10 CFR 50.71(e) - Maritime Administration - U.S. Department of ...

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Updated Final Safety Analysis Report - (STS-004-002)for health physics personnel. This document or any document that replaces it will be revised as necessaryto support pre-decommissioning activities.Procedures used for waste handling processing and characterization will be developed and used asrequired, with approval controls, throughout decommissioning. In addition, isotopic analyses, wastecharacterization computer codes and activation analyses are some of the methods which have been andwill continue to be used to characterize the waste streams resu1ting from the NSS’s decommissioning.The procedures will meet 10 CFR 20, 10 CFR 61, disposal site criteria, and other Federal and Stateregulations.Radwaste shipping and handling will be performed in accordance with the Quality Assurance Plan,applicable NRC and DOT regulations and administrative procedures. Radioactive waste and material willbe shipped either by truck including open and closed transport, trailer mounted shipping cask or by acombination of truck and rail. Shipments will be planned in a practical and efficient manner. Facilityprocedures will be used with appropriate quality oversight to ensure the shipments are in compliance withcompany procedures, regulations and the receiving site licensee. Packages, packaging, and labeling forradioactive materials and waste will meet all applicable regulations and requirements.11.8 Industrial SafetyThere is a potential for workers to experience injuries and fatalities as a result of accidents occurringduring protective storage or decommissioning activities. Accidents could result from falling objects,fires, operation of equipment, use of tools, lighting equipment and other activities.The Coast Guard regulations in § 33 CFR 150.600 Subpart G -Workplace Safety and Health discussrequirements for workplace safety and health on a deepwater port. As necessary, this regulation refers to29 CFR 1910, Occupational Safety and Health Standards. 29 CFR 1910.15, Shipyard employment adoptsthat 29 CFR 1915 for shipbreaking. Shipbreaking is defined as any breaking down of a vessel’s structurefor the purpose of scrapping the vessel, including the removal of gear, equipment, or any component of avessel. Although MARAD is not scrapping the NSS, the projected industrial activities associated withdecommissioning most closely conform to this definition. Therefore, the shipbreaking code will beadopted for this activity. The occupational health and safety of workers will be protected byimplementing measures in accordance with these regulations11.8.1 Occupational Health and Environmental ControlFacilities and equipment will be provided to protect the occupational health of workers during theprotective storage and decommissioning activities of the NSS. Such facilities and equipment includefirst aid kits within work areas, nearby medical facilities, transportation for injured workers,environmental controls in work areas (i.e. adequate ventilation, dust control, illumination, noisecontrol, potable water and sanitary facilities), radiation protection and asbestos protection.11.8.2 Personal ProtectionPersonal protection devices provided workers will include, as necessary, hardhats, hearing protectiondevices, eye and face protection devices, hand protection and respiratory protection devices.11.8.3 Lifting and Handling EquipmentLifting and handling equipment will comply with manufacturer’s specifications and limitations.Requirements regarding the rated load capacities, operating speeds, hazard warnings or instructionswill be followed.Rev. VI 128
Updated Final Safety Analysis Report - (STS-004-002)12 SHIP ACCIDENTS12.1 IntroductionThe N.S. SAVANNAH (NSS) was designed to comply with the highest contemporary standards of safety inrespect to conventional ship hazards as well as the potential hazards associated with the operation of anuclear propulsion plant. The results of calculations in this chapter reflect contemporary best practices inthe mid-1950's. Following permanent defueling in Fall 1971, the potential hazards associated with theremaining residual radioactive material are significantly less than those of a land based operating plant.The following basic safety criteria were established early in the NSS program:The NSS shall be as safe as any other vessel in her class with respect to the usual hazards at sea; and,No hazardous radiation exposure shall result from any credible accident.The accidents to which a ship is exposed in normal operation include collision, grounding, flooding,sinking, heavy weather, fire, and explosion - all of which have been analyzed in detail. It should be notedthat these hazards are considered principally from the standpoint of release of radioactive material ratherthan from the conventional aspects of safety of life at sea. The safety of the crew from the normalhazards of ocean travel is adequately handled by compliance with existing maritime regulations. Normalship safety requirements are treated only to the extent that they affect the NSS’s ability to avoid orwithstand severe damage. The special hazards associated with war service (ballistic and mine damage)were not considered.Since defueling in Fall 1971, NSS is not capable of propulsion or generating its own electrical power.The ship relies on shore power supplies for lighting and other hotel loads. Tugboats are utilized to movethe ship. However, the ship is structurally sound and has maintained conventional ship safety withrespect to at-sea hazards. Since the nuclear fuel has been removed, limitations to operating restrictionsassociated with the original Maximum Credible Accident are no longer applicable.12.2 Conventional Ship SafetyThe safety of any ship depends on three factors:Care and judgment of responsible personnel.Complete and immediate knowledge of potential hazards by responsible personnel.Complete control of the vessel and equipment at all times.Since the ship must be towed, control of NSS strictly lies with the tugboat operators. Avoiding potentialship hazards is primarily a function of communication and navigation and is the responsibility of thetugboat company. The Maritime Administration will ensure the tugboat company is fully qualified. Themost important factors in safety at sea - care and judgment - do not result from the design of a ship. Theyare the results of tugboat operator training, experience, and vigilance.12.3 Collisions and AllisionsWhether underway or under tow, almost all collisions between ships at sea can be traced to errors in thejudgment of responsible personnel. Collisions attributable to equipment failure occur only rarely.Because collisions cannot be eliminated through design, provisions were made in the construction of anuclear-powered ship to protect the reactor and containment against the effects of collisions.Rev. VI 129
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10 CFR 50.71(e) - Maritime Administration - U.S. Department of ...

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