Atomic Accidents Read online

  ATOMIC

  ACCIDENTS

  A HISTORY OF NUCLEAR MELTDOWNS AND DISASTERS:

  FROM THE OZARK MOUNTAINS TO FUKUSHIMA

  James Mahaffey

  For Mrs. King

  My seventh-grade English teacher, who thought I should write

  Contents

  Author’s Note: A Triumph of Soviet Technology

  Introduction: Bill Crush and the Hazards of Steam Under Pressure

  Chapter 1: We Discover Fire

  Chapter 2: World War II, and Danger Beyond Comprehension

  Chapter 3: A Bit of Trouble in the Great White North

  Chapter 4: Birthing Pains in Idaho

  Chapter 5: Making Everything Else Seem Insignificant in the UK

  Chapter 6: In Nuclear Research, Even the Goof-ups are Fascinating

  Chapter 7: The Atomic Man and Lessons in Fuel Processing

  Chapter 8: The Military Almost Never Lost a Nuclear Weapon

  Chapter 9: The China Syndrome Plays in Harrisburg and Pripyat

  Chapter 10: Tragedy at Fukushima Daiichi

  Chapter 11: Caught in the Rickover Trap

  Image Gallery

  Bibliography

  Index

  Illustration Credits

  Acknowledgments

  AUTHOR’S NOTE

  A TRIUMPH OF SOVIET TECHNOLOGY

  Nuclear engineers love and admire hydroelectric power. It’s perfectly clean. It makes no smoke, no carbon monoxide, no radioactive waste, no toxic exhaust or lingering byproduct of any kind. Unlike nuclear power, it’s very simple. Dam up a river. Let the water from the top of the resulting lake fall through a pipe, gain energy, and spin a turbine. Connected directly to the turbine shaft, without any gears or transmission, is a multi-pole electrical generator. Three wires emerge from the side of the generator. Connect those to the transformer yard, and you’re sending electricity to paying customers 24 hours a day, or as long as there is water in the lake.

  It is shockingly quiet on the turbine deck. The spinning machinery, usually covered with ceramic tiles made in subdued pastel colors or mounted flush with the floor, makes a high-pitched but subdued whine. The walls tremble, but only slightly, sometimes just beyond perception. The deck is spotlessly clean, and above, looking down on the machinery, is the glassed-in control room. Banks of instruments read out the status of the turbines, which is invariably good. Being a hydro-plant operator has got to be a boring job. You sit there as the generators go round and round, decade after decade, and the silt slowly builds up at the base of your dam. Excitement is when water starts to trickle down where it isn’t supposed to on the face of the dam, or a big snow-melt upstream has to be diverted over the spillway, but aside from that it’s fairly dull. If all the electrical power could be generated with hydro dams, then the world would be a cleaner, calmer place.

  There are many fine hydroelectric dams in the United States, each demonstrating the American ability to bend nature to our needs with well-thought-out engineering practice and the skill necessary to build large things. In 1961 the United States and the Soviet Union were engaged in an all-out war. It was a cold war, in which the purpose was not to see how many of the other side we could kill but to prove who had the superior experimental economic system. It was an American form of capitalism against a Russian form of communism, and the battles raged on many fronts. The Soviets had already cleaned our plow in the race for manned space flight, putting Vostok 1 with Yuri Gagarin into orbit on April 14. We were falling way behind.

  Thinking to show the U.S., which had built the magnificent Hoover Dam in Nevada, how to really build a hydroelectric plant, the Soviet Union decided to construct the world’s largest reservoir to produce an impressive 6.4 billion watts of power using a line of ten turbo-generators. Work began to build an enormous dam, 3,497 feet wide and 807 feet high, across the Yenisei River near Sayanogorsk in Khakassia. The Sayano-Shushenskaya Hydro Power Plant took 17 years to build. This single dam generated one tenth of the power used in Siberia, and 70 percent of it was used to smelt aluminum. In 2006 production peaked, and the dam produced 26.8 trillion watt-hours of electricity. It was the sixth largest hydroelectric plant in the world, and it was built to withstand a Richter 8.0 earthquake. It was listed in the Guinness Book of World Records as the sturdiest dam in existence.

  The water intake pipes on a dam are called penstocks, which is a carryover from the days of wooden water wheels. The sieve at the intake that keeps floating stuff like canoes or swimming bears out of the penstocks is the trash rack. The rotor, or the part of the turbine that spins, is called the runner, and it is hit with water from all sides. The force of the water and therefore the power that turns the generator is controlled precisely by hydraulically actuated wicket gates encircling the runner.

  The turbine hall was magnificent, finished in white with gray and sky blue accents, with a curved picture window a couple of stories tall forming the front wall and looking out over the gently flowing Yenisei river, reformed from the turbine exhausts into an idyllic, park-like setting. An extremely large traveling crane, capable of easily picking up a 156-ton turbine runner, ran the length of the hall on rails in the ceiling.

  On the morning of August 17, 2009, Unit 2 was the master turbine, setting the pace for the others to follow and running at a precise 142.86 revolutions per minute. Each turbine had its own penstock down from the top of the dam and its wicket gates constantly followed the directions from Unit 2, but there were only nine turbines running that morning. Unit 6 was down for maintenance, and an unusually large number of workers were down on the deck worrying over it.

  At 8:13 local time something in the water, probably a loose log, made it through the trash rack at the top of the dam, fell 636 feet through the Unit 2 penstock, and lodged in the runner. Not good. In a fraction of a second, the log had spun around and slapped shut all the wicket gates, and the turbine jerked to a low speed. The turbines were extremely smooth and stable in two conditions: running at full speed and standing still. In any other condition while connected to the electrical grid, they would vibrate. Unit 2, the master turbine, suddenly lost speed as its water was cut off. It was no longer generating power, and was instead pulling power out of the other generators, acting as an electric motor. Unit 2 started hopping up and down, wrestling with its sudden change of identity and status. The bolts holding the top on Unit 2 blew off, and the 900-ton turbo-generator jumped out of the floor. Suddenly having no speed control from Unit 2, Units 7 and 9 quickly reached runaway speed and started flinging parts through what was left of the picture window. The Unit 2 penstock collapsed and destroyed everything around it.1

  Having no penstock to contain it, Lake Sayano-Shushenskoe started emptying into the powerhouse. Units 3, 4, and 5 were still generating power, but they could not do it correctly while under water. The main transformer exploded, sending 40 metric tons of cooling oil, mixed with highly toxic polychlorinated biphenyls, down the Yenisei. The overhead crane wrenched loose from its rails and crashed through the floor, followed by the ceiling caving in on the only units left running. In a matter of seconds, a sweetly running hydroelectric plant was reduced to a twisted mass of water-soaked wreckage. Pieces were scattered hundreds of feet away, and the once-beautiful powerhouse looked as if it had been crushed under a giant’s foot and then ground up just to make a point. After weeks of searching, the remains of 74 workers were found in the ruins. One was never found, making the toll 75.

  The potential power of a simple mass of water is amazing, particularly when it is leveraged by a 636-foot drop. In a few moments, a placid lake of life-giving water had killed 75 people, destroyed a large power plant, and conta
minated the drinking water for everyone downstream with a virulent carcinogen called PCB. In 1986 it would take the Chernobyl-4 RBMK nuclear reactor several weeks to end the lives of 54 men. Both power plants had been built about the same time, and both were the pride of Soviet technological advancement.

  The problem of water inappropriately forced on a large power plant would come up again, this time in Japan in 2011. We now call this incident “Fukushima.”

  1 This is one of three possible explanations for the Sayano-Shushenskaya Dam disaster, and it is my favorite. The official report on the accident, released on October 3, 2009, concludes that six bolts holding the cover on the generator were missing (only 49 were found), and excessive vibration caused the cover to fly off. Maybe. You say you didn’t hear about this on the news? At the time, a popular singer named Michael Jackson had died from the improper use of an anesthetic, and the world was too spellbound to consider any other disasters.

  INTRODUCTION

  BILL CRUSH AND THE HAZARDS OF STEAM UNDER PRESSURE

  My first remembrance to which I can assign a date was in 1954. I was three months shy of my fourth birthday, and the event has stuck clearly in my mind for all these years.

  Back then, there was a regional railroad in north Georgia named the Gainesville Midland. It was a small operation, always strapped for cash, and it was probably the last railroad in Georgia to run steam locomotives. The flagship of the line was a decapod, a heavy freight engine having ten driver wheels, number GM207, named “the Russian.” It was so named because it was built by the Baldwin Locomotive Works in Eddystone, Pennsylvania, in 1916, under contract with Czar Nicolas II, Emperor and Autocrat of All the Russias. It was ready to ship in 1917, but Nicolas was under severe stress at the time, and payment was not forthcoming. Finding the Russian government completely collapsed, Baldwin sold its entire inventory of oddly specified 2-10-0 decapods at auction in an attempt to recover manufacturing costs. The Gainesville Midland wound up with three of them, and Baldwin was happy to readjust the gauge for the light tracks in Georgia.

  The Russian looked incomprehensibly huge to me. How could something so big, so massive, move at all? It blotted out the sun when it passed, throwing black soot high into the crisp autumn air and causing the ground to move under my feet like a Japanese earthquake. The boiler sat so high, I could see daylight through the spokes in the drive wheels as it thundered by at top speed, making 35 miles per hour pulling a mixed string of five cars. On the downhill, you could outrun it on a bicycle. It ran back and forth, between Athens and Gainesville, roughly alongside the Winder Highway.

  One Sunday afternoon we were at my grandparents’ house in Hoschton, Georgia. The town used to be on the Gainesville Midland line, but the tracks had been torn up in 1947 when the route was cancelled. The train station was still there, empty of purpose like other buildings in the hamlet that had seen more prosperous times. It was a slow day.

  It had been raining constantly for the past week, and everything in Georgia was soaking wet, including the fellow who came to the door with urgent news. “Colonel!” he cried. “The Midland done wrecked!”

  Granddaddy dropped his New York Times and rose to his feet. “Wrecked?”

  “Yes, sir! It’s the Russian. She’s off the rails, up yonder, nearly t’ Gainesville.” He pointed vaguely west.

  This was no time to be sitting around listening to the house settle. We piled into the Studebaker and hot-wheeled it up the road to a wide spot that no longer exists, called Candler, just south of Gainesville. You could feel the spectacle growing as we approached. Cars were parked or abandoned off the road. First a few, then clumps, then seemingly every car in the world. People were walking, jogging, and sprinting, all in one direction, pointing and shouting. We pulled off and started walking.

  After trudging about a hundred miles we reached a sharp turn, where the tracks veered off to the left, and there it was, lying on its side, wheels in the air, like a dead dinosaur. The heavy Russian had taken the turn too fast, and the red clay under the tracks, saturated with water, just slid out from under it. I could swear the thing was still breathing. Periodically you could hear steam burbling somewhere deep inside its enormous body. People were just standing there in awe of the spectacle, uncountable hundreds, quietly staring and whispering to each other. Someone said that the engineer had to be cut out of the wreckage with an acetylene torch. I stood on my tiptoes and tried to see the twisted wreck of the cab. It was too far away, down a hill.2

  I learned something that day, and it had nothing to do with going too fast around a curve: there’s a great deal of entertainment value in a train wreck. Even the aftermath of a crash, with the engine upside down and cars scattered all over the place, is surprisingly theatrical—a tragedy in hot steel, plowed mud, and scattered coal. There was sport in just analyzing the disaster, thinking what could have happened, back-tracing the last moments of the engine’s life, and imagining it digging the long trench as its energy dissipated into the ground. If it were roped off, you could sell tickets.

  As is almost always the case, I was not the first to think of this. In 1896 a passenger agent for the Missouri, Kansas & Texas Railway (Katy), William “Bill” Crush, came up with a brilliant publicity stunt that would drum up passenger business. Being a natural-born salesman, he was able to convince his boss that they should stage a head-on collision between two locomotives. With a little advertising, it would attract thousands of people! There would be no charge to see the crash, but they could sell train tickets to bring people to the event. At two dollars per roundtrip ticket, they would not only gain publicity for their railroad, they would clear a profit as well.

  In the 19th century, rail travel was the premier form of ground transportation, and just about everybody spent time in a railcar, gazing out the window as the rural terrain sped by or sleeping in the sitting position. Steam trains were large, heavy, fearsome beasts, breathing fire and looking dangerous. Some people were excited by the technical advances that had made this mass transportation possible, and some were terrified of it. There were too many newspaper stories every day about train wrecks. It seemed that engines were always blowing up for no obvious reason, crashing into each other, tilting off the rails, or plunging off a trestle into a gorge. There were citizens who could not be forced onto a train at gunpoint. Engineers blamed impossible schedules and poorly maintained tracks. Conductors blamed engineers. Railyard workers blamed brakemen, and railroad owners blamed the newspapers for lurid prose.

  In 1891, a particularly bad year, 7,029 Americans lost their lives in railroad accidents. There were only about 64.4 million Americans at the time, so that makes the fatality rate 1.4 times that of automobile travel in 2011. The idea of staging a train wreck in 1896 was a superb piece of psychology. Instead of assuring passengers that all trains were safe and nobody could get hurt, show them the worst that could possibly happen. Let them feel the heat blast, the steam escape, and the ground-trembling thud. Allow them to get as close as they dared, and, what was most essential, let them see it coming. There would be no buried dread of the random, completely unexpected accident. The fear of the unknown would be replaced by the excitement of expectation.

  A bare patch of ground outside the city limits of Waco, Texas, was staked out, and a set of temporary tracks was laid. Two obsolete 4-4-0 American pattern locomotives, looking like Civil War relics, were purchased and dolled up. One was painted green with red trim, and the other was painted red with green trim. Boxcars were added, with advertising for the Oriental Hotel in Dallas and the Ringling Brothers Circus painted on the sides. Tents were erected. A temporary restaurant was built, as well as a jail, and a 2,100-foot-long platform was banged together to give people a place to stand and watch the show. Eight tank cars filled with water were brought in to prevent spectator dehydration.

  The event was scheduled for September 15, and by then the crowd had grown to over 40,000 souls. As an afterthought
, Bill Crush was asked, “Is this safe? Them old boilers ain’t gonna explode, are they?”

  Since the invention of high-pressure steam earlier that century, boiler explosions had become the number one fear of everyone participating in the steam-power revolution. Boiler explosions had been killing anyone standing near an over-pressurized locomotive since 1831. Steam carried a lot of pent-up energy. It wasn’t just the immediate fire under the boiler that was the problem, it was the heat energy built up and stored in the steel vessel that was so dangerous. A steam explosion could happen at any time, out of the blue, without a hint of warning. A boiler would disintegrate, sending hot, knife-like pieces ripping mercilessly through a crowd. It was not the sort of publicity that a railroad ever needed.

  “Naw,” said Bill, patting the still-sticky paint. “These old engines are tough. It’s just going to make a big noise and crush it like a tomato can. No blow-up. I’m sure.” Of all the employees in the Katy, Bill Crush probably knew the least about steam and mechanical stress.

  The afternoon was getting hot, and the crowd was growing restless. Two hundred men were hired to control the mob, but it was beginning to get out of hand. The two engineers were ready at the throttles, the boilers were redlined, and the steam relief valves had sprung open and were blowing mist. Crush rode out in front of the crowd on a borrowed white horse, raised his hat high, let it hang for a moment, then dropped it. The crowd went wild, and the engineers jerked their throttles full open. C. E. Stanton in the green engine and Charles Cain in the red one coolly waited for 12 puffs from the cylinders and bailed out, with the lightly loaded engines gaining speed. People pushed and shoved for an unobstructed view.

  On they came, blowing dark clouds of smoke and setting off emergency signal torpedoes placed all along the track. Bang. Bang. Bang bang bang. Faster and faster, reaching a combined collision speed of 100 miles per hour. The official event photographer, J. C. Deane, tripped his high-speed shutter just as the two cowcatchers met. The two old engines, weighing about 35 tons each, suddenly occupied the same spot on the track. There was a terrific sound of crashing, bending metal as the two locomotives melted together, lifted their front trucks off the track, and seemed to hang for an instant. The wooden cars behind splintered and crushed as the two trains telescoped together.