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

More documents

Recommendations

Info

Updated Final Safety Analysis Report - (STS-004-002)The main steam lines run from the individual steam drum exit nozzles through a flexible containmentpenetration to the two main steam stop valves located in the upper reactor compartment. The stopvalves are motor operated; the pushbutton control and position indicator lights are mounted in themain control room. A ¾ inch manual bypass valve (with remote position indication) was providedfor heatup purposes.Downstream of each main steam stop valve is a 2½ inch auxiliary steam dump line to the auxiliarycondensers. The auxiliary steam dump was controlled by manually operated control valves. Thissystem was not used after acceptance testing.The individual main steam lines pass by way of expansion joints through bulkhead 126 and into theengine room, where they join in a common header downstream of the manually-operated bulkheadstop valves. Pressure and flow instruments are located in the lower reactor compartment.The main steam passed through the steam separator, a cyclone separator mounted adjacent tobulkhead 126 and then to the main engine throttles, the ship’s service turbine generators, the mainfeed pumps and the main steam dump system. In addition, the main steam was also reduced inpressure for utilization in intermediate and low pressure steam systems. Suitable manual andautomatic steam traps and drains are provided throughout the system to ensure proper steam quality.The main steam dump consists of a 6 inch bypass line from upstream of the main engine throttle tothe main condenser. A manual shutoff valve and manually operated pressure reducing valvecontrolled the main steam dump. Special perforated diffusion nozzles were provided at the maincondenser inlet sections to eliminate direct impingement on the condenser tubes. The system wascapable of dumping 190,000 lb/hr into the main condenser. The main steam dump was used onlyduring the initial testing of the reactor systems.8.2.2 Auxiliary Steam SystemAll of the auxiliary steam system equipment is deactivated, drained, disabled and performs no activefunction.8.2.3 Intermediate Pressure Steam SystemAll of the intermediate pressure steam system equipment is deactivated, drained, disabled andperforms no active function.8.3 Main Propulsion SystemAll of the main propulsion system equipment (including the main throttle assembly, high- and lowpressureturbines and main engine lubrication) is deactivated, disabled and performs no active function.The main propulsion unit is a cross-compound turbine with high pressure and low pressure wheelsdirectly coupled to a double reduction gear of conventional design. Steam flow to the propulsion unit iscontrolled by the main throttle assembly. The vacuum on the propulsion unit is maintained by the maincondenser. The main propulsion system also contains auxiliary equipment for system lubrication,overspeed protection and air extraction.8.3.1 High-Pressure TurbineThe high-pressure turbine consists of a multistage pressure-compounded impulse turbine. Thebucket wheels are forged integral with the rotor shaft. The shaft is supported radially by two splitsleevebearings and axially by a six-shoe Kingsbury thrust bearing. An external position indicatorpermits an operational check of rotor axial position. The turbine casing is horizontally split andRev. VI 74
Updated Final Safety Analysis Report - (STS-004-002)fixed on the after end to the reduction gear casing. The forward end is supported by a flexible I-beam arrangement to permit expansion.The high-pressure turbine exhausts into a cavity, which in turn is connected through a flangedopening to the crossover line and the low-pressure unit.8.3.2 Low-Pressure and Astern TurbineThe low-pressure turbine unit consists of an ahead section and astern section fixed to a commonforged rotor. These sections are separated by a series of deflector plates mounted in a controlexhaust cavity, which directs exhaust steam to the main condenser and prevents steam impingementduring periods when the unit is operated alternately ahead and astern.8.3.3 Reduction GearsThe main engine reduction gears were in an articulated, double-helical, double-reductionarrangement. The high-, intermediate-, and low-speed pinions and gears were mounted in a fore-toaftsequence and had an overall ratio of 42.3 to 1.0. The high-speed pinions were driven by the highandlow-pressure turbines through flexible couplings.The reduction gear internals were removed in April 1980. Only the casing remains in place.8.3.4 Propulsion Shafting and PropellerThe propulsion shafting is mechanically disconnected from the removed reduction gear. Thepropeller has been removed from the tailshaft and stored on deck.8.3.5 Main CondenserMain condenser is deactivated, drained, disabled and performs no active function.The main condenser is a horizontal, single-pass unit with non-divided water boxes. Sea water flowwas provided from a main circulating pump discharge (20,000 gpm) through a 30-inch opening orfrom a 42-inch discharge from a scoop connection (32,600 gpm) in the ship’s bottom. Anemergency cross connection is provided to the auxiliary circulating pump discharge line. A 38-inchopening is provided for overboard discharge. Swing check valves in each inlet line preventedbackflow. The condenser has 22,360 square feet of effective condensing surface made up of 5,696(No. 18 BWG) 3/4-inch-OD tubes approximately 20 feet long. The tube ends were expanded andwelded to the vertical tube sheets and were belled on the inlet ends. The tubes were installed with a1/2-inch upward bow at the center to facilitate drainage and differential thermal tube expansion.Seven main vertical support members were located at intervals in the condenser shell. These serveas structural strength members as well as tube alignment and support plates. The support platenearest each tube sheet forms an isolation cavity adjacent to the tube ends which could be drained bymanual stop valves serving an external drain loop at each end leading to the condenser hot well. Aseparate pump was provided to drain the cavity in the event of tube end failure. This system wasnever needed.An expansion joint is provided in the shell arrangement to relieve unequal stresses between the shelland the tube bundle. Zinc waste plates are mounted in the water boxes to reduce corrosion of thedissimilar metals in the presence of sea water. In addition, sheet copper bonding clamps areprovided along with high conductivity bronze tie bolts at the tube sheet connections to ground straycurrents.A baffled air cooler section is provided in the center of the tube nest arrangement. Steam, air, andnoncondensibles entered the top of the tube nest and flow downward past the baffles and then wereRev. VI 75
Page 1 and 2:
0U.S. Department Savannah Technical
Page 3 and 4:
Docket No. 50-238; License NS-1; N.
Page 5:
Ttit 1 ►'1 ltt tU.S. Department o
Page 8:
PageNo.Rev.No.Updated Final Safety
Page 11 and 12:
Updated Final Safety Analysis Repor
Page 13 and 14:
Page 15 and 16:
Page 17 and 18:
Page 19 and 20:
Page 21 and 22:
Page 23 and 24:
Page 25 and 26:
Page 27 and 28:
Page 29 and 30:
Page 31 and 32:
Page 33 and 34:
U p da te d Fi na lS af et yA n al
Page 35 and 36:
Page 37 and 38:
Page 39 and 40:
Page 41 and 42: Updated Final Safety Analysis Repor
Page 43 and 44: Figure 2-2General Arrangement - Inb
Page 47 and 48: 3.2.3 Port Operating CriteriaUpdate
Page 59 and 60: U p da te d Fi na lS af et yA n al
Page 61 and 62: Table 4-1List of Containment Penetr
Page 73 and 74: 5.3.3 Local ShieldingUpdated Final
Page 79 and 80: 7.1.2 General Performance DataUpdat
Page 81 and 82: 7.1.2.3 Water ChemistryUpdated Fina
Page 87 and 88: 7.5 Primary PumpsUpdated Final Safe
Page 91: 8.1.3 Construction Features8.1.3.1
Page 99 and 100: Figure 8-2Current Electrical Distri
Page 115 and 116: 9.2.1.2 DescriptionUpdated Final Sa
Page 117 and 118: 9.2.2 Buffer Seal (SL) System9.2.2.
Page 131 and 132: 9.2.8 Shutdown Circulation (SC) Sys
Page 141 and 142: 10.3.3 Non-nuclear InstrumentationU
Page 143 and 144:
Page 145 and 146:
11.5 Quality Assurance PlanUpdated
Page 147 and 148:
Page 149 and 150:
Page 151 and 152:
Page 153 and 154:
Page 155 and 156:
Deck/compartmentsUpdated Final Safe
Page 157 and 158:
Page 159 and 160:
Page 161 and 162:
Page 163 and 164:
Page 165 and 166:
Page 167 and 168:
Page 169 and 170:
show all

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

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?