A07899, Provides Addl Info Re Undervoltage Detection Mods & Related License Amend Request,Per NRC 890320 Request.Actual Wiring Drawings Represent True Indication of Separation & Redundancy & Design Single Failure Proof
| ML20245J590 | |
| Person / Time | |
|---|---|
| Site: | Millstone  |
| Issue date: | 04/25/1989 |
| From: | Mroczka E NORTHEAST NUCLEAR ENERGY CO., NORTHEAST UTILITIES |
| To: | NRC OFFICE OF INFORMATION RESOURCES MANAGEMENT (IRM) |
| Shared Package | |
| ML20245J595 | List: |
| References | |
| A07899, A7899, NUDOCS 8905040190 | |
| Download: ML20245J590 (46) | |
Text
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v tlTILITIES- o.nerai Ome.. . seioen sir..t. Boriin. Conn.cticui l 9 si vs su ** P.O. BOX 270 HARTFORD, CONNECTICUT 06141-0270 k L J 7,"U'r$$Ey"Z . (203) 665-5000 April 25, 1989 Docket No. 50-245 A07899 Re: 10CFR50.90 U.S. Nuclear Regulatory Commission Attention: Document Control Desk Washington, DC 20555 Gentlemen:
Millstone Nuclear Power Station, Unit No.1 Response to Request for Additional Information Undervoltaae and LNP Protection Modification Pursuant to 10CFR50.90, Northeast Nuclear Energy Company (NNECO) requested an amendment to Mil No. l's Operating License, via letter dated December 2,1988.gone Unit The proposed changes will refle' c the implementation of '
the modifications related to degraded grid protection for Class 1E power systems at Millstone Unit No.1, which are scheduled to be completed during the 1989 refueling outage. A summary of the planned ifications was pro-vided to the NRC Staff via letter dated August 15, 1988 An NRC letter dated March 20, 1989(3) requested additional information concerning the undervoltage detection modifications and related license amendment request. Provided herein are responses to the NRC Staff's requests.
In addition to the specific responses, a discussion of the design philosophy is also provided. These responses may be used as a basis for a future meeting to discuss the design change and license amendment request in detail.
(1) E. J. Mroczka letter to U.S. Nuclear Regulatory Commission, "Undervoltage i and LNP Protection Modifications," dated December 2, 1988.
(2) E. J. Mroczka letter to U. S. Nuclear Regulatory Commission, " Degraded Grid Protection for Class 1E Power Systems," dated August 15, 1988.
(3) M. L. Boyle letter to E. J. Mroczka, dated March 20, 1989.
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1 U.S. Nuclear Regulatory Commission A07899/Page 2 April 25, 1989 Desian Philosoohv The existing LNP design consists of two identical and redundant sets of relaying that sense an LNP condition and then load shed buses, start the diesel and gas turbine generators, and automatically align the generators to ,
the buses The circuits are not unique, i.e., the relay logic actuates all '
the same devices in parallel or series circuits such that a single failure of one circuit is compensated for by itr redundant counterpart. The voltage sensing is presently taken on the high side of the RSST, not the 4160 volt buses. Also, an LNP condition is defined as a loss of normal (NSST) or reserve (RSST) offsite power to both trains of emergency equipment; not just one bus or the other.
The design that was proposed prior to May 1987 would have altered the existing design as follcws:
o relocate the undervoltage sensing to the Class lE 4160 volt buses, o provide for the automatic reinstatement of the load shed feature, and o split the existing load shed and LNP logic into separate divisions.
However, the splitting of the load shed and LNP logic into separate divisions raised concerns with respect to the plant's response to partial LNPs due to the unit's asymmetrical bus arrangement (Refer to Reference 2 for details).
Subsequently, a new design was to be developed that could safely relocate the undervoltage sensing to the Class lE 4160 volt buses without requiring the LNP logic to be split. The design transmitted by Reference 2 accomplishes this goal. The requirements used in developing the design are as follows:
o relocate the sensing to the Class lE 4160 volt buses, o do not split the load shed/LNP logic.
o meet the single failure criterion, o use the existing definition that an LNP condition exists only if both safety buses lose off-site power, and o assume conditions that could cause a loss of voltage or degraded voltage on one bus and not the other would be caused by the single failure.
In light of the above, the following responses to the NRC questions are provided.
Reauest No. 1:
The load shed and LNP logic diagram provided in your August 15, 1988 letter shows multiple points where signals from redundant divisions are brought together into common logic gates. Identify the isolation and separation you have provided between redundant circuits. Provide the actual schematic diagram of the undervoltage detection logic.
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U.S. Nuclear Regulatory Commission A07899/Page 3 April 25, 1989 Response: l Attachment 1 provides the actual schematic (wiring) drawings for your review.
Refer to CWDs 279, 279A, 2798, 282, 282A, and 2828 for the redundant under-voltage sensing on Class 1E buses 14E and 14F. The redundant S1 and S2 relays are located in the same enclosures, but are physically separated by a barrier.
Electrically the relays are sensing off the same potential transformers but are separated by fuses. The DC power supplies are from separate supplies.
Reauest No. 2: l The load shed and LNP logic diagram shows multiple points where a single failure of a logic gate can cause load shedding of both redundant divisions and starting and loading of the emergency generators even though off-site power is still available. Please justify.
Response
The diagram showing the AND and OR logic gates is only a diagram to describe the logic. The actual wiring drawings reprasent a true indication of separa-tion and redundancy. The design is single failure proof.
Reauest No. 3:
There is no signal identified in the load shed and LNP logic that separates the onsite buses from the normal station service transformer and the reserve station service transformer (trips NSST and RSST breakers on buses 14A,148, 14C, and 140) on a loss of voltage or degraded voltage signal. Please explain how this is accomplished.
Response
To allow a fast transfer of the station buses after a generator lockout occurs, a .3 second time delay is used to allow for the momentary condition when both the NSST and RSST breakers are open. The fast transfer occurs within 6 cycles.
Reauest No. 4:
It appears from the load shed and LNP logic diagram that a loss of power
(<70% voltage) can exist on a single division (14E or 14F) with no automatic action taken to correct it other than load shedding of the respective buses and a degraded voltage annunciation. Does the load shedding also start the automatic connection of the emergency power sources to the buses? If not, how does the plant respond to a LOCA with simultaneous loss of off-site power to one division and a single failure of the redundant division?
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. April 25, 1989 Reauest No. 5:
With respect to question 4 above, the same situation applies to a degraded voltage condition (<90% but >70% voltage) except the buses are not load shed. )
How then does the plant respond to a LOCA with simultaneous degraded voltage q on one division and a single failure of the redundant division? !
Reauest No. 6:
I From the load shed and LNP logic diagram provided, it appears that a single failure in 14E or 14F switchgear such as a switchgear fire that disables the ,
switchgear undervoltage relays will also disable the undervoltage detection !
logic for the redundant division. The remaining division will then not be able to respond to a loss of voltage condition. Please justify this violation of the . single failure criteria.
Response to Questions 4. 5. & 6:
These three questions pertain to the fact that a loss-of-normal power condi-tion is assumed to exist if less than 70% voltage or less than 90% voltage (with an accident signal generated) is present on both buses 14E and 14F.
This is consistent with the existing plant design. The design is such that if one bus has a degraded voltage or loss-of-voltage condition, .its .cause would have to have Leen the single failure and thus the other bus would remain with adequate voltage.
Reauest No. 7:
Identify the source of power to the redundant S1 and S2 logic channels shown in the load shed and LNP logic diagram. If the source of power is from the Class 1E power system, justify the connection of the Class 1E power between redundant divisions. Describe the separation and isolation provided between redundant systems.
Response
The source of power for the main load shed and LNP circuits (CWDs 288, 288A &
289) are as follow:
S1 Circuit (SH-288) - DC-11A-1 S2 Circuit (SH-289) - DC-11A-2 ,
I The circuits identified above are from redundant Class 1E DC sources. The l existing method of isolation between trains at Millstone Unit No. 1 is to !
utilize coil-to-contact as well as contact-to-contact isolation. The new design utilizes the same methodolocjy. Cable separation is accomplished by running S1 and S2 cables in separate trays and conduits.
U.S. Nuclear Regulatory Commission A07899/Page 5 April 25, 1989 The new voltage sensing relays and timers which provide sensing for 14E and 14F (CWD's 279A&B, 282A&B) provide a redundant method for sensing loss of '
voltage to buses 14E and 14F. The new relays and timers are also powered by t I
separate Class 1E DC circuits. Both trains of voltage relays and timers for bus 14E'are located within panel 2421B but in separate sections of the panel.
Also, both trains of voltaga relays and timers for bus 14F are located within panel 2422, where the divisions of equipment are located within separate sections of the panel. The voltage relays for both divisions sense off the same set of pts.
Reauest No. 8:
It is not clear from the logic diagrams you provided in your August 15, 1988 letter how the load shedding of the emergency buses will be bypassed during load. sequencing and subsequently reinstated following load sequencing. Please provide an explanation of how this is accomplished.
Resoonse:
Once a load shed/LNP signal is received, the NSST and RSST breakers to buses 14C and 14D are tripped open on load shed.
When both NSST and RSST breakers to buses 14C and 140 have opened, a signal sensing breaker position will provide a seal-in for the LNP circuitry such that once on-site power is established on buses 14E and 14F, the LNP initiation signal will not clear thus blocking any further total bus load shed signals.
Reinstatement of the load shed feature following an LNP is accomplished in the new design by treating each bus as an island. If a bus loses power, its voltage sensing relays will sense the condition and initiate a load shed for only that bus. The buses which incorporate this design are as follows:
Bus Voltaae Setooint Loaic 14A 40% 2 of 2 14B 40% 2 of 2 14C 40% 2 of 2 14D 40% 2 of 2 14E 70% 3 of 3 14F 70% 3 of 3 12C 40% 2 of 2 120 40% 2 of 2 1 12E 40% 2 of 2 12F 40% 2 of 2
l U.S. Nuclear Regulatory Commission A07899/Page 6 April 25, 1989 Beauest No. 9:
The load shed and LNP logic diagram indicates that a signal with no time delay will be sent to the load shed and LNP actuation circuits whenever the NSST and RSST breakers to buses 14C and 14D are all simultaneously open. One of the actions this accomplishes is blocking of the fast transfer circuits. Will the logic interfere with a legitimate fast transfer when all the breakers to buses 14C and 140 are simultaneously open as part of the fast transfer sequence?
Response
When both the NSST and RSST breakers to buses 14C and 14D are simultaneously open, a signal will be sent directly to the load shed and LNP actuation circuits. Within the load shed and LNP actuation circuits, a 0.3 second timer delays the initiation of the load shed and LNP actuation.
On a successful fast transfer from the NSST to the RSST, the 0.3 second timer will prevent the load shed and LNP circuits from actuating. The new design is no different from the existing design with respect to this. The existing design looks at the breaker position as well and provides a 0.3 second time delay to allow fast transfer prior to declaring a load shed/LNP condition.
Reauest No. 10:
The load shed and LNP logic diagram shows 3-out-of-3 logic for the loss of voltage relaying and 2-out-of-3 logic for the degraded voltage relaying. Why isn't 2-out-of-3 logic used for both?
Response
The loss-of-voltage logic requires a 3-out-of-3 condition so as ta preclude a blown PT fuse causing a bus to be load shed inadvertently. Since the 2-out-of-3 degraded voltage logic is interlocked with the accident signal and the same condition on the other bus, a blown PT fuse does not negatively impact the 2-out-of-3 logic.
Reauest No. 11: 1 Pith regard to Table 3.9.1 in the revised Technical Specifications you sub-meted in your December 2,1988 letter, the first part of that table identi-fies power available rel aying on the emergency buses. This apparently replaces the power available relaying previously identified in Tables 3.2.2 and 4.2.1, however, the relays identified in Table 3.9.1 do not appear to be i the same as those relays identified in Tables 3.2.2 and 4.2.1 since more buses and more relays are involved. No description however is provided for the new configuration. Please clarify whether this is a new configuration and, in either case, describe the actuation logic and function of these relays.
1 l U.S. Nuclear Regulatory Commission
- A07899/Page 7 l . April 25, 1989
Response
The power 'available relays for buses 14E and 14F that were previously speci-- ,
fied .on Table 3.2.2 - are covered by Table 3.9.1. In addition to these relays, j power available relays for buses 14G,14A & 14C are also included since these '
relays provide permissive for the FWCI start circuits.
i Reauest No. 12:
. Identify the function of the Tr'ain A and Train B load shed and LNP circuit .!
relays shown at the bottom of page 3/4 9-2a in Table 3.9.1 of. the revised Technical Specification. Are. these the relays that provide the functional logic shown in the load shed and LNP logic diagram?
Response
The train A and B relays shown on the bottom of page 3/4 9-2a are the LNP
. actuation circuits that send sigaals to load shed the buses, disconnect the off-site supply and start the gas turbine and diesel generators. I Reauest 'w.13:
Regarding 'the load shedding function identified on the logic diagrams provided in your August 15, 1988 letter, clarify whether the phrase " Load Shed Bus" and
" Load Sheds Buses" means separation of the loads from the buses or separation of the buses' from their power source. If it means separation of the loads from the buses, then why is . load shedding provided for the loads of buses 148 and 14D if these buses are not loaded to the emergency diesel or gas turbine generators, and why aren't the bus 14B load shed relays identified in Techni-cal Specification Table 3.9.1? If it means separation of the loads from the buses from their power sources then how is separation of the loads from the buses accomplished prior to load sequencing?
Response
The difference between load sheds bus and load sheds buses is simply a load I shed bus occurs if only one bus loses voltage. Load sheds buses implies a complete loss-of-voltage to the station and all buses are load shed simultan-eously. It also means the off-site supply breakers are tripped. Bus 14B is not included in the technical specifications since it is not a safety bus and is in no way aligned to the gas turbine generator or diesel generator buses.
Reouest No. 14:
- a. No instrument functional test, calibration, or instrument check frequencies are identified for the "Undervoltage/ Time Relaying" in 1 Table 3.9.1 of the revised Technical Specifications. The surveil- i I
lance frequencies for these items should be once per shift, one per month, and once every refueling outage respectively. Please add !
3 U.S. Nuclear Regulatory Commission A07899/Page 8 April 25, 1989 these surveillance requirements to the revised technical specifica-tion.
- b. Also, the trip setpoints with minimum and maximum limits for the "Undervoltage/ Timer Relaying" are not specified in Table 3.9.1.
This information should bs provided-in the revised Techaical Specifi-cations, and the basis for the setpoint values should be provided to us for our review.
- c. In addition, there is no operability requirement identified for tha "Undervoltage/ Timer Relaying" in Table 3.9.1 when in the " Refuel /
Shutdown" mode. This relaying should be operable in these modes whenever the safety-related equipment in the division it monitors is required to be operable. Please revise the technical specifications accordingly.
Response
- a. It was intended to functionally test and calibrate the undervoltage/
timing relaying once per refueling outage. This is consistent with what is done with the power available rel aying. Also, all the relaying is continuously monitored to annunciate any single relay that may fail with the plant on-line.
- b. It is not intended to include relay tolerances within the technical specifications. Allowable setpoint ranges are cove,ad by plant setpoint control procedures. The 90% and 70% voltage setpoint values correspond to 4160 volt bus voltages. The 8-second 90% time delay is long enough to allow motor starts but less than the 10 second DG FSAR start time. The 2-second 70% time delay is long enough to allow coordination with main bus overcurrent devices to allow for bus fault design by the individual circuit breaker.
- c. With the plant in the Refuel / Shutdown mode, " automatic" emergency AC power is not required since plenty of time is available to align power to the emergency buses through manual actions. The ECCS motor breakers are racked out to prevent inadvertent operation. Also, voltage studies indicate that with the transformers lightly loaded an overvoltage condition is much more likely than an undervoltage condition.
Reauest No. 15:
The undervoltage relaying that initiates transfer of the safety buses to the gas turbine generator are all connected to bus 14E which is not connected to the same winding of the NSST that feeds bus 14A. How then can you assure that a degraded condition on bus 14A will be detected by the relaying on bus 14E in order to automatically transfer bus 14A to the gas turbine?
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p-U.S. Nuclear Regulatory Commission A07899/Page 9
. April 25, 1989 Response:.
This . failure mode has been addressed by the attached 'GE analysis (Attachment.2).
If you . have .any questions on the above information, . please feel . free to ,
contact my staff. I l
Very truly yours, J NORTHEAST NUCLEAR ENERGY COMPANY ,
Mu & .
E. J. )tPoczka- /
Senior Vice President cc: W. T. Russell, Region I Administrator M. L. Boyle, NRC Project Manager, Millstone Unit No. 1- l
'W. J. Raymond, Senior Resident Inspector, Millstone Unit Nos. 1, 2, and 3 i
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Docket No. 50-245 A07899 Attachment 1 i Millstone Unit No. 1 Undervoltage and LhD Protection Modification l
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April 1989
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l Docket No. 50-245 l A07899 Attachment 2 Millstone Unit No. 1 Undervoltage and LNP Protection Modification April 1989
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