B11114, Forwards Revised Responses to Power Sys Branch Mechanical Series Questions
| ML20083N021 | |
| Person / Time | |
|---|---|
| Site: | Millstone  |
| Issue date: | 04/06/1984 |
| From: | Counsil W NORTHEAST NUCLEAR ENERGY CO., NORTHEAST UTILITIES |
| To: | Youngblood B Office of Nuclear Reactor Regulation |
| References | |
| B11114, NUDOCS 8404190002 | |
| Download: ML20083N021 (50) | |
Text
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e General Offices e Selden Street. Berlin, Connecticut 9
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HARTFORD. CONNECTICUT 06141-0270
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(203) 666-6911 k
k J Ner$ Yew $ve av April 6,1984 Docket No. 50-423 Bill 14 Director of Nuclear Reactor Regulation Mr. B. J. Youngblood, Chief Licensing Branch No.1 Division of Licensing U. S. Nuclear Regulatory Commission Washington, D. C. 20555
References:
(1)
B. 3. Youngblood to W. G. Counsil, Request for Additional Information for Millstone Nuclear Power Station, Unit No. 3, dated January 16,1984.
(2)
B. 3. Youngblood letter to W. G. Counsil, Request for Additional Information for Millstone Nuclear Power Station, Unit 3, dated May 31, 1983.
Gentlemen:
Millstone Nuclear Power Station, Unit No. 3 Submittal of Revised Responses to PSB Mechanical Series Questions, of Reference (1) requested additional information beyond responses provided to Reference (2). Attached is a portion of those revised responses.
These revised responses appear as they will in our next amendment. Attachment I contains the following revised responses:
430.57
'430.87 430.118 430.67 430.94 430.121 430.68 430.103 430.122 430.70 430.107 430.127 430.71
'430.108 430.139 430.76
~ 430.109 430.79 430.111 1
h 8404190002 840406 I
PDR ADOCK 05000423
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.- If you have any questions please contact our licensing representative directly.
Very truly yours, NORTHEAST NUCLEAR ENERGY COMPANY M
~
W. G.CCounsil Senior Vice President 1,, &
By: W. F. Fee Executive Vice President -
Engineering & Operations STATE OF CONNECTICUT )-
' ) ss. Berlin '
COUNTY OF HARTFORD. )
' Then personally appeared before. me W. F. Fee who being duly sworn, did state that he is Executive Vice President of Northeast Nuclear Energy Company,' an-l Applicant herein, that he..is: authorized to execute and file the foregoing information in the-name and on' behalf of -the Applicants herein and that the
-statements contained in'said information are true and correct to the best of his
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u12179fsr2355 03/06/84 242 MNPS-3 FSAR NRC Letter: May 31. 1983 1.9 Question Q430.57 (Section 8.3) 1.12
- Provide a detail discussion (or plan) of the level of training 1.13 proposed for your operators, maintenance crew, quality assurance, and 1.14 supervisory personnel responsible for the operation and maintenance of the emergency diesel generators.
Identify the number and type of 1.15 personnel that will be dedicated to the operations and maintenance of the emergency diesel generators and the number and type that will be 1.16 assigned from your general plant operations and maintenance groups to 1.17 assist when needed.
In your discussion identify the amount and kind of training that will 1.18 be received by each of the above categories and the type of ongoing 1.19 training _ program planned to ~ assure optimum availability of the amergency generators.
Also discuss the level of -education: and_ minimum experience 1.20
. requirements for the various categories of operation and maintenance 1.21 personne1' associated with the emergency diesel generators.
Response
1.22 Refer -to FSAR1 Section'13.2 for.- the education, experience,. and ;1.23.
training requirements for personnel responsible for the operation and 1.24 maintenance of the emergency diesel _ generators.
- In addition, maintenance l personnel and engineering personnel with 1.25 maintenance responsibility on emergency diesel generators will _be 1.26-trained by _ attending a ~ diesel-school presented by,the diesel-manufacturer.- These individuals'will be involved with the initial ~ 1.27:
preoperational and startup phases of ftesting of -the-diesel
- generators..This testing will verify the ' adequacy of : procedures, 1.29 provide training for the plant staff,7and ensure optimum availability ;1.30 of the diesel generators. Equivalent diesel school-training will be
'1.31-conducted periodically to-providefcontinuing system familiarity as.
well as indoctrinate new personnel in ~ diesel maintenance - procedures.,1.32 Operating personnel training on dieseligenerator. systems is. covered 't.33 Lin site school..All personnel receive on-the-job training prior to si.34 performingloperations'or maintenance on the diesel' generator.
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HNPS-3 FSAR NRC Letter: May 31, 1983 Question Q430.67 (Section 9.5.4, 9.5.5, 9.5.6, 9.5.7, 9.5.8)
Section 1.2 of the FSAR does not provide any plant plan or elevation drawings. These drawings are necessary to evaluate the adequacy of the diesel generator equipment and its facility with regards to conformance with General Design Criteria 2, 4, 5, and 17 and the Regulatory Guides, NUREGs, and other acceptance criteria in the
. Standard Review Plans. Provide a plot plan and plan, elevation and sectional elevation drawings of the Hillstone emergency diesel generator facility. The drawings shall include location of the diesel generator and its components (pumps, tanks, air receivers, etc), details and location of the air intake and exhaust structures, locations of any gas (hydrogen, nitrogen, CO, etc) tanks located on site, locations and heights of surrounding buildings, and routings of major piping systems within the diesel generator facility (fuel oil, air-intake and exhaust systems).
Further Information Requested:
Provide cross reference between equipment names and equipment tag numbers shown on Figure 3.8-66.
Response
Refer to revised FSAR Figures 1.2-2 and 3.8-66 for the response to this question.
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.I u1217912srt8v 03/05/84 242 MNPS-3 FSAR NOTES TO FIGURE 3.8-66 1.9 EMERGENCY DIESEL GENERATOR - EQUIPMENT INDEX 1.11 i
Equipment 1.14 Mark No.
Equipment Description 1.15 3BYS*PNLDG1F Emergency Generator 125 V de Distribution 1.18 Panel 3CES*PNLBD10 Safety-Related to Nonsafety-Related Signal to 1.19 Isolator Panel 3EGA*TK1A(A-)
Emergency Diesel Generator Air Start System 1.20 Air Receiver Tanks 3EGA*TK2A(A-)
Emergency Diesel -Generator Air Start System 1.33 Air Receiver Tanks 3EGA*EJ3A Emergency Diesel Generator Exhaust Expansion 1.36 Joint t
3EGD* PIA (AO)
-Crankcase Vacuum Pump 1.39 3EGD*SILIA(A-),
-Emergency Diesel Generator Combustion Air 1.42 Filter and Silencer 3 ECD *SIL2A(A-)-
Emergency Diesel Generator Combustion Air 1.45 q
'3,Y.D Silencer 3EGD*SIL3A(A-)
Emergency Diesel Generator Excaust Huffler 1.48' 3EGD*SP1A(AO)
Crankcase Vacuum 011 Separator 1.51 3EGF* PIA (AO)
Emergency Generator Fuel Oil' Transfer Pumps
-1.54
' 3EGF*PIB(BP)-
. Emergency Generator Fuel Oil Transfer Pumps
'1.57 3EGF*PIC(CO)'
Emergency Generator Fuel Oil Transfer Pumps 1.60
~
3EGF*PID(DP)
Emergency Generator Fuel Oil Transfer Pumps 2.3 3EGF*TKIA(A-)
Emergency Generator Fuel Oil Storage Tank -
2.6.
3EGF*TK1B(B-)'
Emergency Generator Fuel Oil Storage Tank 2.9 3EGF*TK2A(A-)
Emergency Generator Fuel Oil Day Tank 2.12 3EGF*TRS1A Manual Transfer Switch for. Emergency.2.15
)
Generator Fuel Oil Transfer Pump.
Emergency. Diesel Generator Intercooler Water.-2.18 Heat Exchanger t
. Amendment 8-
.1'of 3.
May 1984 t
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u1217912src8v 03/05/84 242
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MNPS-3 FSAR NOTES TO FIGURE 3.8-66 (Cont) i Equipment Mark No.
Equipment Description 3EGS*E2A(A-)
Emergency Diesel Generator Engine Jacket 2.21 Watercooler 3EGS*EG-A(AO)
Emergency Diesel Generator Skid A 2.24 i 3EGS*EG1AN Emergency Generator ~ 4 kV Neutral Current 2.27 Transformer Lead Box 3EGS*EGIAPWR-Emergency Generator Power Lead Termination 2.30 Box 3EGS*JBFLDA' Emergency Generator Housing Mounted Junction 2.33 Box 3EGS*JBRTDA
~ Emergency Generator Housing Mounted Junction 2.36 Box 3EGS-PNLIA Emergency Generator Distribution Panel (Skid 2.39 Mounted) 3EGS*PNLA Emergency Generator Control Panel 2.42-
,3 3
3EGS*PNLDGA Emergency Generator Control Panel 2.45 4
3EGS*TBEG1A Emergency Generator Control and Relay Box-2.48 r
3EHS*MCC1A1
' Emergency; Motor Control Center 2.51 3 ENS *ACB-GNA Emergency Generator 4.V Neutral Ground '2.54 k
Breaker 3 ENS *RES-GNA.
. Emergency Generator',4160 VENeutral-Ground 2.57 Resistor 13HVP*DMPTIA&C Diesel Generator Building Tornado ~ Damper 2.60 3HVP*DMPT5A&C.
Diesel Generato'r Building Tornado Damper 3 ". 3.
t
-3HVP*DNPT6A&C
. Diesel Generator Building Tornado Damper.
3.6'-
j3HVP*FNIA(AO)
' Diesel Generator Building Ventilation Supply /3.9-
' Fan J
-[ 3HVP*ENIC(CO) :
l Diesel Generator Building Ventilation Exhaust - 3.12( "
Fan 3HVP-FN2A; Diesel Generator Building Ventilation Exhaust 3.15' Je Fan 4
' Amendment.8i,
'2.of 3 May 1984 L-i
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u1217912srt8v 03/05/84 242 MNPS-3 FSAR NOTES TO FIGURE 3.8-66 (Cont)
Equipment-Mark No.
Equipment Description 3HVP* MOD-23A(AO)FO Diesel Generator Building Ventilation Inlet 3.18 Damper 3 LAD *EXL10 Diesel Generator Building Emergency Lighting 3.21 l Transformer i:
3SCV*PNL250 240/120 V ac Single Phase Emergency 3.24 '
Distribution Panel
,V1 3SCV*XD250 240/120 V ac Single Phase Emergency 3.27 t Distribution Panel i
. NOTE:
3.32 With the exception of-3EGF*TK1B, *PIB, and *PID, the equipment index 3.33 e shows emergency diesel generator A equipment.
Emergency diesel 3.35 generator B equipment is similar.
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- Amendment 8 3 of 3 May 1984.
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u12179fer2360 03/06/84 242 MNPS-3 FSAR NRC Letter: May 31, 1983 1.9 Question Q430.68 (Section 9.5.4) 1.12 Discuss the testing necessary to maintain and assure a highly 1.13 reliable instrumentation, controls, sensors and alarm system and 1.14 where the alarms are annunciated.
Identify the temperature, pressure 1.15 and level sensors which alert the operator when these parameters exceed the ranges recommended by the engine manufacturer and describe 1.16 what operator actions are required during alarm conditions to prevent 1.17 harmful effects to the diesel engine. Discuss the system interlocks 1.18 provided.
Response
1.19 a.
For a discussion of testing, refer to FSAR Section 9.5.4.4.
1.21 Testing will comply with requirements stated in IEEE 1.22 Standards 279-1971 and 338-1971 (reference FSAR Sections 7.1.2.11 1.23 and 7.3.1.1.5) and a minimum calibration frequency of once every frequently as specified in Millstone Station 1.24 18 months or more Procedures.
b.
For identification of instrumentation, refer to revised FSAR 1.25 Section 9.5.4.5.
c.
For location of alarms, refer to FSAR Section 9.5.4.5.
1.26 d.
Millstone 3 operating procedures address actions to be taken in 1.27 response to alarm conditions. These actions are consistent with. 1.28
~
the engine manufacturer's guidelines and prevent damage to the diesel' engine. ' Copies of these operating procedures will be 1.29 available for NRC. review 60 days prior to system turnover, e.
There are no interlocks generated from the emergency generator 1.30
. fuel oil system. instrumentation.
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' Revision 1" Q430.68-1 May 1984
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MNPS-3 FSAR i
NRC Letter: May 31, 1983 i
Question Q430.70 (Section 9.5.4) 8-Describe-your design provisions made to protect the fuel oil storage tank fill and vent lines from. damage by tornado missiles.
- Further Information Requested:
- AddressLtornado missile protection of the day tank vent line.
Response
- Refer to revised FSAR Section 9.5.4.2 for the response to
-the question.
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u1217912sra8ay-03/16/84 245 ICIPS-3 FSAR
- bus, or vice versa, by means of a 480 volt, seismically 1.11 qualified Class IE manually operated transfer switch, unde'r administrative control, thus ensuring a 7 day supply of 1.14 fuel for one diesel generator.
(See Sections 8.3.1.1.2 and 1.15
-9.5.4.5).
co.O 6.
A duplex fuel oil strainer is provided for each diesel 1.18 generator by'the manufacturer.
7.
'All ~ piping and fittings are ASME III, Class 3 carbon steel, 1.20 except for the fill line, its associated strainer, and the 1.21 flame arrestors which are ANSI B.31.1, Class 4.
All piping 1.23 and fittings in the system are 150 pound rating.
Piping 1.24
' construction is welded throughout, except for the pumps which have flanged' connections.
The-fuel oil' storage tanks are located in on underground concrete 1.26 vault adjacent to the emergency generator enclosure. The tanks are 1.28 separated by a wall 18 inches thick to provide the minimum calculated '1.29 fire boundary between tanks.
The vault's 2 foot thick concrete 1.30
.outside. walls and roof provide the required tornado protection per Regulatory Guide 1.117.
Access openings and pipe penetrations have 1.32 wate tight seals to provide protection of the vaults against the 1.33 effects of flooding.
The 'fuele oil transfer pumps are : mounted 1.34
-directly on' top, of: a flanged -connection to. the storage. tanks.
l'.35 Removable concrete covers are provided on,the vaults _ to facilitate 1.36 pump, maintenance or removal. The concrete' vault covers are designed 1.37 to provide tornado and missile protection. The pump strainers and 1.38 ldpscharge valves alsc are. located in the vault area. The storage 1.39 tank vents are located outside.the vaults and terminated at 6 feet-f H0' 7 0
'labove-finished ground grade in tornado and missile proof 2 foot thick 1.40 reinforced concrete labyrinth enclosures. The labyrinth enclosures' 1.41-08M preclude the entrance of water into the fuel' o11 tanks through the-y ad m -
~
vents.- The' cosmon discharge line from'each' storage;-tank's ' transfer 1^.42 pumps--and_ the ~ overflow line are routed underground.to and from-the 1.43 i
respective _ fuel oil day tank, which is located )in'- the emergency generator f:nclosure., ' These lines run under the: concrete structure to 21'.44 provide the; required tornado ' missile ' protection.
The' fuel oil 1.45, transfer; pumps-may be'_ started and stopped manually from.the emergency'
- diesel generator. panel ? located'in the emergency generator" enclosure.
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The1: fuel' oil storage tank fill-lines.are located outside:the vaults 1.47 qgg,u terminated at an elevation of 3 feet 9 inches 'above ~ finished ground-1.48 grade.- ~ The" fill 2 lines 'arel capped and locked to preclude entrance of.1.49 i#*
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water ~into the tanks. Should the fill-lines become damaged, the fuel 1~.-50' 438**iJ
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Loil7.' storage 1: tanks':also'ican sbe filled from within their enclosure'
'.52
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through a manhole on1the top of the tanks.
In'the. event-the fuel _ oil' l '
_ theitanks may be filled.
storage -tank-enclosure area-is__ flooded, throughitheir yent lines:which.are located well:above' the. site flood 1.53 L
stage _ of 24 feet-6 inches (re.~er,to Section 2.4.2.3).
9ge,3 e The'Idayr ta'nk ventsLare" located and: terminated 1 fopt-6Linches above?~1.55 the roof'(e1~51 feet-0 inches)' c A 'the ' emergency, diesel ? generator b 1.57, F
enclosure inltheir own. tornado-and~ missile-proof enclo,sure.
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'Mayl1984-
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- 10. -
- t-MNPS-3 FSAR NRC Letter
- Hay 31, 1983 Question Q430.71 (Section 9.5.4)
Discuss the means for detecting or preventing growth of algae in the
' diesel fuel storage tank. If it were detected, describe the methods
+
to be provided for cleaning the affected storage tank.
Response
Refer to revised FSAR Sections 9.5.4.3 and 9.5.4.4 for the response to this question.
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u1217912sra8my 03/16/84 245 MNPS-3 FSAR brought into the enclosure only when draining of the tank becomes M
necessary.
The fuel oil day tanks and connecting piping to the fuel oil day 3.35 tanks are located a mininun distance of 4 3/4 feet frem the emergency 3.36 diesel generators and 9 1/2 feet from the insulated diesel exhaust piping to preclude contact with these hot surfaces. Fuel oil piping 3.38 to the diesel generator fuel pumps is directed to the opposite end of the diesel, away from the insulated exhaust piping.
3.39 9
.,7 The fuel oil day tanks are located in an area monitored by a flame 3.41 detection system and protected with a sprinkler fire suppression 3.42 p
system to mitigate the consequences of an open flame in close proximity to the fuel oil day tanks.
The day tank is designed for gravity feed to the emergency 3.44 generators. The supporting structure is equipped with a drip pan to 3.46 contain leakage of oil from the day tank. Oil level in the drip pan 3.47 is monitored by a level switch (normal power only) which provides a signal to a high level alarm, located in the diesel enclosure, and a 3.48 4
common. alann in the' control room, initiating operator action to drain yle. eg 5
the drip pan.
Oil in the drip pan is then drained to a portable 3.50 container through a normally closed 1 inch drip pan drain line and removed from the emergency diesel generator enclosure. The portable 3.52 container is brought into the enclosure only when the drip pan needs i
draining.
.Each fuel oil stor. age - tank is provided with a sump for water 3.55 collection and removal. The fuel' oil storage tanks are periodically 3.56 sampled for water contamination and accumulated water, if detected, 418 7f is. removed. Removal of water precludes the growth of algae which can 3.58 exist at the water-oil interface.
The sulphur content of the diesel fuel oil:is.0.5 percent maximum (by 3.60 i
E weight) to minimize corrosiveness of sulphur. compounds in the diesel 4.1 engine exhaust' gas. A winter blend of fuel oil is used to ensure _a 4.2 cloud point. in accordance with ASTM D,975 and the ambient-' site yge.g3-i conditions.
4.3 Each-Jemergency generator fuel oil transfer pump receives power from-4.5 4.
its associated emergency generator (Section 8.3).
4.6' i -
9.5.4.4.
. Inspection and Testing Requirements 4.9:
After 'the initialJhydrostatic test'on the emergency generator fuel-4.11' -
oil' supply piping en completion of-construction, allo active. system 4.12
, components and controls
-are' -functionally -tested periodically 4.14 (section~16.3/4.8). ~The dieseltfuel oil is s,mpled periodically to -4.15 determine possible contamination or -deterioration 'of the oil in 4.16 storage..
-Fuel oil' is ' sampled'_ quarterly; to determine water ~ and sediment 4.18 content..If_a high level of sedimantfis detected,. the reasons forl4.19
$8#.) f increased ? levels - of ' sediment : will be determined and appropriate :4.20-
~
4 Amen &sent 8 9.5-21; May 1984
+
- s>
3.
p u1217912s'rtSty 03/16/S4 245 MNPS-3 FSAR action taken.
If algae is found to be the cause of the high level of 4.21 tank sediment, a procedure will be written at that time to address 4.22 430.7/
its treatment. Any accumulated water detected duting sampling is 4.23 removed when found.
9.5.4.5 Instrument Requirements 4.26 The diesel generator fuel oil storage and transfer system operating 4.28 parameters are monitored, indicated, and controlled, locally or 4.29 remotely, as follows.
The following instruments and controls are located on the emergency 4.33 generator panels:
Control switches anc in ?icator lights for the emergency generater 4.36 fuel oil transfer pu.aps Annunciators that alarm when the following conditions exist for 4.40 the emergency generator fuel system:
4.41 1.
Storage tank fuel level Low and High 4.44 930 23 2.
Transfer pump discharge strainer differential pressure High 4.45 3.
Day Lank fuel level Low 4.47 4.
Day tank fuel level Low-Low 4.43 5.
Day tank fuel level High 4.49 6.
Day tank drip pan fuel icvel High (connected to normal 4.51 power system only) 4.52 530 if Indicatort that monitor the following parameters:
4.56 Emergency generator fuel oil storage tank fuel level 4.58 Emergency generator fuel oil day tank level 4.59 The following emergency generator fuel oil system parameters are 5.4 monitored by the plant. computer:
5.5 1.
Fuel oil transfer pump running 5.8 2.
Fuel oil transfer pump stopped 5.9 3.
Fuel oil transfer pump discharge pressure 5.11 y SC 'L f 4.
Fuel oil transfer pump discharge flow 5.12 5.
Day tank fuel level 5.13
.6.
Ltorage tanx fuel level 5.14 An emergency generator panel trouble annunciator is provided for 5.17 panels A and B in the control room. The annunciators are energized 5.18 when an alarm condition exists on the respective panel.
f Emergency generator fuel oil day tani level indicators are provided 5.20 on the main control board.
There are local pressure indicators on the discharge of each transfer 5.22 pump and local level indicators for each fuel oil storage tanx.
5.23 Amendment 8
.9.5-22 May 1984 N
m u.
t
~
u12179fsr2375 03/08/84 245 MNPS-3 FSAR NRC Letter: May 31, 1983 1.8 Question Q430.76 (Section 9.5.4, 9.5.5, 9.5.6, 9.5.7, 9.5.8) 1.11 You state in the FSAR that protection from high and moderate energy 1.12 pipe breaks is discussed in Section 3.6.1.
Section 3.6.1 only 1.13 identifies the fuel oil system as a moderate energy system and does not provide any analysis for that system.
This is unacceptable.
1.14 Identify all high and moderate energy lines and systems that will be 1.15 installed in the diesel generator room. Discuss the measures that 1.16 will be taken in the design of the diesel generator facility to protect the safety related system, piping, and components from the 1.17 effects of high and moderate energy line failure to assure availability of the diesel generator when needed.
(See request 1.20 430.110 for additional concerns on high energy line breaks with regard to the air start system.)
Response
1.21 A review of the high energy air start system on the emergency 1.22 generator will be performed in accordance with the acceptance 1.23 requirements of FSAR Section 3.6.
The definition of loss of offsite 1.24 power coincident with postulated piping failure found in FSAR Section 3.6 has been revised to reflect the assumptions of BTP ASB 1.25 3-1, Paragraph 3.b1 to clarify postulated events.
Corrective measures will be taken if the review determines that pipe 1.26 breaks in this system do not meet the acceptance criteria of FSAR 1.27 Section 3.6.
The piping and component classification of the high energy air start 1.28 system is shown on revised Figure Q430.73-4.
.All' other diesel 1.29 generator auxiliary systems, ' lube oil, jacket water, intercooler water, and control air are considered moderate energy systems. Their 1.31
. piping and component classifications are shown on Figures Q430.73-1 through Q430.73-4. The' effects of moderate energy pipe breaks are 1.32 considered negligible.
L t-
_Q430,76-1 May 19841 Revision 2, 1
u1217912sra8af-03/09/84 241 MNPS-3 FSAR Single Failure Criterion 1.9 A single active component failure is assumed to occur in systems used 1.11 to mitigate consequences of the postulated piping failure and to shut 1.12 down the reactor. The single active component failure is assumed to 1.13 4300k occur in addition to the postulated piping failure and any direct 130 '81 consequences of the piping failure, such as unit trip and loss of 1.14 offsite power. Section 3.1.1 defines this failure criterion and its 1.15 l
applications.
~
1.18 Offsite power is assumed unavailable if a trip of the turbine 1.20 93e,35 generator system or reactor protection system is a direct consequence 1.21 y3o.ro9 of the postulated piping failure. However, a single failure of one 1.23 emergency generator or one Class IE bus can be assumed as the single failure if this assumption is the most limiting.
1.24 s
Seismic Event 1.27
,,)
Credit for mitigating the' consequences of a postulated event may'be 1.29 taken only for those systems and components designed to Seismic 1.30 Category I requirements.
All available systems, including those actuated by operator actions, 1.33 are used to mitigate the consequences of a postulated event. Judging 1.35 the availability of systems includes consideration of the postulated failure and its direct consequences (e.g..
unit trip and loss of 1.37 offsite power) and the assumed single active component failure plus its direct consequences. ' The feasibility of the operator to take 1.38 action is judged on_ the availability of ample time and adequate access to equipment for performing the proposed actions..
Regulatory 1.40
~
Guide 1,62 provides guidance in evaluatingthe. feasibility of operator action.
3.6'.1.3.2 Failure Mode'and Effects 1.43
- An ' analysis of breaks in high energy' systems,. cracks in moderate 1.45 energy systems, and the consequent failure modes and effects (e.g.,
1.46 environmental, pipef whip, and jet impingement) must include consideration of their sources and targets. The source comprises the 1.49 pipe-which -is postulated to fail and the resulting effects of the failure. The target comprises structures,- systems, and components 1.50 considered essential for shutting down the plant' safely, maintaining 1.51 the safe shutdown,_and mitigating the effects of the postulated pipe-failure.
Interactions between sources and targets are analyzed individually-to -1.53 determine how each affects essential equipment in the area of the 1.54 Nu source.
The interactions analyzed are pipe whip, jet impingement, -1,56 nand environmental effects.
Amendment 8
~3.6-5 May 1984'
0 e
- +
3-Es a-3fS-te-3
~ $rIO LEGEND l"* *"O"
+
'''s xxx xx3 l
l -EGA@2-29-3 l
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TIPihG AND v&Lvt$ REQUIREO TO g
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PERFORM AN CPf RATICNAL 5AFETY g
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a PUNCTION ARE DESIGNEC YO g
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SEGA R Nose 24 F4GURE C 430.73-4 SEE se0TE C NOTES 4.PiPiNs Runs To TEMPERATURE CONTROL PIPING CLASSES OF THE AIR system oF THE JACwEr m&TER sysTt".
START SYSTEM Aho is or sAME pipe cL AssiFeCAiioN sm vmp Nm Umm a PiPoiG rcR c EsEL A sNo.N ciEsEL a is umT3 simiLAR FINAL S AFETY AN ALYSIS REPORT E, ALL PORTIONS OF TME As# START system ARE HIGH ERERGY EXCEPT THE C!RCLED AREA.
nEvisiCN 2 MAT?984 b
-en-t MNPS-3 FSAR NRC Letter: May 31. 1983 V
Question Q430.79 (Section 9.5.4)
Assume an unlikely event has occurred requiring operation of a diesel generator for a prolonged period that would require replenishment of fuel _ oil without interrupting operation of the diesel generator.
What provision will be made in the design of the fuel oil storage fill systems to minimize the creation of turbulence of the sediment in the bottom of the storage tank. Stirring of this sediment during addition of new fuel has the potential of causing the overall quality of the fuel to become unacceptable and could potentially lead to the degradation or failure of the diesel generator.
Response
Refer to revised FSAR Section 9.5.4.2 for the response to this question.
i i
i
'Q430.79-1 u
A
u1217912sra8ay 03/16/84 245 MMPS-3 FSAR bus.
or vice versa, by means of a 480 volt, seismically 1.11 qualified Class IE manually cperated transfer switch, under administrative control, thus ensuring a 7 day supply of 1.14 fuel for one diesel generator.
(See Sections 8.3.1.1.2 and 1.15 9.5.4.5).
HM Y3 6.
A duplex fuel oil strainer is provided for each diesel 1.18 generator by the manufacturer.
7.
All piping and fittings are ASME III, Class 3 carbon steel, 1.20 except for the fill line, its associated strainer, and the 1.21 flame arrestors which are AM5I B.31.1. Class 4.
All piping 1.23 and fittings in the system are 150 pound rating.
F1 ping. 24 construction is welded throughout, except for the pumps which have flanged connections.
The fuel oil storage tanks are located in an underground concrete 1.26 vault adj acent to the emergency generator enclosure.
The tanks are 1.25 separated by a wall 18 inches thick to provide the minimum calculated 1.29 fire boundary between tanks.
The vault's 2 foot thick concrete 1.30 outside walls and roof provide the required tornado protection per Regulatory Guide 1.117.
Access openings and pipe penetrations have. 1.32 wata" tight seals to provide protection of the vaults against the 1.33 effects of flooding.
The fuel oil transfer pumps are mounted 1.34 directly on top of a flanged connection to the storage tanks.
1.35 Removable concrete covers are provided on the vaults to facilitate 1.36 pump maintenance or removal. The concrete vault covers are designed 1.37 to provide tornado and missile protection. The pump strainers and 1.38 discharge valves also are located in the vault area. The storage 1.39 tank vents are located outside the vaults and terminated at 6 feet above finished ground grade in tornado and missile proof 2 foot thick 1.40 410 70 reinforced concrete labyrinth enclosures. The labyrinth enclosures 1.41 ilo li preclude the entrance of water into the fuel oil tanks through the T ad # l vents. The common discharge line from each storage tank's transfer 1.42 pumps and the overflow line are routed underground to and from the 1.43 respective fuel oil day tank, which is located in the emergency generator enclosure. These lines run under the concrete structure to 1.44 provide the required tornado missile protection.
The fuel oil 1.45 transfer pumps may be started and stopped manually frem the emergency diesel generator panel 1ccated in the emergency generator enclosure.
1.46
=
The fuel oil storage tank fill lines are located outside the vaults 1.47 q $3,) o terminated at an elevation of 3 feet 9 inches above finished cround 1.48 N'#*'I grade.
The fill lines are capped and locked to preclude entrance of 1.49 water into the tanha.
Should the fill lines become damaged, the fuel 1.50 430 WI oil storage tanks also can be filled from within their enclosure through a manhole on the top of the tanks.
In the event the fuel oil 1.52 storage tank enclosure area is flooded, the tanks may be filled through their vent lines which are located well above the site flood 1.53 stage of 24 feet-6 inches (refer to Section 2.4.2.3).
9 3 o, v o The day tank vents are located and terminated 1 foot-6 inches above 1.55 the roof (el 51 feet-0 inches) of the emergency diesel generator 1.57 enclosure in their own tornado-and missile-proof enclosure.
Amendment 8 9.5-18 May 1984 oi.
.... -,, ~,,
6 ul217912sraSay 03/16/84 245 IIPS-3 FSAR the e
il rage ak uri.
h ddi ic e
oil i minimi ed by the following:
w 1.
Normal fill line strainer (0.10 inch perforation sace).
2.4 m
2.
Fuel oil transfer pump discharge strainer (0.062 inch 2.6 E
perforation size). The strainer is provided with a pressure 2.7 7
differential indicating switch and alarm which activates a high differential pressure alarm on a local panel, and a 2.9
{
local panel trouble alarta on the main board.
If a high 2.10 j_
pressure differential exists that prevents sufficient fuel y
cil flow to the day tanks, the redundant fuel oil transfer 2.11 V30.77 pump will be automatically started on low-low day tank level.
a f
3.
Engine-mounted duplex fuel oil filter (.00012 to.00020 2.13 i
inch). The filter is provided with a pressure differential 2.14 indicating switch which activates a high pressure alarm on a local panel, and a local panel trouble alarm on the main 2.16 board.
2.17 These 2.18 filters will be frequently monitored, and filter cartridges-replaced when necessary.
e In addition, the fill line for each fuel oil storage tank is located 2.20 a sufficient distance from the fuel oil transfer pump to enhance 2.21 settling of sediment away from the pump suction.
y To enable fuel oil pump testing, test piping is installed off the 2.23 E
pump discharge downstream of the system flow elements.
This piping 2.25 E
allows fuel oil to be directed to the storage tank bypassing the 430. rf.
diesel day tank. Normally closed valves located in the test lines 2.26
=
{
prevent bypass during transfer of fuel oil to the day tanks.
ir.
The emergency generator fuel oil storage tanks and the emergency 2.28 g-generator fuel oil day tanks are protected from corrosion by interior 2.29 and exterior corrosion protective painted coatings applied in g
accordance with Steel Structures Painting Council Standards pal, 2.30
~~
" Paint Application Guide for Shop Field, and Maintenance Painting," 2.31 Paint 16-68T, " Coal Tar Epoxy Polyamide Black (or Dark Red)
- Paint, W'M E-and Department of Defense Military Specification MIL-C-4556D, " Coding 2.32 Kit, Epoxy for Interior of Steel Fuel Tanks." To preclude the need 2.33
,=
for cathodic corrosion protection, undergrot.nd fuel oil piping is encased in concrete, and the fuel oil storage tanks, fuel oil day 2.34
- tanks, and all other piping in the fuel oil transfer system are located in underground concrete vaults.
2.35 Y
A number of design iaatures are provided to prevent occurrence of a 2.37 fire. Both the storage tank and the day tank vents are routed 2.38 outside their respective areas and are equipped with flame arresters.
2.39 m
L Temperature detectors in the storage tank, day tank, and emergency 2.41 generator enclosures alarm in the control room to notify the operator 2.42 y
E Amendment 8 9.5-19 "May 1984 k
E-g_
m i -------i--i
,o I
- u12179fsr2329 03/07/84 245 l
MNPS-3 FSAR NRC Letter: May 31, 1983 1.8 Question Q430.87 (Section 9.5.4) 1.11 Figure 9.5-2 of the FSAR shows a fuel oil accumulator tank on the 1.12 diesel engine fuel oil system. The accumulator tank is located on 1.14 the engine skid and is connected in parallel with the fuel oil headers. Provide a description of the tank, its capacity and its 1.15 purpose.
Response
1.17 The accumulator tank, which is integral to the emergency diesel 1.18 generator, is located on the discharge header of the engine mounted 1.19 fuel oil pumps above the fuel oil headers and below the fuel oil day tank. This ensures a positive fuel oil supply on engine startup 1.20 until the engine driven fuel oil pumps can supply fuel pressure. The 1.22 tank is of carbon steel construction, cylindrically shaped, with flat ends.
It is pressure tested to 70 psig, and has a capacity of 0.86 1.23 gallons of fuel oil.
Revision 2-
-Q430.87-11 May 1984
t I
u12179far2284 03/06/84 242 MNPS-3 FSAR l
6 NRC Letter: May 31, 1983 1.9 Question Q430.94 (Section 9.5.5) 1.12 Discuss the testing necessary to maintain and assure a highly 1.13 reliable. instrumentation, controls, sensors, and alarm system, and where the' alarms are annunciated.
Identify the temperature, 1.14 pressure, level, and flow (where applicable) sensors which alert the operator when these parameters exceed the ranges recommended by the are required 1.15 engine manufacturer and describe what operator actions during alarm conditions to prevent harmful effects to the diesel engine. Discuss the systems interlocks provided.
1.16
Response
1.17 a.
For a discussion on emergency generator testing requirements, 1.19 refer to FSAR Section 8.3.1.
Refer to FSAR Chapter 16 for 1.20 surveillance testing.
Testing will comply with requirements 1.21 stated in IEEE Standards 279-1971 and 338-1971 (reference FSAR Sections 7.1.2.11 and 7.3.1.1.5) and a minimum calibration 1.22 frequency of once every 18 months or more frequently as specified 1.23 in Millstone Station Procedures.
b.
For location of alarms, refer'to revised FSAR Section 9.5.5.5.
1.24 c.
For identification of instrumentation sensors,. refer to revised 1.25 FSAR Section 9.5.5.5.
d.
Millstone 3 operating procedures address actions to be taken in 1.26 response to alarm conditions. These actions are consistent with 1.27 the engine manufacturer's guidelines and prevent damage to the diesel engine. Copies of these operating procedures will be 1.28 available for NRC review 60 days prior to system turnover.
e.
For a discussion on interlocks,; refer to FSAR Section 8.3.1.1.3, 1.29-Item 2, Tripping and Surveillance.
1 Revision 1 Q430.94-1
~May'1984 I
,s a
u12179fsr2275 03/06/84 242 MNPS-3 FSAR l
l NRC Letter: May 31, 1983 1.9 Question Q430.103 (SRP Section 9.5.6) 1.12 Describe the instrumentations, controls, sensors and alarms provided 1.13 for monitoring the diesel engine air starting system, and describe 1.14 I
their function. Describe the testing necessary to maintain a highly 1.15 reliable instrumentation, control, sensors and alarm system and where 1.16 the alarms are annunciated. Identify the temperature, pressure and 1.17 level sensors which alert the operator when the parameters exceed the ranges recommended by the engine manufacturer and describe any 1.18 operator actions required during alarm conditions to prevent harmful 1.19 effects to the diesel engine. Discuss system interlocks provided.
1.20 Revise your FSAR accordingly.
1.21
Response
1.22 a.
For a description of the instrumentation, controls, sensors, and 1.24
- alarms, refer to FSAR Section 9.5.6.5.
Testing will comply with
- 1. 2,5 requirements stated in IEEE Standards 279-1971 and 338-1971 (reference FSAR Sections 7.1.2.11 and 7.3.1.1.5) and a minimum 1.26 calibration frequency of once every 18 months or more frequently i
as specified in Millstone Station Procedures.
.1.27 b.
For a discussion of inspection and testing, refer to FSAR 1.28 Section 9.5.6.4.
c.
For identity of instrumentation, refer to FSAR Section 9.5.6.5, 1.29 d.
Millstone 3 operating procedures address actions to be tahan in 1.30 response to alarm conditions. These actions are consistent with 1.31L the engine manufacturer's - guidelines and prevent damage to the diesel engine.. Copies of these operating procedure: will. be 1.32 available for NRC review 60 days prior to system turnover.
e.
There are no interlocks generated from the emergency generator 1.33.
starting air system instrumentation.
Revision 1
.Q430.103-1 May 1984 1
x
-m
-i.....
i u12179fsr2271 03/07/84 246 MNPS-3 FSAR NRC Letter: May 31,1983 1.8 Question Q430.107 (Section 9.5.6) 1.11 Diesel generators in many cases utilize air pressure or air flow 1.12 devices to control diesel generator operation and/or emergency trip functions such as air operated overspeed trips. The air for these 1.13 controls is normally supplied from the emergency diesel generator air starting system. Provide the following:
1.14 a.
Expand your FSAR to discuss any diesel engine control 1.16 functions supplied by the air starting system or any air system. The discussion should include the mode of operation 1.17 for the control functions (air pressure and/or flow),
a failure modes and effects analysis, and the necessary P&ID's 1.18 to evaluate the system.
b.
Since air systems are not completely air tight, there is a 1.19 potential for slight leakage from the system.
The air 1.20 starting system uses a non-seismic air compressor to maintain air pressure in the seismic category I air receivers during the standby condition.
In case of an 1.21 accident, a seismic event, and/or.L.O.P., the air in the air receivers is used to start the diesel engine. After the 1.22 engine is started, the air starting system becomes nonessential to diesel generator operation unless the air system supplies air'to the engine controls.
In this case 1.23 the controls must rely on the air stored in the air receivers, since the air compressor may not be available to maintain system pressure and/or flow.
If your air starting 1.24 system is used to control engine operation, with the compressor not available, show that a sufficient quantity of air will remain in the air receivers, following a diesel engine start, to control engine operations for a minimum of 1.25 seven days assuming a reasonable' leakage rate.
If the air 1.26 starting system is not used for engine control describe the air control system provided and provide assurance that it 1.27 can perform for a period of seven days or longer.
1.30
Response
Refer to revised FSAR Sections 9.5.6.3 and 9.5.6.5 for the response 1.31 to this question.
The Staff's concern on depleting the air in the air start system 1.33 while trying to start the engine is addressed in the response to NRC 1.34 Question 430.104 and FSAR Section 9.5.6.2.
Revision 1 Q430.107-1 May 1984
es r
MNPS-3 FSAR 430.110 starting air system. The air tanks are orovided to ensure a source 430.104 of air for positive fuel shut off in th'e event of loss of all starting air pressure in the main starting air system.
9.5.6.3 Safety Evaluatien Two independent redundant starting air systems are supplied for each emergency generator. The starting air systems are housed in the 2
Seismic Category I emergency generator building (Section 3.S.4).
There is no sharing of starting air system components between the twc
~
emergency generators. A complete failure in one emergency generator starting air system will not lead to a failure of the other emergency generator to start.
A single active failure in either of the emergency generator's redundant starting air systems will not lead to the loss of the other redundant starting air system.
Protection from floods, tornadoes, and missiles is discussed in Sections 3.4.1, 3.3, and 3.5, respectively. Protection from high and moderate energy pipe breaks is discussed in Section 3.6.1.
The emergency generator starting air system is Seismic Category I, as defined in Regulatory Guide 1.29 (Section 3.2.1), Safety Class 3, and designed to Quality Group C Standards (Regulatory Guide 1.26, Section 3.2.2), to th'e extent possible.
Engine-mounted components and the starting air compressors which are not covered in the rules of ASME III, Code Class 3 are designed in accordance with the diesel manufacturer's latest standards for reliability. These components include the following:
L 1.
Engine-mounted air start distributors 2.
Engine-mounted air start valves 3.
Engine-mounted starting booster air valve 4.
Engine-mounted fuel rack shutdown and starting booster servo 5.
Engine-mounted piping and valves supplying air-to-jacket water system air-operated valves (Section 9.5.5).'wnich are not. required for performance of safety related function of the emergency generator Phe seismic Category I starting air receiver tanks are of sufficient capacity to start the emergency diesel generator and operate the engine controls for at least seven days. Starting air system leakage will be determined at a minimum by periodic evaluation of the compressor cycling period.
If the cycling period goes beyond 430.107 acceptable range, the system will.be repaired.
Any failure that results in a loss of control air pressure to the positioner of the diaphragm operated three-way valve, would cause the go-into its safe position to fully open and will not cause valve to failure or shutdown of the diesel genetator.
Amendment 4 9.d-29 September 1983
.m
ee i
r MNPS-3 FSAR capacity, 450 psig design pressure. ASME !!!.
n add; tion a 0.19 ft3 Class 3 air tank is provided in the air supply line to each servo fuel rack shutdewn and starting becster scienoid valve (3EGA*Scv25A&Bj. A check valve solates the tank fr==
- ne ma:n 430.10,,
starting air system. The air tanks are provided to assure a scurce of air for ces ::ve fuel shut off in the event of 1:ss of all starting air pressure in the main starting air system.) hgg 'h 9.5.6.4 Inspection and Testing Requirements 1
4 Test connections have been provided on the interconnecting piping l1 between the emergency generator and starting air tanks. This enables the operator to manually bleed the storage tanks, and periodically,
~
.to test and check startup of the starting air compressors.
~~" a contaminants which might affect the air starting
~ Moisture and other system will be removed by periodic blowdown -of the air storage 430.105 tank.
Other plant operating procedures consit. tent with the
.re' commendations of the diesel manufacturer will be developed to I
ensure proper functioning of the air starting system, See on
.3.1 discusses the emergency. generator 1unctional testing 430.103 requirements.
9.5.6.5. Instrumentation Requirements l
Each air compresser is equipped with a manual control switch and indicator lights,. located on the motor control center.
A pressure the air. receiver tank automatically starts nd stops each l
switch on-
. compressor. This switch is set to start the compressor when the tank pressure dr ps belowEthe low setpoint pressure of 375 psig and to.
stop-the compressor when the pressure reaches the high setpoint-pressure of 425 psig.
Relief valves on the receive tanks and at 430.111 each compressor discharge 'are set at 450 psig to protect: the system from ove rpre ssuritation.
The compressor. motori is also protected against thermal overload.
l If the receiver tank pressure drops to the -low low. setpoint pressure 430.111 of 350 psig, the condition actuates - an ~ alarm an the respective
. emergency generator panel.and the emergency generator trouble alarm 430.103 on tne main control-board. Each'redeiver tank is also provided with a local pressure indicator.
A control air system is' -connected to the starting air system.
(Figure 9.5-3) to provide a source of. air for operation of different components in the jacket coolant. temperature centr:1 system and.the-shutdown control system.
The Jacket coolant ; temperature control! system' consists of a.
temperature transmitter,'.ajtemperature controller, and 'a' diaphragm-operated' 'three-way valve with; a positioner. Both the temperature-
-t
-transmitter and the-temperature controller are supplied with air. at 20 psi from the starting air system.
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u12179far2270 03/06/84 242 MNPS-3 FSAR NRC Letter: May 31, 1983 1.9 1.12 Question Q430.108 (Section 9.5.6)
It is L.. 1 in the FSAR that the air start system and engine (air 1.13 over piston) is designed for an air start pressure of 425 psig. Most 1.14 air starting systems provided by other manufacturers have an air starting system design pressure of no more than 250 psig.
Provide a discussion as to why such a high pressure is needed to 1.15 start the engine. Include in the discussion the minimum pressure 1.16 needed to start the engine.
1.17
Response
The air start system and engine is designed at 425 psig rather than 1.18 250 psig'in order to reduce the size of the air receiver tanks 1.19 sufficient quantity of air for the fast start-required-to store a requirements.
The engine is equipped with a combination of air start control and-1.20 pressure regulating valvesthat restric' the air pressure admitted to 1.21 the engine cylinders to approximately 250 psig.
discussion of the minimum air starting system pressure, refer 1.22 For a to the response to NRC Question 430.111.
Revision 1 Q430.108-1
.May 1984
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u12179fsr2269 03/08/84 245 I
MNPS-3 FSAR b
NRC Letter: May 31,1983 1.8 1
Question Q430.109 (Section 9.5.6) 1.11 The air starting system for your plant is defined as a high energy 1.12 system. A high energy line pipe break in the air starting system of 1.13 one' diesel generator, plus any single active failure in any auxiliary 1.14 system of the other diesel generator will result in loss of all l-onsite Lac power.
This is unacceptable.
Provide the following 1.16 information.
a.
Assuming a pipe break at any location in the high energy 1.18 portion of the air start system, demonstrate that no damage from the resulting pipe whip, jet impingement, or missiles i
(air receivers, or engine mounted air tanks) will< occur on 1.19 either of the two diesel generators or their auxiliary systems.
b.
Section 9.5.6.3 states that the air receivers, valves, and 1.20 piping to the engine-are designed in accordance with ASME L
Section.III Class 3-(Quality Group C) requirements to the extent possible. This is partially acceptable. We require 1.22 the entire air starting system from the compressor discharge c
up to and including all engine mounted air start-piping, valves and components be designed to Seismic Category I, i
ASME Section III Class 3- (Quality-Group C) requirements. 1.23 _
Show that you comply with this position.
1.24
~
1.27
Response
A. review of the high energy _ air start-system on the emergency 1.28 generator will be performed.in-accordance. with' the. acceptance 1.29 requirements of FSAR Section 3.6.-'The definition of loss of offsite 1.30 power coincident'with-postulated piping failure found in -
~
.l Section 3.6 has - been revised to reflect the assumptions ot BTP ASB 1.31 4
3-l',. Paragraph 3.b1 to clarify postulated events.
' Corrective. measures will be taken if the review determines that pipe 1.32 breaks in this system _do not meet the-acceptance criteria of FSAR' l.33 Section 3.6.
The piping and component classification of the high energy air' start 1.34 '
system is.shown 'on revised Figure -Q430.74-4.
All. other diesci 1.35
.' generator auxiliary systems, lube oil, jacket water,.intercooler water,Jand control' air are considered moderate energy systems. Their-1.37 piping f and ~ component classifications are shown on Figures Q430.73-1 through Q430.73-4.- The effects of moderate' energy pipe breaks are 1.38 considered negligible.-
1 1
Revision l'.
Q430.109-l' May-1984-7
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HUPS-3 FSAR NRC Letter: Hay 31, 1983
_ Question Q430.111 (Section 9.5.6)
You state in Section 9.5.6.1 of the FSAR that each independent starting system is designed to be capable of starting the engine five times from an initial pressure of 425 psig without recharging the starting air tanks. The first two starts from each independent system provide for starting the engine and reaching synchronous speed and voltage within 10 seconds.
Each system is also capable of starting the engine once and reaching synchronous speed and voltage within 10 seconds from a starting air tank pressure greater than 350 psig (low pressure alarm setting). Some information has been provided on system pressure alarms, compressor cut-in or cut-out.
Provide the following:
(a) Expand Section 9.5.6 of your FSAR to clarify the statement regarding the capability of the air start system of five consecutive start attempts without recharging the air receivers.
A successful diesel generator start is defined as the ability of the air start system to crank the diesel engine to the manufacturer's recommended RPM, to enable the generator to reach voltage and frequency and begin load sequencing in 10 seconds or less. With the receiver at rated pressure and without recharging provide a tabulation of receiver. pressure and diesel engine starting times.for each of the five consecutive starts.
In addition describe the sequence of events when an emergency start signal exists. State-whether the diesel engine cranks until all compressed air is -exhausted, or cranking stops after a preset time to conserve the diesel starting air supply.
Describe tha electrical features of this system in Section 8.0 of the FSAR (in the-appropriate subsection)
.(b) Provide the pressures.at.which the following alarms actuate: low low pressure alarm, and high pressure alarm (c) Verify that the low-pressure alarm setpolet indicates to the operator that the compressor is not maintaining system pressure-and that at this setpoint the system pressure and capacity is sufficient to start within 10 seconds the diesel generator five (5) times
Response
(a) A discussion on the. capability of the air start system for
~
consecutive' starts without' recharging the air receiver is given in revised FSAR Section 9.5.6.1.
_(b) Actuation of low ~ low pressure alarm and high pressure. alarm as given in revised FSAR Section 9.5.6.5.
(c)"The ability of the diesel generator to start 5 times is based upon an initial pressure of 425 pstg. Refer to new' FSAR Table
.Q430.111-1
os e
!!NPS-3 FSAR 9 3-11.
Low-low pressure is alarmed at 350 psig. Refer to FSAR Siction 8.3.1.1.3 for the electrical features of this system.
k Q430.111-2
1 se r
u1217912sra8tz 03/16/84 245 HNPS-3 FSAR In addition, a 0.19 ft3 capacity, 450 psig design pressure. ASME III, 1.10 Class 3 air tank is provided in the air supply line to each servo 1.11 fuel rack shutdown and starting booster solenoid valve (3EGA*SOV25A&B). A check valve isolates the tank from the main 1.12 starting air system. The air tanks are provided to assure a source 1.13 i3E '07 of air for positive fuel shut off in the event of loss of all starting air pressure in the main starting. air system. Mcwever, a 1.15 loss of this air will not result in the failure or shutdown of the emergency diesel generator.'
9.5.A.4 Inspection and Testing Requirements 1.19 Test connections have been provided on the interconnecting piping 1.22 between the emergency generator and starting air tanks. This enables 1.25 the operator to manually bleed the storage tanks and periodically, 1.26 to test and check startup of the starting air compressors.
Moisture and other contaminants which might affect the-air starting 1.28 system will be removed by periodic blowdown of the air storage tank.
1.29 g gn,,gy other plant operating procedures consistent with the recommendations 1.30 of the diesel manufacturer will be developed to ensure proper 1.31 functioning of the air starting system.
Section 8.3.1 discusses the emergency generator functional testing 1.33 gg),iog requirements.
9.5.6.5 Instrumentation Requirements 1.36 Each air compressor is equipped with a manual control switch and 1.38 indicator lights, located on the motor control center.
A pressure 1.40 switch on the air receiver tank automatically starts and stops each compressor. This swite: is set to start the compressor when the tank 1.41 pressure drops below the low setpoint pressure of 375 psig and to 1.42 stop the compressor when the pressure reaches the high setpoint pressure of 425 psig.
Relief valves on the receiver tanks and at 1.43 93o,,,,
each compressor discharge are set at 450 psig to protect the system from ove rpressurization.
The compressor ~ motor is also protected 1.45 against thermal overload.
If the receiver tank pressure drops to the low-low setpoint pressure 1.47l9M.nl of 350 psig. the condition actuates an alarm an the, respective 1.48 emergency generator panel and the emergency generator trouble alarm
- yggag, on the main control board. Each receiver tank is also provided with 1.49 a local pressure indicator.
Intheeventreceivertankpressuredrop%1.50.4 to its low-low setpoint.(350 psig) and the compressor is not available to recharge the receivers, the receivers still will be able 1.51 to supply a sufficient quantity of air for a minimum of 5 starts in 1.52 V30.nf 10 seconds or less jer start..This is based on interpollation of -1.53 test data provided in Table 9.5-11.
A ' control air system is connected to 'the starting air system 2.1 (Figure 9.5-3) to provide a source of air for operation of different 2.2 45a fo7 components' in the jacket coolant temperature control system and the shutdown control system.
Amendment 8 9.5-30
-May 1984 b
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MNPS-3 FSAR NRC Letter: May 31, 1983 i
Question Q430.114 (Section 9.5.7)
Describe the instrumentation, controls, sensors and alarms provided for monitoring the diesel engine lubrication oil system and describe their function. Describe the testing necessary to maintain a highly reliable instrumentation, control, sensors, and alarm system and where the alarms are annunciated.
Identify the temperature, pressure, anc level sensors which alert the operator when these parameters exceed the ranges recommended by the engine manufacturer and describe any operator action required during alarm conditions to prevent harmful effects to the diesel engint.
Discuss systems interlocks provided. Revise your FSAR accordingly.
Response
1.
Refer to revised FSAR Section 9.5.7.5 for a description of the instrumentation, controls, sensors, and their functions.
2.
Refer to FSAR Chapter 16 and Section 8.3.1.1.3 Items 2 and 3 for testing.
3.
Refer to revised FSAR Section 9.5.7.5 for location of alarms.
4.
Refer to revised FSAR Section 9.5.7.5 for identification of 4
instrumentation.
5.
Millstone 3 operating procedures address actions to be taken-in response to alarm conditions.
These actions are
')
consistent with 'the -engine manufacturer's guidelines and prevent harmful effects to the diesel engine.
6.
Refer to revised FSAR Section 9.5.7.5 and FSAR Section 8.3.1.1.3 for interlocks that trip engine cas : low lube oil
. pressure or on high lube oil temperature.
t Q430.114-1 v
e u1217912sra8 :
03/16/84 245 MMPS-3 FSAR ASME III isolation valves.
The loop will only be used during the 3.25 monthly diesel engine testing.
Q,lM on detection of moisture, the detector will annunciate a "lecal panel S.27 trouble" alarm on the main control board and actuate an alarm on the 5.23 local board located in the emergency generator enclosure.
Additien of lubricating oil will be done by trained maintenance 8.30 '
personnel using procedures developed and proven satisfactory during 8.31 q)p,tl3 the precperational and startup test program to prevent entry of deleterious materials into the engine lubrication oil system.
5.32 The diesel engine prelubrication system is self-contained and 5.35l' integral to the diesel engine. Continuous operation is permitted in 5.36 accordance with the manufacturer's recommendations. The "V" design 5.37 of the diesel engine allows for lubricating oil to continuously drain This pre'ents the buildup of lubricating, 8.38 down to the engine sump.
v oil in the cylinders which could be blown into the exhaust system on engine start. The turbocharger lubricating system is self-contained S.40 and does not get its supply; from-the engine oil header thus 4 30 'i p7 preventing buildup of oil in the turbocharger housing during 8.41 prelubrication of the engine.
Each diesel engine prelubrication system is periodically inspected 3.42 during plant operation for possible leakage.
This ensures against 8.43 any dangerous accumulations of lubricating oil that could ignite during continuous prelubrication.
The prelubrication period for the rocker arm lubricating system is 8.44 two minutes prior to any manual start which is in accordance with the 8.45 recommendations of the diesel engine manufacturer.
9.5.7.4 Inspection and Testing Requirements 8.49 Section 8.3 discusses emergency generator inspection and testing 8.52 requirements.
9.5.7.5 Instrumentation Requirements 8.56 i
Section 8.3 discusses emergency generator protective trips and trip 8.59 circuit bypasses. Refer to Chapter 16, Technical Specifications, for 9.1 440,111 periodic tests of active components.
A low lubricating oil level alarm is provided to alert personnel when 9.3 the lubricating oil level in the sump falls,below the manufacturer's 9.4 recommended minimum level.
A high-pressure alarm is provided to alert personnel when the 9.6 pressure in the crankcase exceeds the manufacturer's recommended 9.7 high-pressure limit.
A high-level alarm switch is provided to alert personnel when the oil 9.9 level in the separate rocker are lubricating oil tank exceeds the 9.10 manufacturer's recommended maximum.
9.11 Unendment 8 9.5-301 May 1964 u
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ul217912sra8E:
03/16/84 245 MNPS-3 FSAR A low-pressure alarm on the local panel and a local panel trouble 9.13 alarm on the main control board are provided to alert personnel when 9.14 the rocker arm lubricating oil pressure falls below the 9.15 4 30 //Y manufacturer's recommended minimum. Upon actuation of this alarm the 9.16 rocker arm lube oil reservoir level and the rocker arm lube oil duplex filter pressure differential will be checked and corrective 9.17 action taken to maintain operability of the rocker arm lube oil system.
Actuation of the low lube oil pressure switch will energize an 9.19 annunciator and give an alarm that the lubricating oil pressure has 9.20 reached a dangerously low level. Actuation of any two (2) of these 9.21 low lube oil pressure switches will shutdown the engine.
High-and low-temperature alarms are provided to alert personnel when 9.24 the oil temperature rises above, or falls below, the operating range 9.25 recommended by the manufacturer.
The following annunciators are on each emergency generator local 9.27 panel:
Moisture detector circulating pump motor thermal overload or loss 9.29 of control power Lube oil moisture content high 9.30 Rocker arm lube oil pressure low 9.31 Crank case pressure high 9.32 Lube oil sump temperature low 9.33 43c,l/ Y Lube oil sump level low 9.34 Lube oil temperature high 9.35 Rocker arm re2ervoir level high 9.36 Lube oil pressure low 9.37 An emergency generator local panel trouble annunciator for each panel 9.39 is located on the main control board and is alarmed whenever a 9.40 respective local panel annunciator is alarmed.
9.5.8 Emergency Generator combustion Air Intake and Exhaust System 9.42 The emergency generator combustion air intake and exhaust system 9.43 supplies filtered air to the emergency diesel engine fo/ combustion 9.45 and releases exhaust gases to atmosphere.
(Figure 9.5-3) 9.46 Air is supplied from outside through filter and silencer to the 9.47 diesel engine and is exhausted through a n.uffler to atmosphere.
The 9.49 system is QA Category I, Nuclear Safety Related except for the pipe 9.50' from the muffler to the atmosphere which is QA Category II.
Amendment 8 9.5-30j May 1984
- s o o
HNPS-3 FSAR NRC Letter: May 31, 1983 Question Q430.118 (SRP Section 9.5.7)
An emergency diesel generator unit in a nuclear power plant is normally in the ready standby mode unless there is a loss of offsite power, an accident, or the diesel generator is under test. Long periods on standby have a tendency to drain or nearly empty the engine lube oil piping system. On an emergency start of the engine as much as 5 to 14 or more seconds may elapse from the start of cranking until full lube oil pressure is attained even though full engine speed is generally reached in about five seconds.
With an essentially dry engine, the momentary lack of lubrication at the various moving parts may damage bearing surfaces producing incipient actual component failure with resultant equipment unavailability.
or The emergency condition of readiness requires this equipment to attain full rated speed, and enable automatic sequencing of electric load within ten seconds. For this reason, and to improve upon the availability of this equipment on demand, it is necessary to establish as quickly as possible an oil film in the wearing parts of the diesel engine. Lubricating oil is normally delivered to the engine wearing parts by one or more engine driven pump (s). During the starting cycle the pump (s) accelerates slowly with the engine and may not supply the required quantity of lubricating oil where needed fast enough. To remedy this condition for the rocker arm assembly lubrication system, as a minimum, an electrically driven lubricating oil pump, powered from a reliable de power supply, should be-installed ir the rocker' arm lube oil system to operate in parallel with the engine driven rocker arm lube pumps.
The electric driven prelube pump should operate only during the engine cranking cycle or until satisfactory lube oil _ pressure is established in the engine rocker arm ' lube oil distribution header. The installation of this prelube pump should be coordinated with-the respective engine manufacturer.
Confirm your. compliance with the above requirement or provide'ycur justification for not installing an electric prelube oil pump.
Resper.se
_op Refer to revisedFSAR:Sectionf9.5.7.1~(po9.5.7.fFfor'the' response to.this questien.
b Q430.118-1 g 'sttY
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03/16/84 245 MNPS-3 FSAR 9.5.7.1 Design Sases 2.42 The engine-driven lubricating oil and rocker-arm lubricating oil 2.44 pumps have sufficient capacity to ensure adequate lubrication of main 2.45 bearings, crank pins, camshaf t bearings, valve gear, rocker arms, and 2.47 all other wearing parts. The oil also provides a cooling media for 2.49 the pistons.
A motor-driven prelubricating oil pump and electric heater are 2.51 provided to supply warmed (125'F) lubricating oil to the engine sump 2.52 F
and other necessary components when the engine is not running so as to enhance the "first try" starting reliability of the engine in the 2.54 standby condition.
The SAE 30 lubricating oil in the rocker arm lubrication system has a 2.56 pour point of -5'F.
The oil is heated by conduction from the standby 2.58 Jacket coolant heating system which has a minimum temperature of 95'F.
This will maintain the operability of the rocker arm 2.59 lubrication system when room temperatures are within expected ranges.
2.60 If a failure of either emergency generator enclosure heating system 3.1 occurs, a low room temperature alarm actuates at 45'F on Ventilation 3.3 Panel 1 in the control room.
In response to this alarm, operator, 3.4 y> 3gg.
corrective action would be taken. Actions that may be taken include:
3.5 1.
bringing in portable space heaters 3.7 2.
increasing room temperature by turning on lights or 3.9 equipment 3.
starting the emergency diesel generator.
3.10 The rocker arm assembly will' be prelubricated once a week for 5 3.13 minutes to establish an oil film on the rocker arm assembly. The oil 3.15 film remains on the wearing parts of the rocker arm assembly to ensure lubrication during any emergency start. Therefore, it is not 3.16 ygg, g gg necessary to operate the motor-driven rocker arm pump in parallel with the engine-driven rocker arm pump, the electric motor-driven 3.18 rocker arm prelube oil pump, which is powered by an electrical Class 3.19
'1E power source.
Portions' of.the emergency-diesel engine lubrication system are also 3.21 designed to the following criteria:
e 1.
General Design criterion.2'for structures housing the system 3.24 and the system itself being capable of withstanding the.3.25 e ffects -
of natural
. phenomena, such as earthquakes, tornadoes, hurricanes, and flood,s 2.
General Design Criterion 4 for structures housing the system 3.26 and the system itself being capable of withstanding the 3.27 effects.
of external missiles and internally generated Amendment 8 9.5-30b.
May 1964
s u1217912sr:8cz 03/16/84 245 MHPS-3 FSAR Moisture-Detector Circulating Pump Suction Strain:r 6.33 (3 EGO-STR3A):
This line strainer is provided to keep foreign 6.35 particles, suspended in the oil that leave the lubricating oil heat exchanger, from entering the water 6.3S detector circulating pump.
Moisture Detector 6.41 g,gf This detector is provided to detect water leakage into 6.43 the crankcase lubricating oil.
Water detection 6.44 energizes an annunciator that sounds an alarm.
j The protective measures for the lubricating oil system consist of oil 6.47 filters and strainers that do not require power sources or alarms and 6.48 are of the multiple element, continuous full-flow type.
The crankcase vacuum system (Figure 9.5-3) includes a crankcase 6.52 vacuum pump, oil separator, piping, and fittings.
The crankcase 6.53 vacuum system removes oil vapors from the diesel crankcase preventing the leakage of oil vapors through crankcase seals.
The crankcase 6.55 vacuum system can be started manually whenever the vacuum pump control switch is in the start position, or automatically whenever 6.56 g y, the control switch is in the auto position and the emergency diesel generator is running at greater than 360 rpm.
Both operating modes 6.58 are possible provided there is no vacuum pump motor thermal overload.
The vacuum pump is powered from a safety related motor control center 6.59 as described in Table 9.5-9.
The diesel crankcase is equipped with 6.60 relief ports to mitigate the consequences of a crankcase explosion.
A 1200 gallon capacity lubricating oil sump is provided to supply the 7.2 engine with an adequate amount of lubricating oil during engine 7.3 operation.
The minimum recommended sump level of approximately 7.4 1000 gallons would be reached after 5 days of operation at full rated 7.5 43d. lli load with a normal oil usage rate of 40 gallons per day. This low 7.6 level is alarmed in the control room to alert the operators.
Upon 7.7 reaching this minimum level, oil will be added to the system without an engine shutdown. Adequate lubricating oil is stored onsite to 7.8 assure seven days of operation at rated load. An oil usage rate of 7.9 65 to 70 gallons per day is considered excessive.and is one indication that an engine overhaul is needed.
7.10
- /.sj 6/p..: r y ' 'A y, Il t Table 9.5-4 provides the design data for the major components in the' 7.12 emergency diesel lubricating oil system.
9.5.7.3 Safety Evaluation 7.15 The lubrication system is housed in the Seismic Category I emergency 7.17 generator enclosure (Section 3.8.4).
There is no sharing of 7.20 lubricating system components between the two emergency generators.
A single failure in the diesel engine lubrication system woH.d not 7.21 lead to the loss of more than one emergency diesel engine.
7.22 Amendment 8 9.5-30g May 1984
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u12179fsr2297 03/06/84 242 MNPS-3 FSAR NRC Letter: May 31, 1983 1.9 Question Q430.121 (Section 9.5.7) 1.12 Assume an unlikely event has occurred requiring operation of a diesel 1.13 generator for a prolonged period that would require replenishment of 1.14 lube oil without interrupting operation of the diesel generator.
Provide the'following:
1.15 a
What provision has been made in the design of the lube oil 1.17 system to add lube oil to the sump. These provisions shall 1.18 include procedures or instructions available to the operator on the proper addition of lube oil to the diesel generator 1.19 as follows:
1.
How and where lube oil can be added while the equipment 1.21 is in operation.
2.
Particular assurance that the wrong kind of oil is not 1.22 inadvertently added to the lubricating oil system, and 3.
That the expected rise in level occurs and is verified 1.23 for each unit of lube oil added.
b.
Verification that these operating procedures or instructions 1.25 will be posted locally in the diesel generator rooms.
c.
Verification that personnel responsible for the operation 1.26 and maintenance of the diesel are
- rained in the use of these procedures.
Verification of the ability of the 1.28 personnel on the use of the procedures shall be demonstrated during
'preoperational tests and during operator 1.29 requalification.
'd.
Verification that the color coded, or otherwise marked, 1.30 lines associated with the diesel-generator are correctly identified and that the line or point for adding lube oil 1.31 (when the engine is on standby or in operation) has been clearly identified.
1.32
Response
1.35 Millstone Unit 3 will have a written station procedure for the 1.36 addition of lube oil to an ~ operating diesel generator.
This.1.39.
procedure will address how and where to add lube oil and the type.of lube oil to be used and will verify the expected rise in oil level.
1.40 Specific procedural steps will be posted locally in the diesel 1.41 generator rooms.
The use of this procedure will be demonstrated during preoperational 1.42 testing which affords training to personnel in its use.
Periodic'.1.44 diesel generator training will be conducted onsite for responsible maintenance personnel.
l yvwemW skiti The diesel -- ou an-rd s clearly labeled, ' f riclucun3 -Htt' lube 1.45 i i
oil addit:0en
- jeint, e
i Revision 1 Q430.121-1.
May.1984
MNPS-3 FSAR NRC Letter: May 31, 1983 Question Q430.122 (Section 9.5.7)
You state in Section 9.5.7.1 of the FSAR under " specific design criteria" that "the temperature of the lubricating oil is automatically maintained above a minimum value by means of an independent recirculation loop including its own pump and heater, to enhance 'first try' starting reliability of the engine in the standby condition". The rocker arm lubrication system is an independent subsystem of the diesel lube oil system which is connected to the main system by a float valve (VSA) in the rocker arm oil reservoir.
From the information available it appears that the lube oil in the rocker arm lubrication system will never be preheated unless the oil level is low enough to open the float valve.
If this is the case, what means have you provided for preheating the rocker ar.n lubricating oil or justify why preheating is unnecessary.
(See request 430.134 for conditions when preheating may be necessary).
Response
Refer to revised FSAR Section 9.5.7.1 for the response to this question.
6 i
e Q430.122-1
u1217912src8tz 03/16/84 245 MNPS-3 FSAR 9.5.7.1 Design Bases 2.42 The engine-driven lubricating oil and rocker-arm lubricating oil :.44 pumps have sufficient capacity to ensure adequate lubrication of main 2.45 bearings. crank pins, camshaft bearings, valve gear, rocker arms, and 0.47 all other wearing parts.
The oil also provides a cooling media for 2.49 the pistons.
A motor-driven prelubricating oil pump and electric heater are 2.51 provided to supply warmed (125*F) lubricating oil to the engine sump 2.52 and other necessary components when the engine is not running so as to enhance the "first try" starting reliability of the engine in the 2.54 standby condition.
The SAE 30 lubricating oil in the rocker arm lubrication system has a 0.56 pour point of -5'F.
The oil is heated by conduction from the standby 2.58 jacket coolant heating system which has a minimum temperature of 95'F.
This will maintain the operability of the rocker arm 2.59 lubrication system when room temperatures are within expected ranges.
- .60 If a failure of either emergency generator enclosure heating system 3.1
- occurs, a low room temperature alarm actuates at 45*F on Ventilation 3.3 Panel 1 in the control room.
In response to this alarm, operator 3.4 Igo gg, corrective action would be taken.
Actions that may be taken include:
3.5 1.
bringing in portable space heaters 3.7 2.
increasing room temperature by turning on lights or 3.9 equipment 3.
starting the emergency diesel generator.
3.10 The rocker arm assembly will be prelubricated once a week for 5 3.13 minutes to establish an oil film on the rocker arm assembly. The oil 3.15 film remains on the wearing parts of the rocker arm assembly to ensure lubrication during any emergency start.
Therefore, it is not 3.16 130.lI(
necessary to operate the motor-driven rocker arm pump in parallel with the engine-driven rocker arm pump.
the electric motor driven 3.18 rocker arm'prelube oil pump, which is powered by an electrical Class 3.19 1E power source.
Portions of the em6rgency diesel engine lubrication system are also 3.21 designed to *h: following criteria i
1.
General Design Criterion 2 for structures housing the system 3.24 and the system itself being capable of withstanding the 3.25 effects of natural phenomena, such as earthquakes, tornadoes, hurricanes, and floods 2.
General Design Criterion 4 for structures housing the system 3.26 and the system itself being capable of withstanding the 3.27 effects of external missiles and internally generated Amendment 8 9.5-30b May 1964
os
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u12179fsr2303 03/08/84 243 ft!!PS-3 FSAR IJRC Letter: May 31, 1983 1.9 Question Q430.127 (section 9.5.8) 1.12 Describe the instrumentation. controls, sensors, and alarms provided 1.13 in the design of the diesel engine combustion air intake and rxhaust 1.14 l
system which alert the operator when parameters axceed anges recommended by the engine manufacturer and describe any operator 1.15 action required during alarm conditions to prevent harmful effects to the diesel engine. Discuss systems interlocks provided. Revise your 1.17 FSAR accordingly.
Response
1.18 a.
For a description of the instrumentation. controls, sensors.
1.20 and alarms. refer to FSAR Section 9.5.8.5.
Testing will 1.21 l
comply with requirements stated in IEEE Standards 279-1971 and 338-1971 (reference FSAR Sections 7.1.2.11 and 1.22 7.3.1.1.51 and a minimum calibration frequency of once every 18 months or more frequently as specified in Hillstone 1.23 Statics Procedures.
b.
Millstone 3 operating precedures address actions to be taken 1.24
- l A r.
response to alarm conditions.
These actions are 1.25 consistent with the engine manufacturer's gui.%1 antes and prevent damage to the diesel engine.
Copies of these 1.26 operating procedures will be available for ilRC review 60 days prior to system turnover.
c.
There are no interlocks generated from the emergency diesel 1.27 combustion air intake and exhaust system instrumentation.
1.28 l
l
-Revision 1 Q430.127 1 May 1984 l
.e s
245 u12179fsr2305 03/16/84 MMPS-3 ISAR NRC Letteri Hay 31, 1983 1.9 Question Q430.129 (Section 9.5.8) 1.12 Discuss the provisions made in your design of the diesel engine 1.13 combustion air intake and exhaust system to prevent possible 1.14
- clogging, during standby and in operation, from abnormal climatic conditions (heat / rain, freezing rain, dust storms.
ice and snow) 1.15 that could prevent operation of the diesel generator on demand.
Response
1.17 Each emergency diesel generator exhaust pipe is a 40-inch diameter, 1.18 pipe which protudes about 36 inches over the top of the dieseli 1.19 generator enclosure.
The pipe is located toward the edge of thel 1.20 building. Typical snowfall depths would not exceed 36 inches in at 1.21 24 hour2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> period.
In addition, the Hillstone 3 Environmental keport, 1.22 section 2.0.1.9. indicates a maximua snowfall depth of 48 incl.es in 2,1.23 days.
Based on past experience with the Hitistone Units 1 and 2 1.24 generators.
(whose stacks are a significantly smaller diesel 24 inches) snow accumulation in exhaust pipes has not been ;1.26 diameter.
a problem.
Since the exhaust pipes are located cloaa to the edgelikely.,1.27 of the building, drifting of snow into the pipe is not Consequently, snowfall does not pose a problem for H111 tone 3 diesel 1.28 generator operability.
Refer to revised FSAR Section 9.5.8.3 for additional information.
it.29 i
i i
'9 Q430.129 1
/,,
. L e>
ImF5-3 FSAR intercepts particulate matter before it reaches the diesci ee.: bat:.an chambers.
Filter differential pressure is sensed by a differential pressure svitch which actuates a high differential pressure cine locally and in the control room alerting operators.
Su rveill a r.:e 430.1;9 will be perfortred daring diesel monthly availability test:.nq (Section 8.3) to ensure diesel generator availability on den.and.
The point of exhaust of corr.bustion gases to the atmosphere as 27-l' feet absve the combustion air intaker therefore, cxygen c e r.t ent requirements for corbustion are not restricted The eNrgency diesel generator exhaust is equipped with a noir. My open low point drain.
Any f r ozen precip*.tation would be re;teG during the rnenthly diesel generator availability tests and dr:. ed through the diesel exhaust low point drain.
Cue to the lange exn:. art 30.109 pape diameter.
it is not credible that any pre:1pitatact, ch::.
collects and free:es, before it can pass through the drain line, s: n be sufficient to cause exhaust restraction.
In additica. runnin: ef W'
\\ @the diesel generator for availabilityCl6g of OA M hC1L M flpf testir.g will tiow celle::.d outoftheexhaust.T)wrc4(f Mvh br10ssi 4 Pu,1t* tt ternbleret.
The errergency generator diesel engines and all aux:11sry systers are designed te start and operate at rated load during a tornat: vh:th results in a decrease in atmospheric pressure of 3 psi in 3 secer.dt..
Darrage to the diesel exhaust pipe by a postulated tornad missile has been cens1Jered.
A tornado protected acesss hatch vill be r ar.a:,11y opened during alerts, functioning as an exhaust bypass ths; v1M prov1d. a secondary exhaust rath in the event the prierary pa*" as damaged by a tornado rntasile.
The possaril ty of rape whip does net exist in either e 4i;<<*. y ger.e r a t o r en:losure.
All cortcus tien air intake e quir e nt ene dac ts':: L and the exhaust e qu ipne r.t and p ip at.g are st:::.c.;.y destgrid.
ft. ore are f.o gas stora;c tanks in the vic t:. ty :!
t he teen gea.:y diesel generater en:lesure which elan;nrte s tr.e pu p nl.'.t" of any a' cadent al gas release at the conbustler air :.ntant.
- 9. f,. 4. 4 Ir.sre: tion and Testing Fer.uirements The et e r giri;/ ger erat or ce*b.it;:r. t ai thi n o tr.1 e nn.f t s 'f * '
a tested #rd :nspe:ted at the see ute et t r., e er ge t.:y W.11 a t :
d' '.
(f.ecticn 1.1.11 9.!.f..t It. sit arents tiet. f equirerrents The etelgen:y diese:
co tust;rr, ut tr.t s he s. :.
exu...
t**
opt r+ t t o.t.
patataters are eentiered, and:ceted, ie:ctJt;
. ~
cent 1011ed as follouti The e tAlm t i er; air antahe and exhaust nyt'e If * *.'a ; 1 n i -
the diesel en;;1r.* 19 statted.
Wns t, air as drauf an intet.gL the f;;t rI ar.d s.itt.:ei s * "r ;.
trea Jret pressut e dr op.
i Amend,+entd) 9.!
1
@ '. *D t
Obf IW m
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u12179fsr2315 03/06/84 242 MNPS-3 FSAR NRC Letter: May 31, 1983 1.9 Question Q430.139 (Section 10.2) 1.12 In Section 10.2.3.6 you discuss inservice inspection, and excercising 1.13 of.the main steam turbine stop and control and reheater stop and 1.14 intercept valves, and the ability to test the extraction steam valves. You do not discuss the inservice inspection, testing, and 1.15 exercising of the extraction steam valves.. Provide a detail 1.16 description of: 1) the extraction steam valves, and 2) your inservice inspection and testing program for these valves. Also provide the 1.16 time interval between periodic valve exercising to assure the extraction steam valves will close on turbine trip.
1.19
Response
1.20 A description of the extraction line non-return valves is contained 1.21 in revised FSAR Section 10.2.2.1.
Extractionsteamvalde exercising 1.22 ^
will be perfonmed at least quarterly in accordance with the manufacturer's recommendations.
1.23~
b
~1%
> Revision 11 Q430.139al-
'May 1984 ~
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