Transport Locomotive and Waste Package Transporter Design Development Plan Rev 01, ICN 00

800-30R-HE00-00700-000-001

June 2005

1. PURPOSE 
This design development plan (DDP) identifies major milestones for advancing the design of the 
transport locomotive and waste package (WP) transporter to meet its credited safety functions. 
This DDP will identify the means of demonstrating that the transport locomotive and WP 
transporter can be relied upon to perform its safety (ITS) functions identified in the Nuclear . 
Safety Design Basis for License Application (NSDB) (BSC 2005 [DIRS 17 1 5 121). Furthermore, 
this DDP will define the planned approach and schedule logic ties of design development 
activities and provides the basis for the subsequent development of performance specifications, 
test specifications and test procedures. 
2. SCOPE 
The scope and extent of this DDP is driven by the development requirements defined within the 
Transport Locomotive and Waste Package Transporter Gap Analysis Study (BSC 2005 [DIRS 
1739251). This study identifies areas of the transport locomotive and WP transporter where 
performance acceptance can not be readily sought through the use of commercially available 
structures, systems and components (SSCs) or use of consensus codes and standards, used in 
conjunction with a recognized equipment qualification program. 
The scope of this DDP is limited to identifying the planned approach and design development 
activities necessary to advance the design of the transport locomotive and WP transporter to 
demonstrate that it will meet its credited safety functions. Thereafter, this DDP will form a basis 
for defining design development and testing requirements within the transport locomotive and 
WP transporter performance specification. The performance specifications will define the codes, 
standards, and performance requirements for design, fabrication, and testing of the equipment. 
Testing activities will be detailed in test specifications and test procedures. Test specifications 
will detail the requirements for each test, and testing procedures will prescribe how each test is to 
be performed. 
This DDP was prepared by the Emplacement and Retrieval project team and is intended for the 
sole use of the Engineering department in work regarding the transport locomotive and WP 
transporter. Yucca Mountain Project personnel from the Emplacement and Retrieval project team 
should be consulted before use of this DDP for purposed other than those stated herein or use by 
individuals other than authorized by the Engineering department. 
3.. PROGRESSIVE APPROACH 
Design development requirements and activities identified within this plan are commensurate 
with the level of design completed for License Application and the associated gap analysis study. 
Therefore, specific design details, and the selection of specific SSCs may not be known, and all 
design development requirements may not have been identified within the gap analysis study. 
Therefore, a progressive design development approach is presented in this DDP that provides a 
framework for identifying and detailing design development requirements and activities as the 
800-30R-HE00-00700-000-001 1 June 2005 

design advances. It is anticipated that as the design matures, to the extent practicable, SSCs that 
perform ITS fhnctions will be selected based on proven technology and codes and standards that 
provide assurance they will perform as required without need for extensive design development. 
The progressive design development approach includes, as appropriate, the design development 
activities identified in Section 9. Completion of each design development activity and 
advancement of the design will determine the need for further design development and 
completion of additional design development activities. 
In addition, the progressive approach maintains flexibility throughout the design process to allow 
alternative solutions to be explored without compromising design development objectives. 
4. DESIGN DEVELOPMENT OBJECTIVES 
The primary objectives of this DDP are to demonstrate the reliability of the transport locomotive 
and WP transporter performance for: 
The rate of WP transporter runaway per trip 
Representative operating conditions 
Off-normal conditions. 
5. QUALITY ASSURANCE 
This document was prepared in accordance with LP-ENG-014-BSC, Engineering Studies. The 
results of this document are only to be used as the basis for selection of design development 
activities and are not to be used directly to generate quality products. Therefore, this engineering 
study is not subject to requirements of the Quality Assurance Requirements and Description 
document (DOE 2004 [DIRS 171 5391). 
6. USE OF COMPUTER SOFTWARE 
Computer software used in this study (Microsoft Word 1997) is classified as exempt from 
procedure LP-SI. 1 IQ-BSC, Sofmare Management. All software used to prepare this anal& is 
listed as "soRware not subject to this procedure" (LP-SI. 1 1Q-BSC, Section 2.1). 
7. FUNCTIONAL DESCRIPTION 
The primary function of the transport locomotive is to move the waste package (WP) transporter 
and other rail-based support equipment utilized by the emplacement and retrieval system, such as 
the gantry carrier and WP transporter. 
The primary hnction of the WP transporter is to safely transport waste packages between the 
surface facilities and emplacement transfer docks for both emplacement and retrieval operations. 
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The transport locomotive provides the motive force for all movements of the waste package 
transporter. The WP transporter primarily consists of a radiological shielded enclosure (with 
bedplate) mounted to a railcar. 
Within the Waste Package Transporter Preclosure Safety Analysis (BSC 2004 [DIRS l69554]), .a 
fault tree analysis was performed with two possible alternatives that meet the necessary 
reliability. Alternative 1 is a single-channel dynamic brake in conjunction with the basic service 
brake system (BSC 2004 [DIRS169554], Section 6.8.2). Alternative 2 is a single-channel 
independent brake in conjunction with the basic service brake system (BSC 2004 [DIRS169554], 
Section 6.8.3). 
8. NON STANDARD SSC 
Non-standard SSCs are defined as; SSCs not based on commercially available equipment, 
established industry practices, or consensus codes and standards. The preferred practice is to use, 
standard components and SSCs whose failure modes, failure effects, and reliability values are 
documented under similar operating conditions and environments. 
The Transport Locomotive and Waste Package Transporter Gap Analysis Study (BSC 2005 
[DIRS 1739251) identified SSCs that perform ITS hnctions, and it identified the codes and 
standards to be used to provide assurance that the will perform as required. In most cases, it was 
found that ITS functions and requirements could be met using codes, standards, and/or 
supplements developed specifically for railroad and nuclear applications. The Transport 
Locomotive and Waste Package Transporter Gap Analysis Study (BSC 2005 [DIRS 1739251) 
identified some design development needs associated with satisfying several operational 
reliability and design performance safety requirements. These development requirements are 
detailed in this study. 
3 June 2005 

9. DESIGN DEVELOPMENT ACTIVITES 
The following design development activities represent the progressive design development 
approach to advance the design of the transport locomotive and WP transporter. In turn, as the 
design advances the need to complete each design development activity, or selectively complete 
activities, should be determined based on meeting each credited safety hction. Design 
development activities are described in Section 10. 
I Design Activities: 
I - Selection of SSCs 
- Engineering calculations , . 
I - Computer modeling 
I - Failure modes and effect analysis (FMEA) 
I - Fault tree analysis (FTA) 
I Testing Activities: 
- Bench testing 
I - Prototype testing 
- Integrated testing 
Specific design development activities identified in the Transport Locomotive and Waste 
Package Transporter Gap Analysis Study (BSC 2005 [DIRS 1739251) are summarized in Table 
Although proven railroad technologies with nuclear adaptations will be used to the extent 
practicable, several engineering development requirements have been identified. Specifically, the 
shielded compartment structure needs to be validated; the speed control and braking system 
component failure rates need to be established; and the functionality of the control, 
communication, and electrification system need to be demonstrated. Validation of the shielded 
compartment structure will be demonstrated through calculations, computer modeling, andlor 
finite element analysis. However, complete demonstration and design optimization will require 
prototyping. 
Prototyping will establish data for the predictable life of components. Data will be established 
for the drive trains, control components and field mounted devices that are susceptible to 
premature failure in harsh environments. These data are important for validating equipment 
performance and recovery operations and for demonstrating equipment maintenance. Testing 
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will simulate accelerated component life cycles and operating environments. Specific systems 
identified for accelerated life testing include the speed control, braking, and drive system. 
Specific systems to be monitored for testing with radiation-hardened enclosures include the 
transport locomotive and WP transporter onboard control systems, onboard sensors, and onboard 
CCTV system. 
In addition, because of the potential for a seismic event to adversely effect the performance of 
the transport locomotive and WP transporter, it is important to hlly 'understand how the 
performance of each ITS SSC and safety function is effected. Most notably is the potential for a 
seismic event to adversely effect the performance of the braking systems that may lead to a 
runaway. 
A seismic event may also excite the vehicle suspension and compromise the WP transporter's 
ability to negotiate track curves, switches, and other track conditions. Further, a seismic event 
may adversely effect the structural the WP transporter causing damage to the shielding integrity 
or causing the WP to impact with the WP transporter structure. 
Seismic events may also initiate external event sequences that may lead to a derailment or 
tipover. These event sequences may include failure of the track ground support or damage to the 
rail or switches. 
To address these concerns and to develop a broad understanding of the potential effects of 
seismic events on the transport locomotive and WP transporter the following specific design 
development activities are to be completed: 
Seismic bench testing 
Seismic modeling 
Seismic prototype testing. 
10. DESIGN DEVELOPMENT ACTIVITY DESCRIPTION 
10.1 SELECTION OF SSCS 
To the extent practicable SSCs should be selected based on proven technology that have been 
used in similar environmental and nuclear operating conditions. Selection of SSCs with proven 
nuclear pedigrees and well-documented histories may reduce the need for subsequent design 
development, and SSCs certified to IEEE Std 323-2003, IEEE Standard for QualzJLing Class 1E 
Equipment for Nuclear Power Generating Stations, [DIRS 1669071 may require little or no 
physical design development activities. In contrast, the selection of new technologies could 
require testing to confirm the adequacy of the equipment design under normal, abnormal, design 
basis event, and post-design basis event conditions, as well as the suitability of the materials and 
methods of construction. 
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10.2 ENGINEERING CALCULATIONS 
As the design progresses and solutions are evaluated, especially for structural components, 
engineering calculations could include (at a minimum) the shielded compartment structure. 
Calculations will be required to confirm that acceptable stress and strain levels are maintained 
and that maximum deflections are not exceeded. Validation of the WP transporter shielded 
compartment structure will be demonstrated through calculations, and where necessary, 
prerequisite to three-dimensional modeling and finite element modeling. 
10.3 COMPUTER MODELING 
Computerized, three-dimensional simulation modeling should be conducted for design 
verification during the advancement of the transport locomotive and WP transporter prototype 
detail design to ensure that the WP transporter will negotiate within site curves. Finite element 
modeling may be used during design development to provide evidence that design stress levels 
are not exceeded, especially for the WP transporter shielded compartment structure. 
10.3.1 Seismic Modeling 
Computer modeling will involve the development of a non-linear dynamic time history finite 
element model. This model will allow a time-domain interactive analysis of rails, track ground 
support, and WP transporter coupled to the transport locomotive (stationary and moving) to be 
performed under a seismic event. Results from the model will be used to improve the 
performance (by absorbing energy more effectively) of the WP transporter, transport locomotive, 
and track. 
10.4 FAILURE MODES AND EFFECT ANALYSIS 
A failure modes and effect analysis (FMEA) should be performed on the transport locomotive 
and WP transporter according to IEEE Guide for General Principles of Reliability Analysis of 
Nuclear Power Generating Station Safety Systems [DLRS 1249641. 
The FMEA is usually the first reliability activity performed to provide a better understanding of 
a design's failure potential. It can be limited to a qualitative assessment, but may include 
numerical of a failure probability estimates. Important applications of the FMEA include: 
Specifying future tests required to establish whether design margins are adequate relative 
to specific failure mechanisms identified in the FMEA 
Identifying "safe" versus "unsafe" failures for use in the quantitative evaluation of safetyrelated 
reliability 
Identifying critical failures that may dictate the frequency of operational test and 
maintenance intervals if the failure modes cannot be eliminated from 'the design. 
Establishing the quality-level for parts (especially electrical parts) needed to meet 
reliability goals. 
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Identifying unacceptable failure mechanisms (failures that could produce unacceptable 
safety or operational conditions) and the need for design modifications to eliminate them 
Identifying the need for failure detection. 
FMEA should be used to identify, by component, all known failure modes, failure mechanisms, 
effects on the system, method of failure detection, and provisions in the design to compensate for 
the failures. The analysis should provide established reliability statistics based on failure rates for 
components used in similar applications and environmental conditions. Reliability data, where 
available, will be obtained from nuclear facilities with similar quality control requirements. This 
activity is a prerequisite to performing a detailed fault tree analysis, and it provides the first level 
of design validation during the conceptual design phase. The FMEA should be periodically 
updated to reflect changes in design as the design matures. 
10.5 FAULT TREE ANALYSIS 
A fault tree analysis (FTA) should be performed on the transport locomotive and WP transporter 
using ANSIAEEE Std 352-1987 (IEEE Guide for General Principles of Reliability Analysis of 
Nuclear Power Generating Station Safety Systems) [DIRS 1249641. 
Fault tree analysis should be used to determine. the causes and probability of the safety 
requirements stated within the Nuclear Safety Design Basis for License Application (BSC 2005 
[DIRS171512]). The fault tree analysis, performed in conjunction with the results of the FMEA 
should provide adequate design validation to proceed with prototyping. Important benefits of 
FTA include: 
Identifying possible system reliability and safety problems-during the design phase 
Assessing system reliability and safety during operation 
Improving the understanding of component interaction within a system, 
Identifying components that may need testing or more rigorous quality assurance scrutiny 
Identifying root causes of equipment failures. 
10.6 BENCH TESTING OF COMPONENTS 
I 
Components that do not have a proven history of operating in radiological environments similar 
to those expected at Yucca Mountain should be subject to bench testing at a testing facility 
capable of handling radiation sources and bounding environmental conditions that include 
radiation, temperature, dust, and moisture. 
Because of the magnitude of the radiation source required to simulate the actual operating 
conditions, it is recommended that only the brake components, electrical components, and 
control system components be tested in a radiation environment. Because the control system 
components are relatively small, the radiation tolerance tests could be performed in almost any 
800-30R-HE00-00700-000-001 7 June 2005 

available hot cell. This test would establish the level of degradation due to radiation in the 
operating environment. 
The following conditions should be considered as applicable during the bench testing cycles: 
Radiation dose rates for emplacement and retrieval equipment are 600.7 re* from the 
waste package radial surface' (BSC 2005 [DIRS 1712511, Section 3.2.1.1.1) and 
1,290 re& axially from the bottom lid (BSC 2005 [DIRS 17 125 11, Section 3.2.1.1.1). 
The outside temperature environment the equipment could be expected to perform in is 2' 
F to 1 l6OF (-17' C to 47' C) (BSC 2005 [I7125 11, Section 3.2.5.1). 
Expected outside relative humidity will be 1 1 to 58 percent (BSC 2005 [I7125 11, Section 
3.2.5.2). 
The maximum temperature the equipment could be expected to perform in is 122 O F (50 O 
C) (BSC 2005 [DIRs 171599]), Section 4.8.3.1.1). 
Expected emplacement drift relative humidity will be 3 to 10 percent (BSC 2005 [DIRS 
171251]), Section 3.2.5.4). 
The maximum rainfall the equipment could be expected to operate in is 2.15-in per hour 
(BSC 2005 [171251], Section 3.2.5.6). 
Bench testing should be used to validate the following, with consideration of the above 
mentioned conditions: 
Suitability of materials used in the construction of components and assemblies 
Lubricants used in or on components and assemblies 
The surface-finish of the components and assemblies (natural or painted) 
' Evidence that components and assemblies will function properly over their expected 
operating life. 
10.6.1 Seismic Bench Testing 
Seismic testing of ITS components and subassemblies will be in accordance to ANSVIEEE Std 
344-1987 [DIRS 1596191. 
10.7 PROTOTYPE TESTING 
The basic approach for prototype testing is to test the critical transport locomotive and WP 
transporter systems in an environment that simulates the actual operating environment as closely 
as possible. Prototype testing should be performed at full-scale because some components are 
unavailability at reduced scale. Full-scale prototyping is recommended because: 
800-30R-HE00-00700-000-00 1 8 June 2005 

Scalability of the results fiom a scale mode 
predictions. 
:1 is questionable for enclosure thermal life 
A scale model approach implies a throwaway model at the conclusion of testing. It is 
anticipated that the prototype transport locomotive and WP transporter can be used as a 
production or training unit with minor modifications. 
It is questionable whether scale components are available in all cases. 
The full-scale prototype approach is likely the low-cost plan. 
Full-scale testing will also provide the most representative information to the final production 
equipment. Selection of individual components should consider their influence on test results. 
Where practicable, components that are identified as ITS should be identical to those to be used 
in the final production unit. - 
Prototype testing shall be performed in the following three phases: 
Phase I: Accelerated Testing 
Phase 11: Extended Testing 
Phase I11 Sustained Testing 
10.7.1 Accelerated Testing 
Accelerated testing should simulate the full life-cycle operations of the transport locomotive and 
WP transporter for all moving parts (e.g., motors, gearboxes, shafts, and brakes) in a compressed 
time period. This activity should also include full life-cycle control sequence testing of the 
control system, including the programmable logic controller, all control instrumentation, 
switches and sensors, and cabling. The control and instrumentation cabinets should be full lifecycle 
tested relative to their radiological and environmental resistance capabilities under 
representative operation conditions (Section 10.6). 
Life-cycle operations should be based on all normal movements associated with emplacing an 
assumed three (3) waste packages per day during a 256-day period per year. This assumption is 
based on an operating shift of eight (8) hours per day, with three (3) operating shifts per day with 
each one yielding one emplaced WP. The load handled by the WP'transporter will be 200,000 
lbs, which includes the maximum weight ,of a waste package, the weight of a long pallet (BSC 
2005 [DIRS17125 I]), and a 20 percent increase in waste package weight to represent an upper 
bounding limit. The main access design grade is * 2.5% (BSC 2005 [DIRS171251], Section 
3.1.3.1.2). The linear travel speed of the WP transporter shall be limited to a maximum speed of 
8 mph (BSC 2005 [DIRS 17125 11, Section 3.1.3.1.2). 
ITS SSCs and prototype extended tests are listed in Table 3 in Appendix B. 
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10.7.2 Extended Testing 
Extended testing should simulate extended life-cycle operations for all moving parts (e.g., 
motors, gearboxes, shafts, and brakes) of the transport locomotive and WP transporter. This 
activity should also include full life-cycle control sequence testing of the control system, 
including the programmable logic controller, all control instrumentation, switches and sensors 
and cabling. The control and instrumentation cabinets should also be full life-cycle tested relative 
to radiological and environmental resistance capabilities under representative operating 
conditions, which are listed in Section 10.7.1. 
ITS SSCs and prototype extended test are listed in Table 3 in Appendix B. 
I 10.7.3 Sustained Testing 
Sustained testing should simulate the transport locomotive and WP transporter performance 
under off-normal environment and operational conditions. Off-normal conditions include, for 
example, high and low temperatures, over travel, collisions, off-set loads, loss of power, 
communication failure, seizure of moving parts, derailments, and track misalignment. Details 
that should be considered during sustained testing, and the components to test include: 
All control systems and components, testing should concentrate on, but not be limited to, 
loss of power, communication, and spurious signals. 
The transport locomotive and WP transporter as whole should be subjected to track 
misalignment and a derailment simulation. 
Testing should determine that over-speed of the drive system associated with an offnormal 
event should be prevented by the control system and the braking system, the endof-
travel rail stops, or a combination of these. 
I ITS SSCs and prototype sustained test are listed in Table 3 in Appendix B. 
10.7.4 Seismic Prototype Testing 
To the extent practical seismic prototype testing will be done at full-scale to provide fully 
representative results. Prototyping will include impact and vibration testing of selective and 
complete assemblies of the Transport locomotive and WP transporter. Prototyping will be based 
on using a multi-axis shaker table to replicate seismic events. Results Erom prototyping will be 
used to verify computer modeling and confirm equipment performance under a seismic event. 
Off-site integrated testing should be performed to demonstrate interfaces with the transport 
locomotive, WP transporter, various Waste Packages and pallets, and the subsurface facility. 
Off-site testing will permit testing to be performed during completion of emplacement drifts. 
Furthermore, an off-site test facility would also serve as an operator training facility. Integrated 
testing should be fully representative, to the extent practicable, of real operations with the 
exception of a radioactive environment. 
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Due to the mission critical nature of the emplacement system, integrated testing is recommended 
to support meeting the following goals: 
Demonstrate functionality of the complete system under simulated operational conditions 
Demonstrate practicality of recovery and retrieval plans 
Verify system performance prior to delivery to site 
Provide preparation for operational readiness review 
Permit early hands-on involvement of regulatory agencies 
Permit early operator training capabilities 
Provide early feedback for necessary modifications or design enhancements. 
10.9 OPERATIONAL READINESS REVIEW 
Although operational readiness review is beyond the scope of this DDP, it is mentioned here for 
completeness. An operational readiness review should follow off-site integrated testing and 
highlights the final milestone in demonstrating the performance of production ITS SSCs. 
11. INFORMATION COLLECTION AND INSPECTION REQUIREMENTS 
The primary objectives of this DDP are to demonstrate the reliability of ITS transport locomotive 
and WP transporter functions under representative operational conditions. Although, individual 
components will be selected based on previous use in similar nuclear applications, it is unlikely 
that they have been used within the same configuration or for exactly the same application, and 
therefore component failure or excessive wear may be influenced by unknown interactions. 
Therefore, to evaluate component failures that influence reliability, it is essential that information 
be. collected during each stage of the component life (i.e., manufacture, construction and 
operation). This information may then be used to ensure that a root cause analysis can be 
performed on the components that do not meet their design and performance objectives. 
Typical data collection requirements for ITS SSCs are listed in Table 4 in Appendix C. 
1 1.1 BASELINE DATA 
To assess wear and failure modes of ITS components, it is essential that detailed baseline data be 
obtained. The data, at a minimum, should include a physical inspection of each component 
before and after installation to identify any defects and anomalies. All noted defects and 
anomalies must be addressed prior to testing. Typical data should include weights, important 
dimensions, and surface finishes. 
800-30R-HE00-00700-000-001 11 June 2005 

11.2 ACCELERATED TEST DATA 
Throughout life-cycle prototype testing, sufficient instrumentation should be provided to monitor 
the performance of ITS components. Instrumentation should provide real-time monitoring and 
feedback on important measurements and operating parameters. Measurements, as a minimum, 
should include: 
The effects of temperature on components and fabrications caused by environmental 
temperatures coupled with the heat developed by components during operation (e.g., 
motors,' gearboxes, bearings, speed control equipment, sensors, switches, cables, and 
relays). 
The ventilation system for the control cabinets should be monitored to ensure acceptable 
temperatures for the electronic components (e.g., switches, relays, and cables). 
The effects of the design loads on all load bearing components and fabrications should be 
monitored for stress' and strain levels, physical deflections, and reductions in surface 
finish on drive components (e.g., shafts, and bearings) caused by wear. 
Motor power requirements should be recorded during the operations of vehicle and 
bedplate movements. 
The drive system components (e.g., motors, gearboxes, and bearings) should be 
monitored for vibration and sound during operating cycles. 
The speed control and braking systems for the transport locomotive, WP transporter, and 
bedplate motion should be monitored under all conditions. 
Instrumentation, where practicable, should include vision and audible feedback. 
During accelerated testing, components will be inspected and maintained (e.g., adjustments and 
lubrication) as part of a scheduled maintenance regime based on vendor data. Where practicable, 
supplement vendor data with predictive maintenance and condition-monitoring techniques. 
11.3 EXTENDED TEST DATA 
Data requirements for extended testing are similar to those for accelerated testing, with the 
exception that a detailed inspection of each ITS component needs to be performed prior to 
testing to determine component wear and life expectancy. 
11.4 SUSTAINED TEST DATA 
Data requirements for sustained testing are similar to those for accelerated testing, with the 
exception that a detailed inspection of each ITS component needs to be performed after each 
sustained test evolution to monitor for evidence of progressive fatigue, cumulative fatigue, and 
component failure. 

11.4.1 Seismic Test Data 
Seismic prototype testing should be conducted during sustained testing. Instrumentation of 
equipment should provide real-time feedback and should include as a minimum stress and strain 
measurements of all ITS SSCs (e.g. braking system, shielded compartment etc.) and supporting 
S SCs (e.g. support brackets, railcar undercarriage etc.). Throughout testing components should 
be monitored for evidence of defects, flaws or failures. 
11.5 OFF-SITE INTEGRATED TEST DATA 
After prototype testing of individual components, it will be necessary to demonstrate the overall 
functionality of the complete system. This phase of testing is referred to as integrated testing. To 
the extent practicable, integrated testing will be used to demonstrate the performance of the 
complete system under simulated operational conditions. Prior to off-site integrated testing, used 
equipment should be rehbished or replaced to new condition. Data collection for integrated 
testing should be hlly representative of anticipated operating conditions. 
12. EXPECTED RESULTS AND SUCCESS CRITERIA 
The expected results and success criteria, based on satisfying the ITS performance requirements 
specified in Nuclear Safety Design Bases for License Application (BSC 2005 [DIRS 1 7 15 12]), 
are outlined in this section. Deviations fiom expectations should be subjected to close inspection 
or further evaluation. If necessary, additional testing may be required to verify the data or to 
provide additional information for root cause analyses. 
12.1 ACCELERATED TESTING 
At the completion of accelerated testing, all ITS reliability requirements specified in Nuclear 
Safety Design Bases for License Application (BSC 2005 [DIRS 17 15 121) should have been met, 
as specified in Table 1. 
To achieve these reliability requirements, it is expected that the transport locomotive and WP 
transporter will not require any unplanned maintenance. Where practicable, components should 
be selected or designed to support an operational life of 2 years, (BSC 2005 [DIRS 17 1 5 121, 
Section 3.2.1 .XI) without breakdown or the need for replacement. Failure of ITS components 
within this period, results that are not consistent with vendor data, and bench testing should be 
closely evaluated to determine root causes for any failures or problems found. 
800-30R-HE00-00700-000-001 13 June 2005 

Table 1 : Reliability Requirements 
12.2 EXTENDED TESTING 
Performance Requirements 
WP Transporter runaway per transfer 
Extended testing should provide added confidence that ITS reliability requirements can be meet 
with a degree or margin over an extended operational life. Therefore, successful extended testing 
should conclude with results that further support accelerated testing. Extended testing should 
provide a basis for the timing of planned maintenance outages during which components and 
assemblies would be inspected and maintained. Maintenance outages should be completed at 
regular intervals with minimal impact on operations. During these outages the transport 
locomotive andor WP transporter would be transferred to the Heavy Equipment Maintenance 
Facility where a planned inspection and maintenance program would be completed prior to 
returning into service. 
Target Reliability 
8.3 x 10" per trip 
12.3 SUSTAINED TESTING 
Source: BSC 2005 [DIRSl71512]. 
Sustained testing should provide added confidence that ITS reliability requirements can be meet 
with a degree or margin under off-normal conditions. Therefore, successful sustained testing 
should conclude with. results that further support accelerated and extended testing. Sustained 
testing would highlight potentially weak areas, or demonstrate areas of unacceptable wear and 
identify signs of fatigue. This should add confidence to the determined frequency of planned 
maintenance outages. 
12.3.1 Seismic Testing 
Seismic prototype testing should demonstrate that the WP transporter coupled to the transport 
locomotive can performance its ITS safety functions during and after a DBGM-2 seismic event, 
and can maintain its ITS safety functions during a BDBGM seismic event. Moreover, 
prototyping should demonstrate overall operability of the system to predict the behavior of the 
WP transporter and its interactions with the track and track ground support systems. 
12.4 OFFSITE INTEGRATED TESTING 
Off-site integrated testing will provide assurance the system will perform all required safety 
functions and that interactions with other equipment interfaces including recovery systems are as 
specified. During this testing, improvements may be highlighted that will be incorporated prior 
to delivery and installation of the equipment on site. 
800-30R-HE00-00700-000-00 1 14 June 2005 

13. LOGIC TIES TO DESIGN ENGINEERING, PROCUREMENT, AND 
CONSTRUCTION 
Logic ties to Design Engineering, Procurement, and Construction organizations are listed in 
Table 5-1 in Appendix D. These ties are based on major design development milestones for the 
transport locomotive and WP transporter. 
15 800-30R-HE00-00700-000-001 June 2005 

14. REFERENCES 
14.1 DOCUMENTS CITED 
BSC (Bechtel SAIC Company) 2004. Waste Package Transporter Preclosure Safety 
Analysis. 800-MQC-HETO-00200-000-00A. Las Vegas, Nevada: Bechtel SAIC 
Company. ACC: ENG.20040623.0002. 
BSC (Bechtel SAIC Company) 2005. Emplacement and Retrieval System Description 
Document. 800-3YD-HE00-00100-000-003. Las Vegas, Nevada: Bechtel SAIC 
company. ACC: ENG.20050414.0013. 
BSC (Bechtel SAIC Company) 2005. Nuclear Safety Design Bases for License 
Application. 000-30R-MGRO-00400-000-001. Las Vegas, Nevada: Bechtel SAIC 
Company. ACC: ENG.20050308.0004. 
BSC (Bechtel SAIC Company) 2005. Transport Locomotive and Waste Package 
Transporter Gap Analysis Study. 800-30R-HE00-00600-000-000. Las Vegas, 
Nevada: Bechtel SAIC Company. 
DOE 2004. Quality Assurance Requirements and Description. DOERW-0333P, Rev. 
16. Washington, D.C.: U.S. Department of Energy, Office of Civilian Radioactive 
Waste Management. ACC: DOC.20040907.0002. 
LP-ENG-014-BSC, Rev. 0, ICN 2. Engineering Studies. Washington, D.C.: U.S. Department of 
Energy, Office of Civilian Radioactive Waste Management. ACC: DOC.20040225.0003. 
LP-SI. 1 1Q-BSC, Rev. 0, ICN 1. Software Management. Washington, D.C.: U.S. Department of 
Energy, Office of Civilian Radioactive Waste Management. ACC: DOC.20041005.0008. 
14.2 CODES AND STANDARDS 
1 596 19 ANSUIEEE Std 344- 1987 (Reaffirmed 1993). IEEE Recommended Practice for 
Seismic Qualzjkation of Class 1E Equipment for Nuclear Power Generating Stations. 
New York, New York: American National Standards Institute. TIC: 253538. 
124964 ANSUIEEE Std 352-1987. IEEE Guide for General Principles of Reliability Analysis 
of Nuclear Power Generating Station Protection Systems. New York, New York: The 
Institute of Electrical and Electronics Engineers. TIC: 246332. 
166907 IEEE Std 323-2003. 2004. IEEE Standard for QuallJLing Class IE Equipment for 
Nuclear Power Generating Stations. New York, New York: Institute of Electrical and 
Electronics Engineers. TIC: 255697. 
800-30R-HE00-00700-000-00 1 16 June 2005 

REF 
15.1 
15.2 
15.3 
15.4 
APPENDIX A - ITS SSCS - DESIGN DEVELOPMENT ACTIVITIES 
Table 2: Design Development Activities for Structures, Systems, acd Components Important to Safety 
NSDB REQUIREMENT 
While on the surface, the WP 
transporter shall be designed to 
function in extreme straight wind (90 
mph). 
The rate of a WP Transporter 
runaway shall be less than 8.3 x lo-' 
runaways per trip. 
The WP Transporter (together with 
the locomotive and coupler) shall be 
designed to prevent runaway of the 
WP Transporter for loading 
conditions associated with a DBGM- 
2 seismic event. In addition, an 
analysis shall demonstrate that the 
WP Transporter (together with the 
locomotive and coupler) has 
sufficient seismic design margin to 
ensure that a "no ~naway" safety 
function is maintained for loading 
conditions associated with a 
BDBGM seismic event. 
The WP Transporter shall be 
designed for loading conditions 
associated with a DBGM-1 level 
seismic event and demonstrate 
sufficient margin to a 'shielding 
integrity remains intact' safety 
function. 
APPLICABLE 
sscs 
Suspension, 
Brakes, 
SSC protective 
equipment 
Braking system 
with controls 
Speed control 1 
braking system 
with controls 
couplers 
Shielded 
compartment, 
doors, hinges, 
and locking 
mechanisms 
REQUIRED 
ANALYSIS 
Wind load 
analysis 
FMEA 
FTA 
Seismic 
analysis on 
site, 
substructure, 
rails, 
transport 
locomotive, 
and WP 
transporter 
FEA 
structural 
analysis on 
shielded 
compartment 
DESIGN DEVELOPMENT NEEDS 
REQUIRED 
MODELING 
Wind simulation 
wl track stability 
Brake simulation 
with wind applied 
REQUIRED 
DRAWINGS 
General Assembly 
REQUIRED 
TESTING 
Wind tunnel test 
SSC protective 
equipment Bench 
environmental testing 
REQUIRED 
CALCULATIONS 
Seismic 
simulation on 
transport 
locomotive and 
WP transporter 
-- 
General Assembly 
Individual SSC 
seismic bench testing 
followed by full scale 
prototype seismic test 
Seismic 
simulation on WP 
transporter and 
Braking 
performance 
simulation 
lndividual SSC full 
scale prototype 
seismic test 
Individual SSC bench 
testing followed by full 
scale prototype 
Radiation shielding 
test 
June 2005 

APPENDIX B - ITS SSCS PROTOTYPE TESTING 
Table 3: Prototype Testing for Structures, Systems, and Components Important to Safety 
I 
ITS SSCs Pro 
ITS SSCs 
WP transporter shielded compartment: 
Shielded compartment structural frame 
Hinges 
Shielded compartment doors 
Shield door locking mechanisms 
Braking system with controls: 
Transport locomotive control system 
Speed control system 
Speed sensor 
Dynamic brake (alternative 1 only) 
Transport locomotive brake control system 
Pneumatic tread brake system 
Disc brake system (alternative 2 only) 
Transport locomotive coupler 
WP transporter control system 
WP transporter brake control system 
Pneumatic tread brake system 
Disc brake system (alternative 2 only) 
WP transporter coupler 
Suspension 
SSC Exterior Protective Equipment 
we Testing 
Test 
kcelerated & Extended Testing: 
.ife cycle load testing 
.ife cycle control sequence testing . ' 
Seismic test 
Sustained Testing: 
iadiation test 
Iccelerated & Extended Testing: 
_ife cycle brake application testing (including curves) 
-ife cycle control sequence testing 
Seismic test 
Sustained Testing: 
Spurious signals 
Sommunications failure 
Power failure 
Failed and seized components 
Radiation 
Accelerated & Extended Testing: 
Wind load and effect testing 
Seismic test 
Sustained Testing: 
Wind load and effect testing 
Accelerated & Extended Testing: 
Environmental testing (Dust, rain, etc.) 
Seismic test 
Sustained Testing: . 
Radiation 
Temperature 
Humidity 

APPENDIX C - ITS SSCS DATA COLLECTION 
Table 4: Data Collection for Structures, Systems, and Components Important to Safety 
ITS SSCS Di 
ITS SSC 
WP transporter shielded compartment: 
Shielded compartment structural frame 
Hinges 
Shielded compartment doors 
Shield door locking mechanisms 
Braking system with controls: 
Transport locomotive control system 
Speed control system 
Speed sensor 
Dynamic brake (alternative 1 only) 
Transport locomotive brake control system 
Pneumatic tread brake system 
Disc brake system (alternative 2 only) 
Transport locomotive coupler 
WP transporter control system 
WP transporter brake control system 
Pneumatic tread brake system 
Disc brake system (alternative 2 only) 
WP transporter coupler 
Suspension 
1 SSC Exterior Protective Equipment 
1 Collection 
Data Collection 
-oad measurements 
seam defections 
Stress and strain measurements 
Non-destructive testing of welds 
Temperature (cabinets, lubricants, and bearings) 
Radiation (seals, lubricants) 
Speed (shafts, motors) 
Current, voltage (motors) 
Radiation (cable insulation, electronics, switches) 
Wear (bearings, shafts, and brakes) 
Air pressure (brake lines, reservoir) 
Braking force (pad wear) 
Surface finish (shafts, hooks) 
Sound (gearbox, motors, bearings) 
Suspension deflection 
Temperature (cabinets) 
Radiation (cabinets) 
Humidity (cabinets) 
Air pressure (brake lines, reservoir) 

APPENDIX D - TRANSPORT LOCOMOTIVE AND WASTE PACKAGE TRANSPORTER DDP MILESTONES 
Table 5: Design Development Milesstones for the Transport Lowmotive and Waste Package Transporter 
Transport Locomotive and W8 
Fault tree analysis 
Design Development 
Milestone 
Fault mode and effect 
Analysis 
Detailed fault tree analysis of 
prototypical design 
Description 
Detailed FMEA of prototypical 
design 
- - - - - 
Test Specifications and specifications and test 
Test Procedures procedures for bench testing and 
prototyping 
Bench testing Bench testing of ITS components 7 Prototyping - Phase I Accelerated testing 
Prototyping - Phase II 
ste Package Transporter D 
Project Phase 
Extended testing 
Prototyping - Phase Ill 
Procurement - Design 
Engineering Subcontract 
Sustained testing 
Procurement - Design 
Engineering Subcontract 
Procurement - Design 
Engineering Subcontract 
Procurement - Design 
Build Subcontract 
Procurement - Design 
Build Subcontract 
Procurement - Design 
Build Subcontract 
Procurement - Design 
Build Subcontract 
sign Development Milestones. 
P3 Logic P3 Logic Tie Target Target 
Tie Activity Activity Start Finish 
ID Description 
RP6K2100 Prototype Design Oct 2006 July 2007 
(Transport 
Locomotive & WP 
Transporter) 
RP6K2100 Prototype Design Oct 2006 July 2007 
(Transport 
Locomotive & WP 
Transporter) 
RP6K2100 Prototype Design Oct 2006 July 2007 
(Transport 
Locomotive & WP 
Transporter) 
RP6K3010 Prototype Oct 2007 July 2007 
Fabrication of 
Transport 
Locomotive & WP 
Transporter 
RP6K3015 Prototype Testing Sep 2008 Mar 2009 
(Transport 
Locomotive & WP 
Transporter) 
RP6K3015 Prototype Testing Sep 2008 Mar 2009 
(Transport 
Locomotive & WP 
(Transport 
Locomotive & WP 
June 2005