Publications

Abstract not provided.

Abstract not provided.

Abstract not provided.

Abstract not provided.

The Nuclear Regulatory Commission's (NRC) current fire protection regulatory framework was initiated in response to a cable fire that occurred at the Browns Ferry Nuclear Power Station in 1975. Following the issuance of several guidance documents, in 1981 the Commission codified deterministic requirements to provide reasonable assurance that fire would not jeopardize reactor safety (10 CFR 50.48 "Fire Protection" and Appendix R to 10 CFR 50). Since then, the results of plant operating experience, NRC inspection activities and cable fire testing programs have served to clarify the application of these requirements. In 2004, the NRC amended 10 CFR Part 50.48 to add a new subsection, 10 CFR 50.48(c), that endorses, with exceptions, the National Fire Protection Association's 805, "Performance-Based Standard for Fire Protection for Light Water Reactor Electric Generating Plants — 2001 Edition," as a voluntary alternative for demonstrating compliance with Appendix R. To date, approximately half of all operating plants have transitioned to a risk-informed approach under 10 CFR 50.48(c). Regardless of the selected approach, each operating nuclear power plant should establish a comprehensive fire protection program that includes features needed to minimize the likelihood and consequence of firesl. To achieve this objective, fire protection programs integrate the NRC's long-held safety concept of defense-in-depth (DID) by providing multiple barriers against potentially unacceptable consequences of fire. To minimize the frequency and size of fires, the first lines of defense include controls for fire prevention, such as controlling combustibles and ignition sources and fire mitigation features, such as fire detection and suppression systems. In the unlikely event that a fire should start and continue to grow in spite of these features, appropriate fire protection features, such as fire-rated barriers are provided as necessary to ensure the accomplishment of essential shutdown functions. This handbook was specifically developed for NRC inspectors that may be assigned to perform elements of Inspection Procedure (IP) 71111.05T, "Fire Protection (Triennial)," including, (a) "Protection of Safe Shutdown Capabilities," (e) "Alternative Shutdown Capability," and (f) "Circuit Analyses." Thus, the document concentrates solely on the final element of defense-in-depth— ensuring reactor safety will not be compromised in the event of a serious fire. In addition to describing how the NRC's regulatory framework has evolved since the Browns Ferry Fire, the handbook illustrates the content and scope of various analyses typically referenced in a plant's fire protection licensing basis and includes techniques and insights for assessing the plant's conformance to those criteria.

We review liquid hydrogen (LH2) as a maritime vessel fuel, from descriptions of its fundamental properties to its practical application and safety aspects, in the context of the San Francisco Bay Renewable Energy Electric Vessel with Zero Emissions (SF-BREEZE) high-speed fuel-cell ferry. Since marine regulations have been formulated to cover liquid natural gas (LNG) as a primary propulsion fuel, we frame our examination of LH2as a comparison to LNG, for both maritime use in general, and the SF-BREEZE in particular. Due to weaker attractions between molecules, LH2is colder than LNG, and evaporates more easily. We describe the consequences of these physical differences for the size and duration of spills of the two cryogenic fuels. The classical flammability ranges are reviewed, with a focus on how fuel buoyancy modifies these combustion limits. We examine the conditions for direct fuel explosion (detonation) and contrast them with initiation of normal (laminar) combustion. Direct fuel detonation is not a credible accident scenario for the SF-BREEZE. For both fuels, we review experiments and theory elucidating the deflagration to detonation transition (DDT). LH2fires have a shorter duration than energy-equivalent LNG fires, and produce significantly less thermal radiation. The thermal (infrared) radiation from hydrogen fires is also strongly absorbed by humidity in the air. Hydrogen permeability is not a leak issue for practical hydrogen plumbing. We describe the chemistry of hydrogen and methane at iron surfaces, clarifying their impact on steel-based hydrogen storage and transport materials. These physical, chemical and combustion properties are pulled together in a comparison of how a LH2or LNG pool fire on the Top Deck of the SF-BREEZE might influence the structural integrity of the aluminum deck. Neither pool fire scenario leads to net heating of the aluminum decking. Overall, LH2and LNG are very similar in their physical and combustion properties, thereby posing similar safety risks. For ships utilizing LH2or LNG, precautions are needed to avoid fuel leaks, minimize ignition sources, minimize confined spaces, provide ample ventilation for required confined spaces, and to monitor the enclosed spaces to ensure any fuel accumulation is detected far below the fuel/air mix threshold for any type of combustion.

This paper presents a risk assessment of a Liquefied Natural Gas (LNG)/diesel hybrid locomotive to identify and rank failures that could result in the release of LNG or Gaseous Natural Gas (GNG) to the surrounding environment. The Federal Railroad Administration (FRA) will analyze industry safety assessments of the proposed rail vehicles and the goal of this risk analysis is to identify and prioritize hazard scenarios so the FRA can ensure that they are properly addressed. For operational activities, a Failure Modes and Effects Analysis (FMEA) was performed to identify high risk failure modes. A modified hazard and operability study (HAZOP) methodology was used to analyze hazard scenarios for the maintenance activities for the LNG and Compressed Natural Gas (CNG) dual-fuel locomotives and the LNG tender car. Because refueling operations are highly dependent on human interactions, a human factors assessment was also performed on a sample refueling procedure to identify areas of improvement and identify best practices for analyzing future procedures. The FMEA resulted in the identification of 87 total failure modes for the operational phase, three of which were deemed to have a High risk priority, all involving the cryogenic storage tank. The HAZOP for the LNG tender resulted in the identification of eight credible hazard scenarios and the HAZOP for the locomotive in the maintenance mode identified 27 credible hazard scenarios. The high and medium risk failure modes and hazard scenarios should be prioritized for further analysis.

Abstract not provided.

The objective of this research is to better understand the fire-induced failure modes of instrumentation cables and evaluate the potential effect those failure modes could have on plant instrumentation circuits (i.e., circuit, component, and/or system response). In particular, this research is intended to better quantify the signal leakage that may occur before catastrophic failure in instrumentation circuits.

Abstract not provided.

Abstract not provided.

Abstract not provided.

Abstract not provided.

Abstract not provided.

Abstract not provided.

A fire at a nuclear power plant (NPP) has the potential to damage structures, systems, and components important to safety, if not promptly detected and suppressed. At Browns Ferry Nuclear Power Plant on March 22, 1975, a fire in the reactor building damaged electrical power and control systems. Damage to instrumentation cables impeded the function of both normal and standby reactor coolant systems, and degraded the operators’ plant monitoring capability. This event resulted in additional NRC involvement with utilities to ensure that NPPs are properly protected from fire as intended by the NRC principle design criteria (i.e., general design criteria 3, Fire Protection). Current guidance and methods for both deterministic and performance based approaches typically make conservative (bounding) assumptions regarding the fire-induced failure modes of instrumentation cables and those failure modes effects on component and system response. Numerous fire testing programs have been conducted in the past to evaluate the failure modes and effects of electrical cables exposed to severe thermal conditions. However, that testing has primarily focused on control circuits with only a limited number of tests performed on instrumentation circuits. In 2001, the Nuclear Energy Institute (NEI) and the Electric Power Research Institute (EPRI) conducted a series of cable fire tests designed to address specific aspects of the cable failure and circuit fault issues of concern1. The NRC was invited to observe and participate in that program. The NRC sponsored Sandia National Laboratories to support this participation, whom among other things, added a 4-20 mA instrumentation circuit and instrumentation cabling to six of the tests. Although limited, one insight drawn from those instrumentation circuits tests was that the failure characteristics appeared to depend on the cable insulation material. The results showed that for thermoset insulated cables, the instrument reading tended to drift and fluctuate, while the thermoplastic insulated cables, the instrument reading fell off-scale rapidly. From an operational point of view, the latter failure characteristics would likely be identified as a failure from the effects of fire, while the former may result in inaccurate readings.

Abstract not provided.

Abstract not provided.

Abstract not provided.

Abstract not provided.

Abstract not provided.

Abstract not provided.

The objective of this project was to devolop a plan for modifying the Turbulent Combustion Laboratory (TCL) with the necessary infrastructure to produce a cold (near liquid temperature) hydrogen jet. The necessary infrastructure has been specified and laboratory modifications are currently underway. Once complete, experiments from this platform will be used to develop and validate models that inform codes and standards which specify protection criteria for unintended releases from liquid hydrogen storage, transport, and delivery infrastructure.

Abstract not provided.

A cooperative research and development agreement was made between Linde, LLC and Sandia to develop a plan for modifying the Turbulent Combustion Laboratory (TCL) with the necessary infrastructure to produce a cold (near liquid temperature) hydrogen jet. A three-stage heat exchanger will be used to cool gaseous hydrogen using liquid nitrogen, gaseous helium, and liquid helium. A cryogenic line from the heat exchanger into the lab will allow high-fidelity diagnostics already in place in the lab to be applied to cold hydrogen jets. Data from these experiments will be used to develop and validate models that inform codes and standards which specify protection criteria for unintended releases from liquid hydrogen storage, transport, and delivery infrastructure.