Accident Management Orientation Guide

1983 ◽  
Author(s):  
D. K. Shaver ◽  
R. L. Berkowitz ◽  
P. V. Washburne
Kerntechnik ◽  
2019 ◽  
Vol 84 (1) ◽  
pp. 22-28
Author(s):  
Z. Huang ◽  
H. Miao ◽  
H. Hsieh ◽  
N. Li ◽  
D. Gu

2015 ◽  
Vol 4 (3) ◽  
Author(s):  
Souresh Bhattacharya ◽  
D. Mukhopadhyay ◽  
Sunil Giri

Indian automotive industry has increasingly adopted global supply chain best practices including supplier relationship as a management imperative, in the last two decades. Increased competition, globalization, wide-spread outsourcing, use of information technology and rapid technological advances have contributed in supplier relationship development with the objective to achieve competitive advantage and a high level of performance. It is evident that only if mutual benefits accrue to both Vehicle Assemblers (VA) and their suppliers, the partnership between them would be meaningful and effective. Also, VAs have necessarily, to invest considerable resources and effort in achieving collaboration with their suppliers and cost-effectiveness becomes an issue which leads to supply base rationalization and a segmented approach. Therefore understanding the issues involved and identifying focus areas for successful supplier relationships becomes an imperative. This paper, based on an exploratory study, delves into the VA-supplier interface in Indian automobile supply chains, examines various theoretical and practical dimensions, in order to identify strategic imperatives (key impact drivers), Supplier Management Orientation (SMO) of VAs, adoption of Supplier Development Practices, extent of VA-supplier partnerships and mutual benefits accruing to both entities. Based on this a framework for holistically studying the VA-supplier interface is proposed.


2020 ◽  
pp. 1-12
Author(s):  
Marko Bohanec ◽  
Ivan Vrbanić ◽  
Ivica Bašić ◽  
Klemen Debelak ◽  
Luka Štrubelj

Author(s):  
Svetlin Philipov ◽  
Kalin Filipov

This paper presents the results of an analysis of the application of CFD tool to help hydrogen management. Some information pointed out the problem of hydrogen generation and distribution. Passive autocatalytic recombiners are the point of interest and mainly PAR units’ location. A severe accident is taken into account regarding the sources of hydrogen generation. The analysis of the severe accident progression is performed with MELCOR code. CFD tool Fluent (ANSYS) is applied to assess hydrogen and steam distribution in the atmosphere of the containment (confinement). The NPP unit of type WWER 440 (V230) is considered but as it is stressed this fact is irrelevant to phenomena and accident management targets.


2011 ◽  
Vol 175 (3) ◽  
pp. 572-593 ◽  
Author(s):  
César Queral ◽  
Juan González-Cadelo ◽  
Gonzalo Jimenez ◽  
Ernesto Villalba

Author(s):  
Mitsuhiro Suzuki ◽  
Takeshi Takeda ◽  
Hideo Nakamura

Presented are experiment results of the Large Scale Test Facility (LSTF) conducted at the Japan Atomic Energy Agency (JAEA) with a focus on core exit thermocouple (CET) performance to detect core overheat during a vessel top break loss-of-coolant accident (LOCA) simulation experiment. The CET temperatures are used to start accident management (AM) action to quickly depressurize steam generator (SG) secondary sides in case of core temperature excursion. Test 6-1 is the first test of the OECD/NEA ROSA Project started in 2005, simulating withdraw of a control rod drive mechanism penetration nozzle at the vessel top head. The break size is equivalent to 1.9% cold leg break. The AM action was initiated when CET temperature rose up to 623K. There was no reflux water fallback onto the CETs during the core heat-up period. The core overheat, however, was detected with a time delay of about 230s. In addition, a large temperature discrepancy was observed between the CETs and the hottest core region. This paper clarifies the reasons of time delay and temperature discrepancy between the CETs and heated core during boil-off including three-dimensional steam flows in the core and core exit. The paper discusses applicability of the LSTF CET performance to pressurized water reactor (PWR) conditions and a possibility of alternative indicators for earlier AM action than in Test 6-1 is studied by using symptom-based plant parameters such as a reactor vessel water level detection.


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