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Enclosure 1 - ESI Document Number 6012458-TR-1, Revision 1, Dated August 25, 2004 Test Report of an EMD MP Radiator Fan Drive with Degraded Lower Pillow Block Bearing Mounting Bolts
	ML042790172
Person / Time
Site:	Oyster Creek
Issue date:	08/25/2004
From:	; AmerGen Energy Co, Exelon Corp
To:	; Office of Nuclear Reactor Regulation
References
	2130-04-20206 6012458-TR-1, Rev 1, ESI IWO 60-12458
	Download: ML042790172 (86)
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ENCLOSURE 1 ESI Document Number 6012458-TR-1, Revision 1, Dated August 25, 2004 "Test Report of an EMD MP Radiator Fan Drive With Degraded Lower Pillow Block Bearing Mounting Bolts"

ORIGINAL When Stamped in Blue Document Number: 6012458-TR-1 Revision 0: 10AugO4 Revision 1: 25AugO4 Test Report of an EMD MP Radiator Fan Drive With Degraded Lower Pillow Block Bearing Mounting Bolts Exelon Amergen Energy Oyster Creek Nuclear Generating Station PO 1002090 ESI IWO 6012458 Prepared By:

Date: aaeZL.

Reviewed By:

O Date: _t__/__

I/

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6012458-TR-1 Record of Revisions Page:

1 of 1 REV I DATE I PAGE I PARA I DESCRIPTION 0

10Aug04 Original Issue I

25Aug04 Table of Added "Appendix E Joliet, IL, Weather Data 28 & 29 Jul Contents 04, and Appendix F Goodyear Belt Inspection Notes 4

3.0

"...that 1X... pillow block bearing" was "...and representative of values typically seen at Oyster Creek."

Deleted, "Note that the...bearing pedestal."

Deleted, "During this testing... the intended testing" from first paragraph, rewritten as a new paragraph 5

Added, "...(top bolt... removed)"

Deleted, "It was noted... have been involved."

6-7 Added paragraph, "Note that the... rated speed."

7 Deleted, "The radiator core... during this test."

Deleted, "However, it appears...to stabilize."

"proper operation of the fan" was "prevent the fan belt from slipping."

4.0 Added "Bearing Inspection". Deleted 2nd paragraph,

'The bearing...6 hour6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months test."

8 4.0 Added Figures 9 - 23 and all associated text.

Renumbered remainder of report as necessary.

21 6.0 Added, "...as demonstrated in this test program" in 1 st paragraph, 1t sentence.

Deleted, "Since it was reported that" in last paragraph, 2nd sentence.

"also reported" was "heard" in last paragraph, 2nd sentence.

Deleted, "in the absence of further detailed information," from last paragraph, last sentence.

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1 of 1 TABLE OF CONTENTS SECTION DESCRIPTION PAGE 1.0 2.0 3.0 4.0 5.0 6.0 PURPOSE

SUMMARY

OF RESULTS DESCRIPTION OF TESTING POST-TEST INSPECTION DESCRIPTION OF BEARING MOTION CONCLUSION 1

1 7

9 10 APPENDIX A APPENDIX B APPENDIX C APPENDIX D APPENDIX E APPENDIX F DOCUMENT NUMBER: 6012458-TP-1 FAN SPEED COMPARATIVE CHARTS SELECTED TEST DATA UNIFIED ENGINEERING EQUIPMENT LISTING JOLIET, IL WEATHER DATA, 28 & 29 JUL 04 GOODYEAR BELT INSPECTION NOTES

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1 of 21 1.0 PURPOSE This report describes the results of a test carried out during 27-29Jul04 utilizing an EMD MP36 diesel generator unit as the test specimen. The purpose of the test was to determine if the diesel generator could operate for a minimum of 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months at rated load, with the PTO-driven fan drive shaft's pillow block bearing (lower drive shaft bearing) hardware in a degraded condition.

The specific condition to be tested was with the lower bolt removed, and with the upper bolt loosened. This scenario was intended to mimic that found recently after routine maintenance on an MP45 diesel generator at Oyster Creek Nuclear Generating Station.

2.0

SUMMARY

OF RESULTS The test was terminated after approximately 6 hours6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months of operation of the diesel generator.

During the entire test, the radiator fan was operating at reduced speeds due to drive belt slippage. This led to elevated operating temperatures, and ultimately to automatic engine shutdown due to high coolant temperature.

The cause of the reduced fan speed was due to belt slippage, a condition directly attributed to the degraded pillow block bearing hardware configuration. This will be discussed later in this report.

3.0 DESCRIPTION

OF TESTING Test Setup The specific unit used as the test specimen was Unit 1 (Fig. 1) of the five unit MU diesel generating plant at the Midwest Generation, Joliet Generating Station, a fossil fired power plant.

Prior to testing the diesel generator, ESI Field Service technicians performed a thorough inspection, tune-up, repair, and general housekeeping of the unit to prepare it for service.

This was necessary due to the lack of routine maintenance and operation this unit had received in the previous several years. In addition, ESI contracted with Siemens to service the generator switchgear and calibrate and test all generator protective relays.

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25AugO4 2 of 21 Fig. 1 - MP36 Unit 1, Joliet Generating Station

'7'AO I< 11 kl-7_ -

S ESI contracted with Unified Engineering, Inc. to provide data acquisition for the test.

Instrumentation was installed to monitor and record jacket water temperature into the engine, lubricating oil temperature out of the engine, lubricating oil pressure, engine rpm, fan rpm, and pillow block bearing vibration in 3 axes at the pedestal. These signals were recorded on an 8 channel digital tape recorder. Additionally, 2 video cameras were set up to provide a visual and audible record of the test. Note that a condensed videotape has been provided directly to Exelon by Unified Engineering.

Two (2) emergency stop pushbuttons were installed to provide remote shutdown capability of the diesel. One e-stop was located just outside the diesel enclosure, near the fan end of the engine, and the other e-stop was located at the instrumentation display area. These e-stops were made available for use by the test team, in case a severe condition required immediate stoppage of the diesel generator.

The standard shaft guard which is designed to prevent personnel from coming into contact with the rotating PTO shaft was replaced with a heavy duty shaft guard (Fig. 2). This was installed to prevent any collateral damage should the PTO shaft become loose during testing.

Oyster Creek supplied a PTO shaft and bearing assembly and the pillow block mounting hardware for this test. In addition, the pillow block bearing housing was dimpled at the location of the tensioning bolt to simulate reported site as-found conditions.

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i;';0 i'^s'.^t'z't;^;0'S0C'1 able Fig. 2 - Heavy Duty Shaft Guarrd Deviations from ESI Document No. 6012458-TP-1 During the days between issuance of ESI's Test Plan (Appendix A) and start of actual testing, some changes to the plan were requested. These consisted of the following

>- Step 6.2.11 Calibration of engine temperature and pressure switches was not done.

This was mitigated by the use of additional data acquisition instrumentation.

Step 6.5 Additional guards were not installed.

>- Step 6.9 The automatic shutdown for high water temperature was left in service.

The unit did not have a high oil temperature switch.

>- Step 7.0 The unit was operated in Automatic in lieu of Manual as directed.

>- Step 7.3 Video was not available during this step.

Step 7.4 Opening of the DC fuse panel knife switch was an alternative and effective means of tagging out the unit.

Step 7.4.a An additional test step was run. For this step the pillow block bearing mounting bolts were loosened 1/4" each. Results are documented below.

Steps 7.8/9 After the initial testing, a jumper was installed to bypass the standard 90 second idle timer.

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4 of 21

>- Step 7.10 Loading was allowed to automatically occur via the standard generator controls.

>- Step 7.12 The unit tripped after approximately 6 hours6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months of loaded operation. Load was automatically dropped from the unit via the standard generator shutdown controls.

App. A Vibration was not recorded at Location 1. Locations 15-17 were added for the pillow block bearing mounting pedestal.

Preliminary Testing On 27Jul04, a baseline test was performed to test out instrumentation signals, and to manually gather vibration data from various locations about the unit. The vibration data was reviewed by Exelon's Arvin Ho and compared to historical Oyster Creek data. Exelon was satisfied that the vibration recorded was acceptable, and that 1X (typically due to imbalance) and 2X (typically due to alignment) vibration levels were comparable between the Joliet and Oyster Creek units (See Appendix C). Note that acceptance criteria are not established for the PTO shaft pillow block bearing.

During this testing with the diesel engine operating at 900 rpm, the fan speed sensor indicated a fan speed of 568 rpm. The rated speed of the fan is 571 rpm with the engine at 900 rpm, and the Y2% error was attributed to sensor accuracy. This was considered an acceptable value for the purposes of the intended testing.

An additional test was run on 27Jul04 with the pillow block bearing bolts in place, but with both bolts loosened such that the nuts were backed off leaving a 1/4 inch gap. This condition was not the as-found condition at Oyster Creek, but was added to get a feel for the kind of response that would be seen with degraded hardware.

The results of this test indicated that belt slip was audible during both engine cranking and during acceleration from idle to rated speed. Once steady state speed was achieved, the belt slip was minimal to none. The fan speed sensor did indicate that the fan shaft speed was 563 rpm, approximately 5 rpm lower than the speed noted above, and therefore a small amount of belt slip may have been present. All engine pressures and temperatures were satisfactory during this limited testing. The unit was operated for less than 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months in this condition.

Formal Testing On 28Jul04, the planned 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months load test was begun. At approximately 10 am, the unit was started, an instrumentation check was performed, and operation of the added e-stop circuits was tested. These tests were performed with a properly tensioned fan belt, and with the pillow block bearing hardware in place.

The e-stop circuit did not work properly. This testing was performed with the Auto-Manual control switch (AMS) in the Manual position, which prevented the e-stop circuit from operating. Once the control switch was changed to Auto, the e-stop worked as designed. It was determined that a temporary jumper that was part of the test setup had been inadvertently left out. The jumper would have allowed the e-stop circuit to operate regardless of the position of AMS. Since the remainder of the testing was planned to run in the Auto position, the jumper was left out of the circuit.

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25Aug04 5 of 21 Once the controls were proven, the lower pillow block bearing bolt was removed, and the upper bolt was loosened % inch, per Exelon specification. It was immediately noticed that this allowed the pillow block bearing and PTO shaft to rotate away from the pedestal (Fig. 3).

This motion was a pivoting motion about the tensioning screw, and it relieved some of the belt tension. The pillow block bearing also moved vertically downward slightly; enough that the top of the bearing housing was no longer in contact with the tip of the tensioning screw.

This did not mimic the as-found condition at Oyster Creek according to their representative, Dave Jones.

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Fig. 3 - Static Condition, Lower Bolt Removed, Upper Bolt Loose t::f:.

Reinstallation of the pillow block bearing hardware, and retensioning of the belt was performed. This time, with the hardware degraded (top bolt WA" loosened, and bottom bolt removed), the bearing remained in contact with the tensioning screw to the satisfaction of all present.

At approximately 12:10 pm, the test was restarted. Significant cyclical motion of the bearing was observed pivoting away from and back towards the pedestal, with a coincident loss of average fan speed. Fan speed was recorded as 360 rpm at the beginning of the test, but was decreasing throughout to 326 rpm at the end of the test. This test was abbreviated to approximately 13 minutes of operation at full load, due to the fact that the shaft was contacting the shaft guard (Fig. 4). The test was aborted to move the shaft guard and allow unhindered shaft motion.

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25AugO4 6 of 21 Fig. 4 - Evidence of Shaft to Guard Contact After several hours repositioning the shaft guard, the test was restarted at approximately 6:24 pm. For this test, a jumper had been installed to short out the idle time delay and provide a fast start signal to the diesel engine. Once the engine was started and accelerated to rated speed, indicated fan speed was 380 rpm (66.5% of rated). This dropped in the first 6 minutes of testing to 361 rpm and continued slowing, although the fan speed signal was intermittent. Fan speed appeared to settle at about 320 rpm (56% of rated) until approximately 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months and 22 minutes into the test, the diesel generator tripped on reverse power.

It was determined that the unit trip was caused by a depleted fuel supply. The main fuel oil supply valve at the fuel oil storage tank was found in the closed position, likely placed in that position at the end of the previous day's testing, and inadvertently left in that position.

The diesel generator circuit breaker tripped, and the unit returned to idle speed while the problem was being located. Once the protective relay was reset, and the fuel oil supply was restored, the unit was given a restart signal. The unit accelerated to rated speed, automatically synchronized to the commercial load bus, closed the circuit breaker, and reloaded. The test had only been interrupted for about 3 minutes.

Note that the engine did not stop operating during the 3 minute interruption, but remained operating at idle speed. Accelerating the engine from idle to rated speed subjected the belt to additional stresses than would not have occurred if the engine had remained at rated

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7 of 21 speed. The additional stresses were from the torque required to accelerate the fan from idle to rated speed.

The test continued for approximately another 4-1/2 hours before the unit automatically tripped again. This trip was determined to be caused by the high water temperature shutdown switch, and signaled that the test had failed. Apparently at this point, insufficient cooling air was being supplied to the unit's radiator, and the engine had overheated.

Prior to the over temperature shutdown, engine temperatures had stabilized. Jacket water inlet temperature stabilized at approximately 1850F, and lubricating oil temperature out of the engine stabilized at approximately 231 "F. For this engine, the temperature shutdown switch is located in the cooling system, and is set for 195-200'F water inlet temperature. Although site ambient temperature was not recorded, ambient temperature in the Joliet, IL area, during the hours of the test was in the upper 70's at the start of the test and had dropped to the low 60's by the end of the test (See Appendix E).

Near the end of the test, with the generator kW load and thus the heat load into the radiator constant, airflow across the radiator core was reduced to an insufficient amount to prevent temperature increases. During the last 10 minutes of the test, jacket water temperature increased 9-100F, and tripped the high water temperature shutdown switch.

Final Test On 29Ju104, at the request of Dave Jones, ESI retensioned the fan belt, and installed a temporary wedge in place of the lower pillow block bearing bolt. The purpose of this test was to determine if starting the unit with the pillow block bearing in its normal location, and then simulating loss of the bottom bolt would have a different outcome than the previous tests.

With the wedge in place, the fan accelerated along with the engine to rated speed. However once the wedge was removed, the pillow block bearing and PTO shaft assembly assumed the same cyclical pivoting motion seen in the previous tests, and fan shaft speed began decaying. Speed dropped from an indicated 568 rpm to approximately 371 rpm in 3 minutes. The test was aborted approximately 5 minutes after the wedge was removed.

It was concluded from this test that keeping the pillow block bearing in contact with the mounting pedestal is crucial to proper operation of the fan.

4.0 POST TEST INSPECTION After completion of all testing, the instrumentation package was removed, and ESI technicians removed the 8-groove vee belt and the Oyster Creek furnished PTO shaft, bearing, and bearing hardware.

Bearing Inspection The dimple drilled into the bearing housing prior to the testing may have been elongated somewhat, indicating the tensioning bolt had gouged the housing during its cyclical pivoting about this point.

In addition, the upper hardware used to fasten the bearing to the pedestal was damaged (Fig. 5-8). The flat washer under the head of the bolt was dished, with a corresponding roll up of the bolt's washer face. The flat washer used on the back side of the pedestal was

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25AugO4 8 of 21 also dished. The exposed bolt threads were damaged, apparently from sliding contact through the pedestal and bearing housing, and some material was distressed on the nut. All of this damage is also attributed to the harsh pounding this hardware withstood during testing.

Fig. 5 - Damaged Upper Pillow Block Bearing Mtg Hardware Fig. 6 - Damaged Nut Threads 4 I Fig. 8 - Dished Washer B jDamaged s

Fig. 7 - Dished Washer A, Note Rolled Bolt Threads The bearing assembly was removed from the shaft, inspected, and disassembled. While still mounted on the shaft, rotation of the outer bearing housing seemed to indicate some noise and harshness. However, once removed from the shaft, bearing noise was slight.

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25AugO4 9 of 21 I

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10 - Pillow Block Bearing Assembly, Diesel Engine End View

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25AugO4 10 of 21 The bearing assembly was found well-greased. As can be seen in Figure 10, some grease had worked its way out of the assembly, evidenced by both the red-colored grease and the grey-colored grease visible outside of the grease seal. The red-colored grease is the color of fresh grease, while the grey-colored grease appears to be oxidized and was present throughout the interior of the assembly as seen below in Figures 11-13.

Fig 11 - Bearing With One Grease Seal Removed (Note: Retaining Ring Loose)

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25AugO4 11 of 21 Fig 12 - Bearing Assembly Removed from Housing Figure 12 is a view with the bearing assembly (sleeve, rollers and cages, and outer race) removed from the outer housing assembly. The central groove in the O.D. of the outer race distributes grease from the nipple in the outer housing into the roller elements via 3 drilled passages through the outer race. These passages were clear and the presence of grease was well established in the roller area.

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25Aug04 12 of 21 Fig 13 - Outer Race Removed The outer race was cut into 2 pieces, and removed, exposing the rollers, cages, and spacer. As can be seen in Figure 13, grease was well distributed. Note all of the grease shown in Figures 11-13 had the grey discolored appearance.

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_11 Fig 14 - Outer Race Removed (cut into 2 pieces)

Figure 14 is a view of the outer race, split into 2 pieces for removal. The race has been cleaned in this image. The race appeared to be in good condition, however closer examination reveals 2 wear areas that correspond to the locations of the rollers.

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25AugO4 14 of 21 WI Matte Finish Fig 15 - Outer Race Wear Figure 15 shows a view looking down into the concave surface of the outer race. In this view, the center of the race is shiny, and the stripes located on each side of center have a matte finish, that appears to be wear from the rollers.

Wear Marks

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Wear Marks Fig 17 - Inner Race Wear Fig 16 - Inner Race Wear

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25AugO4 15 of 21 As seen in Figures 16 and 17, the inner race has a similar wear pattem. However in this case not only is there an overall dull or matte finish to the surface, but there are also numerous linear indications that are oriented parallel to the shaft centerline. These marks may be signs of Brinelling, due to the impact forces experienced by the bearing during the Joliet testing.

While it is difficult to photograph the linear indications, it can be seen from inspections that there are approximately 5-6 indications on the PTO end inner race, and approximately 45 or more visible indications on the engine end inner race. None of the indications can be felt by hand, but are more accurately characterized as "streaks" rather than indentations.

Fig 18 - Roller element As seen in Figure 18, linear indications were also present on many of the roller elements.

These were more numerous and more readily discemable on elements removed from the engine end roller element than from the PTO end. Figure 18 is an element from the engine end roller assembly, with linear streaks evident on the surface.

The overall impression of the bearing's condition is that it remains in an operable condition, but has experienced some distress from the impacts experienced during the Joliet testing.

It does not appear to be damaged seriously enough to have prevented the test from operating to completion.

PTO Drive Flange Bonded Joints The PTO drive flange at the front of the EMD diesel engine includes a group of five (5) rubber bonded joints in the case of the Joliet MP36 unit. Reportedly there are ten (10) joints in the hub at the Oyster Creek site.

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25AugO4 16 of 21 For the Joliet test, the rubber joints that were in place prior to the start of testing were visually inspected, and considered suitable for use. Therefore ESI did not replace these for the test.

After the completion of testing, ESI again visually inspected the bonded rubber joints, and determined they remained in an operable condition. Therefore these items were left in service.

Engine Inspection ESI also performed a post-test inspection of the diesel engine to ascertain if any damage had occurred during testing. No damage was discovered.

Vee Belt Inspection The belt was visually examined at ESI and shipped to Goodyear Tire & Rubber Co.

(manufacturer of the belt) for examination. Visually some glazing and rubber residue was found on the surface of the belt. Figure 19 has a shiny, reflective surface. This is the glazed surface of the belt due to excessive slip conditions.

Fig 19 - Vee Belt Notes from Goodyear regarding their inspection of the belt as well as a cross-sectional view can be found in Appendix F. Essentially their conclusion was that the belt was serviceable and would have continued to function for the duration of the 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months Joliet test. However, it was also stated that with slip, the frictional properties would continue to degrade. A glazed belt surface has a reduced coefficient of friction as compared to a fresh belt. While the

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17 of 21 construction of the belt was considered in tact and in no jeopardy of failure, the capability of the belt to transmit the necessary torque to drive the fan was being negatively impacted.

Regarding belt stretch, Goodyear noted that this belt, due to its construction utilizing aramid fiber tensile elements, would not stretch any significant amount. In addition, the belt length was found to be just 0.100" longer than nominal.

The Goodyear report also indicated that no tensile fibers in the belt were exposed. This agrees with ESI's observations, wherein the surface of the belt that is glazed, may exhibit signs that the outer fabric fibers are visible but the heavy tensile fibers are deeply imbedded in the construction of the belt, and therefore are not visible. The outer fabric fibers are visible (coated with rubber) even on the inner diameter of the belt, i.e. in a non-load bearing portion of the belt. This is true of a new belt.

ESI sectioned the belt. See Figure 20. The heavy fibers located near the outer band of the belt are the aramid tensile fibers.

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Fig 20 - Vee Belt Cross Section

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25AugO4 18 of 21 111 I -

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- A e!=I Outer Band Fabric Fibers I

Tensile Fibers I iI i1 I I I iII

-A Fig 21 - Vee Belt Cross Section Closeup IMolded Edge Exposed FibersI Fig 22 - Belt Edge (1)

Fig 23 - Belt Edge (2)

Figures 22 & 23 are views of the long edge of the belt, taken from both sides. Figure 22 shows the edge that was towards the engine end of the unit during the testing in Joliet. This edge has a fresh appearance, with the upper dark line being a molded edge that is approximately 0.020" raised above (out of the page) from the remainder of that surface.

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19 of 21 Figure 23 shows the same view on the opposite side of the belt (towards the fan end of the unit at Joliet). This edge has been distressed and is showing exposed fibers from the outer band of the belt. This side of the belt also exhibits a lighter color and the fabric fibers that are near the outer surface are becoming visible, due to loss of rubber coating. This damage may have been caused by a rough edge or from continuous operation with some axial misalignment of the belt sheaves. Misalignment of the sheaves was reported by Oyster Creek's Dave Jones during the Joliet testing.

5.0 DESCRIPTION

OF BEARING MOTION During the entire 6 hour6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months test on 28-29Jul04, the 8-groove vee belt slipped, such that the fan speed was reduced to approximately 56% of rated. Since fan airflow is directly proportional to fan speed, we can assume a reduction in airflow accompanied the reduction in speed.

This ultimately led to high engine water temperature and automatic engine shutdown.

The normal maintenance procedure is to loosen the pillow block bearing bolts, adjust belt tension using the %-16 pillow block adjusting bolt, and then to tighten the pillow block bearing bolts. Adjusting the belt in this manner, applies a tensile force in the belt on both sides of the sheaves. This force pulls upward on the lower sheave, which is resisted by the combination of a downward force from the tensioning bolt and the clamping force of the pillow block bearing hardware.

Because the centerline of the fan is offset to the right approximately 3" (when viewed from the diesel engine) relative to the pedestal mounting surface, and since the resultant force from the belt tension is an upward vertical force at the shaft centerline, removal of the lower pillow block bearing bolt causes a counterclockwise (ccw) rotation, i.e. the bearing and PTO shaft rotates to the right and upward, pivoting about the tip of the adjusting bolt.

If the upper bolt was properly tensioned, with the lower removed, there may have been sufficient bearing surface and clamping force to prevent or lessen this rotation. But with the upper bolt loosened 1/2', per the as-found condition at Oyster Creek, the bearing was free to pivot about the tensioning bolt.

The effect of this static pivot of the pillow block bearing was to reduce belt tension. The force of gravity on the PTO shaft and sheave reduce this tendency to pivot somewhat, but not enough to prevent it.

The rotation of the fan is counterclockwise (the same as the diesel engine) when viewed from the engine. Therefore, the left side of the belt coming over the top of the fan sheave and down towards the PTO sheave sets up a force that is offset to the left side of the pillow block bearing due to the sheave diameter of 12.5". This creates a clockwise (cw) moment, and therefore a restoring motion to the pillow block bearing causing the bearing to pivot back towards the pedestal.

During engine operation, the result of the above varying forces is the cyclical motion observed during testing. In the static condition, the belt tension forces cause the bearing to pivot away from the pedestal to a state of equilibrium with the restoring gravity force.

Once started, it appears that a resonant situation occurs, wherein the bearing pivots towards the pedestal due to the dynamic force required to rotate the fan. As the bearing

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20 of 21 rotates towards the pedestal, the belt tension is increasing. The belt preload is a maximum when the pillow block bearing is against or near the pedestal.

The cw bearing pivot is arrested, often by contact with the pedestal. This is exhibited in the loud banging noises heard and recorded during testing.

Once the motion is arrested, belt tension is sufficient to overcome the dynamic belt force and the gravity force, and therefore the ccw pivot occurs again.

As the ccw pivot is occurring, belt tension is decreasing and is a minimum at the top of the movement. While this is occurring, the belt apparently slips on the upper sheave, thus the deceleration in fan speed. However, the belt tension reduces sufficiently that the dynamic force and gravity force overcome the reduced preload, and the movement of the bearing is again arrested. The bearing then pivots cw back towards the pedestal.

This cyclic motion continues until the system is interrupted by changing conditions, such as belt stretch, or damage to the components involved. During the 6 hour6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months test, the cycle seemed to occur for a while, then the motion and audible sound would change, settling into a slightly different cadence; however the overall effect was fairly repetitive.

In the last few minutes of the test, the motion largely ceased. It is believed this was due to a reduction in belt preload. This may have been due to belt stretch, deepening of the pillow block bearing dimple or damage or self-adjustment of the tensioning bolt (the last being unlikely, since there was a locking nut in place on the tensioning bolt). A combination of these factors also may have been involved.

With a loss of belt preload, the static forces that previously tended to pivot the bearing away from the pedestal are reduced. Likewise, loss of preload would allow more belt slip and a coincident reduction of the restoring force and of fan speed.

Apparently near the end of the 6 hour6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months test, belt preload was lost, belt slip increased, fan speed decreased such that insufficient airflow existed across the radiator core, and therefore the engine overheated and shut down.

Although the fan speed signal was lost earlier in the test, the video shows the fan continued to operate right up to shut down of the engine. The gentler motion of the bearing was apparently due to the sum of the reduced dynamic and constant gravity forces overcoming the reduced belt preload. This new position was an obvious departure from the previous 5+

hours of operation, but unfortunately signaled impending shut down.

A closer analysis of the fan data determined that fan speed was not steady state, but was actually cyclical as well (See Appendix B). During testing, it was thought that fan speed was constant, but by increasing the sampling rate of the data, it was shown fan speed varied 4-6 rpm peak to peak over a 2-3 second cycle. This seems to indicate that belt slip was not constant, but can be better characterized by a slip-friction cycle. This cycle continued for the majority of the test, but likely ceased or was reduced in magnitude towards the end.

6.0 CONCLUSION

The MP36 test with degraded pillow block bearing bolts indicated that excessive fan belt slip would reduce the cooling capacity of the system to the point of overheating of the diesel engine and shutdown after 6 hours6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months of full load operation.

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21 of 21 Degradation of the pillow block bearing bolts to the as-found Oyster Creek condition does not adversely affect the diesel generator's ability to start (including fast start) or to carry rated load as demonstrated in this test program. For the duration of this test, the unit was loaded to 2000 kW. Fan load, and therefore belt load is a speed dependent function, not load dependent. Therefore the ability of the diesel generator to carry load is not compromised unless insufficient airflow conditions exist.

Conditions that could influence the timing of the shutdown include: belt tension prior to startup (preload), belt stretch, pillow block bearing damage, ambient temperature, cooling system capacity and fouling, temperature switch setpoint calibration, coolant chemistry, and the dynamic interaction of belt friction, belt wear, belt whip and sheave condition/geometry that led to the particular motion experienced in this test.

The unit failed to complete the desired 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months run time, but was successful in demonstrating the kinds of motion that the degraded setup would experience. Loud banging noises were also reported at the Oyster Creek site when the degraded condition was found (similar to the Joliet test). The hardware was tested in the as-found condition, and it is concluded that the Joliet test was an adequate demonstration of this condition.

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Appendix A Page:

601 2458-TR-1 1

25AugO4 1 of 1 APPENDIX A Document Number: 6012458-TP-1 Test Plan of an EMD MP Radiator Fan Drive With Degraded Lower Pillow Block Bearing Mounting Bolts

ORIGINAL When Stamped In Blue Document Number: 6012458-TP-1 Revision 0: 6Ju104 Test Plan of an EMD MP Radiator Fan Drive With Degraded Lower Pillow Block Bearing Mounting Bolts Exelon Amergen Energy Oyster Creek Nuclear Generating Station PO 1002090 ESI IWO 6012458 Prepared By:

I Date:

/4ZJV 0 4 Reviewed By:

Date:

7-Z: m I

This document, including all appendices and attachments, is proprietary to Engine Systems, Inc and shall not be reproduced or distributed without written consent from Engine Systems, Inc.

Document No.: 6012458-TP-1 Record of Revisions Page: 1 of 1 REV DATE PAGE PARA DESCRIPTION 0

6Jul04 Original Issue I

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Document No.: 6012458-TP-1 Revision:

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6Jul04 Table of Contents Page:

1 of 1 TABLE OF CONTENTS SECTION DESCRIPTION PAGE 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 APPENDIX A PURPOSE SCOPE REFERENCES PREREQUISITES RESPONSIBILITIES UNIT SELECTION / PREPARATION TEST PROCEDURE POST-TEST PROCEDURE ACCEPTANCE CRITERIA RECORDS FORMS 1

1 1

2 4

5 5

l This document, including all appendices and attachments, is proprietary to Engine Systems, Inc l

I and shall not be reproduced or distributed without written consent from Engine Systems, Inc.

l

Document No.:

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1 of 5 1.0 PURPOSE The purpose of this test is to determine if an EMD diesel generator will operate for a minimum of 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months at rated load, with the PTO-driven fan drive shaft's pillow block bearing (lower drive shaft bearing) hardware in a degraded condition. The specific condition to be tested is with the lower bolt removed, and with the upper bolt loosened. This scenario will mimic that found recently after routine maintenance on an MP45 at Oyster Creek Nuclear Generating Station.

An EMD MP36 diesel generator will be used to conduct this test. Differences between the MP36 and the MP45's radiator fan drive train will be evaluated 2.0 SCOPE This test includes functional operation of an MP36 diesel generator with PTO-driven radiator fan drive, located at Midwest Generation's Joliet Station, a coal fired power plant. The station is equipped with five (5) EMD MP36 diesel generators as standby power units. The diesel will be operated at baseline conditions, and then the radiator drive will be degraded to the conditions found at Oyster Creek. The diesel will then be operated to failure or a minimum of 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months (whichever comes first) with vibration and video surveillance equipment in place to record conditions.

3.0 REFERENCES

3.1 Exelon PO number 1002090 3.2 Exelon CAP# 2004-1184 3.3 EMD M.l. 1200, MP45 Cooling Fan and Related Drive Train Assembly 3.4 EMD M.l. 440, Panel Type Oil Bath Air Filters 3.5 EMD M.l. 1723, Scheduled Maintenance Program MP-Type Power Generating Units.

4.0 PREREQUISITES None.

5.0 RESPONSIBILITIES 5.1 Engine Systems Engineering 5.1.1 Development of test plan 5.1.2 Witness of test 5.1.3 Review of test results and preparation of test report This document, including all appendices and attachments, is proprietary to Engine Systems, Inc and shall not be reproduced or distributed without written consent from Engine Systems, Inc.

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2 of 5 5.2 Engine Systems Field Service 5.2.1 Inspections / Preparation of test diesel generator, switchgear & controls.

5.2.2 Performance of the testing activities of this procedure 5.3 Outside contractors 5.3.1 Inspections and calibration of generator protective relays 5.3.2 Switchgear testing 5.3.3 Vibration monitoring equipment 5.3.4 Video monitoring equipment 5.3.5 Data acquisition of engine and fan drive parameters 6.0 UNIT SELECTION I PREPARATION 6.1 Prior to performing this test, the diesel generator will be inspected by ESI Field Service. If any deficiencies are found, they will be evaluated for their potential effects on the performance of this test. Items that may inhibit the successful operation of the unit, or completion of this test will be rectified.

6.2 At a minimum the following inspections / tests are to be carried out:

6.2.1. Detailed airbox inspection 6.2.2. Top Deck inspection 6.2.3. Lube oil, fuel oil, cooling, air intake, and exhaust system piping inspection.

Correct leaks as required.

6.2.4. Fuel, Lube, and Intake Air Filter replacement and/or cleaning.

6.2.5. Drain and replace the governor oil.

6.2.6. Fuel oil transfer system inspection including transfer system strainer inspection and filter replacement.

6.2.7. Radiator drive shaft bearings and belt inspection and/or replacement.

6.2.8. Generator visual inspection.

6.2.9. Generator brush inspection, tension adjustment, collector ring cleaning if needed.

6.2.10. All generator electrical connections, tightness checks, condition of insulation, megger.

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3 of 5 6.2.11. Calibration of all protective switches such as temperature, pressure, and protective relays.

6.2.12. Test engine protective and shutdown devices, including the crankcase pressure detector and electric overspeed trip solenoid.

6.2.13. Testing and adjustment as needed of the mechanical overspeed trip mechanism.

6.3 ESI will install an 8-segment multiple groove v-belt comparable to the belt used at Oyster Creek.

6.4 ESI will install a fabricated heavy duty shaft guard to prevent the lower drive shaft from causing damage to surrounding components in the event that it becomes loose during the test.

6.5 ESI will install other protective guards such as to protect the fuel lines that are in close proximity to the lower drive shaft sheave.

6.6 ESI will 'dimple" the lower pillow block bearing housing in accordance with Oyster Creek specifications. The purpose of the dimple is to imitate a condition found on the Oyster Creek bearing housing, due to wear from the pillow block bearing tensioning bolt.

6.5 Prior to testing, an outside firm will install vibration monitoring equipment at the pillow block bearing in question. Data will be captured throughout the test duration.

Continuous recording of data will occur. Vibration readings will be taken in 3 planes at the pillow block bearing support. Frequencies of 200 Hz and below will be monitored.

6.6 Additional sensors to be monitored include RTD's for monitoring water inlet temperature and oil inlet temperature, a magnetic pickup for engine rpm, and an optical sensor for radiator fan shaft speed.

6.7 Prior to testing, an outside firm will install video and sound monitoring equipment.

This will allow remote visual monitoring and a continuous visual record of the test, while providing the safety of not having personnel in the diesel space during testing.

6.8 Prior to testing, ESI will install and test remote emergency stop switches at locations outside the diesel enclosure. This will allow immediate shut down of the diesel engine.

6.9 If the unit is equipped with high oil and/or high water temperature shutdown switches, these switches will be disabled during the test. The engine will be allowed to operate unless operator intervention is employed. Generator protective relays will remain operational.

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4 of 5 7.0 TEST PROCEDURE Note: All diesel generator starting, stopping, synchronizing and loading will be accomplished using manual controls.

Note: The engine will be loaded to 2000 kW for during full load tests.

7.1.

For initial operation of the unit, it is recommended that the system tie breaker or disconnect switch be opened, to isolate the diesel generator from the commercial power source. This should be done for initial idling tests, rated speed tests, and to develop generator voltage. Once generator voltage is established, found to be stable, and both generator voltage range and engine governor frequency range controls are proven, then the system tie can be reestablished.

7.2.

After initial operational checks are made, the unit should be synchronized to the commercial power source.

7.3.

The diesel generator will be operated with all systems in a normal configuration to establish baseline conditions. Operation of the unit at rated load for a minimum of 30 minutes with the video and vibration equipment monitoring will be considered sufficient to establish baseline operation. During this test step, overall unit vibration at various locations about the diesel generator will be recorded. See Appendix A for locations and a data sheet.

7.4.

The unit will be shut down and tagged out. This may be accomplished by removal of the starting fuse.

7.5.

ESI will remove the lower %-1 0 bolt from the pillow block bearing assembly and loosen the upper %-10 bolt to Oyster Creek specifications. Bolts to be used are EMD part number 271621 or equivalent, %-10 x 4-1/2", hex head, SAE Grade 5.

7.6.

All personnel will leave the diesel space. Service doors will be closed.

7.7.

The unit will be started and operated at idle speed, while monitoring vibration and video.

7.8.

Once it has been determined that the unit is capable of successfully operating at idle, the unit will be ramped up to rated speed.

7.9.

Once it has been determined that the unit is capable of successfully operating at rated speed, the unit will be synchronized and the generator circuit breaker closed.

7.10.

Load will be added to the unit, until a minimum of 2000 kW is achieved. Loading should only be incrementally raised, while monitoring for vibration, video, and noise.

7.11.

The unit is to be operated at load for a minimum of 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months , or until conditions warrant a premature shutdown. At any time during the test, personnel may choose to operate one of the emergency stop switches if an unsafe condition is detected.

7.12.

At the end of the 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months load run, or if the test is terminated earlier, the load will be manually removed using the governor control switch, the generator circuit breaker will be manually tripped, and the unit decelerated to idle speed. Assuming the unit is capable of continued operation, the unit will be idled for a minimum of 15 minutes at idle speed and then shut down.

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5 of 5 8.0 POST-TEST PROCEDURE 8.1.

After the completion of testing, a comprehensive visual inspection of the diesel generator unit will be undertaken, to ascertain if any damage has occurred during the test. This will include but not be limited to: airbox inspection, top deck inspection, inspection for leaks, inspection for structural damage, radiator fan shaft(s) and fan blade inspections, etc. Any findings that are different than those documented in the pre-test inspections will be recorded.

8.2.

All temporary modifications to the unit will be removed and returned back to the pre-test status.

8.3.

Reports will be developed by ESI's subcontractors, and a final overall report will be written by ESI and issued to Exelon.

9.0 Acceptance Criteria The test will be considered successful if the diesel generator is capable of operating in a fully loaded condition (2000 kW) for a minimum of 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months .

10.0 Records As developed during this procedure.

11.0 Forms See Appendix A This document, including all appendices and attachments, is proprietary to Engine Systems, Inc and shall not be reproduced or distributed without written consent from Engine Systems, Inc.

Document No.:

Revision:

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6012458-TP-1 0

6Jul04 Appendix A Page:

1 of 1 APPENDIX A l This document, including all appendices and attachments, is proprietary to Engine Systems, Inc I

and shall not be reproduced or distributed without written consent from Engine Systems, Inc.

l I

6Th VIBRATION SURVEY UNIT NO._

EINE SER.__

swear OF ACCEPTANCE CRITERIA:

6 MIIS OR LESS GENERPIOR SER. #

DATE X=IIORIZONTAL-SIDE TO SIDE Y=HORIZONTAL-FRONT TO BACK Z=VERTICAL

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Appendix B Page:

601 2458-TR-1 1

25AugO4 1 of 1 APPENDIX B Fan Speed Comparative Charts (Speed Variation with Hardware Installed vs. Degraded)

Fan Speed with Bearing Tight 570-

'Y-566 if

'0

~568 -

' e;~~

T~

-566 B-564 IL 562-560-0 1

2 3

4 Seconds Fan speed variation during baseline vibration survey with bearing bolts tight.

Loose Bearing Testing 4 Mins Into Run 386T

~3841 Q~382 L

374

+-

0 2

4

~6 8

1 0 12 Seconds Fan speed variation with bottom bearing bolt out, top bolt in place, 4 minutes into 6 hour6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months run. Wave form has multiple frequency content: a large wave beating every 2-3 seconds and a small wave 2-3 times a second.

Both Bolts Loose 0=

C) a)

X 0~

W LL 570 569 568 567 566 565 564 563 562 561 560 0

0.1 0.2 0.3 0.4 0.5 0.6 0.7 Seconds 0.8 0.9 1

Fan speed with both bearing bolts loose but in place just before engine shutdown.

Speed of engine is 900 rpm.

Fan Speed After Wedge Removed 420-:

4 1 8..

E 416 CL 414 4 1 2 ------------

a)40 :

I------------ ----

---I U) 408 Ai Y0

A---

4, I-l LL 4 0 4--

l 7.

4 0 2 400 4 10 11 12 13 14 15 16 Seconds Fan Speed variation after wood wedge removed from lower bolt area of bearing.

Beating is 1-2 cycles per second.

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Appendix C Page:

601 2458-TR-1 1

25AugO4 1 of 1 APPENDIX C Selected Test Data

Oyster Creek Station: EDG 1, EMD MP-45 20-645E Diesel Engine Test on 5/17/2004 Midwest Generation Joliet Station 9: Unit 1 EMD MP-36 16-645E Diesel Engine Test on 7/27/2004 I,

I-I BroadBand lx mm 2x Mm 3x mm 4x mM f6x mm Test Position D

C O.C.

Joliet O.C.

Joliet 2

X 6

2.58 3.21 0.23 2.87 0.98 1.15 0.25 2.34 0.17 3

Z 6

1.41 0.90 0.53 0.63 0.31 4

Y 6

2.72 1.04 1.19 0.84 2.15 0.05 0.10 1.09 0.01

5;

~

6 8

Z 6

2.80 0.80 2.35 0.57 1.30 0.36 0.38 0.36 0.07 9

Z 6

2.69 0.88 2.21 0.49 1.25 0.45 0.41 0.70 0.30 10 Z

6 2.00 0.64 0.35 0.23 1.94 0.48 0.09 0.43 0.28 11 Y

6 0.82 0.77 0.60 0.46 0.43 0.49 0.23 0.34 0.23 12 Y

6 0.54 1.71 0.40 1.56 0.26 0.53 0.26 0.23 0.33 13 X

6 1.87 1.64 0.18 1.12 0.61 0.69 0.12 1.62 0.89 14 X

6 0.71 1.21 0.19 0.51 0.47 0.73 0.19 0.37 0.70 Drive Shaft Pill k

Oweanngspt_

15 T

X T I T9.341 1.571 2.791 J 0.351 1

0.97 16.53 16 Zj j _

2.53 1.60 0.75 0.72 0.19 0.44 1

0.18 0.50 0.20 1

0.92 1_

7 Y

I_4.331__

0.441_

2.94 1

1.34 0.2 All data in Mils pk-pk X = Lateral (side to side)

Y = Axial Z = Vertical

Unified Engineering Project 3181 Fan Bearing Testing on an MP36 at Joliet Station Dates of Testing: 07/27/04 through 07/29/04 Coindition: Steady state testing with fan bearing bolts tight and belt tensioned 7/27/04 Tape Counter Engine Speed Fan Speed H20 In Temp Oil Out Temp Engine Load (hrs:min:sec) 00:17:40 900 568 154 189 Full load 00:29:30 900 568 161 197 Full load 00:35:00 900 568 160 199 Full load 00:40:00 900 568 160 199 Full load 00:45:00 900 568 160 198 Full load 00:50:20 900 568 158 200 Full load 00:55:00 516 325 157 198 No load Condition: Loose fan shaft bearing bolts, both bolts in place, 1650 hours0.0191 days 0.458 hours 0.00273 weeks 6.27825e-4 months 7127/04.

Tape Counter Engine Speed Fan Speed H20 In Temp Oil Out Temp Engine Load (hrs:min:sec) 00:56:12 518 328 154 153 No load 00:58:00 519 327 151 157 No load 01:05:21 519 326 151 160 No load 01:09:18 519 326 150 161 No load Engine shut down 01:10:12 520 327 150 160 No load 01:13:40 900 563 150 169 Full load 01:14:52 900 563 151 175 Full load 01:15:40 514 324 151 178 No load Condition: Top bearing bolt loose, bottom bolt out, close fan shaft gaurd 1010 hours0.0117 days 0.281 hours 0.00167 weeks 3.84305e-4 months 7/28/04 Tape Counter (hrs:min:sec) 00:04:50 00:06:00 00:09:15 00:10:40 00:12:00 00:14:00 00:16:00 00:17:00 00:18:00 00:19:00 00:20:00 00:21:00 00:22:00 00:22:30 00:23:00 00:26:00 Engine Speed Fan Speed H20 In Temp Oil Out Temp Engine Load 509 507 900 900 900 900 900 900 900 900 900 900 900 900 507 506 319 319 360 360 359 358 354 354 350 346 341 331 327 326 313 311 128 131 145 149 152 155 159 160 161 163 163 165 167 167 166 150 112 118 150 160 168 177 186 190 193 196 198 202 203 205 206 194 No load No load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load No load No load

Unified Engineering Project 3181 Fan Bearing Testing on an MP36 at Joliet Station Dates of Testing: 07/27/04 through 07/29/04 Condition: Modified fan drive shaft constraint, adjusted belt tension, top bearing bolt loose, Bottom bolt out; Camera I looking at bearing, Camera 2 looking at nut to top bolt; 1823 hours0.0211 days 0.506 hours 0.00301 weeks 6.936515e-4 months 7/28104 Tape Coi (hrs:min:

00:38:40 00:40:00 00:42:00 00:44:00 00:46:00 00:48:00 00:50:00 00:52:00 00:54:00 00:56:00 00:58:00 01:00:00 01:05:00 01:10:00 01:15:00 01:20:00 01:25:00 01:30:00 01:35:00 01:40:00 01:59:00 02:00:00 02:03:40 02:20:00 02:40:00 03:00:00 03:20:00 03:40:00 04:00:00 04:20:00 04:40:00 05:00:00 05:18:00 05:19:00 00:01:00 00:21:00 00:41:00 01:01:00 01:02:00 01:03:00 01:04:00 01:05:00 01:06:00 01:07:00 01:08:00 01:09:00 01:10:00 01:11:00 01:12:00 01:13:00 01:14:00 01:15:00 01:15:50 inter

sec)

Engine Speed Fan Speed H20 In Temp Oil Out Temp 844 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 517 900 900 900 900 900 900 900 900 900 900 900 end of data tape 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 900 525 371 380 380 371 361 NA NA NA 308 NA NA NA NA NA 354 321 NA NA NA NA 320 302 305 319 322 NA 309 307 299 300 NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA 135 141 151 156 160 164 167 171 173 176 178 180 181 184 184 185 185 186 185 186 169 156 152 179 181 182 183 182 183 183 184 170 177 176 180 183 185 185 185 185 185 185 186 186 186 188 190 191 193 193 195 191 124 135 158 171 182 192 195 201 207 211 214 216 221 225 227 228 229 229 230 229 217 207 195 222 228 227 229 229 229 230 230 222 223 223 226 229 232 230 232 231 231 231 231 231 231 232 232 233 234 235 236 236 Engine Load No load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load No load No load Engine Trip 1945 hours0.0225 days 0.54 hours 0.00322 weeks 7.400725e-4 months Full load Full load Full load Full load 2045 hours0.0237 days 0.568 hours 0.00338 weeks 7.781225e-4 months Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load No load Hot H20 Shut Down 0018 hours2.083333e-4 days 0.005 hours 2.97619e-5 weeks 6.849e-6 months 7/29/04

Unified Engineering Project 3181 Fan Bearing Testing on an MP36 at Joliet Station Dates of Testing: 07/27/04 through 07/29/04 Condition: Lower bearing bolt area held with wood wedge, top bolt loose 1120 hours0.013 days 0.311 hours 0.00185 weeks 4.2616e-4 months , 7/29/04 Tape Counter (hrs:min:sec) 00:05:00 00:06:00 00:07:00 00:08:00 00:09:00 00:10:00 00:10:30 00:11:00 00:11:30 00:12:00 00:12:30 00:13:30 00:14:00 00:14:30 00:15:00 00:15:30 Engine Speed Fan Speed H20 In Temp Oil Out Temp Engine Load 508 506 900 900 900 900 900 900 900 900 900 900 900 900 900 504 320 320 567 567 567 567 404 401 390 375 369 368 365 364 364 318 119 118 123 145 148 115 No load 117 No load 123 No load Full load 140 Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load Full load 176 No load Removing lower wedge

28JUL04 Formal Testing (Selected Data points) 1000 26 240 800

~1

~

700 -

600 -

I20 500 -

18 160 300 -

200 -

Engine Speed 1

00

-120 100 y-Oil Out Temnp 0

1 0 20 30 40 50 60 Time

Bearing held with wood wedge on bottom bolt, top bolt loose, data tape 4, counter 00:07:00 to 00:13:00 Testing conducted on 7/29/04, 1130 hours0.0131 days 0.314 hours 0.00187 weeks 4.29965e-4 months .

Unified Engineering Project 3181 Secs Fan speed H20 In Temp Oil Out Temp 0

567 126 123 1

567 123 123 2

567 126 126 3

568 127 125 4

568 126 125 5

567 128 124 6

567 125 126 7

568 126 125 8

568 128 127 9

568 127 124 10 567 125 126 11 567 126 126 12 567 125 125 13 567 125 126 14 567 128 126 15 567 125 126 16 568 127 125 17 567 123 124 18 567 124 123 19 568 126 121 20 567 126 125 21 567 116 96 22 568 138 132 23 568 124 123 24 568 126 124 25 567 125 126 26 567 127 126 27 567 129 127 28 569 127 125 29 567 127 128 30 569 129 126 31 568 130 128 32 567 128 128 33 566 130 127 34 567 126 128 35 568 129 127 36 567 130 130 37 567 130 128 38 568 128 128 39 568 129 126 40 568 132 127 41 567 125 127 42 568 129 128 43 568 129 127 44 567 127 127 45 567 129 129 Page 1 of 8

Bearing held with wood wedge on bottom bolt, top bolt loose, data tape 4, counter 00:07:00 to 00:13:00 Testing conducted on 7/29/04, 1130 hours0.0131 days 0.314 hours 0.00187 weeks 4.29965e-4 months .

46 568 127 127 47 567 125 126 48 567 127 129 49 567 129 127 50 567 126 128 51 567 128 125 52 568 139 139 53 567 126 128 54 568 130 128 55 568 128 128 56 568 128 128 57 567 130 131 58 567 130 127 59 567 130 130 60 568 133 130 61 568 135 130 62 567 133 132 63 566 136 134 64 567 133 130 65 567 135 132 66 568 131 130 67 567 133 130 68 567 150 155 69 567 134 133 70 566 133 134 71 568 132 130 72 568 135 131 73 568 135 132 74 568 133 131 75 567 133 131 76 567 135 131 77 568 133 131 78 567 134 134 79 567 137 133 80 567 133 133 81 567 135 132 82 567 134 130 83 568 132 131 84 567 134 133 85 568 133 132 86 568 134 130 87 568 135 132 88 568 138 131 89 568 137 134 90 567 136 132 91 567 136 134 92 567 137 135 93 568 140 136 94 567 139 136 95 567 139 136 Page 2 of 8

Bearing held with wood wedge on bottom bolt, top bolt loose, data tape 4, counter 00:07:00 to 00:13:00 Testing conducted on 7/29/04,1130 hours0.0131 days 0.314 hours 0.00187 weeks 4.29965e-4 months .

96 567 142 138 97 567 142 141 98 567 140 136 99 568 141 134 100 567 140 137 101 568 140 136 102 567 141 138 103 568 141 138 104 567 143 138 105 568 142 137 106 567 143 137 107 567 142 139 108 567 141 137 109 568 143 138 110 567 141 137 111 568 143 138 112 567 143 137 113 567 143 139 114 567 144 139 115 569 143 137 116 568 145 136 117 568 141 137 118 567 143 139 119 567 142 138 120 567 144 139 121 567 142 139 122 568 144 138 123 567 143 137 124 567 144 138 125 568 146 139 126 568 142 138 127 567 145 141 128 568 145 140 129 567 146 140 130 567 147 143 131 567 146 142 132 568 145 140 133 567 145 140 134 567 148 145 135 567 146 147 136 568 146 144 137 568 144 142 138 567 146 145 139 567 145 145 140 568 146 145 141 567 145 146 142 568 145 145 143 568 144 143 144 567 143 146 145 568 142 145 Page 3 of 8

Bearing held with wood wedge on bottom bolt, top bolt loose, data tape 4, counter 00:07:00 to 00:13:00 Testing conducted on 7/29/04,1130 hours0.0131 days 0.314 hours 0.00187 weeks 4.29965e-4 months .

146 567 143 147 147 568 144 145 148 568 140 143 149 567 139 144 150 568 140 143 151 568 140 146 152 568 139 144 153 567 142 144 154 568 139 145 155 567 140 146 156 567 139 145 157 567 137 146 158 567 136 145 159 568 136 143 160 568 138 145 161 568 138 145 162 568 139 144 163 567 139 146 164 568 140 148 165 567 140 148 166 568 141 150 167 567 143 150 168 567 142 149 169 568 141 153 170 567 141 150 171 567 142 150 172 568 142 148 173 567 142 150 174 568 141 150 175 566 143 150 176 567 140 152 177 567 142 148 178 568 141 149 179 567 140 152 180 568 140 151 181 567 142 152 182 568 140 150 183 567 140 149 184 567 139 150 185 568 140 149 186 567 139 148 187 567 138 148 188 568 140 149 189 568 139 148 190 567 139 148 191 567 139 150 192 568 141 151 193 568 139 151 194 562 141 150 195 505 141 153 Page 4 of 8

Bearing held with wood wedge on bottom bolt, top bolt loose, data tape 4, counter 00:07:00 to 00:13:00 Testing conducted on 7(29/04, 1130 hours0.0131 days 0.314 hours 0.00187 weeks 4.29965e-4 months .

196 457 142 151 197 436 140 152 198 430 142 154 199 417 142 154 200 413 142 152 201 411 142 151 202 409 143 154 203 406 142 153 204 403 140 154 205 406 141 153 206 406 142 154 207 406 140 154 208 409 141 153 209 410 143 151 210 405 141 155 211 404 142 151 212 401 143 155 213 401 142 153 214 399 140 151 215 398 140 152 216 400 141 152 217 403 141 153 218 407 141 152 219 404 136 152 220 404 141 155 221 404 141 153 222 406 141 155 223 405 143 157 224 407 143 154 225 405 147 158 226 401 140 158 227 398 146 157 228 397 144 157 229 397 142 156 230 397 143 156 231 399 145 156 232 399 145 158 233 401 145 158 234 400 143 156 235 400 145 159 236 397 144 158 237 397 143 158 238 399 142 156 239 402 143 157 240 401 144 155 241 399 144 156 242 401 143 159 243 402 143 157 244 403 142 155 245 395 140 156 Page 5 of 8

Bearing held with wood wedge on bottom bolt, top bolt loose, data tape 4, counter 00:07:00 to 00:13:00 Testing conducted on 7/29/04,1130 hours0.0131 days 0.314 hours 0.00187 weeks 4.29965e-4 months .

246 394 141 155 247 391 142 155 248 390 143 156 249 389 142 156 250 391 142 156 251 390 142 159 252 391 144 157 253 390 143 157 254 391 142 157 255 390 141 157 256 394 143 156 257 392 142 159 258 389 142 159 259 391 145 160 260 387 144 161 261 391 145 160 262 393 145 160 263 388 146 162 264 390 144 160 265 391 148 160 266 386 145 162 267 390 145 162 268 394 145 159 269 392 144 160 270 386 145 162 271 384 144 161 272 391 143 161 273 395 147 162 274 397 145 160 275 392 144 160 276 388 146 161 277 386 144 159 278 387 142 159 279 384 145 162 280 385 143 160 281 385 145 161 282 384 145 161 283 384 144 162 284 384 145 161 285 381 145 160 286 379 143 160 287 376 143 161 288 374 139 159 289 377 142 160 290 379 142 161 291 376 145 160 292 374 142 161 293 376 141 160 294 376 140 161 295 375 142 159 Page 6 of 8

Bearing held with wood wedge on bottom bolt, top bolt loose, data tape 4, counter 00:07:00 to 00:13:00 Testing conducted on 7/29/04, 1130 hours0.0131 days 0.314 hours 0.00187 weeks 4.29965e-4 months .

296 375 143 159 297 372 142 162 298 378 144 160 299 375 145 163 300 377 145 164 301 376 146 164 302 374 145 162 303 373 146 164 304 373 144 162 305 373 147 162 306 375 148 164 307 372 147 165 308 376 149 165 309 375 146 165 310 374 147 166 311 377 150 166 312 375 149 166 313 376 148 167 314 377 149 163 315 377 146 165 316 377 148 166 317 376 149 166 318 376 149 167 319 374 147 168 320 375 149 167 321 372 146 166 322 373 146 166 323 373 150 165 324 373 146 166 325 370 149 168 326 372 147 164 327 370 147 165 328 373 147 165 329 373 149 165 330 374 148 168 331 373 145 165 332 371 147 167 333 369 148 169 334 369 147 165 335 369 147 168 336 369 144 165 337 369 146 165 338 367 147 168 339 369 148 167 340 368 145 168 341 370 149 166 342 370 146 165 343 371 145 168 344 372 148 167 345 376 145 164 Page 7 of 8

Bearing held with wood wedge on bottom bolt, top bolt loose, data tape 4, counter 00:07:00 to 00:13:00 Testing conducted on 7/29/04,1130 hours0.0131 days 0.314 hours 0.00187 weeks 4.29965e-4 months .

346 374 146 167 347 376 148 166 348 374 145 167 349 373 144 165 350 372 146 163 351 373 145 165 352 372 144 167 353 373 144 164 354 373 145 167 355 375 146 167 356 375 147 166 357 377 147 167 358 375 146 168 359 375 146 166 360 374 146 167 361 374 149 168 362 372 145 167 363 373 146 163 364 371 145 167 365 370 149 168 366 369 148 168 367 371 148 169 Page 8 of 8

29JUL04 Wedge Test 1000 200 900 180 800 160 700 -

140 600120

500 iu'-' 4-

a.

C U.400 -80 I.

300

-60 200

-H20 In Temnp 40 100 20 0

I I0 0

50 100 150 200 250 300 350 400 Time (sec)

Document No.:

6012458-TR-1 Revision:

1 Date:

25AugO4 Appendix D Page:

1 of 1 APPENDIX D Unified Engineering Project 3181 List of major instruments used in the Joliet Station testing of an MP36 during 07/27/04 to 07/29/04.

1.

Sony PC208AX 9 8 channel Tape Deck, S/N E3708

2.

Tektronix TDS 210 2 channel oscilloscope, S/N B074611

3.

Fluke 8060A True RMS Multimeter, S/N 5655092

4.

PCB piezoelectric ICP tri-axial accelerometer, Model 356A02, S/N 22022

5.

PCB Piezotronics Amp Model 482A05, S/N 1291

6.

Vishay Signal Conditional Amp, Model 2310, S/N 035460,

7.

Sensotec Pressure Transducer, Model TJEI0708-18TJG, S/N 788873

8.

Omega K type thermocouples and TAC80B-K converters, S/N 800138 for water, S/N 804257 for oil temperatures.

9.

Monarch Model ACT 3 optical speed encoder and conditioner, S/N 1442106

10.

Daytronic Model 3140A frequency to voltage converter, S/N 669(4398)

11.

Krohne Hite analogue low pass filters, model 3322, S/N 1452 and 1455.

12.

Airpack Tachtrol 2 RPM indicator, model 072-218-001, S/N 86G430

13.

Entek Data Pak 1500 vibration system with Entek Emonitor Odyssey version 2.4 software.

14.

Hewlett Packard Function Generator, Model 3312A, S/N 2901A24436

Document No.:

Revision:

Date:

Appendix E Page:

6012458-TR-1 1

25AugO4 1 of 1 APPENDIX E Joliet, IL Weather Data, 28 & 29 Jul 04

Printer Friendly WJUT - History As wunderground.com Page 1 of 10 Joliet, Illinois on Wednesday, July 28, 2004 July 28, 2004 Daily Summary Actual Average (KORD)

Record (KORD)

Temperature Mean Temperature Max Temperature Min Temperature 74 OF/23 0 C 80 OF/26 0C 51 OF/10 0C 84 OF/ 28 64 OF/ 17 100 OF /37 0C (1983)

°C 51 OF / 10 0 C (1984)

Degree Days Heating Degree Days Month to date heating degree days Since 1 July heating degree days Cooling Degree Days Month to date cooling degree days Year to date cooling degree days Growing Degree Days Moisture Dew Point Average Humidity Maximum Humidity Minimum Humidity Precipitation 0

0 6

6 0

9 252 469 16 (Base - )

54 OF/ 12 0C 68 100 42 file://G:\\ENGINEER\\Project%2OFiles\\6012458%200yster/o20Creek%20MP%2OFan%20... 8/23/2004

Printer Friendly WUII - History Precipitation 0.00 in / 0.00 cm 0.12 in /

0.30 cm Page 2 of 10 2.91 in / 7.39 cm (1906)

Month to date precipitation Year to date precipitation Since 1 June precipitation Wind Wind Speed Max Wind Speed Max Gust Speed 3.12 19.84 6.75

-)

Visibility 8 miles /

14 kilometers Events Key: T is trace of precipitation, MM is missing value Source: NWS Daily Summary F Temperature Dew Poirt C

50

=

.j....

I 0 456 7

a7 midnight 2

3 4

5 6

7 8

9 10 11 noon 1 2

3 4

5 6

7 8

9 10 11 in Hg Barometric Pressure I

I i

I 1

hPa 30.1 3

0.0 29.9 midnight 2

3 4

5 6

7 8

9 10 11 noon 1 2

3 4

5 6

7 8

9 10 11 1019 1016 1013 mph Wnd Speed 15.0 10.0idnight I

2 3 midnightl 2

3 4

5 6

kmeh 24 9

10 11 noon 1 2

3 4 5 6

7 8

9 1 0 11 n

nemr Show full METARS (help) - Comma Delimitec dity Pressure Visibility Wind Wind ty Direction Speed 7

8 Time (CDT) Temperature Point Humi 53.6 0 file://G:\\ENGINEER\\Project%2OFiles\\6012458%200yster%20Creek%20MP%2OFan%20...

8/23/2004

Printer Friendly WUI - History Page 3 of 10 12:05 AM 57.2 OF /

14.0 °C 12:25 AM 57.2 OF /

14.0 °C 12:45 AM 1:05 AM 1:25 AM 1:45 AM 2:05 AM 2:25 AM 59.0 OF /

15.0 OC 57.2 OF /

14.0 °C 57.2 OF /

14.0 °C 53.6°F/

12.0 °C 57.2 OF /

14.0 °C 53.6 OF /

12.0 °C F/

12. 0 88%

C 53.6 0 12.0 0 88%

C 53.60 12.0 0 C

53.60 12.0 0 88%

C 53.60 12.0 0 88%

C 51.8 0 11.0 C

53.6 0 F/

12.0 0 88%

C 51.8 0 F /0 ° 94%

11.0 C

53.60 12.0 0 100%

12.0 C

51.8 0 F.0 ° 94%

C 30.04 in /

10.0 miles /

SSE 1017.2 hPa 16.1 kilometers 30.04 in /

10.0 miles /

1017.2 hPa 16.1 kilometers Calm 3.5 mph/

5.6 km/h 30.04 in /

1017.2 hPa 30.04 in /

1017.2 hPa 10.0 miles /

16.1 kilometers 10.0 miles /

16.1 kilometers Calm 10.0 miles /

16.1 kilometers Calm Calm Calm Calm Calm Calm Calm 10.0 miles /

16.1 kilometers Calm 10.0 miles /

16.1 kilometers a m 10.0 16.1 miles /

kilometers Calm 2:45 AM 53.6 OF /

12.0 °C 30.04 in / 10.0 miles /

1017.2 hPa 16.1 kilometers Calm 3:05 AM 53.6 OF /

12.0 °C 30.04 in /

10.0 miles /

1017.2 hPa 16.1 kilometers Calm Calm 51.80 F/

3:25 53.6 °F /

30.04 in/

10.0 miles/

file://G:\\ENGINEER\\Project%2OFiles\\60 12458%200yster%2OCreek%20MP%2OFan%20... 8/23/2004

Printer Friendly WUI - History Page 4 of 10 AM 12.0°C 3:45 AM 53.6°F/

12.0 °C 4:05 AM 53.6 OF /

12.0 °C 4:25 AM 53.6 OF /

12.0 OC 4:45 AM 53.6 OF /

12.0 OC 11.0 0 94%

51.80 F/

11.00 C

53.60 F!

12.0 0 100%

C 53.6 0 Fl/

100%

12.0° C

53.6 0 12.0 0 100%

C 51.80 11.0 C

51.8 0 F /

0 100%

11.0 C

51.8 0 11.00 100%

C 51.8° 11.00 100%

C 53.6 0 12.0 0 100%

12.

C 30.03 in /

1016.8 hPa 1017.2 hPa 16.1 kilometers Calm 30.03in/

10.0miles/

C! I 1016.8 hPa 16.1 kilometers alm Calm Calm 30.04 in /

1017.2 hPa 10.0 miles /

16.1 kilometers a Calm 7.0 miles/

C/I 11.3 kilometers alm Calm 30.04 in /

1017.2 hPa 7.0 miles /

11.3 kilometers Calm Calm 5:05 AM 53.6°F/

12.0 °C 30.04 in /

1017.2 hPa 7.0 miles /

11.3 kilometers Calm Calm 5:25 AM 51.8 OF /

11.0 °C 30.04 in /

1017.2 hPa 7.0 miles /

11.3 kilometers Calm Calm 5:45 AM 51.8 OF /

11.0°C 30.05 in / 7.0 miles /

1017.5 hPa 11.3 kilometers Calm Calm 6:05 AM 51.8 OF /

11.0 °C 30.05 in / 5.0 miles /

1017.5 hPa 8.0 kilometers Calm Calm 6:25 AM 53.6 OF /

12.0 °C 30.06 in / 7.0 miles /

CaI 1017.8 hPa 11.3 kilometers Calm 6:45 AM 53.6 OF /

12.0 °C 53.6 0 F /

100%

12.00 30.06 in /

1017.8 hPa 7.0 miles /

11.3 kilometers Calm Calm file://G:\\ENGINEER\\Project%2OFiles\\6012458%200yster%/o20Creek%20MP%2OFan%20... 8/23/2004

Printer Friendly WUI - History Page 5oflO0 7:05 AM 7:25 AM 57.2 OF /

14.0 °C 59.0 OF /

15.0 °C 7:45 AM 8:05 AM 60.8 OF /

16.0 °C 62.6 OF /

17.0 °C 8:25 AM 64.4 OF /

18.0 °C C

55.4 0 13.0 C

55.4 0 13.00 88%

C 57.2 0 F!

14.0 0 88%

C 57.2 0 14.0 0 82%

C 60.80 16.0 0 88%

C 60.8 0 16.0 0 78%

C 60.8 0 16.0 0 73%

C 62.6° F /0 ° 73%

17.0 C

60.80 16.0 0 65%

C 59.0 0 15.

C 30.06 in / 7.0 miles /

Calm 1017.8 hPa 11.3 kilometersC 30.06 in /

1017.8 hPa 30.06 in /

1017.8 hPa 7.0 miles /

11.3 kilometers Calm 10.0 miles /

16.1 kilometers Ca Calm Calm 30.06 in / 5.0 miles /

1017.8 hPa 8.0 kilometers Calm Calm Calm 30.07 in /

1018.2 hPa 7.0 miles /

11.3 kilometers WSW 4.6 mph !

7.4 km/h 8:45 68.0 OF /

AM 20.0 °C 30.07 in /

1018.2 hPa 30.07 in /

1018.2 hPa 7.0 miles /

CaI 11.3 kilometers alm 7.0 miles /

Calm 11.3 kilometers Calm Calm 9:05 AM 69.8 OF 21.0 °C 9:25 AM 9:45 AM 10:05 AM 71.6 OF /

22.0 °C 73.4 OF /

23.0 °C 73.4 OF /

23.0 °C 30.07 in / 7.0 miles /

1018.2 hPa 11.3 kilometers Cal 30.07 in / 10.0 miles /

1018.2 hPa 16.1 kilometers Calm 30.07 in/

10.0 miles/

Calm 1018.2 hPa 16.1 kilometers Calm Calm Calm file:/lG:\\ENGINEER\\Project%2OFiles\\60 1245 8%200yster°/o2OCreek%2OMP%2OFan%20...

8/23/2004

Printer Friendly WUI - History Page 6 of 10 10:25 AM 10:45 AM 73.4 OF /

23.0 °C 75.2 OF /

24.0 °C 11:05 AM 11:25 AM 77.0 OF /

25.0 °C 77.0 OF /

25.0 °C 11:45 AM 12:05 PM 77.0 OF 25.0 °C 77.0 OF 25.0 °C 60.8 0 16.0065%

C 59.0 0 1

57°/

15.0°0 C

60.8 0 16.0 ° 57%

16.0 C

60.8 0 F!

16.0 ° 57%

16.0 C

59.0 0 15.0 5

C 59.00 15.0 0 C

59.0 0 15.0 0 51%

C 57.2 0 14.0 0 47%

14.0 C

60.8 0 16.0 ° 54%

16.0 C

59.0 0 15.0 0 51%

C 30.06 in /

10.0 miles /

1017.8 hPa 16.1 kilometers 30.06 in /

10.0 miles /

1017.8 hPa 16.1 kilometers WNW 3.5 mph /

WNW 5.6km/h WSW 4.6 mph /

7.4 km/h 30.07 in /

10.0 miles /

1018.2 hPa 16.1 kilometers Calm 30.07 in /

10.0 miles /

1018.2 hPa 16.1 kilometers Calm Calm 30.06 in /

1017.8 hPa 30.05 in /

1017.5 hPa 10.0 miles /

16.1 kilometers Calm Calm Calm 10.0 miles /

16.1 kilometers Calm 12:25 PM 12:45 PM 78.8 OF /

26.0 °C 78.8 OF /

26.0 °C 30.04 in /

1017.2 hPa 30.03 in /

1016.8 hPa 10.0 16.1 miles /

kilometers SW 4.6 mph/

7.4 km/h 3.5 mph/

5.6 km/h 10.0 miles /

16.1 kilometers 1:05 PM 78.8°F/

26.0 °C 30.03 in / 10.0 miles /

W 1016.8 hPa 16.1 kilometers 4.6 mph/

7.4 km/h 1:25 PM 78.8 OF/

26.0 °C 30.03 in/

10.0 miles/

1016.8 hPa 16.1 kilometers Calm Calm 59.0 0 file:H/G:\\ENGINEER\\Project%2OFiles\\60 1 2458%200yster/o2OCreek%20MP%2OFan%20...

8/23/2004

Printer Friendly WJUI - History Page 7 of 10 1:45 PM 80.6 OF /

27.0 °C 2:05 PM 80.6°F/

27.0 °C 2:25 PM 2:45 PM 78.8 OF /

26.0 °C 78.8 IF

/

26.0 °C 3:05 PM 3:25 PM 80.6 OF /

27.0 °C 80.6 OF /

27.0 °C F/

15.0 0 48%

C 59.0 0 F!

F5 /

0 48%

C 59.0 0 15.0 C

59.o0o 15.0 C

59.0 0 15.0°8 C

14.0 C

55.4 0 13.00 C

57.2 0 14.0 0 45%

C 55.4 0 15.0 C

55.4 0 F!

F3 /

0 42%

C 30.03 in / 10.0 miles /

1016.8hPa 16.1 kilometers WSW 3.5 mph /

5.6 km/h 30.03 in /

1016.8 hPa 30.02 in/

1016.5 hPa 10.0 miles /

16.1 kilometers Calm Calm Calm 10.0 miles/

Calm 16.1 kilometers

'30.03 in /

10.0 miles /

1016.8 hPa 16.1 kilometers Calm Calm 30.02 in /

1016.5 hPa 10.0 miles /

16.1 kilometers 6.9 mph /

11.1 km/h 30.01 in/

1016.1 hPa 10.0 16.1 miles /

W kilometers 6.9 mph/

11.1 km/h 3:45 PM 4:05 PM 4:25 PM 4:45 PM 80.6 OF /

27.0 °C 80.6 OF /

27.0 0C 78.8 OF /

26.0 0C 80.6 OF/

27.0 °C 30.01 in /

1016.1 hPa 10.0 miles /

16.1 kilometers SSW 6.9 mph/

11.1 km/h 4.6 mph/

7.4 km/h

'Ifi).1 in /

I1 n. milep /

1016.1 hPa 16.1 kilometers SSW 30.01 in!/ 10.0 miles!/

W~

1016.1 hPa 16.1 kilometers 30.01 in/

10.0 miles/

1016.1 hPa 16.1 kilometers N

8.1 mph /

13.0 km/h 6.9 mph/

11.1 km/h 55.4 0 F/

5:05 80.6 OF /

30.00 in/

10.0 miles /

5.8 mph/

file://G:\\ENGINEER\\Project%2OFiles\\6012458%200yster%20Creek%2OMP%2OFan%20

... 8/23/2004

Printer Friendly Wl JI - History Page 8 of 10 PM 27.0 °C 5:25 PM 80.6°F/

27.0 °C 5:45 PM 6:05 PM 6:25 PM 6:45 PM 7:05 PM 7:25 PM 80.6 OF /

27.0 °C 78.8 OF /

26.0 °C 78.8 OF/

26.0 °C 78.8 OF /

26.0 °C 77.0 OF /

25.0 °C 75.2 OF /

24.0 °C 13.0 0 42%

55.4 13.0 0 42%

13.0 C

55.4 0 F!

13.0 0 42%

C 57.2 0 14.0 0 47%

14.0 C

59.0 0 15.0 o 51%

C 59.0 0 15.0 C

60.8 0 16.0 0 C

59.*0 15.0 ° 57%

15.0 C

60.8 0 F!

16.0 0 65%

C 60.8° 16.0 0 69%

16.

C 30.00 in / 10.0 miles /

1015.8 hPa 16.1 kilometers WSW 6.9 mph/

11.1 km/h 1015.8 hPa 16.1 kilometers SW 9.3 km/h 30.00 in /

1015.8 hPa 29.99 in /

1015.5 hPa 29.99 in /

1015.5 hPa 10.0 miles /

16.1 kilometers 10.0 miles /

16.1 kilometers 8.1 mph /

WSW 13.0 kmp/h WSW 6.9 mph!/

1 1.

1 km/h 10.0 16.1 miles /

WSW kilometers 10.0 miles /

16.1 kilometers 10.0 miles /

16.1 kilometers SW SW 6.9 mph /

11.1 km/h 4.6 mph/

7.4 km/h 3.5 mph/

5.6 km/h 3.5 mph/

5.6 km/h 10.0 miles /

SSW 16.1 kilometers 7:45 PM 8:05 PM 73.4 O 23.0 °C 71.6 °C 22.0 0C 29.99 in /

1015.5 hPa 29.98 in /

1015.1 hPa 10.0 16.1 miles /

kilometers Calm Calm Calm Calm 10.0 miles/

16.1 kilometers 8:25 PM 71.6°F/

22.0 °C 60.8 0 F/

69%

16.00 29.99 in / 10.0 miles!

1015.5 hPa 16.1 kilometers Calm Calm file:I/G:\\ENGINEER\\Project%2OFiles\\6012458%200yster%/o20Creek%20MP%2OFan%20... 8/23/2004

Printer Friendly WUI - History C

Page 9 of 10 8:45 PM 9:05 PM 68.0 OF /

20.0 °C 68.0 OF/

20.0 °C 9:25 PM 68.0°F/

20.0 °C 9:45 PM 10:05 PM 10:25 PM 10:45 PM 11:05 PM 68.0 OF /

20.0 0 C 68.0 OF/

20.0 °C 68.0°F/

20.0 °C 64.4 OF1 18.0 °C 60.8 0 F!

16 00 78%

C 60.8 0 F /

78%

16.0 0 C

60.8 0 F!

16.0 0 78%

C 62.60 17.0 0 83%

C 60.80 Fl/

78%

16.00 C

62.6 0 17.0 0 83%

C 60.8 0 F!

16.0 0 78%

C 60.8 0 16.0 0 C

60.8 0 F160 l

88%

16.0 C

62.6 0 17.0 0 C

29.99 in / 10.0 miles /

E 1015.5hPa 16.1 kilometers 29.99 in / 10.0 miles/

Cal 1015.5 hPa 16.1 kilometers a

29.99 in / 10.0 miles /

1015.5 hPa 16.1 kilometers Calm Calm 3.5mph/

5.6 km/h 30.00 in /

1015.8 hPa 30.00 in /

1015.8 hPa 10.0 miles /

16.1 kilometers Calm 10.0 miles /

16.1 kilometers 10.0 miles /

16.1 kilometers Calm 10.0 miles /

16.1 kilometers Calm 10.0 miles/

Calm 16.1 kilometers Calm Calm Calm Calm Calm 11:25 PM 11:45 PM 64.4 OF /

18.0 °C 64.4 OF /

18.0 °C 30.00 in / 10.0 miles /

1015.8 hPa 16.1 kilometers Calm Calm Calm 30.01 in /

10.0 miles /

1016.1 hPa 16.1 kilometers Calm file://G:\\ENGINEER\\Project%2OFiles\\6012458%200yster/o20Creek%20MP%2OFan%20... 8/23/2004

Printer Friendly WJUI - History Page 10 of 10 I

Astronomy 05:43 Moon 06:01 Sunrise:

AM Mon-PM 7/28 (CDT) Rise:

(CDT) 08:13 Moon 01:46 Sunset PM Set AM 7/28 (CDT)

(CDT)

Moon Phase more...

Jul.

Aug.

28 31 07 15 23 4A&

Copyright C 2004 The Weather Underground. Inc.

file://G:\\ENGINEER\\Project%2OFiles\\6012458%200yster 0/o20Creek%20MP%2OFan%20... 8/23/2004

Printer Friendly WUL - History A wunderground.com JoieIlini Page I of 10 Joliet, Illinois on Thursday, July 29, 2004 July 29, 2004 Daily Summary Actual Average (KORD)

Record (KORD)

Temperature Mean Temperature Max Temperature Min Temperature 80 OF/ 26 0C 57OF/13 0C 74 OF/230C 84 OF/ 28 °C 99 OF / 37 0 C 840 F280 C(1913)

OF / 17C 50 OF/ 10 0 C 64 0 17C (1984)

Degree Days Heating Degree Days Month to date heating degree days Since 1 July heating degree days Cooling Degree Days Month to date cooling degree days Year to date cooling degree days Growing Degree Days Moisture Dew Point Average Humidity Maximum Humidity Minimum Humidity Precipitation 0

0 6

6 4

9 261 478 18 (Base - )

61 OF/16 0C 77 100 54 http://printer.wunderground.comlhistory/airportKJOT/2004/7/29/DailyHistory.html 8/23/2004

Printer Friendly WUI - History Precipitation 0.00 in / 0.00 cm 0.13 in /

0.33 cm Page 2 of 10 1.58 in / 4.01 cm (1989)

Month to date precipitation Year to date precipitation Since 1 June precipitation Wind Wind Speed Max Wind Speed Max Gust Speed 3.25 19.97 6.88

()0 Visibility 8 miles /

14 kilometers Events Key: T is trace of precipitation, MM is missing value Source: NWS Daily Summary F Temperature Dew Point 80 75K.

65 2 3 5

7.._.

2 3 4 5 6 midnightl 2

3 4

5 6

7 8

9 10 1 1 noon 1 2

3 4

5 6

7 8

9 10 11 C

29 27 1 24 in Hg 3n 1 Barometric Pressure 30.0 iLY =

t 29.9 midnightl 2

3 4

5 6

7 8

9 10 11 noon 1

2 3

4 5

6 7

8 9

10 11 hPa 1019 1016 1013 mph Wnd Speed 20.0---

I 15.---

1 10.0 1 3

4 midnightl 2

3 4

5 6

knub

--432 t~~~~~~~I i [-. 40 0;1~~t24 16 7

8 9

10 11 noon 1 2

3 4

5 6

7 8

9 10 11 Ohmeur Show full METARS (help) - Comma Delimil lumidity Pressure Visibility Wind Wind Direction Speed Time (CDT) Temperature DePnt w Point 60.8 0 http://printer.wunderground.comlhistory/airportlKJOT/2004/7/29/DailyHistory.html 8/23/2004

Printer Friendly WUI - History Page 3 of 10 12:05 AM 12:25 AM 64.4 OF /

18.0 °C 64.4 OF /

18.0 °C 12:45 AM 1:05 AM 1:25 AM 1:45 AM 2:05 AM 2:25 AM 2:45 AM 3:05 AM 62.6 O 17.0 °C 59.0 OF /

15.0 OC 62.6 O 17.0°C 62.6 OF!/

17.0°C 60.8 OFI 16.0 °C 62.6 O 17.0 °C 60.8 OF!

16.0 °C 59.0 °C 15.0OoC F!

16.0 0 88%

C 62.660 C

60.8 0 F!

16.0° C

59.0 0 15.0 0 100%

C 60.8 "

16.0 0 C

60.8 0 16.0 0 94%

C 16.00 C

59.0 0 15.0 B

C 57.2 0 14.0 "

C 57.2 0 590 F /0 8 14.0 0 94%

14.

C 30.01 in / 10.0 miles /

1016.1 hPa 16.1 kilometers Calm 30.01 in/

10.0 miles/

Calm 1016.1 hPa 16.1 kilometers Calm Calm 30.01 in/

1016.1 hPa 30.00 in /

1015.8 hPa 30.00 in /

1015.8 hPa 29.99 in /

1015.5 hPa 29.99 in /

1015.5 hPa 10.0 miles/

16.1 kilometers Calm 7.0 miles /

11.3 kilometers Calm 10.0 miles!/

CaI 16.1 kilometers 10.0 miles/

Calm 16.1 kilometers Calm Calm Calm Calm Calm Calm Calm Calm 7.0 miles /

11.3 kilometers 10.0 miles /

16.1 kilometers Calm 10.0 miles /

Calm 16.1 kilometers 7.0 miles /

C!1 11.3 kilometers alm 57.2 0 F/

3:25 59.0 °F /

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Astronomy 05:44 Mon 07:07 Sunrise:

AM RMsen PM 7/29 (CDT)

(CDT) 08:12 Moon 02:43 Sunset:

PM Se:AM 7/29 (CDT)

(CDT)

Moon Phase more...

Jul.

Aug.

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Document No.:

Revision:

Date:

Appendix F Page:

6012458-TR-1 1

25AugO4 1 of 1 APPENDIX F Goodyear Belt Inspection Notes

Page 1 of 1 Robin Weeks - Goodyear report, v-belt from Joliet test 0

From:

Robin Weeks To:

arvin.ho@exeloncorp.com; steven.hutchins~exeloncorp.com Date:

8/16/2004 9:52 AM

Subject:

Goodyear report, v-belt from Joliet test CC:

clemens~unified-eng.com; Mark Herzinger s/n 6012458-CO-003

Arvin, Attached is a report from Goodyear (and comments below) regarding the belt condition after the Joliet fan test.

I've sent back a couple of questions, but if you have any, please forward them to me.

Robin Goodyear comments:

Attached in the file below are results from our drive analysis program which can, among other things, estimate the numbers of hours a belt should run In a particular application. However, this software cannot evaluate some conditions, such as the slip condition you are testing. The "performance index3 is the estimate of belt life in hours. Industry standard for v-belt drive design is 25,000 hours0 days 0 hours 0 weeks 0 months , which you are well above at the non-slip condition and a service factor of 1.7. You will also find tensioning procedures on the second page of the file.

The belt was measured for length and was longer than nominal but still well within our tolerances. You had asked about the possibility of the belt stretching while in this slip condition. With the Flexten tensile member, length will be very stable. A Flexten belt will stretch a maximum of 1.5% of it's original length over the life of the belt.

As far as an estimation of remaining life left on this belt, it's hard to be accurate. There is some wear and some glazing on the belt, which are the beginnings of a flex failure. Flex failures usually occur as a result of heat build-up. This heat can come from the ambient temperature of the drive, the Internal heat of the belt built up by repeated flexing, or by slippage. The next failure characteristics you will see in a flex failure are cracks that propagate from the bottom of the belt towards the back of the belt, perpendicular to the running direction. Eventually these cracks will propogate along the cordline to the next crack and will result in chunks of the belt coming loose and eventually a total failure. Since I don't see any cracks forming In the belt yet, I could see this belt running for 18 more hours at the slip condition without failing, but the belt will be damaged and cannot be expected to accumulate as many hours as a 'fresh out of the box' belt. I'm assuming that your customer wants to know if the belt will run 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months at this condition because someone should discover the slipping belt in that time frame, then adjustments could be made. The life of the belt will depend on how repeatable the slip conditions are. The returned belt, at your simulated slip condition, should be OK for 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months ."

file://C:\\Documents%2Oand%20Settings\\rweeks\\Local%20Setfings\\Temp\\GW}00001.HTM 8/25/2004

GOODP YEAR ENGINEERED P R O D U C T S Drive

Description:

SF = 1.7 Belt Descriotion:

5V Hy-T Wedge Uncogged Banded Flexten Cord V-Belt

-400

30.0

'200 10.0

-0.0 6

I 1 120.0) 1 1100) I 0;0 I 10.0 20.0 Number of Belts Eff. Belt Length (in)

Performance Index Applied Tension (Ibs/Belt)

Min Static Tension (lbs/Belt) 8 112.0 99000 201.4 201.4 85 Locked Center Temperature (F)

Drive Tyve Puillv Innut Data w

Input Diameter is Effective Dia.

Pulley Description 1

PTO Input Dia. (in) 12.5 19.7 Effective Dia. (in) 12.5 19.7 X Coord (in) 0.0 0.0 Y Coord (in) 0.0 30.526 2

Fan Pulley Details Pulley Descrigtion Location Kind Finish Misalignment Tyge I

PTO Inside Grooved 0

0.0 Fixed 2

Fan Inside Grooved 0

0.0 Fixed Pulley Results Pulley Descrigtion Arc Of Contact Max Hub Load (Ibs)

Load Direction I

PTO 166.45 3199.177 90 2

Fan 193.55 3199.177 270 Duty Cycle (horsepower)

RPM

% Use PTO Fan 900.0 100.0 170.0 170.0

G O ODp YEA R ENGINEERED P R O D U C T S Tension Details Condition I (lbs/Belt)

RPM Percent Belt SDeed Centrifugal Dynamic Tension P. Index 900.0 100.0 2.945 (1000 ftlmin) 12.883 201.354 99000 Pulley RPM Effective Adiusted Tight Side Slack Side Bending Working PTO 900.0 238.096 307.518 307.518 69.423 247.91 568.311 Fan 571.066 238.096 289.368 307.518 69.423 148.019 468.42 Force Deflection Tensioning Procedure Minimum Static Strand Tension (lbs/Belt) 201.354 Installation Static Strand Tension (lbs/Belt) 302.03 Deflecting at Mid-Span Span Deflection Length (in) Distance (in) 30.313 0.474 Deflection Force (Ibs)

All Belts New Install Re-Tension 163.706 138.536 Per Belt New Install Re-Tension 24.736 21.59 P

Span Length c

Center Distance F

Deflection Force q

Deflection Distance Disclaimer The Performance Index and other calculations are based on theoretical models and should not be used as an exact prediction.

Page 2 Customers;Engine Systems, lnc.;Radiator Cooling Fan;1 8/1312004 2:38:50 PM

-~

roW A19.iui a wil 9 I Part No: 3/5VF2000 3/

3 Rib Joined Construction 5V 0.62-Top Width - Narrow Profile Rib F

Torque Team Plus With Flexten Tensile Member 2000 200.0- Nominal Outside Length Single Envelope Ply on 5Vs, 2 Envelope Plies on 8Vs PERFORMANCE PLUS FOR HIGH HORSEPOWER DRIVES Torque Team Plus belts are Goodyear's highest capacity V-belts and the industry's benchmark for strength, durability and performance.

Their tension members are Flexten cable cord. It's twisted from aramid fiber which is five-times stronger than steel, then it's treated with Goodyear's exclusive 3-T tempering process for improved adhesion, improved flex life, and increased resistance to shrinkage. Torque Team Plus belts exhibit only one half the initial stretch of other belts and maintain greater dimensional stability over the life of the belt. They stand up to higher horsepower, high-tension drive requirements, shock loads and abusive installations better than standard joined belts, multiple V-belt teams, or chain and sprocket drives.

The cushion is made of a heavily fiber-loaded Wingprene that resists harsh operating environments and compression fatigue. The envelope is also Wingprene impregnated to protect the carcass from abrasion, heat, ozone, and oil.

Together, these components offer a strong, flexible, efficient belt with extended service life.

THE ADVANTAGES OF TORQUE TEAM PLUS BELTING With Torque Team Plus, there's less cost involved in the drive design due to the fact that each belt can handle a given load with a narrower-width belt than either multiple V-belt or chain and sprocket drives. This means that there is less cost incurred for the drive medium (belts/chains), less cost for the narrower sheaves and pulleys they use, and less cost for the downtime and labor involved in the retensioning required by both multiple V-belt and chain belt drives. There is no need r..

APPLICATIONS Ultimate upgrade belt; for all heavy-duty industrial machinery and equipment. Ideal for operation in harsh elements on the toughest high horsepower drives.

Crushers

Screens

Saws

Lathes

Sanders

Dryers

Blow Tanks

Chain Drives

Washers KEY FEATURES & BENEFITS

Narrow profile ribs provide savings through efficiency.

Joined construction for problem drives.

Up to 50% more horsepower capacity.

High-strength Flexten tensile members.

Heavy fiber-loaded Wingprene' cushion.

Tough Wingprene' impregnated backing.

Oil, heat, ozone, and abrasion resistant.

Unique Wingflex-Envelope construction.

Static conductive.

for the lubricants and lubrication system that chain drives need. These are some very clear advantages, especially when you consider that you get these savings along with a dramatic performance advantage.

There is also less weight because the smaller sheaves used for drives using Torque Team Plus belts are a dramatic 50%

lighter than a sheave required to drive an equal horsepower multiple V-belt drive. When compared to an equal horse-power chain drive, the sheave weighs an incredible 65% less than the sprocket required for the chain drive.

Torque Team Plus is more compact. In fact, a typical Torque Team Plus belt is only one third the width of an equiv-alent multiple V-belt team. It needs 17% less space than an equivalent chain drive.

And since Torque Team Plus belts give you all the advan-tages of the joined principal (smooth tracking, no belt-turnover, no matching problems, less belt threatening vibration, even and consistent tensioning), there is less main-tenance required.

PREMIUM TORQUE TEAM PLUS BELTS REQUIRE ADEQUATE SHEAVES The high strength of Torque Team Plus belts provides exceptional high-torque capabilities and horsepower ratings.

These high belt capacities may exceed standard sheave capa-bilities. To assure safety and satisfactory drive operation, consult your sheave supplier for sheave recommendations.

26 GOODp¶YEAR

r. iAui fi s

u 5VF & 8VF CROSS SECTION VIEW BELT CROSS SECTIONS AND LENGTHS AVAILABLE part Mx No.oI Part MaxNofo Part MaxbNod(

Part MiaNoF I u.ber ribs b

slabsbb ber slaber ribs per sb 5VF900 42 5VF1320 42 5VF2000 42 5VF3000 42 5VF950 42 5VF1400 42 5VF2120 42 5VF3150 42 5VF1000 42 5VF1500 42 5VF2240 42 5VF3350 42 5VF1060 42 5VF1600 42 5VF2360 42 5VF3550 42 5VF1120 42 5VF1700 42 5VF2500 42 5VF1 180 42 5VF1800 42 5VF2650 42 5VF1250 42 5VF1900 42 5VF2800 42

Part, MaxNo.of Part MaxNo.oOf Part MaxNo. of-Part MaxNoof I. NuWner.

lbspr slab Number rnbs per slab Number ribs per slab Number ribs per slab 8VF1250 24 8VF1900 24 8VF2800 24 8VF4250 24 8VF1320 24 8VF2000 24 8VF3000 24 8VF4500 24 8VF1400 24 8VF2120 24 8VF3150 24 8VF4750 24 8VF1500 24 8VF2240 24 8VF3350 24 8VF5000 24 8VF1600 24 8VF2360 24 8VF3550 24 8VF5600 24 8VF1700 24 8VF2500 24 8VF3750 24 8VF6000 24 8VF1800 24 8VF2650 24 8VF4000 24 Torque Team Plus was designed to belt a drive with one band. They are not to be used in matching sets.

COODYEAR--

27

Page 1 of 2 Robin Weeks - Additional Goodyear information From:

Robin Weeks To:

arvin.ho~exeloncorp.com; steven.hutchinstexeloncorp.com Date:

8/17/2004 1:28 PM

Subject:

Additional Goodyear information CC:

Mark Herzinger sin 6012458-CO-004

Arvin, Attached are some questions I sent to Goodyear regarding their report their responses:

ESI Questions:

1. You stated the belt had stretched some, but is in tolerance. Is it within tolerance for a new belt, or a used belt, or Is there a difference?

2. What Is the length tolerance?

3. Regarding wear, had the rubber worn away enough for the tensile members to be visible on the surface?

4. Does a belt that is wearing from slip, like this one was, typically increase or decrease the friction with the sheaves?

Generally, would a slipping belt condition continue to deteriorate regarding friction and therefore power transmission, all other factors remaining constant?

5. On page 2, you have a belt tensioning diagram. It appears that we should apply 163.7 lbs of force for a new instal. What Is the tolerance on the deflection force?

6. On re-tension, the force is lower. Why is that the case?

7. Since this is a multiple groove belt, what is the significance of the two values labeled 'per belt"?

8. Where should the deflection force be measured across the width of the belt, in the center?

In addition to my earlier questions, would the belt have stretched during operation with the slipping condition due to heating, but returned to length as you saw it in the cold condition?

Goodyear Responses:

1) There Isn't a difference between a tolerance for a new or used belt, as far as we're concerned. A kevlar corded belt will stretch very, very little so length is fairly stable. It will measure close to the length It was manufactured to. I don't think that this belt stretched much, it was most likely manufactured to a length slightly longer than nominal, but still within tolerance. A polyester corded belt will shrink when exposed to high temperatures, so measuring a used polyester corded belt will not always reflect the length the belt was manufactured to.

2) Our length tolerance on this part is +1-0.600", the returned belt measured +0.100"

3) The wear had not exposed any of the tensile members. This type of belt has a fabric "envelope" around the ribs which protects the cords from being exposed. It takes quite a bit of slip to wear through this fabric.

4) The friction levels will continue to decrease as the belt is exposed to more slip. The rubber on the envelope fabric will glaze and it will be easier for the belt to slip. The drive will be less efficient when the belt slips, so power transmission will be file:I/C:\\Documents%20and%2OSettings\\rweeks\\Local%2OSettings\\Temp\\GW}OOOO1.HTM 8/25/2004 l

Page 2 of 2 negatively affected.

5) When discussing installation tension, you'll want to be as accurate as possible. Goodyear offers tensioning devices with various ranges of accuracy. Generally speaking, you'll want to be within +1-10%. From the belt's standpoint, it's better to be slightly overtensioned than undertensioned because under tensioning will possibly cause slip, and early failure.

6) The re-tension force is lower because a new belt will have a break-in period of 24-48 hours. After this time, the belt becomes very stable and less tension is needed to carry the load.

7) Since you are using one 8 rib belt, there Is no significance to these values. If you were using two 4 rib belts, you would multiply your deflection forces by 4 for installation.

8) The deflection force should be measured in the center of the span, in the center of the belt. It would be good practice to measure deflection in the center and on both outside ribs of the belt to ensure that shaft deflection is not causing the outside ribs to be improperly tensioned.

9) (from your second email) A keviar corded belt will not stretch when exposed to heat, so I doubt that it stretched during operation.

Kevlar will not undergo any heat related changes until around 900 deg F, when it will begin to bum.

Note that according to Goodyear, the belt did not stretch to cause our overheating, but it may have glazed to the extent that belt friction was lowered, and therefore its ability to transfer power was reduced.

file:/IC:\\Documents%2Oando2OSettings\\rweeks\\Local%2OSettings\\Temp\\GW}OOOO1.HTM 8/25/2004 1

ML042790172

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