The objective of the small-scale group of tests is to demonstrate that sodium will drain from the surface of the fire suppression deck into the catch pan without interference during a spill event, and to demonstrate that burning is terminated following the spill event by the accumulation of combustion products inside the drain pipes. The results of this series of tests will be used to validate the catch pan fire suppression deck design concept based on the criteria that sodium will drain freely from the surface of the fire suppression deck and that burning is terminated in an acceptably short time (less than or equal to 36 h). The objective of the large-scale group of tests is to provide experimental data on the consequences of sodium spills using prototypic leak rates and to demonstrate the effectiveness of a large-scale fire suppression Q-deck assembly.
The long term residual heat removal for the Clinch River Breeder Reactor Plant (CRBRP) is accomplished through the use of three protected air-cooled condensers (PACC's) each rated at 15M/sub t/ following a normal or emergency shutdown of the reactor. Steam is condensed by forcing air over the finned and coiled condenser tubes located above the steam drums. The steam flow is by natural convection. It is drawn to the PACC tube bundle for the steam drum by the lower pressure region in the tube bundle created from the condensing action. The concept of the tube bundle employs a unique patented configuration which has been commercially available through CONSECO Inc. of Medfore, Wisconsin. The concept provides semi-parallel flow that minimizes subcooling and reduces steam/condensate flow instabilities that have been observed on other similar heat transfer equipment such as moisture separator reheaters (MSRS). The improved flow stability will reduce temperature cycling and associated mechanical fatigue. The PACC is being designed to operate during and following the design basis earthquake, depressurization from the design basis tornado and is housed in protective building enclosure which is also designed to withstand the above mentioned events.
A significant portion of the cost of fabricating LMFBR fuels is in the non-fuel components such as fuel pin cladding, fuel assembly ducts and end fittings. The contribution of these to fuel fabrication costs, based on FFTF experience and extrapolated to large LMFBR fuel loadings, is discussed. The extrapolation considers the expected effects of LMFBR development programs in progress on non-fuel component costs.
An overview of the National LMFBR Fuel Development Program is presented which includes a brief review of fuel performance concerns and issues and highlights of current fuel testing activities in EBR-II and the FFTF.
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