ML021490039

Supplemental License Amendment Request & Response to Request for Additional Information Regarding License Amendment Request for Revision to Standby Diesel Generators Technical Specifications & Surveillance Requirements

ML021490039
Person / Time
Site:	Monticello
Issue date:	05/14/2002
From:	Forbes J Nuclear Management Co
To:	Document Control Desk, Office of Nuclear Reactor Regulation
References
TAC MB3042
Download: ML021490039 (115)

Text

M Monticello Nuclear Generating Plant Committed to Nuclear Excellen Operated by Nuclear Management Company, LLC May 14, 2002 10 CFR Part 50, Section 50.90 US Nuclear Regulatory Commission Document Control Desk Washington DC, 20555-0001 MONTICELLO NUCLEAR GENERATING PLANT Docket No. 50-263 License No. DPR-22 Supplemental License Amendment Request and Response to Request for Additional Information Regarding License Amendment Request for Revision to Standby Diesel Generators Technical Specifications and Surveillance Requirements (TAC No. MB3042)

Reference 1: Nuclear Management Company, LLC Submittal of License Amendment Request for Monticello Nuclear Generating Plant Regarding Diesel Generators, dated September 27, 2001.

Reference 2: Nuclear Regulatory Commission Request for Additional Information Related to License Amendment Request, dated April 12, 2002.

Reference 1 proposed Technical Specifications changes to Appendix A of Operating License DPR-22, for the Monticello Nuclear Generating Plant. The purpose of the License Amendment Request was to revise the Monticello Technical Specifications (TS) to revise the diesel fuel supply volume required for Diesel Generator operability, clarify existing wording, add a TS Limiting Conditions for Operations (LCO) and Surveillance Requirements (SR) regarding Diesel Generator air receivers, delete a current TS SR concerning Diesel Generator starting air compressors, and repaginate, restructure and renumber the TS LCOs and SRs for applicability and administrative purposes.

Reference 2 requested Nuclear Management Company to provide additional information in support of the license amendment request submitted by Reference 1.

Exhibit A provides Nuclear Management Company, LLC (NMC) response to the NRC's request for additional information for the previously submitted License Amendment Request.

Exhibit B provides a schematic diagram of a typical set of starting air receivers for a diesel generator, a Monticello Calculation/Analysis for Minimum Allowable Fuel Oil Storage Tank Level and Addendum 1 to the Calculation/Analysis and a drawing of the Monticello Diesel Fuel Oil Storage Tank. Exhibit C provides new marked-up Monticello Technical Specification pages. Exhibit D provides new retyped Monticello Technical Specification pages.

2807 West County Road 75

• Monticello, Minnesota 55362-9637 Telephone: 763.295.5151

• Fax: 763.295.1454 Aco

USNRC Nuclear Management Company, LLC Page 2 These changes provide additional clarifications to the Monticello TS change request submitted by Reference 1, and as such, the Determination of No Significant Hazards Consideration and Environmental Assessment submitted by the original letter dated September 27, 2001, are also applicable to this supplemental submittal.

Nuclear Management Company, LLC requests a period of up to 60 days following receipt of this license amendment to implement the changes.

If you have any questions regarding this response to Request for Additional Information and Supplemental License Amendment Request please contact Doug Neve, Licensing Manager, 6)25-1353.

Jeffrey S. Forbes Site Vice President Monticello Nuclear Generating Plant Subscribed to and sworn before me this /."

day of 6

i.. H N 1. KLEINE X__ _ _,5__

N O__

_._A__Y P U B L C - M IN N E S O T A Notary MY Comm. Exp. Jan. 31,2005 Attachments:

Exhibit A - Response to Request for Additional Information and Supplemental License Amendment Request regarding the Monticello Technical Specifications Exhibit B - Schematic of Diesel Generator Starting Air System, a Monticello Calculation/Analysis for Minimum Allowable Fuel Oil Storage Tank Level and Addendum 1 to the Calculation/Analysis and a drawing of the Monticello Diesel Fuel Oil Storage Tank Exhibit C - Revised Monticello Technical Specifications Page Marked up With Additional Proposed Changes Exhibit D - Revised Monticello Technical Specifications Page cc:

Regional Administrator-Ill, NRC NRR Project Manager, NRC Sr. Resident Inspector, NRC Minnesota Department of Commerce J. Silberg, Esq

Exhibit A Supplemental License Amendment Request and Response to Request for Additional Information Regarding License Amendment Request for Revision to Standby Diesel Generators Technical Specifications and Surveillance Requirements

Background

By letter dated September 27, 2001 Nuclear Management Company, LLC (NMC) submitted a request for a change to Appendix A, Technical Specifications, of Operating License DPR-22 for the Monticello Nuclear Generating Plant. The submittal proposed to revise the diesel generator Technical Specifications (TS) to revise the minimum volume of fuel oil required for diesel generator (DG) operability, add a TS Limiting Condition for Operation (LCO) and Surveillance Requirement (SR) regarding DG starting air receivers, delete a current TS SR regarding DG starting air compressors, and repaginate, restructure, and renumber the TS LCO's and SR's for applicability and administrative purposes.

The addition of a TS LCO and corresponding SR regarding the DG starting air receivers was determined to be a logical change to propose since the current TS SR regarding starting air compressors has no direct impact on DG operability and does not meet the minimum requirements, specified in 10 CFR 50.36(c)(2)(ii), for inclusion in the TS. The Monticello plant staff also wanted to take advantage of the robust design of the DG starting air receivers to provide more flexibility for the operation of the DG.

As stated in the Monticello Updated Safety Analysis Report (USAR), Section 8.4.1.2, "Power to start each diesel generator is derived from two independent air starting systems. Each consists of a pair of compressed air driven motors, an air dryer, strainer, air line lubricator, and related storage tanks. This provides 100% redundancy for each unit's air starting system. Starting at nominal pressure (200 psig), each of these systems has adequate capacity to start five times without recharging." A schematic diagram of a starting air system is attached in Exhibit B.

The above statement is correct for the design basis of the starting air systems for the DGs, however, the automatic start logic for each DG provides for a total of three automatic start attempts from its two associated starting air receivers before manual operator action would be required. The automatic start logic first attempts to start the DG from the selected (primary) starting air receiver. If the DG fails to start, the automatic logic will select both starting air receivers for the second attempt to start the DG. If the DG again fails to start, the automatic logic will then attempt to start the DG by selecting the non-selected (secondary) starting air receiver for the third attempt to start the DG. If the DG fails to start on the third attempt then manual operator action is required for any A-1

Exhibit A additional attempts to start the DG. With manual operation there is still sufficient air pressure to attempt a minimum of one additional start of the DG from each starting air receiver.

The Monticello USAR states that starting at a nominal pressure of 200 psig each starting air receiver has the capability of starting its associated DG a minimum of five times.

During normal operation each starting air receiver's air compressor cycles on when the pressure in the receiver drops to 175 psig and recharges the starting air receiver to an approximate pressure of 200 psig. With a pressure > 165 psig each starting air receiver has sufficient air pressure to start its associated DG a minimum of 3 times.

Specific NRC questions and corresponding NMC responses are as follows:

NRC Question:

1.

The proposed new technical specification (TS) 3.9.B.3.c Limiting Condition for Operation (LCO) for standby diesel generators states:

c.

"When a diesel generator is required to be operable, maintain air pressure for both associated air starting receivers > 165 psig.

1)

When a diesel generator starting air receiver pressure < 165 psig, restore starting air receiver pressure to > 165 psig within 7 days, or declare the associated diesel generator inoperable.

2)

With both diesel generator starting air receivers pressure < 165 psig, immediately declare the associated diesel generator inoperable."

Standard technical specification (STS)1 Section LCO 3.8.3.E requires that when one or more diesel generators with starting air receiver pressure <225 psig and >

125 psig, restore (with completion time of 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />) the starting air receiver pressure to >225 psig.

STS LCO in Section B 3.8.3 states: "The starting air system is required to have a minimum capacity for five successive diesel generator start attempts without recharging the air start receivers."

The technical rationale for the additional requirement is that the change is consistent with NUREG-1433, General Electric Plants, BWRI4, STS. The LCO completion time of 7 days for the proposed TS versus the completion time of 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br /> as specified in the STS is based upon the more robust design (i.e., two redundant air starting systems versus the single air starting system assumed in the applicable STS LCO). However, the proposed TS specifies the minimum air starting pressure rather than the nominal air starting pressure cited in the bases of the STS. Similarly, the associated STS Surveillance Requirement (SR) criteria is based on the nominal air pressure parameter necessary for the minimum number A-2

Exhibit A of engine start cycles without recharging the air receiver. Please provide a technical justification for using an off-normal or marginal parameter setting for the proposed LCO and SR instead of the nominal air starting pressure value (i.e., 200 psig).

NUREG-1433, "Standard Technical Specifications (STS) for General Electric Plants, BWR/4" Revision 2.

NMC Response:

The rationale for this off-normal parameter for the Technical Specification (TS) Limiting Condition for Operation (LCO) is acceptable because of the operation of the robust starting air receiver system for the Monticello DG. The starting air receiver pressures cited in the Standard Technical Specifications (STS) are plant specific values as denoted by brackets. As discussed above, for Monticello, the minimum pressure of 165 psig for each starting air receiver provides enough air to perform a minimum of at least three (3) starts of the associated DG from each starting air receiver for a total of at least six starts.

Additionally, this TS change added a TS LCO and SR for the Diesel Generator (DG) starting air receivers and relocated the existing SR for the air compressors to plant procedures. This repagination, renumbering and rewording provides a TS that more closely models the TS of NUREG-1433, General Electric Plants, BWR/4, Standard Technical Specifications.

Due to the robust nature and redundant capabilities of the starting air system for each of the DG at Monticello, NMC has determined that the previously proposed LCO and actions for the proposed TS should be changed. Therefore, proposed TS 3.9.B.3.c is being reworded to state:

c.

"When a diesel generator is required to be operable, maintain air pressure for both associated air starting receivers > 165 psig.

1)

With one diesel generator starting air receiver pressure

< 165 psig, restore both starting air receivers pressure to > 165 psig within 7 days, or declare the associated diesel generator inoperable.

2)

With both diesel generator starting air receivers pressure < 165 psig but > 125 psig, restore both starting air receivers pressure to > 165 psig within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />, or declare the associated diesel generator inoperable.

3)

With both diesel generator starting air receivers pressure < 125 psig, immediately declare the associated diesel generator inoperable."

A-3

Exhibit A This rewording of the LCO is acceptable because it is based upon the more robust design of the starting air system for Monticello (i.e., two redundant air starting systems versus the single air starting system assumed in the applicable STS LCO). The starting air receivers pressure is acceptable because:

c.

With both starting air receivers at a pressure > 165 psig there is sufficient air pressure to start the associated DG a minimum of six (6) times. This is acceptable because startup test data shows that each starting air receiver can provide sufficient air pressure for a minimum of three (3) DG starts when starting at a pressure > 165 psig. This more than satisfies the five (5) start design requirement of the DG.

1) Test data shows that with one starting air receiver pressure > 165 psig and the other starting air receiver < 165 psig there is sufficient air pressure to start the associated DG a minimum of three (3) times. The seven (7) days to restore the starting air receiver pressure to > 165 psig is acceptable because the combined air pressure, of the two starting air receivers, provides for a minimum of three (3) starts for the associated diesel generator, either of which provides a high level of assurance that the DG will start.

2) With both starting air receivers pressure < 165 psig but > 125 psig there is sufficient air pressure to start the associated DG a minimum of two (2) times. This is acceptable because as long as each starting air receiver has a pressure > 125 psig, there is adequate capacity for at least one start attempt of the DG from each starting air receiver. The 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br /> to restore one of the starting air receivers to > 165 psig and entering the TS LCO 3.9.B.3.c.1, or restoring both starting air receivers to > 165 psig within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br /> is acceptable based on the remaining air start capacity, the fact that most DG starts are accomplished on the first attempt, and the low probability of an event during this brief period.

3) With both starting air receivers pressure < 125 psig there may not be sufficient air pressure to start the associated DG. Although, startup test data has demonstrated that the DG would probably start from an air pressure of < 125 psig, NMC cannot ensure a reliable start below this pressure.

The proposed revised TS provides high assurance that the DG will be available and provides adequate actions and allowances for instances in which full air start capability is not available. Additionally, the proposed revised TS adds operating flexibility without diminishing the starting air receivers capability, which more than satisfies the requirement from STS B 3.8.3 for each DG to have an air start system with adequate capacity for five successive start attempts on the DG without recharging the air start receiver(s).

A-4

Exhibit A Similarly, the associated STS Surveillance Requirement (SR) criteria is based on the nominal air pressure parameter necessary for the minimum number of engine start cycles without recharging the air receiver (i.e., one air start receiver for each Diesel Generator).

Whereas, the proposed Monticello SR criteria is based on providing sufficient air pressure in each redundant air receiver (i.e., two air start receivers for each Diesel Generator),

such that the combined pressure will provide adequate capacity for more than five successive start attempts on the DG without recharging the air start receivers.

A schematic diagram of the Emergency Diesel Generator starting air receivers is attached in Exhibit B.

NRC Question

2.

Please address the potential common-cause failure modes which may be possible given that one diesel generator starting air receiver pressure is less than the minimum pressure requirement (i.e., 165 psig) under the proposed LCO TS 3.9.B.3.c and identify any independent means which will verify that the remaining air receiver has sufficient capacity to provide enough air pressure for a minimum of two emergency diesel generator (EDG) starts.

NMC Response:

The starting air receivers for each Diesel Generator at Monticello are independent and redundant, but not diverse in that each receiver has like components. The starting air receivers are cross-connected by a manual valve, but there are no active air system failures which could effect both starting air receivers. The like components, similar to other like components in the plant, may create a potential for common-cause failures.

Upon failure or degradation of one starting air system, operations personnel will monitor the pressure of the redundant starting air receiver on a once per shift basis. The failure of a starting air receiver component will be reviewed, by plant personnel, to determine the root cause of the failure. This review will include the potential for a common-cause failure, of like components, for the other starting air receivers. The remaining starting air receiver will have sufficient pressure for a minimum of three (3) diesel generator starts, from 165 psig, as demonstrated by the Bechtel start-up test data.

During the start-up test the diesel generator was given a series of starts using only one air start receiver at a time. The air pressure in the air start receiver was built up to the automatic shut-off pressure of the compressor control switch. A start signal was given with the fuel held off, preventing the diesel generator from firing, and allowing the air start receiver motors to crank a full four seconds. This assured the maximum demand on the air start system. Based on this test data, it was demonstrated that, starting at a pressure less than 165 psig, each starting air receiver could start the associated Diesel Generator a minimum of three (3) times.

A-5

Exhibit A NRC Question

3.

Provide detailed calculations to demonstrate that the fuel oil stored in the underground fuel oil storage tank will be sufficient to support the operation of one EDG for 7 days following a loss-of-coolant accident (LOCA). Information should include:

a.

The methodology2 and assumptions used to calculate the fuel oil consumption rates.

b.

The minimum usable volume of the underground fuel oil storage tank, information should include the assumptions (e.g. instrumentation errors, vortex formation, etc.) used in the calculations and the tank design in detail (including drawings).

2 Calculations based on the assumption that the diesel generator operates continuously for 7 days at its rated capacity or calculations based on the time dependent loads of the diesel generator.

NMC Response:

A drawing of the Monticello underground fuel oil storage tank and the detailed calculations that demonstrate that the fuel oil stored in the underground fuel oil storage tank is sufficient to support the operation of one EDG for 7 days following a LOCA are attached in Exhibit B. The Calculation/Analysis for Minimum Allowable Fuel Oil Storage Tank Level and Addendum 1 to the Calculation/Analysis provides the information requested. Addendum 1 to Calculation/Analysis concludes that to address vortexing concerns, a non-conservative suction source for the Diesel Oil Transfer Pump, and to provide additional margin to the calculated value of minimum required fuel oil, the amount of fuel oil contained in the underground fuel oil storage tank should be maintained at 38,300 gallons.

The Calculation/Analysis for Minimum Allowable Fuel Oil Storage Tank Level and addendum 1 to the Calculation/Analysis is being provided to the NRC on a one-time basis and any revisions to the Calculation/Analysis in the future will not be provided unless required by 10 CFR 50.59.

NRC Question

4.

If the calculations for the EDG fuel oil consumption rates and inventory required are based on the time-dependent loads, the following information should be provided:

A-6

Exhibit A

a.

Tables or curves to show the EDG loadings and their corresponding fuel oil consumption rates and inventories as a function of time following the design bases accident.

b.

Discussion of the provision established in plant procedures for shedding 3 the loads following a LOCA, and

c.

State whether the proposed minimum EDG fuel oil required to be stored in the underground storage tank includes a 10% margin as recommended in American National Standards Institute N195-1076.

Information provided should clearly indicate which loads will be shed, following a LOCA, and at what times they will be shed.

NMC Response:

Since the calculations for the EDG fuel oil consumption rates and inventory required are not based on the time-dependent loads this question is not applicable to the Monticello Nuclear Generating Plant.

NRC Question

5.

With regard to the licensees' application requests for removing/relocating existing plant Technical Specifications (TS) sections and Surveillance Requirements (SR) sections, the staffs position is that existing TS sections and SR sections that fall within or satisfy any of the four criteria described in 10 CFR 50.36 (c) (2) (ii) must be retained in the TS, while those TS sections and SR sections that do not fall within or satisfy these criteria may be relocated to other licensee's administratively controlled documents, such as plant Technical Requirements Manuals (TRMs).

Please indicate the administratively controlled documents to which the current TS 4.9.B.3.b will be relocated and discuss how the air compressors will be maintained for readiness.

NMC Response:

As stated in the submittal dated September 27, 2001 current TS 4.9.B.3.b should be deleted because this surveillance requirement does not assure the operability of the EDGs will be maintained, nor that the LCO will be met. Testing the air compressors on a monthly basis does not demonstrate operability of the associated Diesel Generator (DG).

Operability of the DG is demonstrated by maintaining sufficient air pressure for the DG to automatically start on an automatic start signal.

A-7

Exhibit A The deletion of this TS SR is acceptable because it does not meet the regulatory requirements of 10 CFR 50.36(c)(2)(ii) for inclusion into the TS. The air compressors are not part of the primary success path and do not provide a safety function or actuation to mitigate a design basis accident or transient that either assumes the failure of or presents a challenge to the integrity of a fission product barrier. Nor has this equipment been shown, either through operating experience or probabilistic risk assessment, to be significant to the public health and safety.

The requirements of current TS SR 4.9.B.3.b will be maintained in Monticello plant procedures, and the Preventive Maintenance Program. The air compressors will continue to be tested to ensure that they can support the function of maintaining the minimum air pressure in the starting air receivers. Any future changes to these requirements will be controlled by the regulations and requirements of 10 CFR 50.59.

A-8

Exhibit B Supplemental License Amendment Request and Response to Request for Additional Information Regarding License Amendment Request for Revision to Standby Diesel Generators Technical Specifications and Surveillance Requirements MONTICELL NUCLEAR GENERATING PLANT This Exhibit contains the following documents provided in support of the information contained in Exhibit A:

DG Air Starting System Schematic Diagram Calculation / Analysis - Minimum Allowable Fuel Oil Storage Tank Level Calculation / Analysis, Addendum 1 - Minimum Allowable Fuel Oil Storage Tank Level Drawing for Monticello Underground Fuel Oil Storage Tank

MONTICELLO NUCLEAR GENERATING PLANT M-81 07L-042 TITLE:

DIESEL GENERATORS Revision 10 j

Page 62 of 69 TYPICAL AIR STARTING SYSTEM SCHEMATIC DIAGRAM NOTE: To drive compressor with engine, belt must be manually changed over.

b.9.8-o6-6 LP M-8107L-042 Revision 10 Transparency 21 Page 21 of 28 I/cmb

Form 34M4

.virion 0 03 /17/89 CALCULAT1ON/ANALVQ' CONTROL FýORi Pgoo 1 Of DU2*21A CALCULATION/ANALYSIS #: CA-62?5 TITLE/PURPOSE: 1

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ASSIGNED PERSONNEL (Names & Titles)

Approval:

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Verification:__Z*,! r Veri fication:

REFERENCES/FILING File F iI Description/Location A1

2.

3.

4 Calculation/Analysis file.

VERIFICATION METHOD~(S)

Review X

Alternate Calculation Test I-Explanation:

COMPLETION (Signatures)*,

Prepared by:

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Date-Date: / $'9 Date:

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14INI'U1, A!" OWVAM-a FrU!L OIL STOtMMM TAINK I1!E-b To c cuiate the minimum allowvbViA level in the Hcntic!:c.o' Nh.&ke_*r

(,cnernting Plb't Fuel O1i Stornge Te.,k (T-44).

lo nddlition, omergency rl esel fuel consumption and Fuel. Oil Dav Tank (T-45A ond T-45B) minimum level will be checked.

METHODOLOGY:

American National Standard ANSI N4I95-l976/ANS 59.51, Fuel Oil Systems for Standby Diesel Generators, states in section 5.4 "A crnnservntive niternative to calculating the total fuel -toroge 6,.'ed onl tinle-dependent loads is to calculate the storage capacity by assuming that the diesel operates continuously for seven days at Its rated capacity.

The conservative calculation is recommended."

The bases of Technical Specification 3.9.].3.c also reier to this requirement.

Theeefore:

I.

Fue]. Consumption per hour will be determined.

2.

Fuel Consumption in seven days will bo doternmined.

3.

Minimum required Fuel Oil Storage Tank Level will be determined.

This will include accounting for fuel below minimum tank suction level, uncertainties in tank level measurement, and uncertainties in tank size.

4.

Day Tank Level will be evaluated to ensure 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> of operation are available from it, as described in the USAR Section 8.4.1.1.

ACCEPTANCE CRITERIA:

1.

Fuel Consumption in capacity.

2.

Fuel Consumption in Base Tank capacity.

seven days is within Fuel Oil Storage Tank 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> is within Fuel Oil Day Tank/ Fuel Oil Alm calculation 6A-90-021 Pago 2 of 9

Page 3 of 9 KINIKUM ALLOVABLE 7PURL OIL T'ORACGE TANKY LEVEL IN~PUTS:

1.

SC!iIf'Iatlon for Cenjo]

aVLt;e Mrod

°'V9' s,

L.l-tn cr-n*C"r1ti Plant, GlM Specification No.

7500, April 1,967.

2.

EMD Operating Cost Pactors Excerpt (attached)

3.

Bureau of Standards, Miscellaneous Publication No. 97,

'hr';rmat Properties of Petroleum Products, April 28, 1i93.

(cxcCipt

4.

MPS-49, Monticello Fuel 01 Specification

5.

Drawing NX-8431-5, 60,000 Gal U. C. 011 Tank

6.

Conversion factor, 1 cubic foot - 7.4805 gallons

7.

MACHINE DESIGN Tech Briefs "Liquid Level in Tanks" by T.

V.

Seshadri (attached)

8.

Drawing NX-8431-29, 1500 Gal Diesel. Day Tank ASSUMPTIONS

1.

The Heat Rate of the 999-20 configuration emergency generator at 2500 KW is 10,800 BTU/

KWH.

2.

The T-44 tank level instrtument -is accurate within 1/2 inch,

3.

The T-44 tank dimensions are accurate enough to give tank volume within 1%.

4.

The heads on T-45A and T-45B may be approximated by one foot high ellipsoids.

5. T.-45A and T-45B tank volumes are accurate to within 2% of total tank volume.

6.

The temperature effects on the fuel oil volume and consumption are negligible for purposes of this calcu]ation.

This is becnuse;

a.

The tank is buried with the centerline 10 feet underground.

At this depth the temperature changes will be minimal from smimer to winter, and any changes will be gradual as the surrounding earth must also change temperature.

Therefore there will not he sudden changes in volunie due to thermal contraction which might cause us to go below the ApecIfied minimum level.

b.

Before being used the fuel is brought first to the day tank, then the base tank.

Therefore the fuel will be at the temperature of the diesel building before being used, so the temperature will be controlled at 60-104 F. The heat value of the fuel will then be approximately equal from summer to winter.

Calcut]hi*

of CA-90-023 Pngo 4 of 9 MINIMUMN ALLOIJABW.X PIIL OI, VTOR',A`*

TAN;ý: LE,*VEL ANAI.YSIS"

1.

1Vue1 Oil Consumption at full load The fuel oil conzumption at tull load and thc most lmitil1.ng case of fuel specific gravity will be determined, Input I states at 4/4 load, 999-20 fuel consumption is 205 gallons per hour.

This input uses a full load of 2850 KW throughout.

The AP) gravity of the fuel used to get this requirement: is not stated, although it can he as.Sumed to be the standard APT for f.uel consumption rat ngs.

Input 2 states, for a MP-45 generator (20-6 4 5E.4 Engine) fuel conoumptlon at 2500 KW is 1.86 gph at 30 API, 1814 at 213 APT and Bleat Rnte in 10550 BTU/KIVW.

It also states that 28 API fuel is standard for expre~siun of fuel consumption.

We have a 20-645E4 engine coupled to an A20-C2 generator in a 999-20 configuration, with a maximum normal load of 2500 KW.

While this is shidlar to the above configurations, it is not exactly the same.

To determine a nominal fuel consumption, a heat rate will be estimated conservatively for our configuration, and thIS used to etLeu.I.atl NuO.

consumption at the most limiting API gravity.

Heat Rate of 990-20, based on input 1.

From input 3, High Heat Value of 28 API fuel - 143,100 BTU/gal 2c'&

h P'/13 lo

/63cCj~

2, 0 ff 1.)7' This is reasonable compared to the MP-45 values of Input 2.

For conservatism, a heat rate of 10,800 BTU/KWH will be used.

This is picked to allow for the engine to be operating off its maximum efficiency point.

The actual value is from the MP-45 data at 1875 KW, off the engine maximum efficiency but still.

highly loaded.

From Input 3, it can be seen that the lowest BTU per gallon for diesel fuel occurs at the higher API gravity.

"The Monticello Fuel Oil Specification, Input 4, allows fuel oil to a maximum API gravity of 38.

From Input 1, the High Heat Value (BTU/gal) for 38 API oil is 137,000 BTU/gal.

ki-tz" K.,X /6" '1 X

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--,*c*Z 7

.9':*/2, 3 71.67 This is ancceptably close to observed fuel consumption to be believed as a conservative but realistic value.

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O~mlculnt* on C~A-9O-O2.

Page 5 of 9 MI. 1l1MlM AbLOVABLLB FUELT OL STOIAGE TANK L.VELL

2.

Fu0l ConMumptibn in gon Da at Pull Load In seven days at 197 Gallons per hour;

3.

Minimum Required Fuel Oil Storage Thnk Level The Fuel Oil Storage Tank is a cylinder, 13 ft. in drnmetor zind 60 ft.

lotig.

It hbti 3/8 inch all4.s and A flat head on each end thnit

'Xtr'nýs slightly beyond the 60ft.

See input 4, drawing NX-8431-5, for detal-9.

The drawing is unclear as to whether 13 ft. is inside or outside diameter, 1

and does not give detailed dimensions of the head area.

For conservatism, it will be assumed that the 13 ft. is an vlltside-]

diameter and that the head extends no further than "ho exact 60 ft.

inm.k.

This conservatively excludes a possible volume of possibly about 100 gallons, depending where on the heads the 60 feet is measmred to.

This conservatism will be used to compensate for internal piping and instr',ients in the tank, which are not otherwise accounted for and will not be further Then Total Volume is:

In the Fuel Oil Storage Tank, the pumps have two suction points, 4 inches and 6 inches above the tank bottom respectively. Valves exter.nal to the tank allow either pump to take a suction from either valve.

Theref ore, unusable fuel will be all that below 4 inches from the bottom of the tank.

Using the followin formula from input 7:

7T 2

007 Y*

"9 4

The Fuel Below 4 inches is then:

C f

6ru rom t7:

I Sv-0

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s<,,

<2

Soi

, CA -

M!fI".1i ALLOWADE FUE1L OIL STORAG9 TANK LEVEL The tAnk lewl Instroumntit dg viurfid to bo Pcttr-to.

level in tht tnnk, The maximum volume error Intraoduced error will be I/W inch dround the tmnk centerline, from 6 ft. 6,5 intheo.

Using the above formula, at 6 ft. 5.5 inches:

S......

)

>*1 'f I'.. 1 /7 4.r'I' 1 crr1 1



fi ft i5

chc to

/0 --7 0, ý 77 9 V 2 r 113 J,

At 6 ft. 6.5 inches:

ay I 

c

P0

'7 /.X Instrument Error Mayimum difference in above two volumes The tank -s assumed to be sized so that the calculated accurate within 1%.

volume i1

'5-y

-7 16 These errors may be combined as followg:

7-;.

-/,,

/

4.,..-. <, ",.(.,,,,.,,,)'

763 i</

Fuel required - Fuel Consumption + Unusable fuel

+ Total Error

/

33@Z

,7./

/ '7'// 

/. 763 a

/, *,.,

• ,...*,,. =0.

• 1

-m e.c*,.,,

CIO 1

/--", /

rer'(""'l

= 33*~~'7.,*,

MINII10 ALLOWABLYF FUEL OIL STORA*GE TANK LEVEL.

The tnnk

.ev*!1 is m..zurd in htght lbave..

thie 1b0!-tom.

nnt

]

Therefore, fr opieptor use the eorrecponding tank height for the above volmun Ifurt '30 found.

At 7 ft. 4 inches-,

/

At 7 ft. 3 inches 5-~

7 d,

For operator convenience, the level will be specified to the ncarest inch above minimum volume, or 7 ft. 4 inches in this case,

4.

Day Tank Level Evaluation The USAR, Section 8.4.1.1 states each EDG also has a sepnate B hour supply of fuel.

At 197 gal/hr., this will require

• -/,.,,,

q7

/',t

.r

>'t' By Drawing NX-8431-29, Input 8, tanks T-45A and T-45B are 7 ft long, 6 ft diameter cylinders with heads on each end extending out 1 ft.

Six feet

,j.

is the outer diameter, with 3/16.inch valls, so this corrected diameter will be used for further calculations.

The heads will be assumed to be ellipsoids with a height of 1 foot and other axes equal at the radius of the central cylinder of, the tank.

To. find the total volume of these taiks, first the volume of the cylind.er will be found, then the volume of the heads will be found, and the results added-to give total volume.

Inner Diameter of' the tank.

774:.

For the cylinder:,

"V

• ::'.÷'

CnJcu1aitlon CA-.90-02Y W4Tim~l ALL3UAB.. ruIJ2 1 01L STOZAC"'E T301K LEVEL For the cllipsoldall lmtý Ve have two pu'qkl?

hl!n, PPT qnnor ouc en~

in h~volmeof hetotael ~lipsoid W'i~l 1), U-d f V loUme lzell,ýol t

VJ.,

it



C?

L 3 S.

I'?

(2L~

3~

L7.

The~n the total Volume is' V., ",

.74 Pe-

/:

'?6 5

4y 1"

The fuel pumrp Suction 1,9 6 inchec-tabove. the bottoml Of 01C daY tWnV, so the bottom 6 inches is unusable.

Using thQ fOrniUlAS from Inpjut 7 Ogain, the vo)'ume below 6 Inches is as follows.

For the cy.Inder:

• C?

~37 1'

fT I V~ p PV, For the heads;

/"=

( 3 2-AZ

$c/7 V

(

c/$(7)

Total:

V11 5ý4 5 ~.-

5/

The tank overflow is a 3 Inch pipe centered 4 inches below the top of the tank.

Therefore, overflow starts 5.5 inches below the top of the tAnk.

V /.9 V,:

r IýY/3 7P 2.

7~ 7"t/

4o' 9',

ý;

/g,

F

' /

e? je i 5" 1,

-6 3

y

-Ott e-,Y

/,'I O/P e e ý

/

.5 r, e " /

ý 4ý.17 vep 11=

I q

'c*aulntion CA-90-02.

oil4 X.1NIX1IM M,LOVIIA11LE rUgl, OIL ST F

TAEJ*JNIZ LEVEL 1 The unable ye3,.,t;,

,i tht t bel-i the-o*,i -fln, but :*ab>vC the mi ni muI

~t_

Trh is tink is assumed to have

'Jlcurn te i t.

of full volume.

This is less accurate than the Fuel Oil Storage T'alnký because there were more assumptions used in this calculation.

By the previous calculation, 1576 gallons are required for 8 ]urrS of diesel oper-ation, Therefore, we have adeqtunte cspncily, By ANSI N195-1976/

ANS 59.51, Section 3, the definition of integral tank is "A fuel oil tank furnished by the diesel generator manufacturer and mounted on the engine, Its capacity may he included in establ1shlng the available day tank capacity as set forth in section 6,1."

The instmiled diesel generator base tank meets this definition and could be tl-ed to expand the day tank capacity, if needed.

By NX-9216-7, the base tank is a 550 gallon tank.

The normal level swil.th function to maintain level 300 to 430 gallons, with a backup switch to start at 190 gallons, The instnlledt design is conservative because it meets the requiremoLns %AthouL consWidering this. addition~al tank, whith iq than availabl, for reservo.

CONCLUSIONS:

1. The Emergency Diesel Generator Fuel Consumption at 2500 KW, with the most conservative allowable API gravity is 197 gallons per hour.

2.

The minimum required level in the Fuel Oil Storage Tank (T-44) is 7

feet 4 inches or 34600 gallons.

3.

The Fuel Oil Day Tanks (T-45A and T-1i5B) have sufficient capacity to supply the engine for 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> of full load operation.

ATTACHMENTS:

1.

EMD Operating Cost Factors Excerpt

2.

Excerpt from Bureau of Standards Miscellaneous Publication No.

97, Thermal Properties of Petroleum Products, April 28, 1933.

3.

MACHINE DESIGN Tech Brief, "Liquid Level in Tanks" by T.V. Shesadri

4.

CALCULATION/ANALYSIS VERIFICATION CHECKLISI

REFERENCES:

None I0 9* ~ f:'*

" :`*

'tg

.,* " ".}**'::

' *>i.J 1:':,

7:.

? ',

"5

Heat Rate (BTU/KWH)

HigheI' Lower He{ating Heating Vatue Value 10,600 9,960 10,550 10,800 12,050 9,915 10,150 11,325 A -Mi rOXi m*,:i, i*

Consumption per Hour U.S. Gia.,

Imp. Gal.

Liters 30u 280 300 28 30 28n0 A.P.I, A. P. I.

A.P.I.

A.,P, 1, A:P, 1.

AP.,,

206 2C '

1 170 780 186 143 106 184 155 154 704 142 119 118 541 105 88 87 401 773 698 536 397 50 Cycle - 750 RPM 10,400 0,q75 10,350 10,650 11,420 9,725 10,010 10,730 169 107 141 140 040 154 153 118 117 85 84

" 0.876 specific gravity - 19,420 BTU per pound higher heating value.

8/67 and L oad P e, aking 2750 KW Base Load 2500 K-W 1875 K"W 1250 KWV Peaking 2300 K-W Base Load 2100 KW 1575 KW 1050 KW 128 98 71 127 97 70 634 578 443 319 583 447 322 OPERATING COSTI FACTORS $

(

SECTION 5 j

FUEL OL 0I!, C(ONSUMPTIO4 (PeC' Enginc-Net at P'lant DuB)

F*el consumption and heat ratus for the Model MP45 and the MP40 aro ghown ii.the u-1biC b,'low, This data was obtained from tests utilizing 300 AP.I, gravity fuel oil.'

The table also indicates e.Npected fuel consumption based on the standard fuel (280 A.P.I. gravity) used for expression of fuel consumption. The heaLt rates are expressed as BTU/KWVV net at the bus.

MP.* (20-645E4 Engine) 60 Cycle - 900 RPM

-1I-

4 '

ff

.4 2,

e' / I-

/

TA oME 4.4

ýligh, drd L0W 1`1.,lt Y-,IU!Lcýi of Serr&{ 1'pif

• ,,0-.

42 10 20t 36 34 32 30 28 26 24 22 20 18 16 14 12 10 0,. C. 1;lS.1 0.0865

a. 00 0.024-I 0.8 550 0.8 654 0.8762 0.8871 0,8984 0'?100 0,9218 0.9340 0.9465 0.9593 0,972S 0.9861 I.000 1.711A 6.951 7.034 7.1 19 7.206 7.296 7.3187 7.4ll1 7.578 7.676 7.779 7.882 7,989 8.099 8.212 8,328 fr~frh t,oft Y~Io!

19,01,0 122.7o0 1 9,790.

125,800 19,680 37,000 19,620 13[0200 19,560 39,400 19,490 40,600 1 9,420 41,800

!9,250 141, 00 19 790

1. 45,600 1,110 l1.6,000 I9,00 n n

42.100 18,930 1 '9,4'00 18,840 0,700 18,740 152,000 18.40 D15,300 18,540.

154,600 Note; It should he -ndeftood that hiatlonq Y u.,l for a t

ivo n a

ravily of iu, l

UV I O

,ilMY

ý o

mo,-IhAl

fee, thos "tovrAu of 5 nan tftd, Mhicellanrous PubltiCtio, Nol, *7:

Tha,i**il Pron.,fle O Pfehaium Ptoduci Areil 1I, 11 ),

fleis., In. liquid fut.1s, the low heat value is about 1 %

below the hiSh heat value, It must gavsot5 fUr.1s the difference is approximately 10%. Assume that the ther mal efficiency of a liquid-fuel engine is compared to thail of a gas engine where the total heat supplied per blip hr (HHV) was the same in both engineg. Theritnl efficiency of the liquid-fuel enginc might be, for exampie, 30"'D while the gas engine would be 100 better and show 33% thermal efficiency by using the LHV of the fuel.

CALCULATED HEAT VIA I. U P An approximation of high heat value (HI-RV) of liquid fuels can bc calculated from the empirical formulas below:a HHV = 18,640 + 40(APIgr-*10),'Btu per lb for light fuel oil 1-tHV = 18,440 + 40 (API gr-10), Btu per lb for kerosene HHV -

17,645 4-54 (API gr), Btu per lb for heavy, cracked fuel oil,**

Approximate values of both HHV and LHV are shown in Table 4-4 in relation to API gravity of fuel oil. Heat value of most fuel oils, neglecting the heavy oils like Bunker C, is between 19,000 and 19,750 Btu per lb (HHV).

For natural gas, heat value varies witi its source. Most of them will fall in the range of 970 to 1130 (1-H1V),

and 880 to 1020 (LHV) Btu per cu ft at 60'F.

FUEL REQUIREMENTS OF DtEsEL ENGINES Wide var iations in the design of diesel engines. make it difficult to set up specifications to serve as an accurate guide for determining the acceptable characteristics of fuel oil.

There is a dcfinite influence on fuel requirements of such factors ns; engine size and speed; type of combustion chamber (open, pre.combustion, or air cell); degree of turbulence-in the combustion chamber; and type of injec dton system (pressure, and size and ttumber of holes in the nozzle).

In general, iower engine speed, larger cylinder size, finer fulel tproy, *,nd niorc tirbdk*newill erih ltend 18,460 18I410 I 8,360 18,310 18,250 M0,190 18,130 18,070 18,000 17,930 S1.860 17,790 17,710 17,L02 17,510 shown In th, aboo. f,,*fl.

,,4ffo l~ii LZ9gTie to bc les crifici R l

0t t; (Ol It rc,:civCe,

ur tnorc capa1bl of uLts lower grades 0, hid oli.

O rnSonttitjiots nrC also vr'.'

important factrs in 5clection of the correct grade of fuel oil, Good opera tir 1 under variable speed and/or load conditions, or with lot, aimbient ait or engine temperature, requires higher qrtane fuel, with lower distillation range, and locwer per cerlrage of sulfur. There is greater tolerance with respect to these characteristics when the same engine is operated under high, continuous load at constant speed, with high coolant tcrnpcrature, or with high ambient air tempera-lure.

Fuel requiramenLs for various operating condirions are pointed out in the fuel specifications for Detroit Diesel engines in Table 4-5. Table 4.6 shows also some rep resentative fuel specifications for other high-speed en I-f frCS.

Specifications for one open combustion-chamber truck diesel require a minimum of 45 cetane, and an allowable maximum of 0,5% sulfur, with 2-D fuel preferred over 1-D. In this engine, I-D fuel is too volatile, and gives poor economy and performance, but can be used.

Straight-run distillate fuel oil is recommended rather than cracked blends.

Fuel economy, or miles per gallon, is affected by the weight, or API gravity, of diesel fuel. Within the rangze of 32 to 40 deg API gravity, a lower number indicating a heavier fuel will provide more power and increased miles per gallon. Conversely, a higher number that identifies lighter fuel will result in lower power and decreased miles per gallon. Some trucking organizations feel that if the fuel has a 40 cetane number minimum, an API gravity of 36 maximum is desirable.

For each API gravity number above 36, engine dynamometer tests indicate approximately 1% lower power and road tests indicate approximately 2% lower milcage. The difference between 32 and 40 APt gravity can make a difference of 150,1, in fuel costs.

-ro"*ol,.fJA1,4.,ei, v,,

C a 5,o 11ff.

IftN

, f0lA,

'z,,300 122,500 129,700 130,900 132,100 133,300 14,600 135,800

!37,100 138,300 139,600 44,0 "fl 142,100 143,600 144,900

!46.200 U

lieg

• -- 

s..-

1 V.-

I 4

.,t.

a I

9

£



/



/

1 C

,N Thie die sel9ctdcl by GM for testing w2at modtfled for warm forming by locating electric rc, sistance cartridges in the indi vidual die inserts. This method WaIs u.std because the die was not, adaptable to a circulating (luld tlyoenm, thc j. vthi'vdl fýr Cuoti~fy used to heat };h~tic molding diop. Approximatoiy 20 h wvere required to reach the 250'C forming temperature, Heating tihe could be reduced.

how.ever. by in<,i:,t,,,tb, uppt' p.1,rt af di"c di nd tho, low'er art Ol Liit aurch hr1m thoie wuppcreimn Rtr'Ctr.', A circulating-oil heiating systeni with passagcs running tliroup!h the d;e compoonnts,w'nuid al f I::r' ae.e ht'rn,,in,': Ir~:,rv LIQUID LEVEL IN TANKS T. V. SESHADRI Princicam Pnoineer Sy'stems FrUehauf Corp.

D)eltrt. Mich.

THii, heightof liquid in a storage tnnk often must be known to de.

termine the effects of sloshing or center-of-gravity shifts. The relationship between height and volume for flat-ended cylindrical and elliptical tanks was presented in the May 3, 19S0, issue as I

(2p-nv/- --

a) cos-1(2a-1) where p = ratio of liquid vol time to total volume, and a =

ratio of liquid height to total height. But many.tanks have.

hemispherical or ellipsoidal ends, and the relationship is more complex, For spherical and ellipsoidal tanks, the relationship between proportional liquid volume p.

and height is P,

2

)1(3 - 2a)

This equation is plotted in the f.rst graph.

For cylindrical tanks with hemispherical ends, the rela tionsh ip js

3 313 4

where 8 = L/'R, L :-- length of cylindrical section, and 1? -,

radius of spherical sectlon. This

,.'e at~o ship is (Ih,! !;u rtl Cor cylindrical tanks ',ith ipsoi.

i ends, ecCept that ;3 ---

where A = length of ellipsoidal

.,,tioa. IThe equiation is plottd in the seconrl graph for V*o'ioti values of ý3:

1 -

Volume,'Height Rnlatlonshii for Spherical and Ellpsoidal Tanks a0.8 E

"5 0.6 C

0 0.2 m

E 0

2 Zr C.o 0

a-0 0.1 0.2 03 0.4 0.5 0.6 0.7 0.8 Proportional Height. a - hI2R or hl28 2 -

Volume Height Relationship for Cylaidrical Tan with Spherical or Eilipsoidal Ends 0.9 0 O, ks T

I Caps i MACIlINC DEliN 112 0.1 02 03 0.1 05 0.6 0.7 Prooortlonal Hoghlt,

- hi2R VP

MOW 17

ýtý I

ji i i "I.

-- S 7

@ZY/A9&y AC2 r-? wi-*

4t) 9At4Ž9ŽACZ/

A?

• 7 t&z 4 7 // 4 </C?

}jt6/*4 /%//19Y//$

4-64' 7

31tzs WtWcj 2

/c<



4 4;?

t'k?

/

V2 L.

1/4

,.t.

-1/4.

'U'

1 t

4

Attrnchmont 5 Page 1 Cf Z KXNIMUT ALLOVABLR FURL OIL 0

TORACR TAMN LRVE!L Temperature Effects I3aned on riviiv comment number 2, UnhPe~ra(uro QfQCt;, Will b* addred to further justify assumption 6.

1. Temperature effects.Tn Fuel Oil Storage Tank (T-44)

Per the attached excerpt from "Perrys Chemical Engineer Handbook",

Sixth Edtion, for API M8 oil:

V At about 34,500 gallons in T-44:

2 V,-

3'-,

(c.c c~C'(3~1 ~;..

/,.. -*...

The available margin in T--44 is the difference between 41n minimum level and the actual fuel required in T-;44 days, 34,270 gallons per this calculation.

3 3f

~

the required 7 Ft to run for revell J~ ~~

This margin would allow for the following temperature change:

2r Based on conversations with local EPA officials on site and others from the local area, this is an unrealistically high temperature change for the contents of a buried tank.

2.

Temperature Effects in Day Tank (T-ý45A/B)

Applying a similar approach to that above, at 1687 gallons in T-45A/B:

= 625.1 Y3 y,-

Assuming the maximum design change in temperature in the diesel b u i l d i n g :

-/ o In the day tank, margin is:

z ((5

_5 i5

),7Jys However, the fuel oil base tank on each engine is more than adequate to supply the additional 26 gallons required.

Based on the above simplified calculation of temperature effects, the decision to not further consider temperature effects on the fuel oil requirements is acceptable.

I I

k*¢,t¸

"{

//; 's- 'Y,

/,,

..i IIIINUOY UTILIZATION, CONVERSION,* ANb RrsoiuR.E. CONSERVATION TAWL 9ýfa A'TM D MQot, t0*

D Otttiil Peo-uirement fat Fuct, Gillt Pour Wain (I

F?

No 1111144tilat oil 1

CN~

nirIrlded (Or M0~

1)

"i Vs fur:rmng

('

420) b t ertS.1(

(iti ile bui~rlier 1 eiuiring this N..

a"i0 trillae nill for F10

(

(.i gm-re. I Ijoie I

I h

Wtii In i5i in itrilclrnr~u m i f

Iri ti Iin No 5 le~y antr IImI odtill Nnu i.

6 ie.

(vlrtiig 60C reqiui-4 lot burning (1.10) rr and li..ridlring ilRetrimited, will, Nrmiauiorr, froml Irnc Anruuul ofcwrk nj rdardi, I I% kilt!

fIntent of Iieo cluazzlctitiionit hat failure io meet Anyl requirement of I giv'en graile doies00 nunot imls 05u-~ m oil In hrh nexnt lower grade ufiim!j in fact It rne.Oie all menuimerenicit of the lower grode.

8,ncountries outside the Vnited Stake%

other sulitor limits may apply.

C Lower or hrigher pour points nMar he! Specified whenever requireed by condition, of stinmege or r"sW. When a pour point less than - I I`IC ( 01F) is -pea-ifird. the minimum hiaccsity for grade No, 2 ;hall Ire 1.7 eSt (.11.5 SUS) and lthe minimumt 90% pint thalI1 c

ha'- Win, o viscosity values in par-entheses are for inform ation only And not ncuaiylimiting.

r~eamount of water by dirstillation plus flite sediment by extraction skalal $ ot esceed 2.0051, Tfin amuiuni of ie-dimeint iiy extraction shall not roeceed 0.30 A dieduction in quantity sahll be made for all water and sediment In excess of 1.0%.

tWh ('re lo--tollu fuel alol is reqfuired, fuel off falling in the vismietiy range of alower nuinbfrird.gritde, dorwun to ad Inocludilng No. 4 rit; li;e b'pleflv A greement beotwefir purchasuer Arnd supplier. The vwsoslty ratnge of ihT initial ihipesent 3hull b-Idlentified, ani d kineEm~

"ihe kitl ir requiredý whoo chonging' from fine vilt-Ilfy tuhlie in another. Thisi notice shalt Ire to nairtliet time 1i 11rmit the ausr In make the etreM41nrv Adliusiment.a CWhere low-sulfur fuel oil is required, Grade 11 fuel oil w~ll be clatsified as low pour + i5*C (60*F) max, or high pour,r'o maxsi, Low-pour fuel oil ahould bre uae-d unless all tankcs and liamift arc heated.

P-1

,~C Ae-.'14 I ý_Of Piiva

(;,- 145nI Thermal exparnsion Of Jpetroleum fuels can bc c.tlmnited z5 volume Change per unit volume per degree; Drensty Volume chanfle/unit Vo ulu e hg/dint.

tS 0 -c API gravity-Coelficienni/erCeiiier

>0.963 flelna 14,9 0.000,050006

-0.490 15,-

3.9 0.00040 0.00072

-0.,754 35.0- 50.9 00005 V.00090

-0.7239, 51.0- 63.9 0.006

.000

-0.6724, 6-4.0- 78.9

.0. 000130 0.00108

-0.6-419 71,.0- 5S. 9 0.00080 0.0014 J.

-0.11277 89.0.- Q23,9 0.0=150.05

-0.6112 04.0-100.0 0.00000 0.00162 ASI*M-1l' Petroleum NMeasuremer! IAbles (ASTM D 1250 WP 20o) ire used for volume crsirections in commercial transactions.

ISpecific best capacity of petroleum liquids between o and 2o5*C

(,32 Arid 400*F) having a relatIve dinislliot

.5t 09 t10 a

be calculated within 2 to 4 percent of th experimental values from the. following equations:

e (1.695 -+ 0.003 X< oC)/s 9-y

(- 0385 -t 0.00045 X OF)/l(912 where C,-

heat Capacity, kJ/(kK - 00)

Cr helt capaclt, lltu/(lb -OF) relative dernsity 21 150C (spoenoiv gravity, 60/6000?)

Specific heat varies with te~mperature, and an arithm~etic average of the "pcific heats ut the initial and final temperatures can be wued foý calculations related to the heating or cooling of oil.

Table 9-10. Typical Ultimate Analy-es tf Petroleum Fuel&

Coevpmuilin Iuiiq nil i

Ool fuel i

toinil So I Vtv No A Cotit i04i fi 67V~t, i3 S8 4".l 1f~ 671tAi V

HyIote

1.

126 1I~tz 1,)495

1.

o Ospeen 00 00 (1.nt 27 641 0.5A Nitmeeme XI 0

,X~

nmun

-211n D.:*

Sat009 Zfil f22 L33

( kii4 3.q7 Ais.....

<ot 1nn 002 nei 0

.0 C/if Ratin,

t.315 7., 41.

A.31 0

NOrL: This C/il ratio It A weight ratio,

-9ST AVAILAB ILE CO.PY.-

~~

~g' t

The I hej In Fig, 9.61 fin wAi Itnl:r for temper.,

Fuel xvjst.

for No. 6 ft 903C (165 ;

7ation. No,

ditiorst, cn r(.l~ef arralrf~

lin"s whes'tn caen cxpano..

fuel tyeate Comme multiples of uniis usedp ally Involve-I W 4 I

!I

.0

.0 1.1 r)

MONTICELLO NUCLEAR GENERATING PLANT 3494 TITLE:

CALCULATION COVER SHEET Revision 5

L06C 004 Page 1 of 1 Page 1

of 14 CALCULATION COVER SHEET Title Minimum Allowable Fuel Oil Storage Tank CA-90 023 Add.

I Level Vendor No.

Associated Reference Assigned Personnel Name (Print) si nature Title Initial Robert D. Olson Spec. Engr.

Michael J. Mortis 1,

Sr. Prod. Engr.

Stephen A. Engelke Supt. E&l Eng.

Record of Issues Total No.

Last Approval Rev Description of Sheets Sheet No.

Preparer Verifier Verifier A

Iroal Date O

Final Issue 77 5.L I D]

Vendor Verification/Approval in Document Verification Method(s)

[

Review E

Alternate Calculation

[

Test D Other References/Filing Locations

1.

2.

Associated Subjects/Component 3087 (DOCUMENT CHANGE, HOLD AND COMMENT FORM) incorporated:

SFORiADM1NISTRATiEf4y Rest Su v: :E-N S ý Assoc Ref:

AWI-0.01.25 SR:

N Freq*

0 vrs "ARMS :

4 A.m39 E

ie APPROVED (Signatures available in Master File) 176/

25xUi1 OP-

MINIMUM ALLOWABLE FUEL OIL STORAGE TANK LEVEL CA-90-023 Add. I A. PURPOSE The purpose of this addendum is to revise calculation CA-90-023 for minimum Diesel Fuel Oil Storage Tank (T-44) level by evaluating whether additional stored fuel is required to address vortexing concerns and the use of the normal lineup suction point for the Diesel Oil Transfer Pump (P-11). These additionai requirements may result in a change to Technical Specification 3.9.B.3.c requiring additional fuel to be stored in tank T-44 to meet the minimum 7 day supply for 1 EDG at full load (2500 kW).

in addition, the day tank / base tank combination fuel storage capacity will be reevaluated to ensure that a minimum fuel capacity for 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> of full load (2500 kWV) operation of an EDG remains available with day tank vortexing concerns being addressed. This 8 hour9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> capacity requirement is discussed in Ref. 8.

B. METHODOLOGY Critical submergence determines the amount of fluid required above an intake such that air entraining vortexing of the fluid is unlikely to occur. Critical submergence of the fuel oil pump suctions for T-44 and the day tanks will be determined in accordance with the guidance contained in Input 2. These calculated critical submergence values will then be amended by information extracted from Input 3 to account for the differences between water, the basis for the critical submergence calculation, and fuel oil. The amended values of critical submergence will then be combined with the unusable fuel volumes contained below the fuel pump suction points, the required quantity of fuel for consumption by the EDG at full load (2500 kW), and the quantities for level instrument and tank volume inaccuracies. These values were previously determined in the CA 90-023 and will be reused in this addendum to establish the revised minimum allowable fuel oil storage levels. These revised minimum levels may result in additional stored fuel being required to avoid vortexing at the suctions of the fuel pumps while maintaining the required volume of fuel oil available for consumption. The unusable volume in tank T-44 will also be revised based on a more conservative suction point within the tank.

z25)451 n

2 of 14

3 of 14 C. ACCEPTANCE CRITERIA

1. Diesel Oil Storage Tank (T-44) capacity remains sufficient to hold the revised 7 day supply of fuel for 1 EDG at full load (2500 kW) with spare capacity for an additional 16,000 gallons of fuel, approximately 2 tanker loads, whiie maintaining the level below the nominal tank T-44 HI Level alarm point. This ensures adequate tank capacity for fuel additions and transfers without violating the revised 7 day supply requirement or causing nuisance alarms during fuel oil inventory control activities.

2. The capacities of the Day Tank / Base Tank combinations remain Z'ufficient to hold the revised 8 hour9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> supply of fuel for the respective EDG at full load (2500 kW).

D. INPUTS

1. Calculation CA-90-023, MINIMUM ALLOWABLE FUEL OIL STORAGE TANK LEVEL.

2. Water Power, Article titled: Vortices at Intakes in Conventional Sumps, March 1972.

3. Alden Research Laboratories, Inc. Report 277-97/M295F, Simulated Vortex Formation Testing of a #2 Diesel Fuel Oil Storage Tank.

4. MACHINE DESIGN Tech Brief, "Liquid Level in Tanks" by T. V. Seshadri, Fruehauf Corp.

5. Regulatory Guide 1.82, "Water Sources for Long Term Recirculation Cooling Following a Loss of Coolant Accident."(Nov. 1985).

6. Nominal Diesel Oil Transfer Pump flow rate is 25 gpm. The flow rate to be used in this calculation is 26 gpm based on 1997 and 1998 trending data from EDG System Tests 0187-01 and 0187-02.

7. Fuel Transfer Pump flow rate to be used is 10 gpm per reference 7.

8. Conversion factor: 0.1337 ft3/gallon.

9. Conversion factor: 12 inches / foot

10. Conversion factor: 60 seconds / minute 1'

4 of 14 E. ASSUMPTIONS

1. 2 fuel oil behaves substantially the same as a mix of #1 and #2 fuel oil in terms of flow characteristics. Therefore, the method of arriving at the critical submergence for Monticello's fuel oil mix of #1 and #2 fuel oil from the.

calculation for critical submergence in water, the data from the Alden Research Labs report, and the determination of a 20 percent addition for the differences between fuel oil and water, as discussed in section F.2, is comnervative.

The foot valve / strainer combinations at the bottom of suction piping in tank T-44 provide no vortex suppressing function and intake levels are at the level of the installed 3 inch sleeve which are 4 and 6 inches from the bottom of the tank per Ref. 2.

Diesel Oil Transfer Pump (P-11) suction remains lined up to the suction source located 6 inches from the bottom of tank T-44, it's normal suction scurce (Ref.

1,2,11, 12, 13).

The 1 inch suction pipe in the day tanks is assumed to be schedule 80, carbon steel with an inside diameter of.957 inches.

The primary fuel transfer pump flow rate of 10 gpm is adequate to ensure only one of the fuel transfer pumps is operating to maintain base tank level, (i.e. 10 gpm = 600 gph > 197 gph burn rate).

F. ANALYSIS

1. Critical Submergence Formula A literature search was conducted to establish the correct inputs to the calculation of minimum suction submergence to prevent vortexing. Input 2, the Water Power article, provides two equations relating the Submergence Froude Number, a function of pipe geometry and fluid velocity, to the critical submergence required to prevent vortexing in water. One of the equations is applicable to situations in which vortex suppression devices are present. The other equation, which provides a more conservative result in terms of critical

)( U II]

5 of 14 submergence, is applicable to situations where no vortex suppression devices are present. The EDG day tanks have open pipe intakes with no vortex suppression devices present and it has been assumed that the foot valve I strainer combinations on the Tank T-44 suctions provide no vortex suppression.

Therefore, the more conservative formula, which is applicable to situations without vortex suppression devices, will be used throughout this calculation as follows:

sid > I + Submergence Froude number and Submergence Froude number = v/ /(g*d) where s = the fluid depth above the pipe centerline (ft) d = the inside diameter of the suction pipe (ft) v = the pipe inlet velocity (ft/sec) g = acceleration due to gravity (32.2 ft/sec2)

Rewriting the equation to solve for submergence, s, yields:

s > d * ( 1 + Submergence Froude number) or s> d+v* v(d/g)

2. Critical Submergence for Variable Fluid Properties.

A literature search was conducted to determine if the variable fluid properties of fuel oil and water, and their impact on vortex formation, had been studied. Input 3, the Alden Research Labs report, was located and a copy was requested and obtained from Northeast Utilities. This report contains data which indicates that there are significant differences in the formation of vortexes between #2 fuel oil and water under a given set of circumstances.

Data points were extracted from this report and a 2 d order curve fit was performed using Microsoft Excel to determine the effects of vortexing across a range of flows. The resultant data, summarized in Attachment 3, indicates that the difference in critical submergence to prevent vortexing between fuel and water inceases with flow under a given set of.,nditions. At a flow rate of 30 gpm, the critical submergence to prevent vortexing in #2 fuel oil was determined to approach 115% of that required to prevent vortexing in water under the same conditions.

Using the above data as a basis, a 20 percent addition to the critical submergence calculated for water will be used in the remainder of this 25A i

/

25:x)UtI

.t.

...

10" 6 of 14 calculation to determine the critical submergence required for a blerd of #1 and

1. 2 fuel oil as utilized at Monticello.

3. Tank T-44 Application of Critical Submergence Formula in tank T-44, the Diesel Oil Transfer Pump (P-11) withdrawal flow rate of 26 gpm is converted to a velocity, v, as follows:

v = Volumetric Flow/Area Calculate Volumetric Flow Volumetric Flow = 26 gal/min

• 0. 1337 ft3/gal

• 1 min / 60 sec = 0.058 ftIsec The suction piping is 1.5 inch, schedule 80, carbon steel with an inside diameter of 1.50 inches per Ref. 1, 4, and 5. The area of the pipe is calculated as follows:

Area = 7f*d 2/4 = z*(1. 5 in / 12 in/ft)2 /4 Area = 0.012 ft2 Solving for velocity, v, in tank T-44 yields:

v = Volumetric Flow/Area v = 0.058 ft/sec/0.012 ft' = 4.8 ftlsec Solve for submergence, s, in tank T-44 as follows:

s > d +v* (d/g) s > (1.5 in/12 in/ft)+

4.8 ft/sec* V(1. 5 in / 12 inlft) /(32.2ft/sec 2))

s > 0.42 ft

• 12 in/ft = 5.0 in

The result is that if the fluid were water, a minimum submergence of 5 inches would be required to prevent vortexing. This value must be further amended, as described in section 2 above, to account for the differences between water and fuel oil as follows:

s > 5.0 inches H20

• 1.2 inches Fuel Oil inch H20 s > 6.0 inches Fuel Oil A minimum submergence of 6 inches will be used to address vortexing concerns in tank T-44.

4. -etarmination of Tank T"-44 Minimum Level The Diesel Oil Transfer Pump suction is normally lined LIp to a suction source which is located 6 inches from the bottom of the tank. The original calculation assumed that this suction would be swapped over tc an alternate suction located 4 inches from the bottcm of the tank. This is considered non-conservative and the normal suction, located 6 inches from the bottom, will be considered as being in use for further calculation in this addendum.

Using the suction located 6 inches from the tank bottom, the bottom 6 inches of fuel is unusable, this was previously considered to be the bottom 4 inches as describld in the previous paragraph. Furthermore, due to minimum submergence considerations detailed in Section 3, the fuel between 6 and 12 inches from the bottom is considered unusable. From Ref. 6, the fuel contained below 12 inches in tank T-44 is 2102 gallons.

From the original calculation, Minimum Fuel Required is calculated as foliows:

Min Fuel Req'd = Fuel Consumed + Unusable Fuel +

Total Error Substituting the new Unusable Fuel volume determined above yields:

Min Fuel Req'd = 33,096 + 2102 + 763 gallons Min Fuel Req'd = 35,961 gallons 7

• ~

5 7 of 14

I 8 of 14 Conversions from tank level in inches to the nearest gallon are contained in Ref.

6. The currently specified minimum level in T-44 is 88 inches or 34,505 gallons.

A revised T-44 level of 91 inches would provide a capacity of 35,940 gallons of fuel which is inadequate. A revised T-44 level of 92 inches provides a capacity of 36,416 inches which is adequate and provides a margin of 455 gallons.

For convenience, a new minimum level of 8 feet (96 inches) or 38,307 gallons is recommended. This level would provide a margin of approximately 2350 gallons, or approximately 12 hours1.388889e-4 days <br />0.00333 hours <br />1.984127e-5 weeks <br />4.566e-6 months <br /> of EDG operation at full load (2500 kVV), over the calculated minimum stored fuel requirement.

This level is acceptable as the tank has ample capacity for an additional 2 tanker loads of fuel, approximately 16,000 gallons, allowing room for fuel additions and transfers without violating the revised minimum level or causing nuisance HI Level alarms during these activities.

5. Day Tank Application of Critical Submergence Formula In the Day Tanks, the Fuel Oil Transfer Pump withdrawal flow rate of 10 gpm is converted to a velocity, v, as follows:

Volumetric Flow = 10 gal/min*. 1337 ft3/gal*l mn / 60 sec Volumetric Flow = 0.0223 ft/sec The suction piping is 1 inch, and has been assumed to be schedule 80, carbon steel with an inside diameter of 0.957 inches per Ref. 1, 4, and 5.

The area of the pipe is calculated as follows:

Area = 7*c2/4 = r;*(0.957 in / 12 in/ft)2/4 = 0.005 ft The solution for velocity, v, in the day tanks is:

v = Volumetric Flow/Area v = 0. 0223 ft/sec / 0. 005 ft2 = 4.46 ft/sec Solve for submergence, s, in the day tanks as follows:

s > d +v*4d/g)

9 of 14 S > (0. 957 in / 12 inlft)+ 4.46 ft/sec

• V(0. 957 in / 12 inlft) I (32.2 ft/sec2))

s > 0.302 ft

• 12 in/ft = 3.6 in The result is that if the fluid were water, a minimum submergence of 3.6 inches would be required to prevent vortexing. This value must be further amended, as described in Section 2 above, to account for the differences between water and fuel oil as follows:

s > 3.6 inches H 20

• 1.2 inches Fuel Oil / inch H20 s > 4.3 inches Fuel Oil A minimum submergence of 4.5 inches will be used to address vortexing concerns in the day tanks.

6. Confirmation of Day Tank / Base Tank Combination Capacity The Fuel Oil Transfer Pumps draw their suction fiom a source which is located 6 inches from the bottom of the day tanks (Ref. 3). Using these suction points, the bottom 6 inches of fuel is unusable. Due to minimum submergence considerations detailed in Section 5, the fuel between 6 and 10.5 inches from the bottom of the tanks will be considered unusable. In addition to the unusable fuel in the bottom of the tank, the volume contained in the tank above the bottom of the overflow, which is located 5.5 inches from the top, is not capable of holding fuel.

The tank capacities were determined as follows in the CA-90-023:

Tank Diameter = 71.625 inches Volume of cylindrical portion of tank = 1465 gal Volume of ellipsoidal portion of tank = 279 gal Total tank volume = 1744 gal Overflow Unus&ble Volume = 57 gallons Tank Volume Error (2%) = 35 gallons

, , sE Ii

Ido 10 of 14 To find the total amount of unusable fuel in the bottom of the tank, the ratio of each portion below the 10.5 inch level must be calculated in accordance with Input 4 as follows:

Find a, the ratio of Tank Level to Tank Diameter a= Tank Level/ Tank Diameter a= 10.5 in/ 71.625 in a = O.147 Find the ratio, p, of unusable fuel to total volume in the cylindrical portion of the tanks. Note that trigonometric functions are in radians rather than degrees.

p = 1 + (2*(2a-1) -a(1-a))) /)r-cos-(2a-1)/1r p 1 + (2*(2*(0.147)-1)výO.147*(1-0.147)))/g

- cos71(2"0.147-1)/ic p= 1 -0.159-0.75 p= 0.091 Unusable fuel, UF1, in the bottom of the cylindrical portion of the tanks is as follows:

UF, = Cylindrical volume

• p UF, = 1465 gallons

• 0.091 = 133.3 gallons Find the ratio, p2, of unusable fuel to total volume in the ellipsoidal portion of the tanks.

p2 = a*(.!-2a) p2 = (0.147)2 * (3 - 2

• O.147) p2 = 0.059

,0 9AIii

11 of 14 Unusable fuel, UF2, in the bottom of the ellipsoidal portion of the tanks is as follows:

UF2 = Ellipsoidal volume

• p2 UF2 = 279 gallons

• 0.059 = 16.5 gallons Total Unusable fuel, UFr, in the bottom of the tank is as follows:

UFr = UF1, UF2 UFr = 133.3 gallons + 16.5 gallons = 149.8 gallons Total Unusable fuel in the bottom of the tanks will be considered to be 150 gallons.

The usable volume that is below the overflow and above the unusable fuel in the bottom of the tanks after taking into account the assumed 2% tank volume inaccuracy, as stated in the original calculation, is as follows:

Usable Volume = Total Volume - Overflow Unusable Volume - Unusable Fuel - Tank Volume Error Usable Volume = 1744 150 - 35 = 1502 gallons The CA-90-023 states that the burn rate of an EDG is 1576 gallons in an 8 hour9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> period of full load (2500 kW) operation. Also, per Ref. 8, fuel volume contained in the base tank is available to supplement the capacity of the day tank to provide the required fuel for 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> of full load (2500 kW) EDG operation. Per Ref. 9, the normal level in the base tank is maintained at a nominal 325 gallons by the primary fuel transfer pump. If this pump were to fail, the secondary pump would maintain the level at a nominal 190 gallons. Reference 10 has taken credit for a minimum of 150 gallons of the base tank capacity as a supplement to the o~i in the day tank to ensure EDG operability. If fuel level in the day tank is noted to be below 190 gallons while the EDG is in operation, investigation of the system is required to evaluate and maintain continued EDG operability.

The resultant fuel volume combination in the worst case is as follows:

Combination Fuel Volume = Day Tank Volume + Min. Base Tank Volume Combination Fuel Volume = 1502 + 150 gallons = 1652 gallons.

It' 9!Iti

12 of 14 This analysis supports the USAR statement that the EDG day tank I base tank combinations are sized sufficiently to provide an 8 hour9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> supply of fuel to the respective EDG at full load (2500 kW) after addressing day tank vortexing concerns.

G. CONCLUSIONS

1. Technical Specification 3.9.B.3.c should be revised to indicate 38,300 gallons, the equivalent of 8 feet of fuel oil, in lieu of the current 34,500 gallons. This change will address vortexing concerns, a non-conseratism in the assumed suction source location for the Diesel Oil Transfer Pump, and will provide additional margin to the calculated value of minimum required fuel. This margin will be available for future use in mitigating any minor setpoint methodology issues which may be raised.

2. The day tank / base tank combinations are sized sufficiently to supply the respective EDG for 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> of full load (2500 kW) operation with the revised storage requirements which address vortexing concerns in the day tanks.

H. FUTURE NEEDS

"* CR20001767

"* Update USAR section 8.4.1.2

"* Update Tech Spec 3.9.B.3.c and associated Bases

"* Set point change for T-44 LO Level

"* Setpoint change for T-44 LO-LO Level

"* Update CML for set point changes

"* Update Ops Man Section B.9.8-05

"* Update Ops Man Section B.8.1 1-02

"* Update Ops Man Section B.8.11-03

"* Update Ops Man Section B.8.11-04 2554IiJ

13 of 14 Update Ops Man Section B.8.11-05 a Update Training Center Materials

• Update the following operating procedures and logs:

0187-1 11 EMERGENCY DIESEL GENERATOR START AND LOAD TEST 0187-2 12 EMERGENCY DIESEL GENERATOR START AND LOAD TEST 0192 DIESEL FUEL OIL QUALITY CHECK 2014 TURBINE/RECOMBINER/TRANSFORMER DAILY LOG AND CHECK SHEEETS 2020 CONSUMABLE ITEMS LOG 1361 FUEL TRANSFER FROM DIESEL OIL STORAGE TANK TO HEATING BOILER OIL STORAGE TANK 8132 FUEL TRANSFER FROM DIESEL OIL STORAGE TANK TO HEATING BOILER DAY TANK I. ATTACHMENTS

1. Water Power, Article titled: Vortices at Intakes in Conventional Sumps, March 1972.

2. Alden Research Laboratories, Inc. Report 277-97/M295F, Simulated Vortex Formation Testing of a #2 Diesel Fuel Oil Storage Tank.

3. Summary of data extracted from the Alden Research Labs Report, 2' order curve fits of that data and a comparison of the curves over the range of flows from 0 to 30 gpm.

4. MACHINE DESIGN Tech Brief, "Liquid Level in Tanks" by T. V. Seshadri, Fruehauf Corp.

5. Calculation I Analysis Verification Checklist, Form 3495.

/3

.9 14 of 14 J. REFERENCES

1. Drawing NH-36051 Rev. AC, P&ID Diesel Oil System

2. Drawing NX-8431-5, 60,000 GAL U.G. Storage Tank

3. Drawing NX-8431-29, 1500 GAL Diesel Day Tank

4. Piping Specification M-40

5. Crane Technical Paper 410, Flow of Fluids through valves, fittings, and Pipe, Pipe Data, Carbon and Alloy Steel - Stainless Steel, Page B-16.

6. Ops Man 8.8.11-06 Rev. 2, Diesel Oil, Figures, Table 1 Diesel Oil Storage Tank Level vs Gallons Chart

7. Tech Manual NX-9216-7, 999 System Generating Plant, Section 4, Engine Accessory Equipment, Page 17.

8. USAR Section 8.4.1.2

9. Ops Man B.9.8-03 Rev. 3, Emergency Diesel Generators, Instrumentation and Controls

10. Ops Man B.9.8-05 Rev. 6, Emergency Diesel Generators, System Operations

11. Procedure 2154-14 Rev. 12, Fuel Oil System Prestart Valve Checklist

12. Drawing NF-119034-1 Rev. C, Section Xl - Fuel Oil Flow Meter Installation

13. Drawing NF-36760 Rev. E, Grading, Drainage & Utilities Details - Sh. 3 of 5.

11

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i Or

! F / ;

J.

a n

5.

s w

d it

/5

-

9 R!'S I

A TTA C WNi-I,

-~ST (ECTC4 terms at international level.

Consideration of lonz-term work did not, in the ev This approach was less evident in the promotion of a produce a specific programme because current demand.

h

"..Turbine Specification".

the 18 working groups %ere heavy enough to def.er adli The steps taken to unify the expertise of [EC!TC4 and tional undertakings.

IEC,'SC2D for the conside'ration ofsalient pole aiternators After recognizing that working groups should scrutinizt and motors in turbine and storage-pump testing in terms sponsored publications, their constitution-including JIds of losses, power output/input, their measurement and representation-was reviewed and modified where apT allocation, seem justified. Several problems allied %%ith propriate.

electrical, friction, windage, thrust and. other losses await Although establishment ofapparently effective [EC/ISi, reconciliation, however, liaison should avoid delays and ensure consistency Of.'

There were few indications that the "*Governor Guide codes sharing common ground, it remains to be seelti Specification" would embrace frequency-response data whether successful initiation is maintained subsequently.¢ mentioned in the "Speed Governing System Test Code" The absence of Committee of Action references

-s (TEC Publication No. 308/1970).

tribute to "Specialist/User'" understanding ot* practicej Although approval of the "Model Storage Pump Test problems, especially in terms of prototype mterpretatio5 Code" under the Six-Months Rule and the Geneva and to the spirit prevailing throughout the sessions.

I release of Chapter XI on "'Model Turbine Cavitation" These were presided over by Professor L. C. Ncalcý (Publication No. 193A) will complete difficult assignments USA,.

who succeeds Professor L. J. Hooper, USA and wilt (with the "Model Testing Standardization" Professor Hooper now retires as Chairman of [ECiTC41 report) embody valuable material, much remains to be in accordance with IEC rules, although lie attended in

done, consultative capacity.

Tasks on "Scale Effect Formulae" and "Turbine Mode[

After expressing appreciation for their services, as wet Dimensional Verification" herald amendments to IEC as for BSI aid and NEL facilities, the meeting adjournced No. 193. 1965, and perhaps codification with the "Model It left the date and location of the next session to th `

Storage Pump Test Code".

Chairman's discretion, but favoured Munich in 1973.

Vortices at intakes conventional sumps By Dr. Y. R. Reddy* and J. A. Pickford*

This article describes the development of a design criterion to avoid vortices in pump sumps and at intakes.i from reservoirs THE FUNCTION of an intake is to convey water from a reservoir into the penstock in a hydroelectric power plant or to supply water from a sump to a pump.

If the depth of water above the intake is low air entraining vortices develop, and these adversely affect the efficiency of the hydraulic machinery by reducing flow rate and by giving extra swirl to the fluid, in addition to causing vibration and noise.

In shallow reservoirs wave action develops an unstable boundary layer (depending on the wave length and celerity) and this is generally responsible for the change in vorticity which leads to the formation of air-entraining The largest single factor contribu'ting to vortex forma ion in pump inlets is the flow patter~a within the sump, which in turn is governed by the entry conditions. All the fig. 1. D0flnilion s0etch fa n infae

'orticity responsible for vortex formation is generated at a flow boundary and this then diffuses into the flow.

Vortices also develop as a result of boundary disconti-f(s, d.,,. p, h, ;., g)=0 (I) uities, which is the main reason for different critical ubmergences for the same intake diameter and velocity, where s is submergence above the intake; dis the diameter:

then the sump geometry is changed.

However, only inlets where there is no induced swirl of the intake: v is the velocity of flow thr6ugh the intake; ue to artificial boundary changes are considered here and s

i and p are fluid viscosity and deisity, respectively; h is'"

the total water depth; ), is wave length; and g is the ac-'*..

is thus assumed that the air-entraining vortex in a con-

'eleration due to gravity, entional inlet (Fig. 1) is only a function of the following "Using Buckingham's it-theorem, Eq. (1) 'an be reduced sriables:

to the following form of dimensionless numbers:

UnOveraty ci TechnoJogy, Loughborough, Leicester,5hire, U.K.

w(Fr, Re, s/d,.*/h) = 0 (2)

Water Pover March 1972 "y.

o

] -Ip 4A-r-A c.

3-nor. im tli eJent q,

5 i writers"' have studied air entrainment but it is irrent demnrds dif'i,.

to conclude from the individual experiments how 91h to dc'er.1ddd' the air entrainment varied with other parameters.

Some use submergence as a function of velocity head,

,n--includin, SOj and others use submergence as a function of velocity ndilied ihere a itself.

he aP.5 In Eq. (2). Re (Reynolds' number) can safely be elimi tr hated from the field of the present problem. since vortex r;fectise InECy formation Is a surface phenomenon.

nains to be t

seen

" Hence the formation of a vortex depends on the Froude ids toubs en number (Fr), critical submergence (s/d), and wave para rsusefe ently meters (21h). Therefore:

references wca X_

Jling of practieat-;

s/d=f(Fr, ;.;'h)

(3) pe interpretationdf(

he sessions.

'c The strength of the vortex depends on the velocity of flow sor L. C. Nealj and hence on the Froude number. However, the inception Hooper, USA-of a vortex as a dimple formation depends on the fluctua nan of [ECiTC.d tion of vorticity, which again depends on the wave he attended in.

parameter.

Several types of baffles were suggested for vortex pre services, as weI vention 1' and all reduce the wave parameter near the eesing adjourned*

intake, thus reducing the change in vorticity and hence xt session to th vortex formation.

nich in 1973.

.1 For shallow water ;/Ih is a decisive parameter for vortex fortation, but for deep water its influence will be neglig ibie. However, there is no published experimental data "available to correlate critical submergence as a function s

o*

f wave parameter.

tkX i

In experiments at Loughborough University, UK",

vortex formation was reduced in a rectangular sump by using vertical baffles which suppressed the wave parameter ra PS near the intake.

Recently Gordon' showed the scale effect by comparing field studies with the laboratory studies of Denny and Young'. The disparity between the two sets of results could have been narrowed if the results were plotted at and at intake the ame wave parameter.

!-. a conventional hydroelectric power plant the total depin. h, of water is generally large compared to the wave length, A, and Eq. (3) may be written:

sld= f(Fr) = f[r/y(gd)j (4)

Gordon' found, by trial and error, a design equation for critical submergence, which was:

Ss=

cvd (5) where the value of c varied from 0.3 to 0.4.

1i.wever, some of the results which he quoted from

-Swedish sources had c values of 0-1 and 0'28. It is reason able. therefore, to assume that c is a function of shape (geometry) of the intake.

For symmetrical and well-designed intakes, the value of c will be low and for complicated designs the value of c can be higher.

If one assumes that Eq. (4) holds good for a general case then:

"Y/d= v/l(gd) or s= vd*,g (6) ihe diaec Eq. (6) reduces to the form (Eq. 5) given by Gordon, with 1,5.he.iamee

.the value of c=0-176 and 0-319 with British and SI units.

ugh the intaken respectively.

s ecie.

In Fig. 2, test results'- are plotted in non-dimensional nd g is the a

- form with srd on the y-axis and Froude number [v/./(gd)]

on the x-axis, up to a Froude number of 3-4. The results can be reduced of Gordon' represent intakes with vortices, whereas all the "r.bers:

other results represent critical submergence.

Except for two or three stray cases, all the results lie

"(2)'

above the critical line s/d=Fr, indicating that for vortex

-et March 19 Water Power March 1972 Letend

( (Ref. 1) cylindrcal sump a

(Re. 1) rectangular sump x

(Ref 3) rectanq1u., sump)

(Ref. 2 Fig. 41 rectangular suinp (Ref. 2-Fig. 14a) rectangular sump

( (Ref. 4, field studies. with vrttcsa (Ref. 5) rectangular Sulp, with baffle (Ref. 51 rectangular sump iithout baffe Fig. 2. Critical submergence dependence on Fr number prevention the critical submergence should always be greater than the Froude number.

Thas vortex inception is possible when sld< Fr, and the vortex-formation tendency is least when s/d> F-.

All the experimental results lie on a band, the lower line of-which corresponds to s/d=Fr, and the upper line s/d= I + Fr.'

Moreover, it should be noted that the results of Denny and Young' arc based on pipe diameter instead of inlet diameter, d. and the s/d curves should be lower than those shown in the figure. Th;s analysis is correct only for the case of conventional inlets.

By using devices like vertical or horizontal baffles, or floating rafts, the critical submergence line can be brought down (as shown by the thick circles in Fig. 2), thus re ducing sil requirements.

In conclusion, when vortex prevention devices are used, s/d=Fr (otherwise s/d=[+Fr) will give vortex-free operation either in hydroelectric practice or pump sump design.

It is hoped that future research wilU. indicate the influence of the wave parameter on vortex formation.

References

1. MARKLAND. E. and Pop.e, J. A. "Experiments on a small pump suction well, with particular reference to vortex formations".

Proceedirns. The Institution of Mechanical Engineers, Vol 170.

1956.

2. DENNY. D. F. and YoUNG, G. A. 1. "'The prevention of vortices and swirl at intakes", Proceedings. IAHR. 7th Congress. Lisbon, 1957.

3. IvEasEN, H. W. "Studies of submergence requirements of high specific speed pumps", Transactions ASME, Vol 75, 1953.

4. Golnooa. 1. L "Vortices at Intakes". WA'Tr Power. April, 1970.

5.

'cXKFotio.

J. A. and RtEDDY, Y. R. "Influence of baffle position on vortex suppreasion in a storm over-flow" (awaiting publication).

109 glr-25)41fl I'- ý7-s 9

AwAC-A E3 0 7 r7enlt demands (

h to def'er Zdd.

51h0uld ýcrutin z*

1-including ISor lifted ohere ap

frec:itve I ECIS(*

consistency 0 ains to be seen d subsequently.

references was ing of practicaUl

)e nterpretatiop,4 c sessions.

ir L. C. Neale_,

Hooper, LSAa an ot IECITC J Ie attended in services. as welI etin adjourned3 t session to th*

dch in 1973 (es ir and at intake writers'" have studied air entrainment but it is diffi,:it to conclude from the individual experiments how the air entrainment varied with other parameters.

Some use submergence as a function of velocity head, ani others use submergence as a function of velocity its;lf.

In Eq. (2), Re (Reynolds' number) can safely be elimi Cated from the field of the present problem. since vortex formadton is a surface phenomenon.

lHence the formation of a vortex depends on the Froude number (Fr), critical submergence (srd), and wave para meters ()/1). Therefore:

sld= f(Fr) = ffvh(gd)]

(4)

Gordon' found, by trial and error, a design equation for critcal submergence, which was:

s =cvd÷ (5)

ý,,-where the value of c varied from 0"3 to 0.4.

SEawever, some of the results which he quoted from Swedish sources had c values of 0-.1 and 0-28. It is reason able, therefore, to assume that c is a function of shape S. (geometry) of the intake.

For symmetrical and well-designed intakes, the value of c will be low and for complicated designs the value of c c_

can be higher.

"If one assumes that Eq. (4) holds good for a general

!-;* ease then:

• sld= vld(gd) or s= vd*/ljg (6)

"istedi Eq. '6) reduces to the form ('2q. 5) given by Gordon, with ish the iakmt the value of ca0.176 and 0-319 with British and SI units, igh the respectively.

pectively; h, In Fig. 2, test resultst" are plotted in non-dimensional id g is the a form with s/d on the y-axis and Froude number (v/.(gd)]

7bd

. Ont the x-axis, up to a Froude number of 3-4. The results an be reduc of Gordon' represent intakes with vortices, whereas all the bers:

Other results represent critical submergence.

SExcept for two or three stray cases, all the results lie

()

above the critical line s/d= Fr, indicating that for vortex

-.. r March I."

-Water Power March 1972 i

o (ReL. I} cy'¢ndrdci sump o

iRe. 1) rctangular sum, x

(Re. 3) retangular sumi (ReL.7-Fig. 4) rectangular sumrp (Pei.2.Rag. 14a) r*erugular sump

( (Ref. 4) field studieS. wdh vousrlC (Ref. 1) rectangular sump, with baffle I

(Reo. 5) rucmtrgular sump without bafre Fig. 2. Crficai submergence dependence on Fr number Fr number sfd= f(Fr, ;4'h)

(3)

The strength of the vortex depends on the velocity of flow and hence on the Froude number. However, the inception of a vortex as a dimple formation depends on the fluctua tion of vorticity, which again depends on the wave parameter.

Several types of baffles were suggested for vortex pre vention"' and all reduce the wave parameter near the intake, thus reducing the change in vorticity and hence vortex formation.

For shallow water ;/h is a decisive parameter for vortex formation, but for deep water its influence will be neglig ible. However, there is no published experimental data available to correlate critical submergence as a function of wave parameter.

In experiments at Loughborough University, UK',

vortex formation was reduced in a rectangular sump by using vertical baffles which suppressed the wave parameter near the intake.

Recently Gordon' showed the scale effect by comparing field studies with the laboratory studiies of Denny and Young'. The disparity between the two sets of results could have been narrowed if the results were plotted at the -ame wave parameter.

I-_ a conventional hydroelectric power plant the total deptn, h, of water is generally large compared to the wave length, A, and Eq. (3) may be written:

References I. MA~xivND. F. and Pope. J. A. "Experiments on a small pump suction well. with particular reference to vortex formations",

Proceedings. The Inscitution of Mechanical Engineers, Vol 170, 1956.

7-DENrNY. D. F. and YotNo, G. A. J. "The prevention of vortic and swirl at intakes", Proceedings, IAHR. 7th Congress, Lisbon.

1957.

3. Iv:Ess.

H. W. "Studies of submergence requirements of high specifie speed pumps', Transations ASME, Vol 75, 1953.

4. GORtON. J. L "Vortices at Intakes". WATER PowmR. April. 1970.

5. PtcxroaD. '. A. and Ranoy. Y. R. "Influence of baffle position on vortex upprrssion in a storm over-flow" (awaiting publication).

109

/7

251i 4

]

prevention the critical submergence should always be greater than the Froude number.

Thus vortex inception is possible when s/d< Fr, and the vortex-formation tendency is least when s/d> Fr.

All the experimental results lie on a band, the lower line of-which corresponds to s/d=Fr, and the upper line Ilid= I +u F

Moreover. it should be noted that the results of Denny and Younge are based on pipe diameter instead of inlet diameter, d, and the s./dcurves should be lower than those shown in the figure. This analysis is correct only for the case of conventional inlets.

By using devices like vertical or horizontal baffles, or floating rafts, the critical submergence line can be brought down (as shown by the thick circles in Fig. 2), thus re ducing s/d requirements.

In conclusion, when vortex prevention devices are used, s/d=Fr (otherwise s/d=I+Fr) will give vortex-free operation either in hydroelectric practice or pump sump design.

It is hoped that future research will indicate the influence of the wave parameter on vortex formation.

a

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SIMULATED VORTEX FORMATION TESTING OF A 12 DISEL FUEL OIL STORAGE TANK By Andrew F. Jobansmoi Johannes Lav=

Submitted to NORTHEAST UTILXITIS SERVICE COMPANY P.O. #02012608 Dece~nber 1997 277-97/MC95F ALDEN RESEARCH LABORATORY, INC.

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VORTEX FORMATION TU'SI3N OF A #2 DISEL FUEL OIL STORAGE TANK By Andrew E. johamsson Jobannes Larsem Submittod to NORWHEST UrMMES SERVICE COMPANY P.O. #02012608 December 1997 t-LDEN RMESARCH LABORATORY, INC.

30 Shrcwsbury Stre.

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I TABME OF CONTENTS I

ABSTRACT 1.0 11PiRODUCI¶ON G

2.0 McI)BISIdMIITDB 3.0 MODEL DESCRPITION 2

4.0 INS-G.TA'UON AND MEASURIN "CHMQE 3

4.1 Mow 3

4,2 Liquid Leyves 4

4.3 Free Sxfa Vortices 4

5.0 ACCEPTANCB CRIThRPA 4

6.0 TEST PLAN 5

6.1 Preliminary Tests 5

6.2 Final Trst 5

7.0 RESULTS 6

8.0 CONCLUSION

S 8

9.0 REFERENCES

9 TABLES M*GURES AppBENDIX A - INSTRUMENT AND METF-R CAMLBP.AThONS APPEDI)WX B - TEST DATA SEEMTS c2%

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ABSTRACT NortheaAt Utilitics (NU) is using a calculated pump submergence requimrment of I V (24,5" oil depth) to allviae possible vortex fomalon within a R2 diesel fuel oil storage tank at the Millstone Nuclear Power Station.

Due to the limited size of the tank and fuel volume requireirA,*thi'ere is a need to determine the o61 level at which air-drawing free surfaýc vortices form for various likely operating flows. From this data, one can determine the actual required aubniergmco of the pump suction bowl and =cutely calculate how much fuel oil is available for use In the storage tank.

Mdcn Research Laboratory, Inc, (ARL) was contracted by NU to construct and tcst a 1:1 geometric scale model to simulate a portion of the #2 diestl fitel oil storage tank. The study Involved evaluati.g the vortex formation around the oi tank pump as well as determining the depth at which air entraining vortices form for various flows.

Data indicated that at the maximum pump flow of 31.6 gpm, the oil level could be lowered to 14.7" abov-the bottom of the tank before ai Ingestion occurred. At an oil level of 14,25* above the, botlo off h tank and a flow of 31.6 gpm, the pump would ingest air. The wifhdrwal flow we* had to be red wedx to 24 gpm to elnit ai enrairnment into the pump at this oil l&vel. Data rezorded for oil levels of 14.06%, 13.88", and 13,75" indicated maximum flows without air entrainment were approximately 19 gpm, 15.5 gpm, and 11.9 gpm, respectively. These data allowed a plot of the maximum air free flow verms the oil level In the tank to be constructed, see Figure 10. T& plot can be uszd to determinl the depLh at which air ingestion forns A--*us flows.

The plot indicates that =A: the oil level drops below 14.7", the flow will have to be reduced below 31.6 gpm to elimbnate air ingestion.

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JUL-29-98 WED 02:30 PH U1 DESIGN ENGINEERING FAX NO. 880 440 2140 P. 07 P 5Z SIMULATED VORTEX FORMATION TESTING OXi A #2 DIESEL nUBL OIL STORAGE TANK

1.0 INTRODUCTION

At the request of Northeast Utilities (NU), a hydraulic model of a #2 diesel fuel oil storage tank for the Millstone Nuclear Power Stationi was constructed and tested at the Alden Research Laboratory, Inc. (ARL). The objective of the testing was to determine the fluid level at which fre= surface vortices form for various likely operating flows, and to derive simple modificatioms which would allow lower operating levels without the formation of vortices, particularly air entraining vortices [1].

The actual tank is a 25,000 gallon horizontal tank (10 ft-6' diameter x 40 ft-9" long) In which two 6 stage vertical turbine pumps are mounted. The pumps arc located 23 ft-91 and 19 ft-9" from the end of the cylindrical section of the t*. ik. A suction bowl, shown in Figure 2, is attached to Sthe bottom of each purop with a cearance of 12' to the bottom of the tank. The #2 diesel fuel oil is remrnovcd from the tank via either one of the two v.-rtical pumps with flow approaching from both sides of the tank. Plan and eand views of the #2 diesel fuel oil storage tank axe shown in Figure 1.

2.0 MODEL SIMILXTUDE The model was comtructed with a geometric scale of 1:1 with the following exceptions. ".Ihe curved bottom of the tank was only modeled to a height of 11.3%, from which Plat sides were extended vertkaly..Also, the section of the modeled tank was 8 ft long instead of 40 ft-9'. The basis for these excptons are the assumptions that mortices occur at lower fluid levels and that any differences caused by the absence of this curvature would be negligible. Also, the flow distribution is uniform away from the Vimp where the modeled tank began and flow in the model was uniformly introduced with he help of a flow straightening device. With the same flow scale of 1:1 and using tue same liquid (#2 fuel oil) as In the Millstone oil storage tank, dynamic 5

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ir JUL-29-98 WED 02:30 PHi U3 DESIGN ENGINEERING FAX NO, B60 440 2140 P. 08 (F-52.

similarity of both flow and relative air entrainment was achireed in the model. Oil temperature was monit)red during testing to ensure minimum variations in tho oil vfscoslty ;d density. A chfgs in oil viscose and density w change Rqnol~d' number and Weber's number, and, hence, the vinous and surface tension forces. This in turn cokld influince the formation and hencethof vorisces [n 2].

edOta~

3.0 MODEL DESCRIPfION Using the followlrg amsumptions, only a poril on of the fuel storage tank was modeled:

I.

An 8 ft long tank would be adequate to provide uniiform flow.

2.

Vortexing is a problem at decreasing Levls so the full diameter of thc tank is not requirod.

3.

Vertical sides versus curved sides have no effect on flow distribution at the pump.

The model was constructed out of stel plato to a geometric scale of 1:1 with respect to the cun-Au of the acwal fd and sir mulated a portion of the actual oil tank approximately 8 ft long, 6 ft wide, and 5.5 ft deep. The model included the curved bottom of the oil tank to a height of approximately 11.3%, from which point walls were extended vertically. The model is depicted in Figure 3. Acrylic windows were installed at various locadions of the tank to allow for flow visualization. The flow, which was introduced at the ends of the model, passed through flow stralghtning devices to producc uniform inflow from bMth ends of the tank.

Whle the oil surfao will be lowered continuously in the actual oil tank as the fuel is withdrawn, the rate of surface drop is slow due to the Large surface area of the tank and the low withdrawal flow. i-ence, the decrease in surface with time does not influence flow pattmrs at a given surface level, and testing at steady fluid levels reasonably simulated actual flow conditions In the tanic.

A recirculating flow loop was constructed for this purpose. A laboratory pump was used to withdraw flow out of the model tank through a simulated pump suction pipe, with an attached JUL-29-98 WED 02:31 Ph U3 DESIGN ENGINEERING FAX NO. 860 440 2140 P. 99 0 PSz iF actual p-amp sucion bowl supplied by NU. The bottom of the suction bowl was lccatcl in the center of the tank 12" firm di bottom of the tank. Withdrawn flow was then mturnot to the

-pstveam sGide of both flaw distribui=r, lhus maintaning a constant l*,v& for ewch test. Suction flh'w as wel s each of the ividual flows retrning to the upstrenm side of the flow disffoutirs w-ee meYaured using either a turbine rnctcr or an orifice plate. A diagrm of the radel piping Due to ewu-ronmentaEl coacerns related to possible oil leaks, the entira medel (tank, pump, piping hnimentaian, -etc.) was housed Inside a secondary cont.dnmerit tank, -

Figure 5.

I S4,0 INSTRUNMENATION AND MEASUR.NG TECHNIQUES S

4. I FLOW Mlows in tho model were measured with a calibrated turbine meter and an orifice meter conforming lo ASIvM gukielirme [2]. 7The turbine meter cafibration was conducted at the ARL calibration fzaility :.A is NIST tz-aceble. The pulse signal from the turbine meter was rezorded and av*mged to calcuate the pipe flrxw usifg a personal computer with data acquisiti on software,

'The dfertWl I=d from th orifice met was rneasured u*iag a dif'emetial pressure transducer.

Th.e voltage signal from the differential presure transducer wm rec.-deA and averaged, and the pipe flow w as culated u sing the m=ne conipter and data aw,* tin woftwvaro as with tho W*--ae meter. IMP amca-cy of the tusbine metet is 0.5%, while tie flow thmugh the orifice meter Was checked against the turbin-ratete and was found to be within 2%. CalUratinis of the turbine metec, differential pressure cell and orifice mreter iare ncluded in App-edix A.

.]

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JUL-29-98 WED 02:31 PH U3 DESIGN ENGINEERING FAX NO, 8B0 440 2140 P. 10 OFsz_

4.2 LIQUID LEV S

Ijquid Ievc., r&

-cedt e

icb.

m in ft ce of th tank, were measrod using a scale (with 1. incremnts) instWaleon fth mkwisse Figure 6. The scato was also used in conjunrg ton with a Ind held scale to allow for finer mea

-ts. Both scales were calibrated using an N= traosable 100 ft steel tape. Using this method, the liquid levels could be rcad to an accuacy of +/-:1/16". The male calibratIons am indluded in Appmix A.

4.3 FREE SURFACE VOR=C-TS In order to syseanatically e"duatD the strength of vortices in pump surrps, ARL uses a vortex atrength sWale rarging from Type 1 to Type 6, as shown in Fig=-e 7, where Type I is a surface s~x1 an~d Type 6 is an opi a*-vor,oex to the pump iet. Vortex types are usually Identified In tflt m by visual obsereation w.the edp of dye h-acem, cotton balls, ctr. Due to thz fact that the test ffuid is red in colof and air drawing vorticzs could not csily be seen, an air trap was developed to deatmine if any air was being drawn into the pump, see Figurcs 8 and 9. Video documentation of all vortex activity was obtained, as nicerary.

5.0 ACCEPTANCE CRTrERIA Poiblexp*t1rAnl3 a5moctcd with voAt=ng at pump int*kea wxe an unbalanced loading of pump impeller and reduced pumping efficiency due to air ingestion or, in NU's cas., a reduction in ceditable inventory.

For these reasons, any vortice= of Type 3 or g*ater are considered objectionable.

4 A

07

JUL-29-98 WED 02:32 PH U3 DESIGN ENGINEERING FAX NO, 860 440 2140 P. ii oF 5Z I

6.0 TEST PLAN I.

6.1 PRUMff'ARY TEST D.ue to *viwnment2 and health concerns, preliminary testing of the model was conducted with watac as thle test fl,id. Testing with water would give an indication at what fluid level and flow rate vortices may start to form in the test tank. This would also reduce the amount time the #2 fuel oil would have to be stored in th test tank. With water, vortex formation was documented strting at afig*d bvght of 30' and suctfion rates of 5.5 gpm and 31.6 gp". The fluid levol vas tih lowered in the mx*el until vortex activity, particutlary air-drawing vortices, were observed.

Once air-drawing vartizo wwxec o&served at a paricular fluid level, tlh flow rate was rcduccd until the air ingestion was eliminated.

6-2 FINAL TEST Final documentation testing was conducted using the #2 diesel fin oil as the test fluid with a stating depth slighay higher than the level at which air ingestion occurred with the water tasts to eliminate unnecessary tests, and rwith suction flows of 5.5 gpmr and 31.6 gpm. Thfe two flows were chosen since 5.5 gpm is the minimum safe flow for continuous operation of the pump and 31.6 gpm is the maximum allowable flow for this pump. As with the prelminary testing, the fluid level Ys lowered In the model until vortex activity, particularly air-drawing vortloes, were obscved. Once adr-drawing vortices vwte observed and categorlzcd at a particular fluid leve, the flow rate was reduced until tho air ingestion was eliminated.

The following data wcrc recorded during each tst, unless othcnwise noted:

a)

Suction flow b)

Return (or discharge) flow approaching from each end of the model 8

JUL-29-98 WED 02:32 PH U3 DESIGN ENGINEERING FAX NO. 850 440 2140 P. 12 oP7yZ C)

Fluid l1ele d)

Tmperature C)

Ve~rtex sftfength/4yp f)

Air lngetlon 7.0 REULTS Prenay testing vdth wa showed thdt no air k-gestion was premit down to a fluid height of 14.6" with a flow rate of 31.6 gpxm. At fluid levels of 14.13" and 13.75", the withdrawal flow had to be reduced approximaely 24.0 gpm and 14.8 gprn, respoctively, to elimina;t air Ingeston.

Ulm final documentation tests with #r2 diesel fuel oil were recorded for the following conditions:

1) 5.5 gpm at 18" oil depth

2) 31.6 gpm at 18" oil depth

3) 5,5 gpin at 16.5" oil depth

4) 31,6 gpm at 16.5" oil depth

5) 5.5 gpm at 15.5" oil depth

6) 31.6 gpm at 15.5" oil depth

7) 31.6 gpm at 14.94" oil depth

8) 24.6 gpin at 14.25" oil depth

9) 19.05 gpm at 14.06"3 oil depth

10) 15.54 gpm at 13.88" oil depth

11) 11,89 gpm at 13.75" oil depth The lowest anticipated operating level is 15,5" at 31.6 gpm, which is based on information supplied by NU to meet the technical specification required inventory of 23,400 gallons of fiel oil. Final documentation tests showed that the strongest vcrtex ercorded in the operating level I

a' 4..

4

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-

1 A

FAX NO. 880 440 2140 (15.51 and hMg'er) was a weak intemttet surtfe dimple, Typ 2 vortex. This strength was also Sordned ad confirmed by dye taing intemit.ntaly during testN with wat'r, wlich were expected to yied conrz-tve resu1mI in vortax fob to when complred to fho B2 fuel ol for the following reason. Lower vio&=s and wxtfae, tension.for= assdocintd with water vcxsus higher comparable forces assodatcd with #2 fuel oil cculd infl~unce the formation and strength of vortices 13).

To establlih Ow, low level that could be achieved withou ingesting a eries of tesU at difTfzen4 £ows wee cdted which the tank l.ve vms lowervd at a given flow until air was ingested. Data from these tests, tmsae.td in Figure 10 a-nd Table. 2, determined that for the #2 oil, air in,"eston can be exp,-cted at a level of 14.7' at the maximum design flow of 31.6 gpm, and at a lcvel of 13.6* at the lowest flow of 5.5 gpm. The graph indicates that pretininary tests with water as the test floid were slightly non-conservativo, probably duc to the fact that as the Raynolds number decreated (given the oil's higher viwcosty), the head loes through the pump suction bowl screen incrmA and, therefore, reduced the actual oil level Inside the pump suction bowL Hence, for this particular configuration, air entraining vortics occurred at -.lightly Migher liquid heights in tho tank with oil than with water.

Teat rezults are listed in Table 1 and data sheets are proyided in Appendix B.



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8.0 CONCLUSION

S The study of the #~2 fuel oil 3torage tank at the Milislono Nuclear Powver Station using, a 1:1 geometric 9ca-le liydraulic utodel1 provided the following eoriwluslons:

'Teats at liquid Ilevels in the rerrn&1 operating range (15.5" and higber) Showed no objectiomuble vortices.

No 2fr kgertlon oeourcd for the 5.5 gprn wit aall fay 611 above lewAi 13.6".

-I-At 31.6 gpm withdrawal, there %am no air ingt-ion above oil level 14.7'.

Teat dzta indicate that wvith ani oil level in thr tank of 14.70 or highcr, a withdrawal flow of 31.6 gpm can le achieved without ai nesin ee Fig=r 10, Onice the C11 level drops below 14.7", the flaw wvill have to Ie reduced to nuipioailo air ltugctlon.

17igure 10 =n be used bn detennine what oil height needs to bce mAintained for a particular muctkic, flow to prL-vcnt vo-texing without the usaa of a vortex &uppresiont de-vice, -3t ewi A i FAX NO. 860 440 2140 P. 14 cF-5Z m

JLIL-29-98 4ED 02:33 PH U3 DESIGN ENGINEERING FXN.804024 5o5

9.0 REFERENCES

[1]

Padrnaabhan, M., 'PrpopeW ft-Fuel Mi Tank Vortex Formation Testing,* Alden 1P.cseaxh LiIboratory, Inc., May 1996.

[2)

Research Committen, on Fluid Metcrs, 'Fluid Meters," The American Society of Mechanical Entineers, 1971.

-*[3]

VadmanabM~,, M. =nd PrCkfr; G.RL, "Scale Effects in Pump Sump Modais,* The American Society of Civil Eugn~ee, November 1984.

ON I

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TABLES i -I

'A

'1 JUL-29-98 WED 02:34 PMI U3 DESIGN ENGINEERING FAX NO. 860 440 2140

JUL-29-98 WED 02:34 PM U3 DESIGN ENGINEERING FP.X NO. 860 440 2140 P. 17 o: 52.

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TABLE 1 M=LSTONB #2 VUEL 0M STORAGE TANK VORTEX FORMATION TB:; 'S 1-16 18 5.5 53.6 No air drawing vordces 2-16 18 31.6 54.8 No air drawing vortices 3-16 16.5 5.5 57.2 No air drawing vorticcs 4-16 16.5 31.6 56.1 No dr dawing vortices S5-16 15.5 5,5 58.3 No air drawing vortices 6-16 15.5 31.6 60.6 No air diawing vortices 7-16 14.25 24.6 62.9 Just starting to draw air 8-16 14.94 31.6 63.6 No air drawing vortices 9-16 14-063 19.05 62.4 lust starting to draw air 10-16 13.88 15.54 65.9 limt starting to draw air 11-16 13.75 11.89 66.1 Just starting to draw air I

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I TABLE 2 MAXIMUM ATrINABLE FLOW VERSUS FLUID DFTIH FOR THE M2LLSTO=E # 2 FUEL OIL STORAGE TANK

_~m Bottm QflLank (inches)1 5.5 13.59 7.5 13.64 9,5 13.69 11.5 13.75 13.5 13.82 15.5 13,g9 17.5 13.97 19.5 14.05 21,5 14.14 23.5 14.24 25.5 14.35 27.5 14.46 29.5 14.57 31.5 14.70 31.6 14.70

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j i

i FIGURES 25Xý Al JUL-29-OB WED 02:35 PH U3 DESIGN ENGINEERING FAX NO, B60 440 2140 P. 19 ops-z

JUL-29-98 WED 02:35 PH U3 DESIGN ENGINEERING FAX NO. 860 440 2140 P, 20

P52, P.04 02012608 I

I I

I I

I 0

C-0 1T, b:

87

'MA

mg

-0 cQ" 010 0

0 0

0S 0

c 00 CID

JUL-29-96 WED 02:36 Pi1 U3 DESIGN ENGINEERING FAX NO. 880 440 2140 P. 22 OFSZ P.o #02012608 wa go I

I I

a a

a a

a I

I a

a I

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a a

a I

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j

a a

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0 0

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JUL-29-98 WED 02;36 Pu U3 DESIGN ENGINEERING p.O A 02012608 FAX NO. 880 440 2140 P, 23 o0-57 01 i/iU 1.2 5:

R.IJ

JUL-29-98 kED 02:37 PH U3 DESIGN ENGINEERING P.O #02012608 I

9 I0 25XI1 FIGURE 5 PROTOGRAPI-OF MODEL SETUP F'. 24 OP: S Z FAX NO. 880 440 2140

JUL-29-98 WED 02:37 PMl U3 DESIGN ENGINEERING P.O # 02012608 FAX NO. B FIGURE 6 PHOTOGRAPH OF MODELLED PUMP MEASURING SCALE 60 440 2140 P. 25 0Q s.5 AND FLUID LEVEL 25 5

]

M"

-11 I

NEWS) tA 0'.k 1A 1411-111 1ý..w a

w ME.

X-g-R 6*56vol.,

at

ý Q

vt M 1ý Rez-M, MIN Bell Z I 1

-.1 IR 1

Wig X-Y

JUL-29-98 4ED 02:37 PH U3 DESIGN ENGINEERING P.O # 02012608 VORTEX TYPE 2

3 4

TRAM' S

B A'R SUOSAI a

INCOHERENT SURFACE SWIRL SURFACE DIMPLE; COHERENT SWIRL AT SURFACE YF-CORE TO INTAKE; COHERENT SWIRL THROUGHOUT WATER COLUMN VORTEX PULLING FLOATING TRASH, BUT NOT AIR VORTEX PULLING AIR BUBBLES TO INTAKE FULL AIR CORE TO INTAKE FIGURE 7 ARL.FREE SURFACE VORTEX CLASSIFICATION I

s.

j A.

MA w.x.

I FAX NO. 860 440 2140

.n. 28 0f-52 25j

N C')

ccI Co n,

v, I RL PIPEI0 ai)

C:)

FLOW ROM TLOWTJ(>

MdODEMf

-~------

LABOR.AOK SUCTO~rUP PUMP FIGURE 8 MODEL AM TRAP

JUL-29-98 WEO 02:52 PH U3 DESIGN ENGINEERING P.o il 020 FIGURE 9 PHOTOGRAPI OF FAX NO, 860 440 2140 12608 MODEL PIPENJ WITH AIR TIRAP 25 > 

pr

• o~

JUL-29-98 ýIED 02:53 PH U3 DESIGN ENGINEERING FA~X NO. 860 440 2140 F.0 # 02012608 0

oil C>

'Ci t4

14 t-d (NX1) -N~vI, do wOJLLOE

'O14 Wmid iac1 crinYla 4L4 9 -i pC,. 2IoF 5Z I 0

N T 0

q a ma

sjqojj-v-ýTMVD Iran-DAI GKV jlýswaugýu v mca-75aay I

I ople ovv 099 ON yvý M623NION3 NOIS30 Efl Wd SS20 03M 96-H-Iff

N'

?t2':ý R2 1" Torbtin Smial Numlbx. FMC-16'450-L142 Nct Weight lb.

1502.8 150M8 15033 1500.8 1501.8 1499.8 526.2 507.2 506.

504.1 506.9 300.9 101.8 Ran Duration 258&296 240.279 222-960 314.637 2Z2.300 347.945 139.369 154.459 179.796 214W446 "276386 373.754 461.861 322.767 Reading Pulses 428143 428395 429112 427934 427981 427692 150407 145031 144621 145002 144463 145361 85450 2B377 Flow GPM 41.88 45,02 48.53 34.33 38,29 31.02 27.13 23.63 20.26 16.99 13.13 9.763 4.689 2.269 T4oIs Galloas 180.30 18030 130.36 150.06 180.18 179.94 63.3 60.85 60.73 60.76 60.48 60.82 36.10 V2.21.

Pul~se per Gallcoi 2374.6 2376.0 2379.1 2376.6 23753 2376.8 23823 2383,2 2384-5 2386.5 2388.5 239G.1 2357.4 2323.8 For OPAM above 10 Avg Pulse Per Calol

- 233031 Wiih S1 Dev = 4.90382 The. dta.'cpotcl on herein was obzainc by r=aSucn a

ecPtmpest el-ci*,Utaicn Of which is L-ecaUlT to NI-STD fo]1ewiD* sh. ntistlon and sle gce1dii rfen1cxd an Usi repor. reitil a~g hit a flit r..*.i*,iX'fl t~trC-ti~yflt-t l- 0.25% or less.

C ERTIF]IlED l1I j-S*"'C) 2.v-*"

CALIBRATED BY: BJM I

Devialiol frmm Averag

-D.24

-0.18

-0.05

-0.16

.0.21 0.09 0.12 0.18 026 0.14 0.41

-0.54

-237 CD

-n M

C/3 2:;

om C) o:

p CD 0r)

CZ C)

M)

-A Ran Uinc 4

Temp Dcz F "r

Co 0'

C.

um O

MMn nW tzar OMn WaM umM sM 11 12 13 14 15 16 17 18 19 20 21 22 23 24 42 42 42 42 39 39 39 39 39 39 39 39 39 39 I

N) 91 4 t'--

g I4ýo 2+/-.'.

CALIBRATION DATp-D*ect 14,1L995 N

-ý40

.?,-

-' -J,

'A

-i pulses per Gallon (in thousands) 0 I

I

+/-..

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0 OPIl? OPP 090 'ON XUA tj 0

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'I, ONIN33NION3 NOIS30 0f Rd P920Q 0M 26-6ý-Infl L1

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JUL-29-98 WED 02:54 P1 U3DESIGN ENGINEERING I..

2



2 3





I 2



I 2

1 I

I 2

3,2



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-. 2 3

2 3

2 2

1 3

-- -



3 2

3 I

I 2

3 2

22.---------------

2 I

2 2

2 2

2 I

i 2

2 I

I 2

I 3

2 2

2 I

I 3

1 I

3 2

I 2

I 2

2 1

I 3

1 I

2 2

+ -

---

3 2

2 2

1 3

4-

.. 3...+/-..

3 2

3 2

2 2

2 I

3 2

U

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I 2

2 I

2 2

2 I

2 2

2 o

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2



0 2

2 3

-i 2 I

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3 2

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I 3

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2 I

I iuzo3iod zgpztOAV UIOJ uolQIA2(1 FAX NO, B50 440 2140 PG 33OF 52-V-4 z

7i CIO 4

6..-*

4, U 5-0

JUL-29-98 WED 02:54 PM1 U3 DESIGN ENGINEERING FAX NO. 860 440 2140 P~31o~sz MIýlSTONE 1U1EL OIL TANK VOIRTEXC FORMATLON TESTINGO 150" Dl' CELL CALIBRATION 44-497 ROSEMONT 0 -IS0W DIIWERENTIAL PRES5MR CELL(SEWRAL # WS0254)

(1NCHE 0.00

.4.62 27.62 51.43 75.35 99.25 120.43 99.06 75.20

52. 68 28.62 4.68 0A0 (Fr) 0.00 0.39 6.28 9.27 10.04 8.26 6.27 4,39 2.39 0.39 0.00 VOLTS 1.99 2.28 3.46 4.73 6.01 7.29 8.43 7.29 6.01 4.80 3,54 2.251 1.99 koross1Qo Output:

Ccas-n Std Err Of y Est R squ"~

140, crObscxvtikas Deg= ef Vicedoza X Coemfcient(s)

StdFro f CWEf

-3,13301 0=0225 0.99996 13 11 1.56473 0.00287 1

2 3

4 3

6 DI' cELL voLTM3E 0

0 0

4w..

4

JUL-29-98 WED 02:55 PM U3 DESIGN ENGINEERING CHECK OF OLD ORIFICE FLAT9 DESIGN FOR milstofne tank LATE DESIGN.......

) 0 75 ORIFICE# "I~~.-.

pIpel DIAIMTER 2

BETA RATIO FLUID TEMSERATURE

=

6 Q/SQR(H)

=

2 FLOW SCALE RATIO

• Q/SQR(H) 2 MODEL SCALE RATIO =

1 4375 5

. 061795S-02

.061795E-02 PC 35 oFV5Z-04-04-1997 Ea 1 EQ IA ST DESIGN FLOW OF 4.123585E-02 CPS 18.5149 GPM PIPE REYN ORIFICE RE-YN METER LOSS EQUATIONS 1 AND !A IN COLUMN 2 BELOGt H

K/KdesLgri 0

0,001 109.0 0.006 1.013 0.024 0.038 O, 055 r,

098 0,125 0.629 1.428 2.'551 4.000 5.75 7.076 10.304 13.058 16.139 105.9 i04.5 103.7 103.2 102.8 102.5 102.2 102.0 101.8 100.9 100.4 100.2 1.00.0 99.9 99.8 99.7 99.6 99.6 C

C DEFLECTION 4.000 3LDS RMBER 27000

)LDS NUMBER 63000 K

=

0.6153 A% OF DEFL)

- 80 ARE BASED ON USING A CONSTANT COEFF OF

.6152592 THE PZRCENTA.GE ERROR AT DIFFERENT FLOW RAATES ARE GIVEN RI c#

Qrodel Qproto 1200 2500 3800 5100 6300 7600 B900 10200 11400 12700 25000 38000 51000 63000 76000 89000 102000 114000 127000

.0.001 0.002 0.002 0.003 0.004 0.005 0,006 0.007 0.007 0.008 0.016 0.025 0.033 0.041 0.049 0.058 0.066 0,074 0.082 0.00 0.00 0.00 0.00 0.00 0.00 0.01 0.01 0.01 0.01 0.02 0.02 0.03 0.04 0.05 0.06 0.07 0.07 0.08 C

0.6580 0.6395 0.6313 0.6265 0.6231 0.6207

0. 6188

0. 6172

0. 6160 0.6149 0, 6091 0.6065 0.6049 0,6039 0.6031 0.6025 0.6020 0.6016 0.6013

ý L-FPX NO. B60 440 2140

JUL-29-98 WED 02:55 PH U3 DESIGN ENGINEERING FAX NO, 880 440 2140

>-NZ.

P,3(o OF52 M 0n 0

00 8.

0 o

H 7

(00a9v'a~AV INO"MHNOIIVIAM 0

0 5-3

~25A

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JIJL-29-98 WED 02:56 M1 U3 DESIGN ENGINEERING FAtX NO. 860 440 2140 n

4-,,

'37 r~

Z I

,~jpfluary 9,

1991 Aid=n Rnmeuch LaboratorY, Inc 30 ShrewsburY S t.

Holden, MA 01520 Imass Tes t No. 909 1-FO40

~

Dear Sir.,

L~

X 1~

I1 10h IO foot Stp,=tt hr.Sr~e-pel 1eelYpe tape, which you siubrittC4 to tUs off~ceforcalbraon as coi copared with &'t~50 foot length bc-nrh stadard-This Istandjard has traceability to NIST. Coimparxison$Vas txinx at a LorpmrtuxoF 79 degrees F-with the tape hying supported throughout andlield at a tension of 10 lbs.

0-20

.20.002 0-40 40.004.

I0-60

.60.00a 0:80 8(1011 0.100 1.0140 rnletva1'(fft' engt f-Tp ac~ae o6 ~~

0-20 20.001 0-60 6 0.004I 0-90 t0.004 0.10G 1eI00-00(

990 CHCIDS

ý25Af

-~

I.

1

=

RPM 7

I 4

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U3 DESIGN ENGINEERING FAX NO. 860 440 2140 a

'o I

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cz MIL/TANK CALIBRATION OF 66" TANK SCALE ro USING 100' STARRETT REEL TAPE S/N 0276 0.12 0.09 0.06 0.03 0

-0.03 ZO 06

-0.09 co

-0.12 Cv1 10 15 20 25 30 35 40 INMRVAL (PT)

S50' LENGTH BENCH STANDARD L 100' STARRETT TAPE 0 66" TANK SCALE OT~

JUL-29-98 WED 02:57 PHr U3 DESIGN ENGINEERING FAX NO. 850 440 2140 PG 4-) or-54 APPBMNDX B TEsT DATA SHEBTS L

£7 I'

"F I

I.

I.

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JUL-29-98 iED 02:57 PM U3 DESIGN ENGINEERING FAX NO. 860 440 2140 PGC I

4 F

2 bW-P'rANK TBST ID #=1-16 04-16-1997 08:52:09 DFITI = IS WC..*-,LS 1OW 5.5 GPm

$2 FJUL OIL TEST NO AIM OIL TEWP = 53.6 F SL' ADOPA uINErCEPT CH 1: 1,5647

-3.133 SLOpE A..ID RnnMECEPT CK 2: 175.11

-346 AVERAGE METER OUJ7UTS (GPM)

DIFLOWI PUMP IFOW2 2.693962 5.449841 2.765879 1..

I I

FAX NO. 880 440 2140 MUtLTANK TEST EDO-2-16 04-164997 09:15:50 DEPTH=13 NCllES

= 316GPM

1. 2 FUEL OIL TES

-NO AIR OIL TEMP -54.8 F SLopEgAND iNTELRCEPT CI4 1: 1.5647

-3.133 SLOPE ANDI InTERCEPT CHI 1 175.11

-346 AVERAGE METER OUTPUTS ((3PM)

INFLOWi PUMP MNLOW2 15.80398 31.54021 15.73624 JUL-29-98 WED 02:57 PH U3 DESIGN ENGINEERING

.4 25i11 44 4-6~

P6 4ZO9iS20 FLOW

JUL-29-98 WED 02:58 PH U3 DESIGN ENGINEERING 44,,ý o.,

P C, 4r3 c)F MltdTANK TEST ID #-3-16 04-16-1991 10:02:51 DE.P'fT-16.5 INCHR."

tr FLOW

= 5.5 GPM

1. 2 FUEL OIL TtT NO AIR.

OIL TEMP = 57.2 F SLOPE AND I1ER=T CH 1: 15647 SLOPE AND INTBERCEPT CH2: 175.11 AVERAGE METFR OUTPUTS (GPM)

INFplW I PUMVfp laoTOW2

-3.133

-346 2,63039 5.501105 2.870725 I.

F 1.

.2s5>A I

L FAX NO. 860 440 2140 I

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JUL-29-98 WED 02:58 PH U3 DESIGN ENGINEERING FOX NO. 880 440 2140 MiUTANK TETID#-4-16 04-16-1997 09:38:00 DEPT-= 16.5 INC"-:"IS S31.6GPM

1. 2 FUEL OIL 1 NO AIR OELTUMP - 56.1 SLOPE AND IRT CEPT CHI-1:.1.5647

-3.133 SLoPp-AND 3NTERCEPT CH 2: 175.11

-346 AVERAGE 1MER OUTPUTS (GPM)

MIILOWl PUMP TIMOW2 15.855647 31.58851 15.73204 RC 44 o05l[

FLOW

JUL-29-98 WED 02:58 PH1 U3 DESIGN ENGINEERING pc 4* OF 5Z MMh/TANK TEST ID # =5-16 04-16-1997 10:20:01 DJEPTH-15.5 INCHES FLOW

-5,5 GM

1. 2 FUEL OIL TEST

" NO AIR OIL TEP-58,3 F SLOME AND INTERCEPT CH 1: 1,5647 SLOPE AMP) INTERCEPT CH 2: 175.11 AVERAGE MER OUTPUTS (GPM)

RNFLOWI PUMP INFLOW2 2.673703 5,544884 2.871191

-3.133

-346

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JUL-29-98 WED 02:59 PM1 U3 DESIGN ENGINEERING FAX NO. 860 440 2140 PG:

q.-7 OP2 52 I.

MEfi/TANK H

ThSTID#--7-16 O4-16-1997 11:22:17 DfYTMI-14.25 INCI'.;*3 FLOW

= 24 Gpm

1. 2 FUEL OIL TEST just stating to draw air OIL TEMP 62.9.61F SLOPE AND InERCEPT CU 1: 1.5647 SLOPE AND INTERC--T CGl2: 175.11 AVERAGE NMTER OUTPUTS ((PM)

• LOW1 PUM*

ThIFLOW2

-3.133

.346 12.30354 24,60775 12.30421 F.

L 1'.

r I..'

174 I1 I'

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I

JUL-29-98 WED 02:59 PH U3 DESIGN ENGINEERING MIvIIrAX, K TEST 1D #-8-16 04-16-1997 11:42:08 DEPTH - 14.94 INCH-V

=-31.6 GPM #2 FML OILT ST NOAIR OILTEMP = 63 SLOPE AND NTERCEPT CH 1: 1.5647

-3.133 SLOPE AND WITERCEPT CH 2: 175.11

-346 AVERAGE METER OUTPUTS (OPM)

INF'J.OWI PUMP INFLOW2 15.7139 31.68736 15.97346 FAX NO. 860 440 2140 6<

1 P4

-tl-r5'*

PC 4S 01cw

.6 F W.

go

JUL-29-98 RED 03:00 PHi U3 DESIGN ENGINEERING FAX NO. 860 440 2140 4-

[-

PG 4 o F 52 Ni[*

TEST A

1. =9-16 04-16-1997 12:05:32 DEPT- =14.063 1C*-ES FLOW TE9S -M

1. 2A

-9 OLTEST just arang to drw air OIL 7YE 62.4 F SLOpE3AND'D INxý T cH I:

1.5647

-3.133 SLOPBAND ThqTERCBPT CM-2: 175.11

-346 AVERAGE IMTER OUTPUTS (CPM) 1Ž,uFLOW1 PuMP INFLOW2 9.17736 19.05465 9.877296 I.

1':

25A111

JUL-29-98 6ED 03:00 PH U3 DESIGN ENGINEERING FXN.804024 NI14TANK.

TESTID4=IO-16 04-16-19Y/

12:41:56 15(PMf 02 FUELOIL TEST TJ3MP =65.9 F a[opv. AND iiTE1MCEPT CH 1: 1.5647 SLOPE AND RN'IERCEPT CH 7.: 175.11 AVEEAGE MIETER OUrTPUTS (CRIM)

DTFLOW1 PUMP INFLOW2 DEPM - 13.3 8 INTCIM-F just statni to draw air FLOW

011,

-3,133

.-346 7,629894 15.54025 7.910358 (7

`25 A~

54,

ý - --

I....,.-

ý,...

q-24 -ý3 P G 50 iý-,S 2-M FAX NO. HO 440 2140

JUL-29-98 WED 03:00 PM U3 DESIGN ENGINEERING FAX NO, B6O 440 2140 P(& 5 oF-5Z-NMnTrANK TESTID #M 11-1 6 0416-1997

- 12 GPM #2 FUEL OIL TEST 66.1F SLOPE AND ENTIRCEPT CH I: 1.5647 SLOPE AND UnMERCMPT C12: 175.11 AVERAGB METER OUTPUTS (GP)I0 nWFLOW PeMa INMLOW2 12:51:10 DEPTH - 13.75 INCHt."*

FLOW just starting to draw air OIL TEMP =

-3.133

-346 5.717876 11.99364 6.175765 1.

"c I-I:

I.

I.

V I

l L

I 2,9

vmwr JUL-29-98 WED 03:01 Pn U3 DESIGN ENGINEERING FAX NO. 880 440 2140 P6S
S2o ALDEN RESEARCH LABOBATORY, INC.

30 SHREWSBURY STREET. HOLDEN. MASSACHUSE*-S W1520 TELEPHONE 508-829-4323. FAX (508) 829-5939 I

I I

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I

J A

-je AIt. 3 to CA-90-023 Add. 1 Summary of Data Extracted from Alden Research Lab Report FUEL WATER SUBMERGENCE VELOCITY IN WATER SUBMERGENCE FUEL SUBMERGENCE FLOW SUBMERGENCE SUBMERGENCE

% DIFFERENCE 1.5 INCH SCH. 80 PIPE BASED ON INTAKE FROUDE + 1 BASED ON 120% OF WATER INTAKE FROUDE + 1 (GPM)

(INCHES)

(INCHES)

FUEL TO WATER (FT/SEC)

(INCHES)

(INCHES) u 0.25 0.5 0o75 1

1.25 1.5 1.75 2

2.25 2.5 2.75 3

3.25 3.5 3.75 4

4.25 4.5

-;.75 5

5.25 5.5 5.75 6

6.25 6.5 6.75 7

7.25 7.5 7.75 8

8.25 8.5 8.75 9

9.25 9.5 q 75 1.87790625 1.869675 1.86170625 1.854 1.84655625 1.839375 1.83245625 1.8258 1.81940625 1.813275 1.80740625 1.8018 1.79645625 1.791375 1.78655625 1.782 1.77770625 1.773675 1.76990625 1.7664 1.76315625 1.760175 1.75745625 1.755 1.75280625 1.750875 1.74920625 1.7478 1.74665625 1.745775 1.74515625 1.7448 1.74470625 1.744875 1.74530625 1.746 1.74695625 1.748175 1 74965525 1.57145 1 57015 1.569 1.568 1,56715 1.56645 1.5659 1.5655 1.56525 1.56515 1.5652 1.5654 1.56575 1.56625 1.5669 1.5677 1.56865 1.56975 1.571 1.5724 1.57395 1.57565 1.5775 1.5795 1.58165 1.58395 1.5864 1.589 1.59175 1.59465 1.5977 1.6009 1.60425 1.60775 1.6114 1.6152 1.61915 1.62325 1 5275 0

0.045395273

.. 090790546 0.136185819 0.181581092 0.226976365 0.272371638 0.317766911 0.363162184 0.408557457 0A45395273 0.499348oC3 0.544743276 0.590138549 0.635533822 0.680929095 0.726324368 0.771719641 0.817114914 0.862510187 0.90790546 0.953300733 0.998696007 1.04409128 1.089486553 1.134881826 1.180277099 1.225672372 1.271067645 1.316462918 1.361858191 1.407253464 1.452648737 1.49804401 1.543439283 1.588834556 1.634229829 1.679625102 1.725020375 1.770415648 1.5 1.533940556 1.567881111 1.601821667 1.635762223 1.669702779 1.703643334 1.73758389 1.771524446 1.805465002 1.839405557 1.873346113 1.907286669 1.941227225 1.97516778 2.009108336 2.043048892 2.076989448 2.110930003 2.144870559 2,178811115 2.212751671 2.246692226 2.280632782 2.314573338 2.348513894 2.382454449 2.416395005 2.450335561 2.464276116 2.518216672 2.552157228 2.586097784 2.620038339 2.653978895 2.687919451 2.721860007 2.755800562 2.789741118

'.23681674 1.8 1.840728667 1.681457334 1.922186001 1.962914668 2.003643334 2.044372001 2.085100668 2.125829335 2.166558002 2.207286669 2.248015336 2.288744003 2.32947267 2.370201336 2.410930003 2.45165867 2.492387337 2.533116004 2.573644671 2.614573338 2.655302005 2.696030672 2.736759338 2.777488005 2.818216672 2.858945339 2.899674006 2.940402673 2.98113134 3.021860007 3.062588674 3.10331734 3.144046007 3.164774674 3.225503341 3.266232008 3.306960675 3.347689342 3.388418009 3.3684 18009 Page I of 5 CL so ON 0

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wp, A

Page 2 of 5 FUEL WATER SUBMERGENCE VELOCITY IN WATER SUBMERGENCE FUELSUBMERGENCE FLOW SUBMERGENCE SUBMERGENCE

% DIFFERENCE 1.5 INCH SCH. 80 PIPE BASED ON INTAKE FROUDE + 1 BASED ON 120% OF WATER INTAKE FROUDE + 1 (GPM)

(INCHES)

(INCHES)

FUEL TO WATER (FT/SEC)

(INCHES)

(INCHES) 10 1,7514 1.6319 1.815810921 2.85762223 3.429146676 10.25

.1.75340625 1.63645 1.861206194 2.891562785 3.469875342 10.5 1.755675 1.64115 6.97833836 1.906601467 2.925503341 3.510604009 10.75 1.75820625 1.646 6.816904617 1.95199674 2.959443897 3.551332676 11 1.761 1.651 6.66262871 1.997392013 2.993384453 3.592061343 11.25 1-76405625 1.65615 6.515487728 2.042787286 3.027325008 3.63279001 11.5 1.767375 1.66145 6.375455175 2.088182559 3.061265564 3.67J518677 11.75 1.77095625 1.6669 6.24250105 2.133577832 3.09520612 3.714247344 12 1.7748 1-6725 6.116591928 2.178973105 3.129146676 3.754976011 12.25 1.77890625 1.67825 5.997691047 2.224368378 3.163087231 3.795704678 12.5 1.7832t5 1.68415 5.685758394 2.269763651 3.197027787 3.836433344 12.75 1.78790625 1.6902 5.780750799 2.315158924 3.230968343 3.877162011 13 1.7928 1.6964 5.682622023 2.360554197 3.264908899 3.917890678 13.25 1.79795625 1.70275 5.59132286 2.40594947 3.298849454 3.958619345 13.5 1.803375 1.70925 5.506801229 2.451344743 3.33279001 3.999348012 13.75 1.80905625 1.7159 5.429002273 2.496740016 3.366730566 4.040076679 14 1.815 1.7227 5.357868462 2.542135289 3.400671121 4.080805346 14.25 1.82120625 1.72965 5.293339693 2.587530562 3.434611677 4.121534013 14.5 1.827675 1.73675 5.23535339 2.632925835 3.468552233 4.16226268 14.75 1.83440625 1.744 5,18384461 2.678321108 3.502492789 4.202991346 15 1.8414 1.7514 5.138746146 2.723716381 3.536433344 4.243720013 15.25 1.84865625 1.75895 5.09998863 2.769111654 3.5703739 4.28444868 15.5 1.856175 1.76665 5.067500637 2.814506927 3.604314456 4.325177347 15.75 1.86395625 1.7745 5.041208791 2.8599022 3.638255012 4.365906014 16 1.872 1.7825 5.021037868 2.905297474 3.672195567 4.406634681 16.25 1.88030625 1.79065 5.006910898 2.950692747 3.706136123 4.447363348 16.5 1.888875 1.79895 4.99874927 2.99608802 3.740076679 4.488092015 16.75 1.89770625 1.8074 4,996472834 3.041483293 3.774017235 4.528820682 17 1.9068 1.816 5

3.086878566 3.80795779 4.569549348 17.25 1.91615625 1.82475 5.009247842 3.132273839 3.841898346 4.610276015 17.5 1.925775 1.83365 5.024132195 3.177669112 3.875838902 4.651006682 17.75 1.93565625 1.8427 5.044567754 3.223064385 3.909779458 4.691735349 18 1.9458 1.8519 5.070468168 3.268459658 3.943720013 4.732464016 18.25 1.95620625 1.86125 5.101746138 3.313854931 3.977660569 4.773192683 18.5 1.966875 1.87075 5.138313511 3.359250204 4.011601125 4.81392135 18.75 1.97780625 1.8804 5.180081366 3.404645477 4.045541681 4.854650017 19 1.989 1.8902 5.22696011 3.45004075 4.079482236 4.895378684 19.25 2.00045625 1.90015 5.278859564 3.495436023 4.113422792 4.93610735 19.5 2.012175 1.91025 5.335689046 3,540831296 4,147363348 4.976836017 19.75 2.02415625 1.9205 5.397357459 3.586226569 4.181303904 5.017564684

-o N

0

"1 (11 g

a,~jjý'11111 Alt. 3 to CA-90-023 Ad(,. 1 Summary of Data Extracted from Alden R,)search Lau Report X.

All. 3 to CA-90-023 Add. I Summary of Data Extracted from Alden Research Lab Report FUEL WATER SUBMERGENCE VELOCITY IN WATER SUBMERGENCE FUEL SUBMERGENCE FLOW SUBMERGENCE SUBMERGENCE

% DIFFERENCE 1.5 INCH SCH. 80 PIPE BASED ON INTAKE FROUDE + 1 BASED ON 120% OF WATER INTAKE FROUDE + 1 (G-M)

(INCHES)

(INCHES)

FUEL TO WATER (FT/SEC)

(INCHES)

(INCHES) 20 2.0364 1.9309 5.46377337 3.631621842 4.215244459 5.058293351 20.25 2.04890625 1.94145 5.53484509 3.677017115 4.249185015 5.099022018 20.5 2.061675 1.95215 5.610480752 3.722412388 4.283125571 5.139750685 20.75 2.07470625 1.963 5.690588385 3.767807661 4.317066126 5.180479352 21 2.088 1.974 5.775075988 3.813202934 4.351006682 5.221208019 21.25 2.10155625 1.98515 5.863851598 3.858598207 4.384947238 5.261936686 21.5 2.115375 1.99645 5.956823361 3.90399348 4.418887794 5.302665352 21.75 2,12945625 2.0079 6.053899597 3.949388753 4.452828349 5.343394019 22 2.1438 2.0195 6.154988859 3.994784026 4.486768905 5.384122686 22.25 2.15840b25 2.03125 6.26 4.040179299 4.520709461 5.424851353 22.5 2.173275 2.04315 6.368842229 4.085574572 4.554650017 5.46558002 22.75 2.18840625 2.0552 6.481425165 4.130969845 4.588590572 5.506308687 23 2.2038 2.0674 6.597658895 4.176365118 4.622531128 5.547037354 23.25 2.21945625 2.07975 6.717454021 4.221760391 4.656471684 5.587766021 23.5 2.235375 2.09225 6.840721711 4.267155664 4.69041224 5.628494688 23.75 2.25155625 2.1049 6.967373747 4.312550937 4.724352795 5.669223354 24 2.268 2.1177 7.097322567 4.35794621 4.758293351 5.709952021 24.25 2,28470625 2.13065 7.230481309 4.403341483 4.792233907 5.750680688 24.5 2.301675 2.14375 7.366763848 4.448736756 4.826174463 5.791409355 24.75 2.31890625 2.157 7.50608484 4.494132029 4.860115018 5.832138022 25 2.3364 2.1704 7.648359749 4.539527302 4.894055574 5.872866689 25.25 2,35415625 2.18395 7.793504888 4.584922575 4.92799613 5.913595356 25,5 2.372175 2.19765 7.941437445 4.630317848 4.961936686 5.954324023 25.75 2.39045625 2.2115 8.092075514 4.675713121 4.995877241 5.99505269 26.25 2.42780625 2.23965 8.401145268 4.766503667 5.063758353 6.076510023 26.5 2.446875 2.25395 8.559417911 4.811898941 5.097698908 6.11723869 26.75 2.46620625 2.2684 8.720078029 4.857294214 5.131639464 6.157967357 27 2.4858 2.283 8.88304862 4.902689487 5.16558002 6.198696024 27.25 2.50565625 2.29775 9.048253726 4.94808476 5.199520576 6.239424691 27.5 2.525775 2.31265 9.215618446 4.993480033 5.233461131 6.280153358 27.75 2.54615625 2.3277 9.385068952 5.038875306 5.267401687 6.320882025 28 2.5668 2.3429 9.556532502 5.084270579 5.301342243 6.361610692 28.25 2.58770625 2.35825 9.729937454 5.129665852 5.335282799 6.402339358 28.5 2.608875 2.37375 9.90521327 5,175061125 5.369223354 6.443068025 28.75 2.63030625 2.3894 10.08229053 5.220455398 5.40316391 6.483796692 29 2.652 2.4052 10.26110095 5.265851671 5.437104466 6.524525359 29.25 2.67395625 2.42115 10.44157735 5.311246944 5.471045022 6.565254026 29.5 2.696175 2.43725 10.62365371 5.356642217 5.504985577 6.605982693 29.75 2.71865625 2.4535 10.80726513 5.40203749 5.538926133 6.64671136 Page 3 of 5 N)

CA (3

I W

ýV.

r.v, X

4A 0

Page 4 of 5 FUEL WATER SUBMERGENCE VELOCITY IN WATER SUBMERGENCE FUEL SUBMERGENCE FLOW SUBMERGENCE SUBMERGENCE

% DIFFERENCE 1.5 INCH SCH. 80 PIPE BASED ON INTAKE FROUDE + 1 BASED ON 120% OF WATER INTAKE FROUDE + 1 (GPM)

(INCHES)

(INCHES)

FUEL TO WATER (FTISEC)

(INCHES)

(INCHES) 30 2.7414 2.4699 10.99234787 5.447432763 5.572866689 6.687440027 30.25 2.76440625 2.48645 11.17883931 5.492828036 5.606807245 0.728168694 30.5 2.787675 2.50315 11.36667799 5.538223309 5.6407478 6.76889736 30.75 2.81120625 2.52 11.55580357 5.583618582 5.674688356 6.809626027 31 2.835 2.537 11.74615688 5.629013855 5.708628912 6.850354694 31.25 2.85905625 2.55415 11.93767985 5.674409128 5.742569468 6.891083361 31.5 2.883375 2.57145 12.13031558 5.719804401 5.776510023 6.93,812028 31.75 2.90795625 2.5889 12.32400827 5.765199674 5.810450579 6.972540695 32 2.9328 2.6065 12.51870324 5.810594947 5.844391135 7.013269362 ul v

Att. 3 to CA-90-023 Add. 1 Summary of Data Extracted from Alden Research Lab Report

All 310CA-.-023 Add I Su

.m1ry Data E13Lxlled hem Alden ReiearCh LCb, Roped The levels indicated i13 these graphs are indicative of the points where either air drawing vortexes are just starting to form.

Page 5 of5 WATER DEPTH I*ncres) 1375 14 13 146 WATER SUBMERGENCE (inches) 1.75 213 2.6 FLUID FLOW 0

148 1554 1905 24 24 6 316 55 FLUID FLOW dQ,')

0 11 69 14 8 1554 1905 24 24 6 FUEL DEPTH (inches) 1375 13698 14 063 14 25 14 94 FUEL SUBMERGENCE

)inChes) 1 75 1.88 2053 2,25 2 94 M

U' Ca-.

y

-o, 0

-I1

not adaptab le to a circu iatin g Ao CL

,4 7iA c 4 e7 _JI-r p r, io

,r~

E~

TA ~to T. V. SESHADRI Prtmc,5al Engmneer Systems Ftuenaul Coar.

Qetrol. Micni.

TitF heightof liquid in astorage tank often must be known to de termine the effects of sloshing or center-of-gravity shifts. The relationship between height and volume for flat-ended cylindrical and elliptical tanks was presented in the May 8.

1980, issue as 2s-TO$(- Ii where p = ratio,)f liquid vol ume to total volume, and cc "

ratio of liquid height to total height. But many tanks have hemispherical or ellipsoidal ends, and the relationship is more complex.

For spherical and ellipsoidal tanks, the relationship between proportional liquid volume p and height is p,

- ý'Q - 2a)

This equation is plotted in the first graph.

For cylindrical tanks with hemispherical ends, the rela tionshipjs 3p'3 I.:

P jj-4 where 3 = L.R. L = length of cylindrical section. and I?

radius of spherical section. This rcl.ationshi-p is the sal k fu r

.ylihdrical tanks with ellipsoi dti ends. except tl,,t13 t

L

,.here A = length,C(ellipsoidal s,.ction. The equation is plotted tit the second graph for various values o0" 53.

VolumeHeight Relationship 'or Spherical and Ellipsoidal Tank 0

01 02

.3 0-4

)5 06 07 08 09 10 Prccortional Hegr.t,r 1,'-,R or 020a 2 -Volume Height Relationship ror Cylindrical Tanks with Spherical or Ellipsoidal Ends 108 SSpr-*eical Caps 0.2 El;ipsoidal Csel; 0

01 02 02 04 05,:

0 Q

07 Oa 0.9 10 P,ocort'orai He~gni..

= 11.2."

112 J7-

25)<lfl L, ACHNEf OEStGN S........

LIOUIL) L!tV=--L 11*-4

GENERAL COMPUTATION SHEET 4W Northern States Power Company Fo~m 17-4103 (6-9c3)

E NO.

PROJECT IAff A,)(M U!ý L

WA A-f:7" ý=U FLc~

d r-7,4,-,) V, I-IG7L..

SH ET NO OF Z SU3JC 4C.L--~i,4 7DATE__________

SUBJCT

-14 e~I~IQ-77o'~

AL~LLATo.-J

-COMP.

BY-CD BY__

D OP-P-\\ G-F/ZoA-4 C,;et P IP-tCA L 1> A--FA,(Owec-fcoe--.~

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TABLE A-2 HYDRAULIC DESIGN GUIDELINES FOR AIR INGESTION <2%

Air ingestion (a) is empL-ically calculated as a= ct. +(ca xFr) where Ot, and Ca are coefficients derived from test results as given in the table below.

Horizontal Outlets Vertical Outlets Item Dual Single Dual Single Coefficient Cck

-2.47

-4.75

-4.75

-9.14 Coefficient cc, 9.38 18.04 18.69 35.95 Minimum Submergence, s (ft) 7.5 8.0 7.5 10.0 (i) 2.3 2.4 2.3 3.1 Maximr~um Froude Number, Fr 0.5 0.4 0.4 0=3 Maximum Pipe Velocity, U (ft/s) 7.0 6.5 6.0 5.5

(

s/s) 2.1 2.0 1.8 1.7 Maximum Screen Face Velocity (blocked and minimum submergence) (ft/s) 3.0 3.0 3.0 3.0 (m/s) 0.9 0.9 0.9 0.9 Maximum Approach Flow Velocity (ft/s) 0.36 0.36 0.36 0.36 (oi/s) 0.11

0.

0, I3..

Maximum Sump Outlet Coefficient, CL 1.2 1.2 1.2 1.2 Cover Plate Trazh Rack

/

and m

1Debris Screen

-IiV Mnimu mn W ater!/.n' Ii II Level as ii Determined II During Design L Fr =-

1.82-11 7?

25, X 1

t

MONTICELLO NUCLEAR GENERATING PLANT 3495 TITLE:

CALCULATION/ANALYSIS VERIFICATION Revision 5

CHECKLIST Page 1 of 1 Race initial by items verified.

CA 02 3.

t Attachment

-5 Page 1

of REVIEW Verified

1.

Inputs correctly selected.

y

2.

Assumptions described and reasonable.

'0

3.

Applicable codes, standards and regulations identified and met.

T

4.

Appropriate method used.

5.

Applicable construction and operating experience considered.

6.

Applicable structure(s), system(s), and component(s) listed.

7.

Formulas and equations documented, unusual symbols defined.

"?]

8.

Detailed to allow verification without recourse to preparer.

9.

Neat and legible, pages all correctly numbered.

10.

Signed by preparer.

11.

Interface requirements identified and satisfied.

12.

Acceptance criteria identified, adequate and satisfied.

13.

Result reasonable compared to inputs.

'3

14.

Basis of all assumptions, acceptance criteria and inputs are identified.

15.

Conclusions not in conflict with previous analysis, USAR, Technical Specifications or NRC Safety Evaluations.,Ao?--".

+

• ,4-4 C;?

40C5 e

VisicZ

,IS.,0,3 -

9.

.'2k/

ALTERNATE CALCULATION

16.

Alternate calc results consistent with original.

17.

Items 1-4 above verified. (Required by ANSI N.45.2.11)

"*Z q

TESTING

18.

Testing requirements fully described and adequate.,-

f/,4,Q, 1

,2

19.

Shows adequacy of tested feature at worst case conditions.

,*/,

j

20.

If test is for overall design adequacy, all operating modes considered in determining test conditions.

A1,4

-x-,

,10

21.

If model test, scaling laws and error analysis established

[,o vo G

a--

k-b "j'

22.

Results meet acceptance criteria, or documentation of acceptable resolut:on is attached.

-/4 A7C "c.

.. CC--1'7T4-,,JCc-

..zti-'frgA

'gPc7CC-'(

CA;, CU. 4?*-..-',J co..jIS _L/.771.'Y OTHER (Explain) gc o,,j FINAL DOCUMENTATION (Verify applicable items included)

F

23.

Alternate or check calcs "1

Al*

24.

Summary of test results.,vo-

-i'4-.C-UL.47-7-jS o).,L-V V1,,,tS.,-I 4/ZYE

25.

Comments (errors, discrepancies, recommendations). No c_.e*..*s o; ca.A,-C,--G,ý" AJo7-LV.

%..f)2, a

26.

Method of resolution of comments.

-'.l),,-'-.tO Completed By:

___-22

/_

Date: _4-Z&*

3087 (DOCUMENT CHANGE, HOLD AND COMMENT M

incorporated:

FOR ADMINISTRATIVE.

Res Supv:

GSE-NGV-soc Ref:

AWI-05.01.25 SR: A N, Freq 10 tyrs USE ONLY.

ARMS:

3495 1

Dcc Te.:

3042 1 Admin initfals: 1_f I Date:-

M/jrs

____2 25-111

THIS PAGE IS AN OVERSIZED DRAWING OR FIGURE, THAT CAN BE VIEWED AT THE RECORD TITLED:

DWG. NO. B779R3 "60,000 GAL U.G. OIL TK FOR BECHTEL CORP."

WITHIN THIS PACKAGE...OR, BY SEARCHING USING THE DOCUMENT/REPORT NUMBER B779R3 NOTE: Because of this page's large file size, it may be more convenient to copy the file to a local drive and use the Imaging (Wang) viewer, which can be accessed from the Programs/Accessories menu.

D-1

Exhibit C Supplemental License Amendment Request and Response to Request for Additional Information Regarding License Amendment Request for Revision to Standby Diesel Generators Technical Specifications and Surveillance Requirements Current Monticello Technical Specification Pages Marked Up With Proposed Change This Exhibit consist of current Monticello Technical Specification and Technical Specification Bases pages marked up with the proposed changes. These pages replace the pages included in Exhibit B of NMC submittal dated September 27, 2001 and should be inserted as described below:

Remove and Insert Instructions for Previously Submitted Pages:

Remove Pages:

Insert for Page 202 Insert for Page 204 Insert for Page 205 Insert Pages:

Insert for Page 202 Insert for Page 204 Insert for Page 205

u uannnrn,.Ir'~

Im'--rlTKI10 CAD O-DlATlIM Insert for page 202 a.U LIIiI H IM4.

%.jJPAI' I i.i

c. When a diesel generator is required to be operable, maintain air pressure for both associated air starting receivers> 165 psig.

1) With one diesel generator starting air receiver pressure

< 165 psig, restore [both] starting air receiver[s] pressure to

> 165 psig within 7 days, or declare the associated diesel generator inoperable.

2) With both diesel generator starting air receivers pressure

< 165 psigf-[but > 125 psig, restore one starting air receiver to > 165 psig and enter TS LCO 3.9.B.3.c.1, or restore both starting air receivers pressure to >165 psig within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />. If neither action can be accomplished within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />,], immediate* y declare the associated diesel generator inoperable.

[3) With both diesel generator starting air receivers pressure < 125 psig, immediately declare the associated diesel generator inoperable.]

c.

Verify each required operable diesel generator air start receiver pressure is > 165 psig once per month.

4.n *qHRVt:1LLAN1,::tr'K*-UitRtE-it:N n

Insert for page 204 Each diesel generators starting air receiver[s] has[have] the capability of providing a minimum of at least twe-(2)

[three (3)] engine starts without any assistance from the air compressors when maintained at greater than or equal to 165 psig. If one starting air receiver is below its required pressure [of 165 psig,] then it must be returned to its required pressure within 7 days, [restore both starting air receivers pressure to > 165 psig within 7 days. The 7 days to restore pressure to > 165 psig is acceptable because there is sufficient air pressure to start the associated diesel generator a minimum of three (3) times. If the action cannot be performed within 7 days, declare the] er-its associated diesel generator must be declared inoperable. [With both diesel generator starting air receivers pressure < 165 psig but > 125 psig, restore one starting air receiver to > 165 psig and enter TS LCO 3.9.B.3.c.1, or restore both starting air receivers pressure to > 165 psig within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />. If neither action can be accomplished within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br /> declare the associated diesel generator inoperable. The 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br /> to restore one of the starting air receivers to > 165 psig and entering the TS LCO 3.9.B.3.c.1, or restoring both starting air receivers to > 165 psig within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br /> is acceptable based on the remaining air start capacity, the fact that most DG starts are accomplished on the first attempt, and the low probability of an event during this brief period.] If both starting air receivers, for the same diesel generator, are below thek reqUi*ed pressure. of 125 psig], immediately declare the associated diesel generator inoperable.

Insert for page 205 The Surveillance Requirement for diesel generator starting air receivers ensures that, without the aid of the refill compressors, sufficient air start capacity for each diesel generator is available. The system design requirements provide [power to start each diesel generator engine from two independent air starting systems. Each system consist of a pair of compressed air starting motors, an air dryer, strainer, air line lubricator, and related storage tanks, that provide 100 percent redundancy for each diesel generator's starting air system. Starting at a nominal pressure of 200 psig, each air starting system has adequate capacity to start its associated diesel generator five times without recharging. The limit of 165 psig provides]

minimum air pressure to support twe [three DG] engine starts, from each of the two starting air receivers associated with each diesel generator, without recharging[, this provides for a total of six (6) starts for the associated diesel generator.]. The monthly surveillance requirement frequency for verifying the pressure in each starting air receiver takes into account the capacity, capability, redundancy, and diversity of the AC sources and other indications available in the control room, including alarms, to alert the operator to below normal air start pressure.

Exhibit D Supplemental License Amendment Request and Response to Request for Additional Information Regarding License Amendment Request for Revision to Standby Diesel Generators Technical Specifications and Surveillance Requirements Revised Monticello Technical Specification Pages This Exhibit consist of revised Monticello Technical Specification and Technical Specification Bases pages that incorporate the proposed changes. These pages replace the pages included in Exhibit C of NMC submittal dated September 27, 2001 and should be inserted as described below:

Remove and Insert Instructions for Previously Submitted Pages:

Remove Pages:

202 204 204a 205 Insert Pages:

202 204 204a 205

I I 3.9/4.9 4.0 SURVEILLANCE REQUIREMENTS 3.0 LIMITING CONDITIONS FOR OPERATION

b.

For the diesel generators to be considered operable, there shall be a minimum of 38,300 gallons of diesel fuel (7 days supply for 1 diesel generator at full load @ 2500 KW) in the diesel oil storage tank.

c.

When a diesel generator is required to be operable, maintain air pressure for both associated air starting receivers

_> 165 psig.

1)

With one diesel generator starting air receiver pressure < 165 psig, restore both starting air receivers pressure to L-165 psig within 7 days, or declare the associated diesel generator inoperable.

2)

With both diesel generator starting air receivers pressure < 165 psig but

_ 125 psig, restore one starting air receiver to - 165 psig and enter TS LCO 3.9.B.3.c.1, or restore both starting air receivers pressure to _> 165 psig within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />. If neither action can be accomplished within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />, declare the associated diesel generator inoperable.

3)

With both diesel generator starting air receivers pressure < 125 psig, immediately declare the associated diesel generator inoperable.

b.

1) Once a month the quantity of diesel fuel available shall be logged.

2)

During the monthly generator test, the diesel fuel oil transfer pump and diesel oil service pump shall be operated.

3)

Once a month a sample of diesel fuel shall be taken and checked for quality.

c.

Verify each required operable diesel generator air start receiver pressure is

>165 psig once per month.

202 Amendment No. 3, 75, 80 I

I I

I 1 4.0 SURVEILLANCE REQUIREMENTS

Bases 3.9:

The general objective is to assure an adequate supply of power with at least one active and one standby source of power available for operation of equipment required for a safe plant shutdown, to maintain the plant in a safe shutdown condition, and to operate the required engineered safeguards equipment following an accident.

AC for shutdown requirements and operation of engineered safeguards equipment can be provided by either of the two standby sources of power (the diesel generators) or any of the three active sources of power (No. 1 R, No. 2R, or No. 1AR transformers). Refer to Section 8 of the USAR.

To provide for maintenance and repair of equipment and still have redundancy of power sources, the requirement of one active and one standby source of power was established. The plant's main generator is not given credit as a source since it is not available during shutdown.

The plant 250 V dc power is supplied by two batteries. Most station 250 V loads are supplied by the original station 250 V battery. A new 250 V battery has been installed for HPCI loads and may be used for other station loads in the future. Each battery is maintained fully charged by two associated chargers which also supply the normal dc requirements with the batteries as a standby source during emergency conditions. The plant 125 V dc power is normally supplied by two batteries, each with an associated charger. Backup chargers are available.

The minimum diesel fuel supply of 38,300 gallons will supply one diesel generator for a minimum of seven days of full load (2500 KW) operation. Actual fuel consumption during this period would be 33,096 gallons, but the minimum tank level has been established at the higher 38,300 gallon value to allow for instrument inaccuracy, pump suction vortexing, tank volume uncertainties, and the location of the suction piping within the tank. Additional diesel fuel can normally be obtained within a few hours. Maintaining at least 7 days supply is therefore conservative.

Each diesel generator starting air receivers have the capability of providing a minimum of at least three (3) engine starts without any assistance from the air compressors when maintained at greater than or equal to 165 psig. If one starting air receiver is below its required pressure of 165 psig, restore both starting air receivers pressure to _> 165 psig within 7 days. The 7 days to restore pressure to Ž_ 165 psig is acceptable because there is sufficient air pressure to start the associated diesel generator a minimum of three (3) times. If the action cannot be performed within 7 days, declare the associated diesel generator inoperable. With both diesel generator starting air receivers pressure < 165 psig but _ 125 psig, restore one starting air receiver to _> 165 psig and enter TS LCO 3.9.B.3.c.1, or restore both starting air receivers pressure to _ 165 psig within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />. If neither action can be accomplished within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />, declare the associated diesel 3.9 BASES 204 Amendment No. 41, 51, 75, 77, 80, 100-a

Bases 3.9 (Continued):

generator inoperable. The 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br /> to restore one of the starting air receivers to _> 165 psig and entering the TS LCO 3.9.B.3.c.1, or restoring both starting air receivers to _ 165 psig within 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br /> is acceptable based on the remaining air start capacity, the fact that most diesel generator starts are accomplished on the first attempt, and the low probability of an event during this brief period. If both starting air receivers for the same diesel generator are below 125 psig, immediately declare the associated diesel generator inoperable.

In the normal mode of operation, power is available from the offsite sources. One diesel may be allowed out of service based on the availability of offsite power provided that the remaining diesel generator is demonstrated to be operable within 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br />. This test is required even if the inoperable diesel is restored to operability within 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br />. Thus, though one diesel generator is temporarily out of service, the offsite sources are available, as well as the remaining diesel generator. Based on a monthly testing period (Specification 4.9),

the seven day repair period is justified. (1)

(1) "Reliability of Engineered Safety Features as a Function of Testing Frequency", I.M. Jacobs, Nuclear Safety, Volume 9, No. 4, July - August 1968.

3.9 BASES 204a Amendment No.

I

Bases 4.9:

The monthly test of the diesel generator is conducted to check for equipment failures and deterioration. Testing is conducted up to equilibrium operating conditions to demonstrate proper operation at these conditions. The diesel will be manually started, synchronized to the bus and load picked up. It is expected that the diesel generator will be run for one to two hours. Diesel generator experience at other generating stations indicates that the testing frequency is adequate to assure a high reliability of operation should the system be required.

In addition, during the test when the generator is synchronized to the bus it is also synchronized to the offsite power source and thus not completely independent of this source. To maintain the maximum amount of independence, a thirty day testing interval is also desirable.

The Surveillance Requirement for diesel generator starting air receivers ensures that, without the aid of the refill compressors, sufficient air start capacity for each diesel generator is available. The system design requirements provide power to start each diesel generator engine from two independent air starting systems. Each system consists of a pair of compressed air starting motors, an air dryer, strainer, air line lubricator, and related storage tanks that provide 100 percent redundancy for each diesel generator's starting air system. Starting at a nominal pressure of 200 psig, each air starting system has adequate capacity to start its associated diesel generator five times without recharging. The limit of 165 psig provides minimum air pressure to support three diesel generator engine starts, from each of the two starting air receivers associated with each diesel generator, without recharging, this provides for a total of six (6) starts for the associated diesel generator. The monthly surveillance requirement frequency for verifying the pressure in each starting air receiver takes into account the capacity, capability, redundancy, and diversity of the AC sources and other indications available in the control room, including alarms, to alert the operator to below normal air start pressure. During the monthly load test of the diesel generators, the diesel fuel oil transfer pump and diesel oil service pump will be operated. A sample of diesel fuel will be taken monthly to assure that the quality remains high.

The test of the emergency diesel generator during the refueling outage will be more comprehensive in that it will functionally test the system, i.e., it will check diesel starting and closure of diesel breaker and sequencing of loads on the diesel. The diesel will be started by simulation of a loss of coolant accident. In addition, an undervoltage condition will be imposed to simulate a loss of offsite power. The timing sequence will be checked to assure proper loading in the time required. The only load on the diesel is that due to friction and windage and a small amount of bypass flow on each pump. Periodic tests between refueling outage check the diesel to run at full load and the pumps to deliver full flow. Periodic testing of the various components plus a functional test at a refueling interval are sufficient to maintain adequate reliability.

Although station batteries will deteriorate with time, utility experience indicates there is almost no possibility of precipitous failure. The type of surveillance described in this specification is that which has been demonstrated over the years to provide an indication of a cell becoming irregular or unserviceable long before it becomes a failure.

In addition, the checks described also provide adequate indication that the batteries have the specified ampere-hour capability.

3.9 BASES 205 Amendment No. 0, 1 00a