consequences cf a cask drop accident and i postulated damage to the cask storage area. Even in the abnormal event of the gate being open during cask handling operations, breaching of the cask area liner due to a' cask drop would only lower the fuel pool water 9.1-14 _.
I l - - -
RBS FSAF level to the bottom of the fuel transfer slot. The design of the slot is such that this level is a sufficient height above the top of the spent fuel racks so as to maintain the stored < fuel totally submerged in water (Fig. 9.1-7) . Thus, the gate may be replaced and the fuel pool water level restored with no threat of damage to stored spent fuel bundles or to personnel.
- 2. Any high levels of radioactivity released in the fuel building are detected in the fuel building ventilation exhaust. Automatic controls are provided to divert thiJ exhaust through the fuel building charccal filtration system prior to release to the atmosphere. For further details see Section 9.4.2.
- 3. Administrative procedures require periodic sampling of the leak test system on the spent fuel pool liner.
Little cr no leakage is expected during ncrmal operating conditions.
Should ' sampling cf a drainage-monitoring tap indicate water leakage out of the spent fuel pool, the leakage ficw rate is determined at the sampling station using a measured container and stopwatch. Since the leak test system is divided into several zcnes and each tap k monitors drainage f rom one of these zcnes, the general lccation of the leak is determined. The introduction of pressurized air into the drainage-monitoring tap causes air bubbles to escape into the fuel pool water through the leaking seam, thus enabling precise location of the leak.
Secticn 9.1.2.1.1.1 discusses additional protection features for the spent fuel storage facility.
9.1.2.4 Inspection and Testing Bequirements 9.1.2.4.1 containment Fuel Storage Ins containment spent fuel storage racks require no periodic special testing or inspection for nuclear safety purposes.
9.1.2.4.2 Fuel Building Fuel storage A poison surveillance program will be conducted throughout the life of the spent fuel stcrage racks to ensure that the neutron-absorbing material is not deteriorating or altering in any way which would not be expected based cn the poison material qualification tests. Foison ccupons are situated in the pool in areas'that are expected to see the scst
' 9.1-15
. RBS FSAR C servicing equipment and address safety aspects of the design where applicable.
9.1.4.2.1 Spent Fuel Shipping Cask The design of the spent fuel shipping cask storage and handling facilities is based upon a cask with the approximate dimensions of 12 ft in diameter and 18 ft in length, with a maximum loaded weight of approximately 125 tons.
These large casks are shipped to and from the site on a specially designed rail car. Smaller casks are shipped on a flatbed trucx equipped with suitable cask hold-down devices and heat exchangers as required. Design of the casks and transport vehicles conform to the rules and regulations for packaging and transportation of radioactive materials (10CFR71 and 49CFR171-178) .
9.1.4.2.2 Cverhead Eridge Cranes 9.1.4.2.2.1 Spent Fuel Cask Trolley The arrangement of the spent fuel cask handling system is shown in Fig. 9.1-9.
The SFCT, located at the eastern end of the fuel building, is an overhead electric trolley with an auxiliary bridge.
The trolley (Fig. 9.1-10) travels in a north-south direction on a straight runway and houses the 125-ton main hoist whose hook position is fixed laterally at the midpoint of the trolley span. The auxiliary bridge consists of two wide flange double beam girders and is permanently fixed to the main trolley. The auxiliary bridge is not provided with a separate drive, but is driven hy means of the main trolley drive. The auxiliary trolley rails are mcunted on the centerlines of the auxiliary bridge girders and span their entire length. The auxiliary trolley houses the 15-ton auxiliary hoist and moves in a plane of travel perpendicular to the main runway.
The primary function of the main hoist and trolley is to upend and transfer the spent fuel shipping cask. For the performance of this function, the SFCT has been designed for service in the outside environment. It is used to service the transporting vehicle and the fuel transferring mechanism in the fuel transfer canal. The SFCT rails do not extend over any portion of the spent tuel pool; thus, the cask cannot be transported over the spent fuel.
km ,9.1-29 l
RBS FSAB The SFCT is operated from an operator's cab located beneath the main trolley and the auxiliary bridge. Controls for the main hoist and trolley, and auxiliary, hoist and trolley are fully magnetic,. reversible, with five steps of variable speed. The load control for the main hoist is provided by an eddy current control brake for hoisting and lowering motions. In addition to this electric brake, the main hoist has two independent shoe-type holding brake # which are automatically applied to the hoist motor shaft when the motor is de-energized. The main trolley rovement is controlled by a self-adjusting brake, hydraulically operated and actuated by a foot lever in the cab. Additionally, the main trolley is provided with an electric parking brake which engages only when the magnetic main line disconnect is open.
Due to the precise handling requirements for upending the spent fuel shipping cask, both the main hoist and main trciley are provided with an inching device. These devices provide a continuous maximum speed nct greater than 0.5 fpm regardless of load for both the main hoist and main trolley.
Each hoist is provided with limit switches to stop the hoist in its highest and icwent safe position. In addition, the main hoist is equipped with a slack cable limit switch to prevent hoisting and lcwering against a slack cable and with (
a centrifugal limit switch to apply the holding brakes in (,
the event of an overspeed. Each hoist is alsc provided with a load-limiting device that senses an overload on the hoist and stops the hoisting motion. This cutoff switch interrupts the hoisting motion, but does not affect the lowering circuit. Upon lowering and removing the load, the load-limiting device autcmatically resets and peraits hoisting operations to continue.
9.1.4.2.2.2 Fuel Building Bridge Crane The fuel building bridge crane is a welded box girder, overhead crane that travels in an east-west direction in the fuel building. The trolley houses the 15-ton hoisting assembly and travels laterally on its rails which are mounted on the centerlines of the girders (see Fig. 1. 2-21) .
The crane is controlled by a pendant control box suspended from the bridge and independent of the trcliey location.
The primary function of the bridge crane is the handling of new fuel between the receiving area and the new fuel inspection stand and/or the new fuel storage vault. During construction the crane rails extend over the spent fuel pool so that the crane can be used for placement of the high density fuel racks (HDFR). This extension is controlled with intericcks (physical blocks) after placement of the 9.1-30 -
- -. . _ . . ._ .. 2
~
HDFNs so that the crane is prevented from crcssing over the ~
scent fuel pool.
controls for the bridge, hoist, and trolley motors are fully magnetic reversible with five steps of variable speed. The hoist is equipped with an eddy current control brake for hoisting and lowering motions. Accompanying the control trake are two independent holding brakes which are automatically applied to the hoist motor shaft when the motor is de-energized. Cne hciding trake is the dc-rectified type; the other a motor-mounted disc brake.
The bridge motor is equipped with an electric shoe trake that automatically and immediately is applied to the bridge
. motor shaft ir. the event of loss of power. The trolley traverse motor has an ac disc brake that respcnds to a loss of power in the same manner as the bridge brake.
9.1. 4. 2. 2. 3 Reactor Building Polar Crane The RDPC ccr.sists of two girders and a trolley. The crane, shown in Fig. 1.2-12, is of welded box girder construction with the girders ccnnected by end ties at the left and right ends of the girders. This bridge assembly rests on circular runway rails (el 214 ft 3 in) which provide for 360-deg 3 rotation of the crane girders. The runway rails are mounted
) on a circular support structure welded to the containment vessel. The trolley travels laterally on its rails mounted on the crant jirders and serves as the platterm for the main (100-ton) ano auxiliary (5-ton) hoisting mechanisms. The crane can te operated from either the bridge-mounted cab or frcm a pendant control suspended from the bridge.
The REPC is used to move the portable refueling shield, drywell head, reactor vessel head, steam dryer, steam separator, and reactor vessel head insulation and support frame. Curing the construction phase, the crane is used for the lif ting and placement of major machinery and equipment.
The REFC is not used for handling of fuel.
Controls for the bridge, auxiliary hoist, and trolley motors are fully magnetic reversible with five steps of variable speed. Controls for the main hoist are of the variable, stepless direct current static type. The vain hoist is provided with phase loss and phase reversal protection to prevent hoist brakes from being released until the motor field is energized and armature current is flowing. The load control for the auxiliary hoist is provided by eddy-current braking for hoisting and lowering motions. The main hoist has dynamic control with an euergency feature which automatically lowers the lead at a safe rate in the 9.1-31 1 ?003BRFIM
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