ML20195F403

SAR on Paducah Tiger Protective Overpack for 10-Ton Cylinders of Uranium Hexafluoride, Rev 1,including Table of Contents,Chapters 2,3 & 7 Changes

ML20195F403
Person / Time
Site:	07106553
Issue date:	06/07/1999
From:	UNITED STATES ENRICHMENT CORP. (USEC)
To:
Shared Package
ML20195F379	List: ML20195F373 ML20195F403
References
KY-665-02, KY-665-2, KY-665-R01, KY-665-R1, NUDOCS 9906140324
Download: ML20195F403 (42)

Text

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. to GDP 99-0100 Proposed Changes KY-665, " Safety Analysis Report on the "Paducah Tiger" Protective Overpack for 10-Ton Cylinders of Uranium HexaGuoride" Revision 1 Insertion / Removal Instructions I

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PDR ADOCK 07106553 C

PDR,,

l KY-665, " SAFETY ANALYSIS REPORT ON TIIE "PADUCAH TIGER" PROTECTIVE OVERPACK FOR -

10-TON CYLINDERS OF URANIUM HEXAFLUORIDE" REVISION 1 -

< REMOVE / INSERT INSTRUCTIONS q

Remove Pages Insert Pages Table of Contents Table of Contents iv iv v

V vi vi Chapter 2 Chapter 2 2.3-3 2.3-3 2.3-4 2.3-4 2.4-1 2.4-1 2.4 2 2,4-2 2.5-3 2.5-3 Chapter 3 Chapter 3 3.5-1 3.5-1 3.7-1 Appendix A Fire Test (Protective Packaging Inc. Pages 1-29) after page 3.7-1 Chapter 7 Chapter 7 7.1-1 7.1-1 u

1 Paducah Tiger SAR l

Docket No. 71-6553 Revision 1 i

3.5.1.1 A nalytical M odel................................................................. 3.5-1 3.5.1.2 Test M o d e l..................................................................... 3. 5 - 1 3.5.2 Package Conditions and Environment.................................................3.5-2 3.5.3 Package Temperatures.....

............... 3.5-2 3.5.4 Maximum Internal Pressures................................................................... 3.5-3 3.5.5 Maximum Thermal Stresses.................................................................... 3.5-3 3.5.6 Evaluation of Package Performance for Hypothetical Accident Thermal Co n d i t i o ns..................................................................................... 3. 5 - 3 3.6 R e fe re n c es.......................................................................

.................3.6-1 3.7 AppendixA.......................................................................................

.... 3.7-1 4.0 C O NT A I N M E NT...................................................................................... 4 - 1 4.1 Containment Boundary.

.........................................................................4.1-1 4.1.1 C ontainm ent Vessel....................................................................... 4.1 - 1 4.1.2 Containment Penetrations.................................................

.......... 4.1-1 4.1.3 S eal s and Wel d s............................................................................. 4.1 - 1 4.1.4 Closure.................................................................................

.4.1-2 4.2 Requirements for Normal Conditions of Transport....................................... 4.2-1 4.2.1 Containment of Radioactive Material................................................... 4.2-1 4.2.2 Pressurization of Containment Vessel..............................

...... 4.2-2 4.2.3 Contai nm e nt Cri terion............................................................................. 4.2-2 I

4.3 Containment Requirements for Hypothetical Accident Conditions....................... 4.3-1 4.3.1 Fi s si o n G as Prod u cts..................................................................... 4. 3 - 1 4.3.2 Containment of Radioactive Material.............................

.................4.3-1 4.3.3 Co ntai nment C ri te rio n............................................................................ 4.3 - 1 1

l 4.4 Spec ial Requirements........................................................................................ 4.4-1 i

t 4.5 R e fe re n c e s.......................................................................................... 4. 5 - 1 j

I 5.0 S H I ELDING EVALUATION.............................................

5-1 IV

Paducah Tiger SAR Docket No. 71-6553 Revision 1 6.0 C RITICA LITY EVA L UATION................................................................ 6-1 6.1 Discussion and Results..........................................................................6.1-1 6.2 Pac kage U F6 Loading........................................................................... 6.2-1 6.3 M od el S peci fi catio n.............................................................

...........................6.3-1 6.4 C riticality C alc ul ation................................................................................ 6.4-1 6.5 Critical Benchmark Experiments..................

............................................6.5-1 6.6 Re fere n c e s........................................................................................

6. 6-1 7.0 O P E RATI N G P R OC E D U RE S..................................................................... 7-1 7.1 Loading the Paducah Tiger...................................................................... 7.1 - 1 7.1.1 Inspection of the Overpack and 48X Cylinder....................................... 7.1-1 7.1.2 Loading the O ve rpac k......................................................................... 7.1 - 1 7.2 Unloading the Paducah Tiger........................................................................

.7.2-1 7.2.1 R ec eivi ng Inspect i on................................................................................. 7.2-1 7.2.2 Opening and Unloading the Overpack...................................................... 7.2-1 7.3 Preparing the Empty Paducah Tiger for Transport.......................................... 7.3-1 7.4 R e fere n c e s....................................................................

...... 7.4-1 8.0 ACCEPTANCE TESTS AND MAINTENANCE PROGRAM.......................... 8-1 8.1 Acceptance Tests.............................

8.1 - l 8.1.1 Vis ual I nspecti o n.......................................................................... 8.1 - 1 8.1.2 Structural and Pressure Tests....................................................... 8.1 - 1 8.1.3 L eak Te st s......................................................................................... 8.1 - l 8.1.4 Component Tests......................................................................8.1-2 8.1.4.1 Valves, Rupture Disks, and Fluid Transport Devices................... 8.1-2 v

Paducah Tiger SAR Docket No. 71-6553 Revision 1 8.1.4.2 Gaskets..............

.............................8.1-2 8.1.4.3 S hoc k I sol ators......................................................................... 8.1 -2 l

8.1.4.4 Urethane Fo am.................................................................. 8.1 -2 l

8.1.4.5 S t i ffen ing P l ate................................................................. 8.1-3

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l 8.1.5 Tests for Shielding Integrity.................................................................... 8.1 -3 J

8.1.6 Thermal Acceptance Test........................................................................... 8.1 -3 1

8.2 M ainte nance Prog ram........................................................................................ 8.2-1 8.2.1 Structural and Pressure Tests........................................................ 8.2-1 8.2.2 Leak Tests.........................................................................................8.2-1 8.2.3 Subsystem Maintenance....................................................................8.2-1 8.2.4 Valves, Rupture Disks, and Gaskets on the Containment Vessel...........

. 8.2-1 8.2.5 Shielding.......................................................................................

.8.2-2 8.2.6 Thermal...............................................................

....................8.2-2 8.2.7 VisualInspections and Periodic Maintenance....

..................................8.2-2 8.2.8 Maintenance Program Schedule............................................................... 8.2-3 8.3 R e fe re n c e s.......................................................................................... 8. 3 - 1 VI

Paducah Tiger SAR Docket No. 71-6553 Revision 1 Table 2.3-2 Mechanical Properties of LAST-A-FOAM Relative to Density me 6

6 Mechanical Property Low-density Foam IIigh-density Foam Density Range 5.4 - 8.8 lb/ft' 16.2 - 20.16 lb/ft 2

Nominal Density' 6 - 8 lb/ft' I8 lb/ft 3

Physical Property Test Data' Compressive Strength at 75 F 120 - 180 psi 700 - 1200 psi Compressive Modulus at 75 3,716 - 7,888 psi 20,205 - 30,299 psi Tensile Strength at 75 F 110 psi 650 psi Tensile Modulus at 75 F 6,767 - 12,050 psi 24,786 - 32,095 psi Shear Strength at 75 F 55 psi 250 psi Shear Modulus at 75 F 1,461 - 2,923 psi 7,113 - 10,672 psi Flexural Strength at 75 F 138 - 310 psi 858 - 1,235 psi Flexural Modulus at 75 3,192 - 7,719 psi 23,272 - 32,718 psi d

Water Absorption 5; 6% by volume N/A Fire Resistance Self-extinguishing i

Coefficient of Thermal (3.5 - 5.0x10 in./in./ F over temperature range of-310 F to Expansion

+200 F) a) For the 74 total packages in service,29 have low-density foam with a nominal value of 3

6 lb/ ft', and 45 have a value of 8 lb/ft.

b) Properties shown are nominal ultimate values in the strongest direction only.

c) Data obtained from the manufacturer, General Plastics Manufacturing Company of Tacoma, Washington.

d) Per ASTM D-2127 or D-2842.

2.3-3

Paducah Tiger SAR Docket No. 71-6553 Revision 1 Table 2.3-3 Dynamic Properties of LAST-A-FOAM Dynamic Property Low-density Foam IIigh-density Foam Maximum Dynamic 400 psi at 70%

1,855 psi at 65%

Compressive Strength' compression compression Impact Energy' 14.3 ft-lb/in' 72.8 ft-lb/in' Absorbed Energy' 13.4 ft-lb/in' 69.1 ft-lb/in' Shear Cone Angle' 2 30 N/A a) Data obtained from the manufacturer, General Plastics Manufacturing Company of Tacoma, Washington.

b) Defined as the angle between the axis of the compression piston and the tension cracks when the foam is compressed by a cylindrical piston.

I 1

l 2.3-4

l 1

Paducah Tiger SAR Docket No. 71-6553 Revision 1 l

2.4 General Standards for All Packanes The general standards for all packages include an evaluation of the following: (1) minimum l

package size; (2) tamper-proof features; (3) the method used for positive closure; and (4) the chemical and galvanic reactions between the material of construction and the intended package contents. The Paducah Tiger shipping package meets the general standards for all packages in accordance with 10 CFR 71.43 as detailed below.

I 2.4.1 Minimum Packane Size The smallest dimension of the container as specified in 10 CFR 71.43(a) must be greater than 4 inches (10 cm). The smallest dimension of the Paducah Tiger overpack is 72 inches; therefore, this requirement is met.

l l

2.4.2 Tamper-proof Feature Tamper-indicating devices (TIDs) are required as evidence that the package has not been opened by unauthorized personnel. A matching pair of welded rings is provided on the lid and body of the overpack for attachment of TIDs. The TIDs are numbered seals. These numbers are verified on receipt. The presence of these seals demonstrate that unauthorized entry into the package has not occurred.

2.4.3 Positive Closure A closure system that cannot be opened unintentionally is required. The containment vessel l

(48X cylinder) is completely enclosed by the overpack. Proper closure of the containment L

boundary (i.e, closure of the cylinder valve) is verified by leakrating the cylinder valve after filling and/or preparing the cylinder for shipment. The overpack is equipped with a positive closure system that includes four ratchet turnbuckles and eight guide / ball lock pins connecting and restraining the opening of the overpack lid and body.

L 2.4.4 Chemical and Galvanic Reactions

' The materials used to construct the Paducah Tiger overpack will not cause chemical, galvanic, or other reactions in the overpack or between the overpack and its contents. The shipping package 2,4-1

Paducah Tiger SAR Docket No. 71-6553 Revision 1 Table 2.5-1 Response of Lifting Devices to Requirements of 10 CFR 71.45(a)

Item Calculated Stress' Allowable Stress Design Margin (psi)

(psi)

Lug Tension thru Eye 2,170 psi 16,200 psi 6.47 Lug Shear thru Eye 4,220 14,400 2.41 Lug Bearing from Pin 3,520 38,700 9,99 Stiffener Compression 8,360 21,600 1.58 Stiffener Tension 10,610 21,600 1.04 Lug Weld to Top Bracket Plate 10,350 18,000 0.74 Top Plate Weld to Stiffener 14,900 18,000 0.21 Top Bracket Plate to Base Plate 6,850 18,000 1.63 Base Plate Bending 14,500 21,600 0.49 Bracket Weld to Skin Plate 5,900 18,000 2.1 Skin Plate Shear 4,160 12,000 1.89 Skin Plate Tension 4,350 18,000 3.14 Foam Bond Stress 123 150 0.22 TS4x4 Tube Bending 414 21,600 51.2 Top Plate (Ratchet) 1,650 14,400 7.76 Bottom Plate (Ratchet) 2,780 14,400 4,39 Weld of Rachet plates 1,220 12,730 9.42 Bottom Lug Bearing 3,180 58,000 18.2 a) Calculated stress values were based on a package weight of 14,500 pounds.

I 2.5-3

r Paducah Tiger SAR Docket No. 71-6553 Revision 1 is inspected at the time the 48X cylinder is loaded into the overpack to verify that the package l

does not contain any standing water. Section 8.2 describes the maintenance program that is utilized to ensure that the overpacks and cylinders are monitored for corrosion and that repairs are made when necessary. The 48X cylinder is maintained in accordance with ANSI N14.1.

2Property "ANSI code" (as page type) with input value "ANSI N14.1.</br></br>2" contains invalid characters or is incomplete and therefore can cause unexpected results during a query or annotation process..4-2

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Paducah Tiger SAR Docket 90.71-6553 Revision 1 I

J 3.5 Hvoothetical Accident Thermal Evaluation The Hypothetical Accident' Condition (HAC) specifies that the container be subjected to a 30-minute fire at a' temperature of 1475 F (800 C) using a flame emissivity of 0.9.

A surface -

absorptivity coefficient of no less than 0.8 must be used for the container surfaces. After the fire, j

the' container is allowed to cool by radiation and convection to the ambient conditions at a temperature of 100'F.

3.5.1 Thermal Model 3.5.1.1 Analytical Model No analytical model was developed and analyzed to evaluate the thermal performance of the Paducah Tiger overpack for hypothetical accident events.

3.5.1.2 Test Model A damaged package, consisting of a prototype Paducah Tiger overpack and a 48X cylinder filled with more than 20,000 pounds of steel shot and BaSO to simulate an actual fully loaded 4

cylinder, was subjected to a 1475 F fire test conducted by Protective Packaging, Inc., of Tacoma,.

j Washington in November 1971.[9] This test is included as Appendix A. Before undergoing the fire test, this single test package was subjected to two different series of drop tests. Each series of drop tests involved a 30-foot free drop test followed by a 40-inch pin puncture test. In addition, each series of drop tests was performed on opposite edges of the overpack, one on the I

lid and the other on the body. [10] Therefore, the prototype incurred twice as much physical _

i damage as required by the 10 CFR 71.73 hypothetical accident conditions.

The second series of drop tests, where mild carbon steel breakaway plates were used on the bottom of the overpack body, caused the greatest damage to the package. The 6-inch diameter bar penetrated the outer skin, breakaway plates, foam, and 3/16-inch carbon steel inner liner of i

the overpack, thus exposing the foam insulation and the 48X cylinder to the external environment. Due to design changes since the development of the prototype which was actually tested, this level of damage would not occur to a production overpack. The carbon steel breakaway plates which were punctured on the prototype were not used in the production 3.5-1

Paducah Tigcr SAR Docket No. 71-6553 Revision 1 l

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l Appendix A Fire Test i

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3.7-1 l

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4' APPENDIX A FIRE TEST

1. 0 INTRODUCTION AND

SUMMARY

After the Paducah Tiger had successfully undergone a series of two thirty foot drops and a 40" puncture test, a fire exposure test was conducted. Per the re-quirements of AECM-0529, the package had to be subjected to a 1475 F environ-ment for a period of 30 minutes.. In order to determine the maximum temperature experienced by the UFptest cylinder during the test exposure, over 200 temperature indicating labels were used. The requirements for high temperature as well as the accommodation of the 36,000 pound gross package weight dictated that the test be conducted in a modern steel heat treating furnace.

The furnace was preheated to temperatures exceeding 1500 F, which we re main-tained for 11/4 hours before the Paducah Tiger was placed inside. The package remained in the furnace for 50 minutes and was' subjected to temperatures ranging from 1475 F to as high as 1820 F for a period exceeding the 30 minutes require-ment. In actuality, the package bottom experienced these temperatures for nearly

one hour. ' Thus, the duration and severity of the thermal exposure were nearly twice that required.

Instrumentation indicated that the test cylinder experienced a temperature rise re-sulting in maximum surface termperatures of 275 to 300 F with a small localized i

hot spot of 450 F.

Based on a comparison of the physical properties of the tested bal,last and actual UF, it was concluded that a cylinder of UF, under the same ex-6 6

tended test period, would have increased from an original 100 F temperature to no more than 200 F.

At this temperature the resultant pressures induced from liquid i

expansion and vapor would not be sufficient to damage the cylinder. Therefore, the Paducah Tiger was found.to be capable of protecting the 48 A UF # Y"" '# '#

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. excessive temperatures and/or potential rupture while being exposed to the hypo-thetical accident environment of AECM-0529 i

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PROTECTIVE PACKAGING, INC. L

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2. 0 TEST SET - UP The teet was conducted in the foundry at Washington Iron Works, Seattle, Wa sh-ington. This facility was selected because of its location, heating capability, and l

its ability to lift and handle large heavy objects at high temperatures. The test was conducted in Furnace No.1, a natural gas fired car bottom heat treating fur-nace; " car bottom" refers to the floor of the furnace which translates in and out of the furnace proper on flanged railroad-car-type wheels on steel rails. (See photo 3) l The six gas burners of this furnace are pre-set to maintain the desired furnace temperature. They are controlled by a pair of thermocouples located within the furnace which can be monitored at the control station. In addition, a redundant ther-l mocouple is used to monitor furnace temperatures and record the time-temperature 1

1 history on a strip chart, affording a reasonable evaluation of the package environ-ments. (See figure 4) l in a furnace of this type, heat transfer is accomplished by radiation from.the furnace walls, ceiling and floor, and also by forced convection of the hot products of c ombustion. The high temperature gas flames extend into the furnace some distance from each of the six burners and will impinge on any surface in their path creating

" hot spots. " To provide a more uniform temperature and a radiant heat source as specified in AECM-0529, a secondary chamber or " hot box " was fabricated. This box was designed and built of 1/8-inch sheet steel to completely enclose (except for the bottom) the Paducah Tiger. It was fitted with corrugated steel. flame shields to take the direct flame impingement. (See photo 2)

Products of combustion are drawn out thru the furnace floor on either side of the car bottom, and discharged outside the building. Both car bottom and water-cooled furnace door are translated by electric motors. The furnace is shown in photo number one with the Paducah Tiger on the floor prior to the test.

To aid in evaluation of the test, permanent temperature indicating labels (Temp-ilabels) were attached to the cylinder at 81 different locations and at 33 locations on the inner wall of the Paducah Tiger protective package. The labels attached to l

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HOT BOX Photo 2 PROTECTIVE PACKAGING, INC. _-

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the cylinder surface were arranged in a grid pattern such that the minimum distance l

between adjacent labels did not exceed 181/2 inches. Labels were capable of record-ing temperatures throughout the range of 100-450 F.

These labels only indicate the maximum temperature reached by the surface to which they are attached, and consequently the time-temperature history of the cylinder surface is not available from the information they provide. Each Tempilabel was give a number and in-stalled. A total of 203 Tempilabels were installed. In addition,12 chromel alumel thermocouples were installed on the Paducah Tiger inner container and test cylinder.

These were connected to a recording temperature instrument to monitor the temp-erature of each location during the test duration. Four additional thermocouples were attached to the inside surface on the " hot box. " and connected to the same recorder.

The locations of the Tempilabels are given in Figures 2 and 3.

3. O FIRE TEST PROCEDURE The Paducah Tiger and all test equipment were transported to Washington Iron Works on November 12, 1971, in preparation for the actual testing on November 13, 1971. The car bottom was run out of the cold furnace and five lengths of 6-inch deep steel rail were placed on it to later position the Paducah Tiger well off the furnace floor. Early in the morning of November 13, 19 71, the furnace was started and brought up to 1525 F by 5:45 AM; the ambient temperature in the foundry ranged between 50 i

and 65 F during this period. Just before 7:00 AM the furnace was opened enough to allow the car bottom to be run out. The Paducah Tiger was placed on the steel rails (See photo 3) and the hot box lowered down over it at 7:AM. As the bottom surface of the Paducah Tiger contacted the incandescent (red hot) steel rails, heat was conducted directly into the foam insulation of the package; gas and smoke began to evolve within 5 minutes (well before the package was actually placed in the furnace).

Photo 4 shows the car bottom bearing the Paducah Tiger and hot box being run into the furnace. As the furnace door closed, the flexible steel thermocouple conduits were inadvertantly caught and crushed against the sill of the car bottom, exposing the thermocouple wiring, and destroying their utility.

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PADUCAH TIGER & HOT BOX BEING PLACED INTO FURNACE PROTECTIVE PACKAGING, INC.

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During the time the door was open, the temperature of the interior of the furnace dropped to 1000 F as indicated by the furnace temperature recorder. The trace from this recorder is included so that the temperatures throughout the test can be followed (See figure 4). The temperature was increased to 1475 F so that the.30 minute " Test Interval" could officially start; this temperature was reached at 7:30 AM. An attempt was made to stabilize the furnace temperature at about 1500 F dur-ing the test. The furnace temperature was then raised to maintain a level somewhat higher than the required 1475 F in order to assure a conservative test. From figure

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4, it can be seen that the furnace temperature increased rapidly during the second half of the " Test Interval" until the furnace door was opened at 8:00 AM. At that time, the car bottom was rolled out, and the hot box (which was incandescent) was removed (See photo 5). The Paducah Tiger was lifted from the car bottom at about 8:10 AM.

During the 30 minute " Test Interval, " the furnace temperature ranged from 1475 F to a high of 1825 F.

Although this interval did not start until the furnace temper-ature recorder indicated 1475 F, the red-hot fire brick of the furnace interior re-mained at a fairly constant 1500 F temperature from 7:15 AM to 8:00 AM, since the heat " soaked" fire brick did not cool significantly during the time the furnace door was open. Since the hot box was constructed of only 1/8-inch sheet steel, the combined rad-iation and convection within the furnace heated it to incandescence within 5 minutes.

In actuality, those areas exposed to the direct flame inpingement quickly reached temp-eratures exceeding 2000 F.

Results of this high temperature were later viewed in the forns of an eroded and scaled hot box. The Paducah Tiger was therefore sub-jected to the required environment for a significantly longer pez 3d than required.

Also, the container bottom was exposed to the high temperature car bottom and conductive steel rails for an additional 10 minute period after removal from the furn-ace. This resulted in nearly one full hour of exposure of the bottom to the 1500 F radiant and convective environment.

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wmdws THERMAL DISTORTION OF SKIN Photo 6 PROTECTIVE PACKAGING, INC..

4. O POST TEST OBSERVATIONS On removal of the Paducah Tiger from the furnace, large distortions of the external skin were noted in addition to a considerable amount of iron oxide scale (See photo 6).

The foam continued to outgas and burn for approximately 30 minutes after removal from the furnace. Since the material is self-extinguishing and only burns external to the package as the gases are driven off, the package skin itself cooled very rapidly.

Within a few minutes after the flames flickered out it was possible to touch the external s kin. No skin temperatures were measured but it was estimated it cooled to less than 120 F within 40 (8:40 AM) minutes after removal from the furnace.

At approximately 10:15 AM, the overpack lid was removed, exposing the cylinder. It wcs noted that the UF ylinder was cel enough to place one's h.and directly on any 6

portion of it for a number of seconds with no discomfort. This indicated that the surface of the cylinder at this time was no hotter than 150 F.

The, intumescent quality of the foam was evident in many areas. It was observed that the foam swelled and expanded into any hole or opening, tending to close off heat penetration paths. Photo 7 shows intumesced foam that expanded thru one of the vent holes in the lid. The puncture hole in the package lid which resulted from the previous drop test was completely filled with intumesced foam which was also present inside the lid in the area of the puncture damage. From Photos 9 and 10 it can be seen that this material filled the void between the cylinder and the inner skin in the vicinity of the puncture. Intumesced foam also filled the closure interface area between the lid and body.

Examination of the cylinder indicated that none of the paint had been charred or burned off. It had been darkened (See Photo 8) but took on a texture of paint that had just been exposed to paint remover forming a soft flexible residue. This residue could easily be wiped away exposing the clean undiscolored steel cylinder. A few gallons of liquid foam residue were observed in the body of the overpack. Since droplets of the same PROTECTIVE PACKAGING, INC. j

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residue were observed on the valve and other protrusions, it was felt that this mater-ial, in the form of vapor condensed on the relatively cool cylinder, chemically attacked the paint.

Where droplets and vapor were prevented from contacting the painted sur-face by the rubber bumpers and masking tape, the paint was uneffected and identical to its pre-test condition (See photos 11 and 12). If the steel cylinder had been exposed to temperatures high enough to blister the paint, conduction thru the steel would have elso degraded the painted surface beneath the rubber. The white paint used was an ordinary industrial high-gloss enamel, not a heat resistant paint. Paint of this type will start to discolor at about 400 F, and blister at 450 F.

Paint on the inner shell of both sections of the overpack was unaffected by the heat with the possible exception of that area in the immediate vicinity of the puncture in the overpack lid, where it was well covered with intumesced foam. The paint on the overpack is also a standard industrial enamel, and is not heat-resistant. Paper masking tape that had been used to temporarily hold the thermocouple wiring was found to be adhering to the inner shell, and was not scorched or discolored.

The maximum temperature experienced at each location was recorded on the Thermal Te,st Data sheets, which are attached. From the data it can be seen that the average inside shell temperature of the overpack was in the range of 300 to 350" F with a maximum localized temperature of 430 F (at the area adjacent to the puncture hole).

Test cylinder temperature data as indicated by the Tempilabels may be summarized es follows: (1) The cylinder surface temperature, as a whole, reached 275 F.

A temperature of 275 F was indicated at 58 of the 71 locations at which the labels were l

functional. The labels at 10 locations did not adhere to the cylinder. Vapor from the degrading foam condensed on the relatively cool cylinder surface and then flowed by i

gravity to the bottom of the package body. Seven of the ten dislocated labels were originally attached along the bottom of the cylinder. The concentration of liquid material had apparently attacked the adhesive material on the backs of these labels.

(2) One " hot spot" was indicated. The area on the cylinder which was adjacent to the piston puncture in the package lid reached a temperature between 400 and 450 F.

Thus the data evaluation centers around the significance of a cylinder surface temp-erature of 275 - 300 F and a hot spot which reached 400 - 450 F.

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FOAM INSULATION REMAINING AFTER TEST Photo 13 PROTECTIVE PACKAGING, INC.

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As with all instrumentation, there were apparently a few faulty Tempilabels.

Questionable indications as low as 100 F and as high as 450 F were recorded.

Each was over a very small area with instrumentation a short distance away indicating temperatures with the normal range. Some of these indicators were found to be i

loosened or not fully attached to the cylinder. It was felt that the solvent action of the condensed foam could have loosened some of the indicators to the point where they were recording. ambient temperatures rather than actual cylinder temperatures.

The rubber bumpers were removed and inspected. The bumpers in the body that cylinder did not show any appreciable sag and no char. This is sign-support the UF6 ificant because these bumpers were located directly on the bottom of the inner shell where l

the foam is thinnest, and where the package received direct heat conduction from the 6 inch steel rails for almost one hour. None of the rubber bumpers showed signs of temperature degradation (See photo 13). The bumper located adjacent to the puncture l

hole did contain deposits of intumesced foam but was not charred.

l l

An idea of the quantity of foam remaining at the conclusion of the test may be grasped fro'm Photo 13, which shows the closure area of the overpack body after removal of the steel cover sheet. As shown, the foam degraded "from the outside in," i. e.,

degradation occurred first in the foam laying against the outer steel shell and then proceeded inward thru the foam layer. The rate of degradation would be progressively slowed as the heat was forced to bridge an increasing void or intumesced foam layer to get at the still unaffected foam. For this reason, a limited quantity of foam was consumed during the test; however, substantial thermal insulation (4") was still afforded by the' unharmed foam remaining attached to the inner shell as shown in Photo 13. Holes were bored thru the bottom of the inner shell of the overpack in order to inspect the condition of the adjacent foam. The test boring revealed that the foam against the steel shell was still a light color throughout a depth of over one inch.

Tests conducted on foam specimens have resulted in some outgassing at temperatures as low as 200 F; there is more rapid outgassing and some liquefaction as the temperature is increased. The yellow or. light tan color of the foam darkens until it is a dark red-brown at 350 F.

Thus the test borings indicate that the temperature one inch from PROTECTIVE PACKAGING, INC..

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the inner steel shell never exceeded 350 F to 400 F for it could not have sustained this temperature very long without some discoloration of the foam.

From the foregoing observations, it can be conservatively concluded that for the extended test time the average test cylinder temperature never exceeded 275 -F to 300 F with the single localized hot spot reaching a temperature of 400 F to 450 F.

It is reasonable to expect the temperatures resulting from a one-half hour fire exposure would be considerable lower.

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5. 0 COMPARISON OF UF AND BALLAST MATERIAL 6

In order to evaluate the differnece between the test cylinder and a UF ed 6

j cylinder under test conditions, the individual thermal properties must be accounted for. The following table gives the physical properties of both UF 6 and the contained ballast material, i

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Ballast Components j

UF Barium Steel 6

l Sulfate Weight of material contained in cylinder, lbs.

20,011 6670 13,341 Specific heat, solid, BTU /lb F 0,12

.111 0.12 l

Specific heat, liquid, BTU /lb 0.13 3

Density, solid (room temp), Ib/ft 292 161*

490 o

3 Density, liquid (147 F), Ib/ft 229 Heat of fusion, BTU /1,b 23.4 l

Melting point, F

147.3 2900**

2760 Tl ermal conductivity, BTU /hr-ft F

. 0927 at

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26 162 F(liquid) 1 A chase diagram of uranium hexaflouride is shown in Figure 1.

1 Calculated density of powder Taken from:

" Handbook of Chemistry & Physics "

44th Edition Chemical Rubber Publishing Company, 1

l and converted from metric to English units.

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ANALYSIS OF TEST DATA l

Considering two bodies initially at the same temperature and identical in size and

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l weight but having different heat capacities, it is obvious that for equal heat inputs, the terminal temperatures of the two bodies would be different. The body having the high-est heat capacity would be at a lower terminal temperature than the body with the lowest heat capacity. In other words, the body with the highest heat capacity provides the greatest heat sink. This is an extremely important point to be considered when eval-uzting the thermal test data. The steel shot and barium sulfate misture contained within the cylinder was chosen to duplicate the density of solid UF *

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the mechanical loading imparted to the package during previous drop tests duplicated the loads which would have resulted had solid UF been contained in the cylinder. How-6 ever, the thermal properties of the ballast material and UF

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virtue of a solid-to liquid phase change of UF which occurs at approximately 147 F 6

(triple point shown in figure 1) the UF Provides a much greater heat sink than does the 6

ballast material. Thus, this phase of the analysis reduces to predicting what cylinder ws11 temperature would have been observed had UF been contained in the cylinder dur-6 ing the thermal exposure test.

To extrapolate from the ballast data to UF requires that the heat input to the material 6

be known in each case. Considering the approximate 1200 F driving potential which transferred heat through the package walls, it may be deduced that the total amount of heat reaching the contents of the package during the exposure time is practically independent of the material of the contents. Thus the total heat absorbed by the ballast material should approximately equal the heat which would have been absorbed by UF6 under the same conditions. The heat absorbed by the ballast can be approximately determined by virtue of its temperature rise during the test. To be on the conservative side, the maximum possible heat input may be determined by assuming that the entire mtse of ballast material reached the cylinder wall temperature as indicated by the Inbels. In the temperature range of interest, the labels indicate at 25 F intervals.

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For example, when a labe1 indicates 275 F, it is known that the actual maximum temperature at that point was between 275 F and 300 F.

Since no labels (other than PROTECTIVE PACKAGING, INC.

the hot spot) indicated temperatures as high as 300 F, it is our opinion that the actual temperature was nearer 275 F than 300 F, however, a value of 290 F is The exact initial temperature of the ballast material is not known. The as sume d.

cylinder had been stored outdoors where temperatures had been as low as 40 F and then placed indoors during the night preceeding the test. Assuming the initial temp-erature was 50 F, the heat added to the ballast may be computed as follows:

Weight of Ballast 20,011 lbs

=

Average Specific Heat of Ballast (Barium Sulfate and steel shot) 0.117 BTU /lb F

=

Temperature Rise 290 F - 50 F = 240 F

=

Heat Absorbed (20,011)(0.117)(240) + 561,900 BTU

=

Now consider the effects of applying this quantity of heat to an equal weight'of UF6 and assume the initial UF temperature to be 100 F.

6 Weight of UF

20. 011 lbs

=

6 Specific Heat, Solid 0.12 BTU /lb - F

=

23. 4 BTU /lb Heat of Fusion

=

Specific Heat, Liquid 0.13 BTU /lb - F

=

Melting Point 147.3 F

=

Heat required to raise solid UF to melting point =Q 6

Q (20,011)(,12)(147.3 F-100 F) 113,582 BTU

=

=

s Heat available for melting UF6=

56),900 - 113,582 448,317 BTU

=

Pounds UF melted by this available heat

=M 6

448,317/23.4 = 19,158 lbs h4 =

Thus had UF been contained in the cylinder during the extended time period of the test, 6

and its beginning temperature was 100 F, the maximum possible heat input would not have completely melted all the s olid UF. This means that the unmelted portion would 6

1-PROTECTIVE PACKAGING, INC.

i still be at a temperature below 147. 3 F and that the wall temperature would have been somewhat greater. Based on temperature gradients measured during heat-up and cool-cown of 10-ton cylinders containing the UF at the Paducah Gaseous Diffusion Plant, it is 6

estimated that under these conditions the cylinder wall temperature could not have ex-ceeded 200 F.

Thus the bulk temperatures of the UF e ntained therein would have 6

fallen somewhere between 150 F and 200 F.

In actual use, the Paducah cylinders are filled with UF to a level such that an increase in temperatures to 288 F is safe, i. e.,

6 the resulting hydraulic expansion would just eliminate the void volume and would not impose any sigificant stress on the cylinder due to hydraulic confinement. A bulk temp-erature between 150 F and 200 F would result in no danger in terms of cylinder rupture due to excessive vapor pressure or hydraulic expansion of liquid UF. The vapor pres-6 sure would be approximately 50 psig (at 200 F) and the void volume would be approx-imately 19 ft3 (17% of total volume). It is interesting to note that the cylinder design pressure is 200 psi (vapor pressure at 290 F per Ref. 2, page 9). However, each 48 A cylinder is proof tested at 400 psi. Thus we conclude that neither the potential of therm-l ally induced hydraulic expansion or increased vapor pressure of UF represents a threat 6

to the structural integrity of the 48 A cylinder if the cylinder is contained in a "Paducah Tiger" overpack and exposed to the AECM-0529 accident test series.

The remaining test result to be considered is the 400 - 450 F hot spot on the cylinder surface adjacent to the piston penetration on the overpack suffered during the drop test.

The uncertainty in the exact temperature arises from the fact that the 450 F target (or indicator spot) on the label was covered with foam material which had melted and resolidified onto the label. The important fact is that the high temperature area was localized as indicated by the adjacent labels mentioned earlier. This hot spot would result only in a higher heat input to the UF through the relatively small area 6

on the cylinder's surface. In our opinion, this heat input has more than been accounted

- for; therefore, the local hot spot presents no threat. The fact that the protective over-pr.ck of the 30 A cylinder was approved by DOT after hot spots of this magnitude (ex-ceeding 450 F) were observed during a similar thermal test, further substantiates this conclusion (refer to " Protective Shipping Packages for 30 inch Diameter UF I"" "#""

6 by A. J. Mallett and C. E. Newlon, K-1636, Union Carbide Corporation, page 17).

PROTECTIVE PACKAGING, INC.

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Again it should be noted that the test cylinder experience these temperatures 1

l after exposure to the required thermal environment for nealy one hour. Had actual exposure time been limited to the required 30 minutes, all temperatures would have been considerably lower.

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7. O CONCLUSION j

The prototype Paducah Tiger was subjected to the sequence of accident test con-l ditions of AECM-0529. In view of the data obtained during the thermal exposure test of the Type B package, and the analysis as outlined in the preceeding dis-cussion, the thermal protection offered by the cyHnder and protective overpack under conditions prescribed in AECM-0529, is adequate to protect the UF6 and maintain the integrity of the cylinder.

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--O--lNDICATORS TO BE PLACED 3" BELOW EDGE A

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ON AREA DEFORMED BY PISTON PUNCTURE VALVE END C9 r*- D i

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SECTION 0-D PACKAGE LID LOCATIONS OF TEMPERATURE INDICATORS ON PACKAGE (All indicators are inside overpack)

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'IYPE "B" PACKAGE DATE 11/15 /71 Recorded by:

L. Hansen CYLINDER SURFACE TEMPERATURES Point No.

Temp.,

• F Loc 4f tion l Comments 33 3h 275 275 36 275 7

t a a s,- *I nn (200 - 250) (125 150-175) nn 37 4 399 38 39 400 loose - no insulation ho 275 h1 400 300 - 350 not indientino h2 450 7

Y covered with solidified foam 1

h3 k

hk 275 h5 275 h6 275 l

_ 1r7 275 200, 225, 250 F not indicating 48 275 l

h9 275

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- 52 Ej

'a 53

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noor surface cleanliness - labels were loose y

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56 450 Inbels we re loose u

l 57 275 l

58 200 - 225 only spots indicatine l

59 275 200, 225, 250 F not indicating 60 275 61 275 62 275 V

250 no indication - 225-1/2 63 275 k

6h 275 j

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THERMAL 1EST DATA SHEET TYPE "B"

• PACKAGE DA'S 11/15 /71 Recorded by:

L. Hansen CYLINDER SURFACE TEMPERATURES

. Point No.

Temp., *F Loca ti on Comments 65 275 250 no indication 66 mis sing 67 200 4

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5 k b 70 275 0

N 71 275 72 275 Y

75 275 h

7h a 275 uv sa mp, pu.6ctupi 75 350 9

300 didn't indicate - flim loose flim cone 76 400 d i loose - hi-temp - no insulation

-77 275 YN 78 275 y

'79 400 450 slight grey 80 275 81 275 Y

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'DIERMAL TEST DATA SilEET TYPE "B" PACKAGE DATE 11/15 /71 Recorded by: _ L. Hansen

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PACKAGE INNER WALL 'IEMPERATURES Poin t No, l Temp.

• F Location l

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Pcekare Bodv 1

valve End A

p 3

350 p

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5 350 6

Y 7

300 h

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48;0 10 400 Y

450 questionable 31 Plug End Packane Lid 12 275 valve End 400 oniv indication - hi-temn label 13 275 b

hi-temn label missina 1h 300 15 450 n

16 300 17 300 V

18 275 19 400 o$E 300, 325. 350 not indicatino o u e 20 275 hi-temo label missina 21 300 y

22 450 Plug End

• Refer to sketch for specific location.

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l REFERENCES 1

AEC Manual Chapter 0529.

2.

' Planning for Safety in Packaging and Transporting Uranium Hexaflouride" Union Carbide Corporation K-L-6263.

3

" Protective Shipping Packages for 30-inch-Diamter UF6 Cylinde rs " Union Carbide Corporation K-1686..

4

" Uranium Hexaflouride Handling Procedures and Container Criteria" AEC OR0651.

j 5

" Engineering Evaluation and Test Report of Paducah Tiger" Protective Packaging, Inc.

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Paducah Tiger SAR Docket No. 71-6553 Revision 1 7.1 Loadine the Paducah Ticer i

The Paducah Tiger is intended for the shipment of a 48X 10-ton cylinder. The cylinder may be full or contain a heel. Cylinders containing UF must be inspected in accordance with ANSI 6

N14.1. Cylinders which are empty (i.e., net weight less than 50 pounds) need not be handled m accordance with this procedure.

i Prior to loading the cylinder into the overpack, the lower half (body) of the overpack must be secured to the floor or bed of the conveyance. The conveyance may be a dedicated rail car or a truck trailer. The overpack is only attached and detached from the conveyance when empty.

7.1.1 Inspection of the Overnack and 48X Cylinder Inspection of the overpack and the 48X cylinder is required to verify that both are acceptable for use. Defects identified in the inspection must be corrected before use.

1.

Inspect the overpack in accordance with Table 8.2-1.

2.

Inspect the 48X cylinder in accordance with the requirements of ANSI N14.1.

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Visually inspect the cylinder lifting lugs prior to attaciunent of the lifting slings.

4.

Perform a surface contamination survey and a radiation survey, and record the survey results.

7.1.2 Loadine the Overnack i

l Loading of the overpack requires a suitable lifting device. The body of the overpack must be secured to the bed or floor of the conveyance prior to loading the cylinder into the overpack.

1 Prior to loading the 48X cylinder into the overpack, verify that the UF weight is either less than 350 pounds, or between 12,000 and 21,030 pounds; and that the pressure within the cylinder is less than 0 psig.

1.

Using a suitable lifting device, place the cylinder into the overpack body with the valve end of the cylinder facing the lid guide in the body.

CAUTION: The opposite (nonvalve) end of the cylinder is tapered. The tapered end of the cylinder must rest in the matching tapered shape of the body of the overpack. The body of the overpack may be damaged if the cylinder is not correctly oriented.

7.1-1