PACIPIC GAS AND ELECTRIC COMPNUCLEARPOWER GENERATION

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TITLE: CALCULATIONCOVER SHEET6

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PACIFIC GAS AND ELECTRIC COMPCALCULATIONCOVER SHEET

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File No.: 52. 17

Calculation No.: 2302C

Project: Diablo Canyon Units 1 &2

Department/Group: DES Civil

Dat- 4 >y S

Structure, System or Component: Primary Containment Floor El. 140'4"

Type or Purpose ofCalculation: Replacement of CFCU Motor During Modes I thru 4

No. of Sheets:

~si nature ~ni iB n Date

PREPARER:

CHECKER:

APPROVAL:

A. BagdasarianM. B

Supervisor

DES/Civil

DES/Civil

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For civilcalculation, enter the registeredengineer's stamp or seal and expirationdate ofcerti6cate or authority in this space.

For other calculation, enter theregistered engineer's fullname andregistration number, or stamp or seal in this space.

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ToCcFromSubjectDateAttachmentCertify

JAS2LJS2 AXB28ENQPROJ8NTS DXO28ENGPRO J8NTS g JLP48NSSS8NTSDGW18SE8NTSre:Meeting minutesMonday, May 25, 1998 at 12:32:39 pm PDT(none) SHEET No

N CALC. no

Jack-

Have you had a chance to check in with Miklush as to the priority of thistask. As we talked on Friday, Civil Engineering has several action items,based on the attached load path (using the Polar Crane Aux Hook with two (?)wheels of the crane in the impingement zone):

1) Performing a load drop evaluation in the area just inside the personnelhatch and at the CFCU 1-2 motor pedestal concrete area. They will beusing cribbing at the personnel hatch to get the motor from the temporaryraised platform area over to the concrete washdown area. The washdownarea has been previously evaluated for a 55'oad drop. It is estimatedto take about 3,to 4 days to complete the evaluation starting 5/27.

Civil "Engineering will need the proposed heights of the required lifts frommaintenance, otherwise, for calculating the limiting heights of the loaddrops will require more time to complete the evaluation.

2) Reviewing the Polar Crane qualification analysis for jet impingementloads

with two wheels of the crane in the impingement zone area. This may ormay not be a revision to the existing calculation (first choice is toattempt a qualitative evaluation) . Estimating the completion time forthis effort is difficult, since finding the calculation may be difficultand then to revise an antiquated computer model/analysis may prove to beeven more difficult. It is conceivable that this could take up to 3 to4 weeks (from 5/27) for a quantitative evaluation.

3) Load path/laydown load evaluation — The placed and rolled motor loadingalong the known load path will require evaluation by Civil Engineering.Maintenance will provide laydown areas for other material .(tools andother equipment) for Civil Engineering to evaluate. This is probably thesimplest of all the tasks since it is believed that the loading willbe enveloped by the allowable floor load dwgs. It is estimated to takeabout a day to complete this evaluation.

1) Temp Cantilever off Polar Crane frame2) A-Frame3) Forced outage in Mode 5

4) Wait until refueling outage4

Of course, the first t options will require tha additional evaluations forloads to the Polar Crane (option 1) and seismic for the A-Frame (option 2) .

( Please let me know the priority of the above (CFCU) tasks as compared tootherongoing priorities (seismic gaps, AR closeout, knowledge transfer, and MRuleitems). I will be traveling to SF on Wednesday to discuss this task withArmen and for knowledge transfer and I would appreciate your input beforeleaving on Tuesday. I am working with Chai on the details for the cribbing,'load path, and load dropsy He will be attending the meeting on Wednesday at3 PM for Civil Engineering. Thank you.

David

-[Reply - Original Message]

Sent by:DRH98NSSSINTSA meeting was held Friday 5-22 at 9:00 AM to =discuss engineering andlicensing tasks required to be performed prior to the changeout of theCFCU 1-2 motor.

See attached assignment sheet for tasks to be performed prior to CFCU 1-2Motor changeout. If there are more tasks which should be tracked, pleaselet me know.The next meeting is scheduled for,3PM Wednesday May 27th.

I

Also attached as the second page of attachment is the load path proposedfor the CFCU 1-2 motors.

The motor will be rigged out of the personel hatch and rolled or jacked tothe washdown area immediately adjacent to the hatch. Then lifted using thecrane and taken around to the CFCU 1-2. Maximum heights and potentialdrops to be specified by Civil Engineering.

ATTACHMENTSHEET No

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ToCcFromSubjectDateAttachmentCertify

Gentlemen-

MJG18NS S,DRH9INSSSSNTS,SxC88E SNTS,AXB28ENGPROJINTSLJS2,JAS2,DX028ENGPROJSNTSDGW1ISEINTSCIVIL ENGINEERING ISSUES REGARDING CFCU 1-2 MOTOR REPLACEMENTMonday, May 18, 1998 at 12:24:49 pm PDT

ATTACHMENTSHEET No

CALC. No

REV. No

As per various discussions with the riggers (Mike Armstrong) and theresponsible system engineers (Mike Gibbons, Chai, and Armen Bagdasarian), andbased on temporary procedure TP TD-9011 (replacement of CRDM fan E11), itappears that the following issues will be required to be evaluated by CivilEngineering:

1) Load Path/Floor Loading-A) Movement outside ContainmentThe measured weight of the CFCU 1-2.motor is 3900 poundswhich is slightly more than the total assembly weight used in civilcalculation 2158A of 3884 pounds for the CRDM 1-4 fan/motor assembly.The specific load path is considered to be a transient load for laydownloads to the structures unless it is desired by Maintenance totemporarily store the motor and then procedure MA1.ID7, Control of PlantFloor Loadings would be utilized. A specific Civil Engineeringevaluation for floor loading would be needed if it is questionable ifthe floor load dwgs are to be, exceeded. Note: Movement of thepersonnel hatch concrete shield door was deemed acceptable byengineering in the associate safety evaluation for TP TD-9011 since "thetemporary removal of the airlock radiation shield (outside) does notcompromise any previous accident analyses. Radiation 'shine'hroughthe unshielded airlock does not affect control room post LOCAhabitability or access. The shield is not used for missile protection."

B) Movement in and out of Containment via the Personnel Hatch-The measured weight of the CFCU 1-2 motor is 3900 poundswhich is slightly more than the total assembly weight used in civilcalculation 2158A of 3884 pounds for the CRDM 1-4 fan/motor assembly.Since the weight of the CFCU 1-2 motor is about the same as that ofthe CRDM 1-4 fan/motor assembly, it is judged that the previousevaluation of the load path in and out of containment via the personnel-hatch used in TP TD-9011 is applicable from a floor loading/load pathpoint of view. It was confirmed by Mike Armstrong that themethod of using the roller conveyors (utilizing cribbing members of12x12x36" centered over the tangential beams) as shown on the sketcheson sheets 26 and 27 of TP TD-9011 will be used. Mike also reiterated,as stated in the TP, that a safety line will be used to control the loadin and through the hatch and will be additionally aided by a sling off

of the Polar Crane Aux hook while moving the motor from the hatch intoContainment. Ther~re, there is no concern,~h a load drop once themotor is moved intoWontainment near the Person%el Hatch since the PolarCrane Aux hook and the rigging being used is qualified with a safetyfactor greater than 10 to 1.

C) Inside ContainmentThis is the section which differs from the old TP TD-9011. It is CivilEngineeri'ng's understanding that the Polar Crane Aux Hook will be used'to lift the load and rotate it to an area just outside of the jetimpingement zone (shown in figure 2.2-1 rev 2, Appendix A of DCM S-42B,Structural Design of Cranes and Storage Racks. The motor will then belowered and placed onto a four wheel cart or a pallet jack where it willbe wheeled on the concrete area over to the CFCU 1-2 motor mount. Thefloor loading for the interior concrete areas at elevation 140'roundthe crane rail is 200 psf while the concrete area at elevation 140'earthe motor mount is 50 psf (reference dwg 495729, Aux and ContainmentBldgs, floor loading plan at elevation 140'). It is judged that thecart or pallet jack that will be used will meet these allowable floorloadings. Civil Engineering will need to'evaluate the floor loadingonce the rigging or lifting method (A-Frame or jack/lift using cribbingto absorb any load drop) has been determined. The concrete area aroundthe motor mount can accomodate additional loads from tools, however,Civil Engineering will need to know these loads in order to combine themwith the rigging/lifting operation. It is assumed that this areawill not be loaded with both the old and replacement motors at the sametime. It is suggested that the concrete area between azimuth 240.5degrees and 255.5 degrees outside the crane rail be utilized as atemporary laydown area since this area has already been previouslyevaluated and accepted by Civil Engineering (reference TP TD-9011 page28, Appendix 8.2, laydown and cribbing details for fan work area). Itis assumed that removal of the old motor will be just the reverse of theload handling and load path mentioned above.

A) Rigging and Load Drop outside Containment-It is assumed that the old and replacement CFCU motors will be handledin accordance with MA1.ID11, Rigging and Load Handling (includesrequirements for handling heavy loads). Therefore, there is no loaddrop concern outside Containment.

B) Rigging and Load Drop in the Personnel Hatch-Load drop is not a concern since the motor is bein~~~ggQjlf~oposition. „.~A

bC) Rigging and Load Drop inside Containment-

~ ~ ~ . 0The only area xn who.ch ragging and load drop xs aimmediately around the motor mount. Since it is clear that the PolarCrane cannot be, used to place the motor into place (the Crane cannotbe parked in the jet impingement zone while performing this lift), it isCivil Engineering s understanding that an A-Frame will be used to lift .

,the motor onto its mount (raising it up about 7'o 7-6" at the centerof the load, maximum) . The concern by Civil Engineering is for load

drop. It appears that. the concrete floor slab under the CFCU isheavily loaded. Cj+l Engineering will need perform ananalysis (which cou~K take about 3 to 4 days to complete) which coulddemonstrate that the concrete floor at elevation 140'ould absorb theimpact and not allow the motor to fall below elevation 140'here itcould possibly damage safety related SSCs. Even if Civil Engineeringwere to demonstrate this, there would still be a concern for possibledamage of safety related SSCs caused by falling concrete debris createdwhen the motor drops onto the concrete floor . As possible alternativesor added precautions to alleviate a load drop'oncern, it is suggestedthat cribbing be placed under the motor while it is being lifted (bottomof the motor to the top of the cribbing is not to exceed 6") so that incase the load is dropped, the cribbing will absorb the impact andprevent the load from causing potential damage to the concrete floor.Another possibility is to use jacks and lift E crib the motor into placesuch that the maximum load drop height does not exceed 6". In bringingin a lot of cribbing material (which will more than likely need to becovered with herculite material), fire protection and RHR sump blockageconcerns need to be addressed. Civil Engineering judges that use ofcribbing material to absorb a 6" load drop (for either jacking orlifting) would be acceptable with no consequences to the concrete floorstructure. It is assumed that removal of the old motor will be just thereverse of the load handling method mentioned, above.

In summary, it appears that the previous evaluations performed under TP TD-9011 applies for the load path, floor loadings, and use of the Polar Crane

( Aux Hook up to the point of placing the motor onto a cart/pallet jackjust outside the jet impingement zone at elevation 140'. Civil Engineeringwill need to evaluate the associated floor loading once the rigging/liftingmethod has been determined. It is strongly recommended that cribbingmaterial be used limit the load drop to less than 6" to preclude potentialdamage to the concrete floor structure and subsequent damage to safetyrelated SSCs from falling concrete debris.Please review the above writeup for concurrence to be used in the newtemporary procedure. Once the temporary procedure has been written, pleaseensure that Civil Engineering is on distribution so that we can ensure thatthe proper evaluations have been performed.

.Please contact me at x6546 for any questions/concerns.

DavidATTACHMENT~SHEET No

CALC. No +POZ<REV. No

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PacIfIc Oaa and EIactrlo Company

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[ ] Reviewed and determined to affect the ASIDE Section XI ISI Boundary.Work may proceed unde~ Section XI repair program.

[ j Work may proceed under PSRC Blanket Approval M-9.[ ] Other':

SFH clearance is [ ], is not PQ required for this work. Work mayproceed on implementing this design change. The window for performingthis work has been designated as;

[ ] Complete before primary heatup test.[ j Complete'prior to power ascension (600). E'i:.'~'-E,bQ Other: AS KcAEDuLE PERKING'5 PRwRiTY ..7- e:3'.='-'P~~

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From Division or NUCLEAR PLANT OPERATIONSDiablo Canyon Power Plant

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