Text

Proposed License Amendment Regarding Diesel Generator Air Start Receiver Pressure, Indian Point Units 2 & 3
	ML093290044
Person / Time
Site:	Indian Point
Issue date:	11/17/2009
From:	Pollack J; Entergy Nuclear Northeast
To:	; Document Control Desk, Office of Nuclear Reactor Regulation
References
	NL-09-119
	Download: ML093290044 (125)
	v • d • e

Enterpy Nuclear Northeast Indian Point Energy Center 450 Broadway, GSB P.O. Box 249 Buchanan, NY 10511-0249 Tel 914 734 6700 Joseph Pollack Site Vice President Administration November 17, 2009 NL-09-119 U.S. Nuclear Regulatory Commission ATTN: Document Control Desk Washington, DC 20555-0001

SUBJECT:

Proposed License Amendment Regarding Diesel Generator Air Start Receiver Pressure Indian Point Unit Numbers 2 and 3 Docket Nos. 50-247 and 50-286 License Nos. DPR-26 and DPR-64

Dear Sir or Madam:

Pursuant to 10 CFR 50.90, Entergy Nuclear Operations, Inc, (Entergy) hereby requests a License Amendment to Operating License DPR-26, Docket No. 50-247 for Indian Point Nuclear Generating Unit No. 2 (IP2) and to Operating License DPR-64, Docket No. 50-286 for Indian Point Nuclear Generating Unit No. 3 (IP3). The proposed amendment will revise the test acceptance criteria specified for the EDG air receiver pressure requirements. These changes in the air receiver criteria are proposed to correct identified non-conservatisms in the calculation of air pressure requirements. The proposed amendment will also revise the number of normal Emergency Diesel generator starts the air receiver is capable of providing. provides a description and assessment of the proposed change. The marked-up pages showing the proposed changes are provided in Attachment 2. The Bases and additional FSAR changes are provided in Attachment 3 for information. Referenced calculations are provided in Enclosures 1 and 2. A copy of this application and the associated attachments are being submitted to the designated New York State official in accordance with 10 CFR 50.91.

Entergy requests approval of the proposed amendment within 12 months and an allowance of 30 days for implementation. There are no new commitments being made in this submittal. If you have any questions or require additional information, please contact Mr. Robert Walpole, Manager, Licensing at (914) 734-6710.

NL-09-119 Dockets 50-247 and 50-286 Page 2 of 2 I declare under penalty of perjury that the foregoing is true and correct.

2009.

Executed on Sincerely, JEP/sp Attachments:

Enclosures

1. Analysis of Proposed Technical Specification / FSAR Changes Regarding Diesel Generator Air Start Receiver Pressure

2.

Markup of Technical Specifications / FSAR Pages for Proposed Changes Regarding Diesel Generator Air Start Receiver Pressure

3.

Markup of Technical Specification Bases / Additional FSAR Changes Associated with the Proposed Changes Regarding Diesel Generator Air Start Receiver Pressure

1.

Indian Point Unit 2 Calculation IP-CALC-06-00329, Rev. 1, "Replacement of EDG Air Start Motors."

2.

Indian Point Unit 3 Calculation IP-CALC-07-00021, Rev. 1, "Emergency Diesel Generator Starting Air System."

cc:

Mr. John P. Boska, Senior Project Manager, NRC NRR DORL Mr. Samuel J. Collins, Regional Administrator, NRC Region 1 NRC Resident Inspectors Mr. Francis J. Murray, Jr., President and CEO, NYSERDA Mr. Paul Eddy, New York State Dept. of Public Service

ATTACHMENT 1 TO NL-09-119 ANALYSIS OF PROPOSED TECHNICAL SPECIFICATION / FSAR CHANGES REGARDING DIESEL GENERATOR AIR START RECEIVER PRESSURE ENTERGY NUCLEAR OPERATIONS, INC.

INDIAN POINT NUCLEAR GENERATING UNIT NOS. 2 and 3 DOCKET NOS. 50-247 and 50-286

NL-09-119 Dockets 50-247 and 50-286 Page 1 of 7

1.0 DESCRIPTION

Entergy Nuclear Operations, Inc (Entergy) is requesting an amendment to Operating License DPR-26, Docket 50-247 for Indian Point Nuclear Generating Unit No. 2 (IP2), and Operating License DPR-64, Docket No. 50-286 for Indian Point Nuclear Generating Unit No. 3 (IP3). The proposed change will revise the air receiver limits specified in TS 3.8.3 for the EDG air receiver pressure.

These changes in the air receiver criteria are proposed to correct identified non-conservatisms in the calculation of air pressure requirements. The proposed amendment will also revise the number of normal Emergency Diesel generator starts the air receiver is capable of providing.

The specific proposed changes are listed in the following section.

2.0 PROPOSED CHANGE

S The proposed TS changes are as follows:

A.

The TS air receiver criteria in Unit 2 TS 3.8.3, Condition F change is as follows:

"F. One or more DGs with starting air receiver pressure < 250 psig and > 90 psig.

F.1 Restore starting air receiver pressure to _> 250 psig."

To "F. One or more DGs with starting air receiver pressure < 255 psig and Ž215 psig.

F.1 Restore starting air receiver pressure to > 255 psig."

B.

The TS air receiver in Unit 2 SR 3.8.3.5 change is as follows:

"Verify each DG air start receiver pressure is > 250 psig."

To "Verify each DG air start receiver pressure is > 255 psig."

C.

The TS air receiver criteria in Unit 3 TS 3.8.3, Condition F change is as follows::

"F. One or more DGs with starting air receiver pressure < 250 psig and > 90 psig.

F.1 Restore starting air receiver pressure to > 250 psig."

To "F. One or more DGs with starting air receiver pressure < 255 psig and > 187 psig.

F.1 Restore starting air receiver pressure to > 255 psig."

D.

The TS air receiver in Unit 3 SR 3.8.3.5 change is as follows:

"Verify each DG air start receiver pressure is > 250 psig."

NL-09-119 Dockets 50-247 and 50-286 Page 2 of 7 To "Verify each DG air start receiver pressure is > 255 psig."

The proposed FSAR changes are as follows:

A.

The FSAR change for Unit 2 is to Section 8.2.3.1 "Source Descriptions" on page 19 as follows:

"Each air receiver has sufficient storage for four normal starts."

To "Each air receiver has sufficient storage for two normal starts."

B.

The FSAR change for Unit 3 is to Section 8.2.3 "Emergency Power" on page 12 as follows:

"Each air receiver has sufficient storage for 4 starts."

To "Each air receiver has sufficient storage for 3 normal starts."

The Technical Specification / FSAR markup pages for these changes are in Attachment 2. The associated Technical Specification Bases / additional FSAR changes (to be made after approval using the 10 CFR 50.59 process) are in attachment 3 for information.

3.0 BACKGROUND

Unit 2 TS 3.8.3, Condition F requires entry when the pressure in one or more EDG air receivers is less than 250 psig and equal to or greater than 90 psig. The action is to restore the starting air pressure to equal to or greater than 250 PSIG within 48 hrs. Bases for Condition F says "However, as long as the receiver pressure is > 90 psig, there is adequate capacity for at least one normal start, and the DG can be considered OPERABLE while the air receiver pressure is restored to the required limit."

When reviewing Unit 2 calculation IP-CALC-06-00329, Rev 0 for replacement of the Emergency Diesel Generator (EDG) air start motors, Engineering determined that the TS were non-conservative because the lower limit of 90 psig was the minimum required air pressure at the air start motor during each start and did not consider pressure drop from the air receiver. This also made incorrect the Unit 2 FSAR and TS Bases which indicate each air receiver has sufficient storage for four normal starts. Additionally, all starting air will be consumed during a failed start attempt. This is due to overcrank relays which are set for about 15-17 seconds which is greater than the four starts of about 3 to 3.5 seconds.

An extent of condition review for Unit 3 was performed. Unit 3 TS 3.8.3, Condition F is similar.

The TS condition requires entry when the pressure in one or more EDG air receivers is less than 250 PSIG and equal to or greater than 90 PSIG. The action is to restore the starting air pressure to equal to or greater than 250 PSIG within 48 hrs. It was determined that the TS were non-

NL-09-119 Dockets 50-247 and 50-286 Page 3 of 7 conservative because the lower limit of 90 psig was the minimum required air pressure at the air start motor during each start and did not consider pressure drop from the air receiver. The FSAR and TS Bases also indicate there is sufficient air for four normal starts which is incorrect. The overcrank relay, also set for about 15-17 seconds, will result in consumption of starting air if there is a failed start. This renders the Unit 3 TS Bases incorrect which indicate "Each DG has an air start system with adequate capacity for four successive start attempts on the DG without recharging the air start receiver(s). The air starting system is designed to shutdown and lock out any engine which does not start during the initial start attempt so that only enough air for one automatic start is used. This conserves air for subsequent DG start attempts."

NRC Administrative Letter 98-10 states that an inadequate TS value is considered a degraded condition under Generic Letter 91-18 (superseded by RIS 2005-20). Administrative controls are an acceptable interim corrective action and Administrative controls have been established at IPEC to assure the air receiver pressure is maintained within acceptable limits.

4.0 TECHNICAL ANALYSIS

The TS 3.8.3 states that with one or more EDG's with air receiver pressure less than 250 PSIG and equal to or greater that 90 PSIG then restore the starting air pressure to equal to or greater than 250 PSIG within 48 hrs.

For IP2, Calculation IP-CALC-06-00329 (Reference 1) evaluated the system and identified the required parameters for the TS as "One or more DGs with starting air receiver pressure < 255 psig and >_ 215 psig." For IP3, Calculation IP-CALC-07-00021 (Reference 2) evaluated the system and identified the required parameters for the TS as "One or more DGs with starting air receiver pressure < 255 psig and > 187 psig."

The calculations included the following design input and assumptions:

" The internal volume of the starting air system was assumed to be 49ft3 rather than the 53ft3 in the FSAR. This was the result of an internal calculation IP-CALC 00068 which established the volume as 49.3ft3.

The average crank time is 3 to 3.5 seconds so a 4 second crank time was assumed.

For IP2 the EDG lubricators require an average of 40 scfm to obtain the maximum drip so 20 scfm was assumed to be flowing through each starting air motor header.

The IP3 lubricators are not required and there is no air flow.

The redundant air starting motors each receives equal amounts of air each start.

The pressure at the air motor inlet must be above 90 psig during a start in order to deliver 900 scfm of air on IP2 and 800 cfm of air on IP3. The flow differences are due to different air start motors and the IP2 lubricators.

There are separate 30 gallon air receivers for the inlet and outlet louvers. These do not have to be supplemented by the air start receivers. The IP2 inlet and outlet dampers and the IP3 inlet dampers fail open on loss of air. The IP3 outlet dampers require air to remain open.

NL-09-119 Dockets 50-247 and 50-286 Page 4 of 7 The IP3 calculation considers the replacement of pressure switches that provide for signals to start the air start crank relay, the overcrank timer, the oil pressure timers, the jacket water pressure relay, the field flash shutdown relay, the jacket water pressure relay, the crankcase exhauster relay, and energize the pre-lube oil pump.

These switches will be replaced due to problems with the existing switches and will have a higher setpoint for enhanced operation. This modification would affect the existing limits so it will be made after the proposed changes.

The IP2 calculation determined that the air receiver pressure must remain above 191.6 psia to ensure air pressure at the air start motor remains above 90 psig throughout the 4 second start.

The calculation determined that the air receiver pressure dropped by approximately 38.2 psi on each start. The analytical limit on the air receiver is 255 psig so there is sufficient air for only two starts. The lower TS limit of 215 psig provides sufficient pressure for one start (191.6 psia -14.7 psig + 38.2 psig is 215.1 psig). The proposed FSAR change revises the text to indicate that 2 starts is the capacity of the air receivers. This will be corrected in the bases following approval of this change.

The IP3 calculation determined that the air receiver pressure must remain above 153 psig to ensure air pressure at the air start motor remains above 90 psig throughout the 4 second start.

The calculation determined that the air receiver pressure dropped by 34 psig on each start. The analytical limit on the air receiver is 255 psig so there is sufficient air for only three starts. The lower TS limit of 187 psig provides sufficient pressure for one start (187 psig - 34 psig is 153 psig).

The proposed FSAR change revises the text to indicate that 3 starts is the capacity of the air receivers. This will be corrected in the bases following approval of this change.

If an EDG does not start it will go into an overcrank condition. The Over Crank Timer (OCT) would allow the engine to crank for as long as 15-17 seconds. Based on this, the air pressure in the air receiver will drop below the pressure necessary to maintain the air start motor at 90 psig and the air left in the receiver after the over crank times out will not be sufficient for another EDG start.

This over crank timer cannot be reduced because the reduction necessary to allow an additional start would be too close to the assumed normal start time of 4 seconds and may prematurely shutdown and lockout the engine during a normal start. This risk would not be warranted since the design function is to start the first time and reach the required speed within 10 seconds. The accident analyses did not credit the subsequent start of the diesels. Therefore the design remains capable of meeting the plant design bases. The Unit 3 Bases says 'The air starting system is designed to shutdown and lock out any engine which does not start during the initial start attempt so that only enough air for one automatic start is used. This conserves air for subsequent DG start attempts." This will be corrected.

The starting air tanks are normally kept at a minimum pressure of approximately 275 psig. This is done by a low pressure switch that initiates the starting of the air compressor at approximately 275 psig. The compressor will keep running until tripped off by a signal from the high setpoint pressure switch at approximately 300 psi. The low pressure alarm, set to assure it alarms at the analytical limit of 255 psig alerts the operators to a possible low air condition per the alarm response procedure.

The changes to the minimum air pressure and the air pressure at which an alarm sounds are not accident initiators since they support a mitigation system. The changes do not significantly increase the consequences of an accident already evaluated since the values are intended to

NL-09-119 Dockets 50-247 and 50-286 Page 5 of 7 assure that a minimum of one air start is maintained in the air receivers and this function is still met. There are no equipment physical changes and no changes in the manner in which equipment is operated. There is no possibility of creating a new or different type of accident. The margin of safety is the ability to start two EDGs and bring them to rated speed and voltage within 10 seconds and there has been no change to this margin. The change is to the number of available air starts in'the air receivers. The IP2 change from 4 to 2 starts and the IP3 change from 4 to 3 does not reduce the margin to safety because only one start has been postulated in the analyses of record and the OCT would have reduced the amount of air in the air receivers if it did not start. What is lost is some of the ability to attempt to restart the EDG after the initial event. If an EDG is manually stopped there may be air sufficient for one or two restarts. If air is exhausted due to the OCT when the EDG fails to start, the air compressors may be restarted if there is offsite power to run the compressor and no seismic event has caused loss of the compressor. Also, the manual cross connection capability still exists between trains.

5.0 REGULATORY ANALYSIS

5.1 No Significant Hazards Consideration SEntergy Nuclear Operations, Inc. (Entergy) has evaluated the safety significance of the proposed changes to the Indian Point 2 and 3 Technical Specifications and IP2 and IP3 FSARs which revise the TS pressure limits for the EDG air start receiver tank and revise the FSAR number of EDG normal air starts in the air receiver. The proposed changes have been evaluated according to the criteria of 10 CFR 50.92, "Issuance of Amendment". Entergy has determined that the subject changes do not involve a Significant Hazards Consideration as discussed below:

1. Does the proposed change involve a significant increase in the probability or consequences of an accident previously evaluated?

No. The proposed change revises the pressure at which the Emergency Diesel generator (EDG) air receiver is required to be kept to meet surveillance requirements, revises the minimum EDG air receiver pressure required for one start of the EDG, and changes the number of normal starts in the air receiver. Revising the air receiver upper and lower pressure limits and reducing the number of starts in the air receiver are not accident initiators since an EDG is a mitigating system. Therefore the proposed changes do not increase the probability of an accident occurring. The proposed changes will assure that each EDG is capable of starting consistent with assumed accident analyses. These analyses assume that an EDG starts the first time and accident analyses do not credit subsequent starts. The proposed new TS limits on the EDG air receiver will assure that air pressure is adequate to assure one attempt to start the EDG is available at the lower limit and will provide additional normal starts at the upper pressure established in the surveillance. Establishing acceptance criteria that replace non conservative criteria and assure the design bases is met assures the capability of equipment to mitigate accident conditions. Therefore the proposed change does not involve a significant increase in the probability or consequences of an accident previously evaluated.

NL-09-119 Dockets 50-247 and 50-286 Page 6 of 7

2. Does the change create the possibility of a new or different kind of accident from any accident previously evaluated?

No. The proposed change revises the pressure limit for the air receiver to initiate an alarm for low pressure, revises the lower pressure limit that must be maintained to assure that air is sufficient for at least one EDG start and revises the number of normal starts in the air receiver based on the revised calculations. The proposed change does not involve installation of new equipment or modification of existing equipment, so no new equipment failure modes are introduced. The proposed revision to the air receiver pressure limits and minimum air receiver EDG starts is also is not a change to the way that the equipment or facility is operated or analyzed and no new accident initiators are created. Therefore the proposed change does not create the possibility of a new or different kind of accident from any accident previously evaluated.

3. Does the proposed change involve a significant reduction in a margin of safety?

No. The conduct of surveillance tests, the conditions for failure of those tests and the number of EDG starts in the air receiver are means of assuring that the equipment is capable of maintaining the margin of safety established in the safety analyses for the facility. The proposed change in the EDG surveillance test acceptance criteria is consistent with values assumed in existing safety analyses which assume one start attempt for each EDG. The requirement for a minimum air pressure in the EDG air start receiver assures that there will be adequate air to allow at least one EDG start attempt which meets the intent of the existing TS. The reduction in the number of starts maintained in the air, receiver does not affect the margins in accident analyses for this reason and because an EDG failure to start would reduce the air pressure below that required for one start before the overcrank timer would lock out a further start attempt. Therefore the proposed change does not involve a significant reduction in a margin of safety.

Based on the above, Entergy concludes that the proposed amendment to the Indian Point 2 and 3 Technical Specifications and FSARs presents no significant hazards consideration under the standards set forth in 10 CFR 50.92 (c), and, accordingly, a finding of "no significant hazards consideration" is justified.

5.2 Applicable Regulatory Requirements / Criteria General Design Criterion (GDC) 17; "Electric Power Systems" requires that onsite electric power systems have sufficient independence, capacity, capability, redundancy, and testability to ensure that (1) specified acceptable fuel design limits and design conditions of the reactor coolant pressure boundary are not exceeded as a result of anticipated operational occurrences and (2) the core is cooled and containment integrity and other vital functions are maintained in the event of postulated accidents, assuming a single failure.

GDC 18; "Inspection and Testing of Electric Power Systems" requires that electric power systems important to safety be designed to permit appropriate periodic inspection and testing to assess the continuity of the systems and the condition of their components.

IP2 Final Safety Analysis Report (FSAR) section 8.1 and IP3 FSAR section 1.3 describe how the requirements of GDC 17 and 18 are met at IP2 and IP3. Also, Technical Specification section

NL-09-119 Dockets 50-247 and 50-286 Page 7 of 7 3.8.1 contains testing requirements for the EDGs and Technical Specification 3.8.3 contains pressure limits on the EDG air start receiver.

In the conversion to Improved Technical Specifications, Entergy adopted TS 3.8.3, Condition F which allowed the EDG to be considered operable when the air pressure was insufficient to perform the required 4 starts and allowed 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months to restore air pressure as long as it was maintained sufficient for one start. Revising the lower pressure limit assures that at least one start will be assured. Revising the upper limit provides the maximum capability for air starts at the analytical low pressure alarm limit. Revising the number of normal air starts in the air receivers reflects the design capability for original design.

5.3 Environmental Considerations The proposed changes to the IP2 and IP3 Technical Specifications and FSARs do not involve (i) a significant hazards consideration, (ii) a significant change in the types or significant increase in the amounts of any effluent that may be released offsite, or (iii) a significant increase in individual or cumulative occupational radiation exposure. Accordingly, the proposed amendment meets the eligibility criterion for categorical exclusion set forth in 10 CFR 51.22(c)(9). Therefore, pursuant to 10 CFR 51.22(b), no environmental impact statement or environmental assessment need be prepared in connection with the proposed amendment.

6.0 PRECEDENCE No specific precedent was identified for these changes. When non-conservative values are identified, NRC Administrative Letter 98-10 indicates that a revision to the TS should be processed to correct the condition.

7.0 REFERENCES

1. Indian Point Unit 2 Calculation IP-CALC-06-00329, Rev. 1, "Replacement of EDG Air Start Motors."

2. Indian Point Unit 3 Calculation IP-CALC-07-00021, Rev. 1, "Emergency Diesel Generator Starting Air System."

ATTACHMENT 2 TO NL-09-119 MARKUP OF TECHNICAL SPECIFICATION / FSAR PAGES FOR PROPOSED CHANGES REGARDING DIESEL GENERATOR AIR START RECEIVER PRESSURE Changes indicated by lineout for deletion and Bold/Italics for additions Unit 2 Affected Pages:

TS 3.8.3-2 and 4 FSAR Chapter 8, Page 19 Unit 3 Affected Pages:

TS 3.8.3-2 and 4 FSAR Chapter 8, Page 12 ENTERGY NUCLEAR OPERATIONS, INC.

INDIAN POINT NUCLEAR GENERATING UNIT NOS. 2 and 3 DOCKET NOS. 50-247 and 50-286

Diesel Fuel Oil and Starting Air 3.8.3 ACTIONS (continued)

CONDITION REQUIRED ACTION COMPLETION TIME C.

C.1 Declare all DGs 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months

- NOTE -

inoperable.

Only applicable in MODES 1, 2, 3 and 4.

Total usable fuel oil in reserve storage tank(s)

< 29,000 gal.

D.

D.1 Restore stored fuel oil total 7 days for

- NOTE -

particulates to within limits.

DG fuel oil storage Only applicable to tank(s) reserve fuel oil storage tanks in MODES 1, 2, 3 AND and 4.

30 days for reserve One or more DG fuel oil fuel oil storage tank(s) storage tanks or reserve fuel oil storage tanks with fuel oil total particulates not within limits.

E.

1---------------------E Restore stored fuel oil 30 days for

- NOTE -

properties to within limits.

DG fuel oil storage Only applicable to tank(s) reserve fuel oil storage tanks in MODES 1,2, 3 AND and 4.

60 days for reserve One or more DG fuel oil fuel oil storage tank(s) storage tanks or reserve fuel oil storage tanks with new fuel oil properties other than particulates not within limits.

F.

One or more DGs with F.1 Restore starting air 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months starting air receiver receiver pressure to pressure < 2-0 255 psig

_ 2W6 255 psig.

and Ž 90 215 psig.

INDIAN POINT 2 3.8.3-2 Amendment 2ý38

Diesel Fuel Oil and Starting Air 3.8.3 SURVEILLANCE REQUIREMENTS (continued)

SURVEILLANCE FREQUENCY SR 3.8.3.4

- NOTE -

Only required to be met in MODES 1, 2, 3 and 4.

Verify that fuel oil properties of new and stored fuel In accordance with oil in the reserve storage tank(s) are within limits the Diesel Fuel Oil specified in the Diesel Fuel Oil Testing Program.

Testing Program SR 3.8.3.5 Verify each DG air start receiver pressure is 31 days 2,50 255 psig.

SR 3.8.3.6 Check for and remove accumulated water from each 31 days fuel oil storage tank.

INDIAN POINT 2 3.8.3-4 Amendment 2,W

IP2 FSAR UPDATE rpm, 3-phase, 60-cycle, 480-V generator. The units have a capability of 1750 kW (continuous), 2300 kW for 1/2 hour in any 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months period, and 2100 kW for 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months in any 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months period. There is a sequential limitation whereby it is unacceptable to operate EDG's for two hours at 2100 kW followed by operating at 2300 kW for a half hour. Any other combination of the above ratings is acceptable.

Any two units, backups to the normal standby AC power supply, are capable of sequentially starting and supplying the power requirement of at least one complete set of safeguards equipment. The units are installed in a seismic Class I structure located near the Primary Auxiliary Building.

Each emergency diesel is automatically started by two redundant air motors, each unit having a complete 53-ft3 air storage tank and compressor system powered by a 480-V motor. The piping and the electrical services are arranged so that manual transfer between units is possible. The capability exists to cross-connect a single EDG air compressor to more than one (1) EDG air receiver, via manual air tie valves.

However, to ensure that the operability of two (2) of the three (3) EDGs is maintained for minimum safeguards in the event of a single failure, administrative controls are in-place to require an operator to be stationed within the EDG Building, whenever any of the starting air tie valves are opened. Each air receiver has sufficient storage for twofeu normal starts. However, the diesel will consume only enough air for one automatic start during any particular power failure. Kdtionally, the engine control system is iedto shut "downand lockout any engine t t

d tat' dng the initial try. The emergency units are capable of starting and load sequencing within 10 sec after the initial start signal. The units have the capability of being fully loaded within 30 sec after the start of load sequencing.

To ensure rapid start, the units are equipped with water jacket and lube-oil heating. A prelube pump circulates the oil when a unit is not running. The units are located in heated rooms.

Audible and visual alarms are located in the control room and in the diesel generator building. Alarms on the electrical annunciator panels in the control room are:

1.

Diesel-generator trouble.

2.

Diesel-generator oil storage tank low level.

3.

21 Diesel-Generator Trouble.

4.

22 Diesel-Generator Trouble.

5.

23 Diesel-Generator Trouble

6.

Diesel-Generator Service Water Flow Low The activation of the emergency diesel generator trouble alarm in the control room will be caused by the initiation of any of the following alarms in the diesel generator building:

1.

Low oil pressure.

2.

Differential fuel strainer, secondary.

3.

Overcrank.

4.

High differential lube-oil strainer.

5.

High water temperature.

6.

High differential pressure lube-oil filter.

7.

High-high jacket water temperature.

8.

Deleted.

9.

Overspeed.

10.

Overcurrent.

11.

Low fuel oil level, day tank.

12.

Reverse power.

Chapter 8, Page 19 of 29 Revision 21, 2008

Diesel Fuel Oil and Starting Air 3.8.3 ACTIONS (continued)

CONDITION REQUIRED ACTION COMPLETION TIME C. -------

NOTE C.1 Declare all DGs Immediately Only applicable in MODES inoperable.

1, 2, 3 and 4.

Total useable fuel oil in reserve storage tank(s)

< 26,826 gal.

D.

One or more DG fuel oil D.1 Restore fuel oil 7 days for DG fuel storage tanks or reserve total particulates oil storage tank fuel oil storage tanks within limit.

with fuel oil total AND particulates not within limits.

30 days for reserve fuel oil storage tank E.

One or more DG fuel oil E.1 Restore fuel oil 30 days for DG storage tanks or reserve properties to within fuel oil storage fuel oil storage tanks

limits, tank with fuel oil properties other than particulates AND not within limits.

60 days for reserve fuel oil storage tank F.

One or more DGs with F.1 Restore starting air 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months starting air receiver receiver pressure to pressure < 9&9 255 psig 2-60 255 psig.

and - 90 187 psig.

(continued)

INDIAN POINT 3 3.8.3-2 Amendment 2-06

Diesel Fuel Oil and Starting Air 3.8.3 SURVEILLANCE REQUIREMENTS (continued)

SURVEILLANCE FREQUENCY SR 3.8.3.4

NOTE-----------------

Only required in MODES 1, 2, 3 and 4.

Verify that fuel oil properties in the reserve In accordance storage tank(s) are within limits specified in with the Diesel

the Diesel Fuel Oil Testing Program.

Fuel Oil Testing Program SR 3.8.3.5 Verify each DG air start receiver pressure is 31 days 25 255 psig.

SR 3.8.3.6 Check for and remove accumulated water from 92 days each DG fuel oil storage tank.

INDIAN POINT 3 3.8.3-4 Amendment 2-05

IP3 FSAR UPDATE The Authority submitted to the NRC its response to the SBO rule. The NRC responded by issuing a Safety Evaluation dated December 23, 1991 and a Supplemental Safety Evaluation dated June 8, 1992.

Based on these safety evaluations, and IPN-94-127, dated October 13, 1994, the following SBO-related items are resolved:

1) Habitability of the areas from which the AFW flow control valves and steam generator PORVs are operated during the first hour after the onset of an SBO event was evaluated and determined acceptable.

2) In order to address the effects of loss of ventilation of the control room, control room cabinet doors will be opened within 30 minutes of the onset of an SBO event.

3) The containment Isolation Valve design and operation meets the intent of the guidance described in Regulatory Guide 1.155.

Specific containment isolation valves which cannot be excluded based on the 5 criteria given in Regulatory Guide 1.155 are documented to justify their exclusion and ensure that containment integrity will be maintained during an SBO event.

4) All equipment required for response to an SBO shall be classified (at least) Category M, and included in the QA Program.

5) The EDG reliability program follows the guidance and meets the intent of Regulatory Guide 1.155. This program includes monitoring of EDG reliability, surveillance and testing of the EDGs, maintenance program, an information and data collection system and management oversight.

6) The coping duration categorization of IP3 has been revised from four to eight hours.

Any two emergency diesel generator units, as a backup to the normal standby AC power supply are capable of sequentially starting and supplying the power requirement of one minimum required set of safeguards equipment. The three units are located in a seismic Class I structure located near the Control Building.

Each emergency diesel is automatically started by two redundant air motors, each unit having a complete 53 cu ft air storage tank and compressor system powered from a 480 volt motor. The piping and the electrical services are arranged so that manual transfer between units is possible.

Each air receiver has sufficient storage for-43 starts. The diesel will consume, however, only enough air for one automatic start during any particular power failure. This is due to the engine control system which is designed to shutdown and lock out any engine which did not start during the initial try.

The emergency units are capable of being started and sequence load begun within 10 seconds after the initial signal. The starting system is completely redundant for each diesel generator. The units have the capability of being fully loaded within 30 seconds after the initial starting signal.

To ensure rapid start the units are equipped with water jacket and lube oil heating and pre-lube pump for circulation of lube oil when the unit is not running. The units are located in heated rooms.

Chapter 8, Page 12 of 30 Revision 02, 2007

ATTACHMENT 3 TO NL-09-119 MARKUP OF TECHNICAL SPECIFICATION BASES / ADDITIONAL FSAR CHANGES ASSOCIATED WITH THE PROPOSED CHANGES REGARDING DIESEL GENERATOR AIR START RECEIVER PRESSURE Changes indicated by lineout for deletion and Bold/Italics for additions ENTERGY NUCLEAR OPERATIONS, INC.

INDIAN POINT NUCLEAR GENERATING UNIT NOS. 2 and 3 DOCKET NOS. 50-247 and 50-286

Diesel Fuel Oil and Starting Air B 3.8.3 B 3.8 ELECTRICAL POWER SYSTEMS B 3.8.3 Diesel Fuel Oil and Starting Air BASES BACKGROUND Fuel oil for the three safeguards DGs is stored in the three DG fuel oil storage tanks (one tank associated with each DG) and the common DG fuel oil reserve.

The three DG fuel oil storage tanks are required to contain a minimum of 19,000 usable gallons (6334 gallons in the tank associated with each DG) to ensure that at least two of the three diesels can operate for at least 73 hours8.449074e-4 days 0.0203 hours 1.207011e-4 weeks 2.77765e-5 months at the maximum load profile permitted by the diesels ratings. If the oil in one of the DG storage tanks is not available, there is sufficient fuel available to run two diesels for 45 hours5.208333e-4 days 0.0125 hours 7.440476e-5 weeks 1.71225e-5 months at the maximum load profile permitted by the diesels ratings.

The DG fuel oil reserve is an additional 29,000 gallons of diesel fuel that is maintained in onsite storage tanks for the exclusive use of Indian Point 2 as described in UFSAR Section 8.2 (Ref. 1). This additional 29,000 gallons of diesel fuel is sufficient for operation of two diesels for an additional 111 hours0.00128 days 0.0308 hours 1.835317e-4 weeks 4.22355e-5 months at the maximum load profile permitted by the diesels ratings.

The basis for a minimum volume of diesel fuel oil of 48,000 gallons (i.e. 6334 usable gallons in each of the three DG fuel oil storage tanks and 29,000 gallons in the DG fuel oil reserve) is sufficient to operate two diesels for at least 168 hours0.00194 days 0.0467 hours 2.777778e-4 weeks 6.3924e-5 months at the maximum load profile permitted by the diesels ratings. If only two of the three DG fuel oil storage tanks are available, the total remaining fuel oil in storage is sufficient to provide for operation of two DGs at the maximum load profile permitted by the diesels ratings for a period of at least 160 hours0.00185 days 0.0444 hours 2.645503e-4 weeks 6.088e-5 months . This volume of fuel oil is sufficient because commercial oil supplies and trucking facilities exist to ensure fuel oil deliveries within one day.

Note that the operators of Indian Point 2 are responsible for maintaining the reserve that is designated for Indian Point 3 use only as specified in the Indian Point 3 Technical Specifications at the location specified in the Indian Point 3 UFSAR. The DG fuel oil designated for Indian Point 3 is subject to the same sampling and testing requirements as the DG fuel oil designated for Indian Point 2.

Indian Point 2 is responsible for promptly informing Indian Point 3 of the results of the periodic verification of DG fuel oil volume and the results of required DG sampling and testing.

INDIAN POINT 2 B 3.8.3 - 1 Revision 23 INDIAN POINT 2 B 3.8.3 - 1 Revision 2-3

Diesel Fuel Oil and Starting Air B 3.8.3 BASES BACKGROUND (continued)

Each of the three DG fuel oil storage tanks is provided with a motor-driven transfer pump mounted in a manhole opening above oil level. This pump is used to transfer fuel oil from the storage tank to the 175 gallon day tank supporting each DG.

A decrease in day tank level to approximately 115 gallons (65%) will start the transfer pump in the corresponding DG fuel oil storage tank and run until the day tank is at approximately 158 gallons (90%).

This process ensures that the day tank always contains sufficient fuel to support approximately 53 minutes of DG operation. If pump 21 fails to refill its associated day tank, transfer pump 22 will receive an automatic starting signal as a backup to the primary pump.

In a similar manner, transfer pump 22 receives an automatic starting signal on low level in the day tank for diesel 22 and is backed up by transfer pump 23. Transfer pump 23 starts on low level in the day tank for diesel generator 23 and is backed up by transfer pump 21.

If the DGs require fuel oil from the fuel oil reserve tank(s), the fuel oil will be transported by truck to the DG fuel oil storage tanks.

A truck with appropriate hose connections and capable of transporting oil is available either on site or at the Buchanan Substation. Commercial oil supplies and trucking facilities are also available in the vicinity of the plant.

For proper operation of the standby DGs, it is necessary to ensure the proper quality of the fuel oil. Regulatory Guide 1.137 (Ref. 2) addresses the recommended fuel oil practices as supplemented by ANSI N1 95 (Ref. 4). The fuel oil properties governed by these SRs are the water and sediment content, the viscosity, specific gravity (or API gravity), and impurity level. Requirements for DG fuel oil testing methodology, frequency, and acceptance criteria are maintained in the program required by Technical Specification 5.5.11, Diesel Fuel Oil Testing Program.

The DG lubrication system is designed to provide sufficient lubrication to permit proper operation of its associated DG under all loading conditions.

The system is required to circulate the lube oil to the diesel engine working surfaces and to remove excess heat generated by friction during operation. Administrative controls ensure that the combination of the lube oil in the engine oil sump and maintained in onsite storage is sufficient to support 7 days of continuous operation of all three DGs. This supply is sufficient to allow operators to replenish the lube oil from offsite sources.

INDIAN POINT 2 B 3.8.3 - 2 Revision 2-3

Diesel Fuel Oil and Starting Air B 3.8.3 BASES BACKGROUND (continued)

Each emergency diesel is automatically started by two redundant air motors. Each DG has a nominal 6349 ft3 air storage tank and compressor system powered by a 480-V motor.

The piping and the electrical services are arranged so that manual transfer between units is possible.

The capability exists to cross-connect a single DG air compressor to more than one DG air receiver, via manual air tie valves.

However, to ensure that the OPERABILITY of two of the three DGs is maintained in the event of a single failure, administrative controls are in-place to require an operator to be stationed within the DG Building, whenever any of the starting air tie valves are opened. Each air receiver has sufficient storage for four normal starts. However, all starting air will be consumed during a failed start attempt.

APPLICABLE The initial conditions of Design Basis Accident (DBA) and transient SAFETY analyses in the UFSAR, Chapter 14 (Ref. 3), assume Engineered Safety ANALYSES Feature (ESF) systems are OPERABLE.

The DGs are designed to provide sufficient capacity, capability, redundancy, and reliability to ensure the availability of necessary power to ESF systems so that fuel, Reactor Coolant System and containment design limits are not exceeded.

These limits are discussed in more detail in the Bases for Section 3.2, Power Distribution Limits; Section 3.4, Reactor Coolant System (RCS);

and Section 3.6, Containment Systems.

Since diesel fuel oil and the air start subsystem support the operation of the standby AC power

sources, they satisfy Criterion 3 of 10 CFR 50.36(c)(2)(ii).

LCO The basis for a minimum volume of diesel fuel oil of 48,000 gallons (i.e. 6334 usable gallons in each of the three DG fuel oil storage tanks and 29,000 gallons in the DG fuel oil reserve) is to provide for operation at the maximum load profile permitted by the diesels ratings for a period of at least 168 hours0.00194 days 0.0467 hours 2.777778e-4 weeks 6.3924e-5 months . If only two of the three DG fuel oil storage tanks are available, the total remaining fuel oil in storage is sufficient to provide for operation of two DGs at the maximum load profile permitted by the diesels ratings for a period of at least 160 hours0.00185 days 0.0444 hours 2.645503e-4 weeks 6.088e-5 months . It is also required to meet specific standards for quality. This requirement, in conjunction with an ability to obtain replacement supplies within 7 days, supports the availability of DGs required to shut down the reactor and to maintain it in a safe condition for an anticipated operational occurrence (AOO) or a postulated DBA with loss of offsite power.

INDIAN POINT 2 B 3.8.3-3 Revision 2=3

Diesel Fuel Oil and Starting Air B 3.8.3 BASES LCO (Continued)

In MODES 5 and 6, LCO requirements for DG fuel oil are relaxed in recognition that reduced DG loading required to respond to events in MODES 5 and 6 significantly reduces the amount of fuel oil required in the DG fuel oil storage tanks. Therefore, the LCO requires a total of 6334 gallons of fuel oil in the tanks associated with the DGs that are required to be OPERABLE.

This fuel may be stored in one tank associated with an OPERABLE DG or proportioned between the tanks associated with OPERABLE DGs. DG day tank fuel requirements, as well as transfer capability from the storage tank to the day tank, are addressed in LCO 3.8.1, "AC Sources - Operating," and LCO 3.8.2, "AC Sources - Shutdown."

The starting air system is required to have a minimum capacity for feuf two successive normal DG starts without recharging the air start receivers.

APPLICABILITY The AC sources (LCO 3.8.1 and LCO 3.8.2) are required to ensure the availability of the required power to shut down the reactor and maintain it in a safe shutdown condition after an AOO or a postulated DBA. Since stored diesel fuel oil and the starting air subsystem support LCO 3.8.1 and LCO 3.8.2, stored diesel fuel oil and starting air are required to be within limits when the associated DG is required to be OPERABLE.

ACTIONS The ACTIONS Table is modified by a Note indicating that separate Condition entry is allowed for each DG. This is acceptable, since the Required Actions for each Condition provide appropriate compensatory actions for each inoperable DG subsystem.

Complying with the Required Actions for one inoperable DG subsystem may allow for continued operation, and subsequent inoperable DG subsystem(s) are governed by separate Condition entry and application of associated Required Actions.

A.. 1 In this Condition, the requirements of SR 3.8.3.2.a are not met for one or more DG fuel oil storage tanks. This means that replenishment of DG fuel oil from the reserve storage tanks will be needed in less time than assumed in the UFSAR (Ref. 1). Therefore, the DG(s) associated with the DG fuel oil storage tank(s) not within limits must be declared inoperable within 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months because replenishment of the DG fuel oil storage tank requires that fuel be transported from the DG fuel oil reserve by truck and the volume of fuel oil remaining in the DG fuel oil storage tank may not be sufficient to allow INDIAN POINT 2 B 3.8.3 - 4 Revision 23

Diesel Fuel Oil and Starting Air B 3.8.3 BASES ACTIONS (continued) continuous DG operation while the fuel transfer is planned and conducted under accident conditions.

This Condition is preceded by a Note stating that Condition A is applicable only in MODES 1, 2, 3 and 4. This Note provides recognition that reduced DG loading required to respond to events in MODES 5 and 6 significantly reduces the amount of fuel oil required in the DG fuel oil storage tanks when in these MODES.

B.1 In this Condition, the requirements of SR 3.8.3.2.b are not met. With less than the total required minimum fuel oil in one or more DG fuel oil storage tanks, the two DGs required to be OPERABLE in MODES 5 and 6 and during movement of recently irradiated fuel may not have sufficient fuel oil to support continuous operation while a fuel transfer from the offsite DG fuel oil reserve or from another offsite source is planned and conducted under accident conditions.

This Condition requires that all DGs be declared inoperable immediately because minimum fuel oil level requirements in SR 3.8.3.2.b is a Condition of OPERABILITY of all DGs when in the specified MODES.

This Condition is preceded by a Note stating that Condition B is applicable only in MODES 5 and 6. This Note provides recognition that reduced DG loading required to respond to events in MODES 5 and 6 significantly reduces the amount of fuel oil required in the DG fuel oil storage tanks when in these MODES.

C.1 In this Condition, the requirements of SR 3.8.3.1 are not met and the fuel oil remaining in the DG fuel oil reserve is not sufficient to operate 2 of the 3 DGs at the maximum load profile permitted by the diesels ratings for 7 days.

Therefore, all 3 DGs are declared inoperable within 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months .

This Condition is preceded by a Note stating that Condition C is applicable only in MODES 1, 2, 3 and 4 because the DG fuel oil reserve is required to be available only in these MODES.

This Note provides recognition that reduced DG loading required to respond to events in MODES 5 and 6 and when moving irradiated fuel and, therefore, significantly reduces the amount of fuel oil required when in these MODES.

INDIAN POINT 2 B 3.8.3 - 5 Revision 2*3

Diesel Fuel Oil and Starting Air B 3.8.3 BASES ACTIONS (continued)

D.1 This Condition is entered as a result of a failure to meet the acceptance criterion for total particulate concentration of the fuel oil in the DG fuel oil storage tanks and/or the DG fuel oil reserve storage tanks is not within the allowable value in Technical Specification 5.5.11, Diesel Fuel Oil Testing Program, during periodic verifications required by SR 3.8.3.3 and SR 3.8.3.4. Normally, trending of particulate levels allows sufficient time to correct high particulate levels prior to reaching the limit of acceptability.

Poor sample procedures (bottom sampling), contaminated sampling equipment, and errors in laboratory analysis can produce failures that do not follow a trend. Since the presence of particulates does not mean failure of the fuel oil to burn properly in the diesel engine, and particulate concentration is unlikely to change significantly between Surveillance Frequency intervals, and proper engine performance has been recently demonstrated (within 31 days), it is prudent to allow a brief period prior to declaring the associated DG inoperable. The Completion Time to restore particulate levels to within required limits is 7 days for DG fuel oil storage tanks and 30 days for reserve storage tanks. These Completion Times allow for further evaluation, resampling and re-analysis of the DG fuel oil and recognize the time that may be required to restore parameters to within limits.

This Condition is preceded by a Note that clarifies that this Condition applies to the reserve fuel oil storage tanks only in MODES 1, 2, 3 and 4.

E.. 1 New fuel oil may be added to the DG fuel oil storage tanks or the reserve storage tanks before results of samples of this new fuel oil are available.

If the properties of new fuel oil are determined not to be within the requirements established by Technical Specification 5.5.11, "Diesel Fuel Oil Testing Program," after the fuel oil has been added to the DG fuel oil storage tanks or the reserve storage tanks, then the oil in the affected storage tank(s) must be confirmed to be within the limits established by Technical Specification 5.5.11.

A Completion Time of 30 days is permitted to confirm and/or restore the DG fuel oil storage tanks to within the limits of Technical Specification 5.5.11.

A Completion Time of 60 days is permitted to confirm and/or restore the DG fuel oil reserve tanks to within the limits of Technical Specification 5.5.11.

INDIAN POINT 2 B 3.8.3-6 Revision 2-3

Diesel Fuel Oil and Starting Air B 3.8.3 BASES ACTIONS (continued)

This Condition is preceded by a Note that clarifies that this Condition applies to the reserve fuel oil storage tanks only in MODES 1, 2, 3 and 4.

For the DG fuel oil storage tanks, this period provides sufficient time to test the stored fuel oil to determine that the new fuel oil, when mixed with previously stored fuel oil, remains acceptable, or to restore the stored fuel oil properties. This restoration may involve feed and bleed procedures, filtering, or combinations of these procedures.

Even if a DG start and load was required during this time interval and the fuel oil properties were outside limits, there is a high likelihood that the DG would still be capable of performing its intended function.

For the DG fuel oil reserve, the properties of the fuel oil in the offsite reserve must be maintained within the limits established by Technical Specification 5.5.11, Diesel Fuel Oil Testing Program, because fuel oil from the offsite DG fuel oil reserve will be added to the DG fuel oil storage tanks within the first 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months following an event in conjunction with a sustained loss of offsite power. Failure to maintain the offsite DG fuel oil reserve within these limits may adversely impact DG operation of all three DGs at some point following addition of the reserves to the DG fuel oil storage tanks. Therefore, if the offsite DG fuel oil reserve is not restored to within these limits within the specified Completion Time, then all three DGs must be declared inoperable (Required Action E.1 applies to all three DGs).

Restoration of properties to within required limits may be performed by removing fuel or using the fuel in the gas turbine peaking units and replacing it with fuel within required limits or by the methods described for the DG fuel oil storage tank.

The Completion Time of 60 days for the restoration of fuel oil properties to within limits is acceptable because the DG fuel oil storage tanks contain sufficient fuel for a minimum of 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months DG operation at the maximum load profile permitted by the diesels ratings. The Completion Time is acceptable because there is a high likelihood that the DG would still be capable of meeting requirements for starting and endurance even if fuel oil from the DG fuel oil reserve must be added to the DG fuel oil tanks during the time interval the fuel oil properties are outside specified limits.

Additionally, IP2 is located in an area where compatible fuel oil is readily available.

F. 1 INDIAN POINT 2 B 3.8.3 - 7 Revision 23

Diesel Fuel Oil and Starting Air B 3.8.3 BASES ACTIONS (continued)

With starting air receiver pressure <2505psig, sufficient capacity for twofew successive DG start attempts does not exist. However, as long as the receiver pressure is > 90215 psig, there is adequate capacity for at least one normal start, and the DG can be considered OPERABLE while the air receiver pressure is restored to the required limit.

A period of 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months is considered sufficient to complete restoration to the required pressure prior to declaring the DG inoperable. This period is acceptable based on the remaining air start capacity, the fact that most DG starts are accomplished on the first attempt, and the low probability of an event during this brief period.

Entry into Condition F is not required when air receiver pressure is less than required limits while the DG is operating following a successful start.

G.1 With a Required Action and associated Completion Time not met, or one or more DG's fuel oil or starting air subsystem is not within limits for reasons other than addressed by Conditions A through F, the associated DG may be incapable of performing its intended function and must be immediately declared inoperable.

SURVEILLANCE SR 3.8.3.1 REQUIREMENTS This SR provides verification that there is an adequate inventory of fuel oil in the DG fuel oil reserve to support 2 DGs at the maximum load profile permitted by the diesels ratings for 7 days assuming requirements for the DG fuel oil storage tanks and day tanks are met. The 7 day duration with 2 of the 3 DGs at the maximum load profile permitted by the diesels ratings is sufficient to place the unit in a safe shutdown condition and to bring in replenishment fuel from a commercial source.

This SR is modified by a Note that requires this SR to be met only when in MODES 1, 2, 3 or 4. The requirements for DG fuel oil are relaxed in recognition that in MODES 5 and 6 the reduced DG loading required to respond to events significantly reduces the amount of fuel oil required in the DG fuel oil storage tanks.

INDIAN POINT 2 B 3.8.3 - 8 Revision 2-3

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS (continued)

The 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months Frequency is needed because the DG fuel oil reserve is stored in fuel oil tanks that used to support the operation of gas turbine peaking units. This warrants frequent verification that required offsite DG fuel oil reserve volume is being maintained. Additionally, the DG fuel oil reserve includes oil designated for the exclusive use of Indian Point 3 and the IP3 UFSAR and the IP3 Technical Specifications require verification of the DG fuel oil reserve every 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months .

SR 3.8.3.2 SR 3.8.3.2.a provides verification when in MODES 1, 2, 3, and 4, that there is an adequate inventory of fuel oil in the DG fuel oil storage tanks to support at least 73 hours8.449074e-4 days 0.0203 hours 1.207011e-4 weeks 2.77765e-5 months of operation at the maximum load profile permitted by the diesels ratings when all three DG fuel oil storage tanks are available or 45 hours5.208333e-4 days 0.0125 hours 7.440476e-5 weeks 1.71225e-5 months of operation at the maximum load profile permitted by the diesels ratings when any two of the DG fuel oil storage tanks are available (Ref. 1).

The 45 hour5.208333e-4 days 0.0125 hours 7.440476e-5 weeks 1.71225e-5 months period of DG operation is sufficient time for a fuel transfer (from the fuel oil reserve or an offsite source) to be planned and conducted under accident conditions.

SR 3.8.3.2.b provides verification when in MODES 5 and 6 that the minimum required fuel oil for operation in these MODES is available in one or more DG fuel oil storage tanks. The minimum required volume of fuel oil takes into account the reduced DG loading required to respond to events in MODES 5 and 6 is sufficient to support the two DGs required to be operable in MODES 5 and 6 while a fuel transfer from the offsite DG fuel oil reserve or from another offsite source is planned and conducted under accident conditions.

This minimum volume required by SR 3.8.3.2.a and SR 3.8.3.2.b is the usable volume and does not include allowances for fuel not usable due to the fuel oil transfer pump cutoff switch (approximately 700 gallons).

Additionally, an allowance must be made for instrument accuracy depending on the method used to determine tank volume. These adjustments must be made for each tank for SR 3.8.3.2.b if the required volume is found in more than one DG fuel oil storage tank.

The 31 day Frequency is adequate to ensure that a sufficient supply of fuel oil is available, since low level alarms are provided and unit operators would be aware of any large uses of fuel oil during this period.

INDIAN POINT 2 B 3.8.3-9 Revision 2-3

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS (continued)

SR 3.8.3.3 and SR 3.8.3.4 SR 3.8.3.3 requires that fuel oil properties of new and stored fuel oil in the DG fuel oil storage tanks are tested and maintained in accordance with Technical Specification 5.5.11," Diesel Fuel Oil Testing Program."

SR 3.8.3.4 requires that fuel oil properties of new and stored fuel oil in the reserve storage tank(s) are within limits specified in Technical Specification 5.5.11. SR 3.8.3.4 is modified by a Note that requires this SR to be met only when in MODES 1, 2, 3 or 4 because the fuel oil in the reserve storage tank(s) is required only when in those MODES.

These Surveillances verify that the properties of new and stored fuel oil meet the acceptance criteria established by Technical Specification 5.5.11, "Diesel Fuel Oil Testing Program." Sampling and testing requirements for the performance of diesel fuel oil testing in accordance with applicable ASTM Standards are specified in the administrative program developed to ensure that Technical Specification 5.5.11 is met.

As required by Technical Specification 5.5.11, new fuel oil is sampled prior to addition to the DG fuel oil storage tanks and stored fuel oil is periodically sampled from the DG fuel oil storage tanks. Requirements and acceptance criteria for fuel oil are divided into 3 parts as follows:

a) tests of the sample of new fuel and acceptance criteria that must be met prior to adding the new fuel to the DG fuel oil storage tanks; b) tests of the sample of new fuel that may be completed after the fuel is added to the DG fuel oil storage tanks; and, c) tests of the fuel oil stored in the DG fuel oil storage tanks.

These tests are a means of determining whether new fuel oil is of the appropriate grade and has not been contaminated with substances that would have an immediate, detrimental impact on diesel engine combustion.

If results from these tests are within acceptable limits, the fuel oil may be added to the storage tanks without concern for contaminating the entire volume of fuel oil in the storage tanks. These tests are to be conducted prior to adding the new fuel to the storage tank(s), but in no case is the time between receipt of new fuel and conducting the tests to exceed 31 days.

The tests, limits, and applicable ASTM Standards are performed in accordance with the administrative program developed to ensure that Technical Specification 5.5.11 is met.

INDIAN POINT 2 B83.8.3 -10 Revision 2-3

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS (continued)

Failure to meet any of the Specification 5.5.11 limits is cause for rejecting the new fuel oil, but does not represent a failure to meet the LCO because the fuel oil is not added to the storage tanks.

The tests of the sample of new fuel that may be completed after the fuel is added to the DG fuel oil storage tanks must be completed within 31 days.

The fuel oil is analyzed to establish that the other properties of the fuel oil meet the acceptance criteria of Technical Specification 5.5.11. The 31 day period is acceptable because the fuel oil properties of interest, even if they were not within stated limits, would not have an immediate effect on DG operation. Failure to meet the specified acceptance criteria requires entry into Condition D and restoration of the quality of the fuel oil in the DG fuel oil storage tank within the associated Completion Time and explained in the Bases for Condition D.

This Surveillance ensures the availability of high quality fuel oil for the DGs.

The periodic tests of the fuel oil stored in the DG fuel oil storage tanks verify that the length of time or conditions of storage has not degraded the fuel in a manner that could impact DG OPERABILITY.

Fuel oil degradation during long term storage shows up as an increase in particulate, due mostly to oxidation. The presence of particulate does not mean the fuel oil will not burn properly in a diesel engine. The particulate can cause fouling of filters and fuel oil injection equipment, however, which can cause engine failure.

Particulate concentrations must meet the acceptance criteria of Technical Specification 5.5.11. It is acceptable to obtain a field sample for subsequent laboratory testing in lieu of field testing.

The Frequency of this test takes into consideration fuel oil degradation trends that indicate that particulate concentration is unlikely to change significantly between Frequency intervals.

SR 3.8.3.5 This Surveillance ensures that, without the aid of the refill compressor, sufficient air start capacity for each DG is available.

The system design requirements provide for a minimum of feuwtwo engine normal starts without recharging. However, all starting air will be consumed during a failed start attempt. The pressure specified in this SR is intended to reflect the lowest value at which the fewtwo normal successful starts can be accomplished.

INDIAN POINT 2 B 3.8.3 - 11 Revision 23

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS (continued)

The 31 day Frequency takes into account the capacity, capability, redundancy, and diversity of the AC sources and other indications available in the control room, including alarms, to alert the operator to below normal air start pressure.

SR 3.8.3.6 Microbiological fouling is a major cause of fuel oil degradation. There are numerous bacteria that can grow in fuel oil and cause fouling, but all must have a water environment in order to survive.

Removal of water from the fuel storage tanks once every 31 days eliminates the necessary environment for bacterial survival.

This is the most effective means of controlling microbiological fouling.

In addition, it eliminates the potential for water entrainment in the fuel oil during DG operation. Water may come from any of several sources, including condensation, ground water, rain water, and contaminated fuel oil, and from breakdown of the fuel oil by bacteria.

Frequent checking for and removal of accumulated water minimizes fouling and provides data regarding the watertight integrity of the fuel oil system. The Surveillance Frequencies are consistent with Regulatory Guide 1.137 (Ref. 2). This SR is for preventive maintenance.

Unless the volume of water is sufficient that it could impact DG OPERABILITY, presence of water does not necessarily represent failure of this SR, provided the accumulated water is removed within 7 days of performance of the Surveillance.

REFERENCES

1.

UFSAR, Section 8.2.

2.

Regulatory Guide 1.137.

3.

UFSAR, Chapter 14.

4.

ANSI N195-1976, Appendix B.

INDIAN POINT 2 B 3.8.3 - 12 Revision 2-3

IP2 FSAR UPDATE rpm, 3-phase, 60-cycle, 480-V generator. The units have a capability of 1750 kW (continuous), 2300 kW for 1/2 hour in any 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months period, and 2100 kW for 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months in any 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months period. There is a sequential limitation whereby it is unacceptable to operate EDG's for two hours at 2100 kW followed by operating at 2300 kW for a half hour. Any other combination of the above ratings is acceptable.

Any two units, backups to the normal standby AC power supply, are capable of sequentially starting and supplying the power requirement of at least one complete set of safeguards equipment. The units are installed in a seismic Class I structure located near the Primary Auxiliary Building.

Each emergency diesel is automatically started by two redundant air motors, each unit having a complete 496--ft3 (approximate internal volume) air storage tank and compressor system powered by a 480-V motor. The piping and the electrical services are arranged so that manual transfer between units is possible. The capability exists to cross-connect a single EDG air compressor to more than one (1) EDG air receiver, via manual air tie valves. However, to ensure that the operability of two (2) of the three (3) EDGs is maintained for minimum safeguards in the event of a single failure, administrative controls are in-place to require an operator to be stationed within the EDG Building, whenever any of the starting air tie valves are opened. Each air receiver has sufficient storage for four normal starts. However, the diesel will consume only enough air for one automatic start during any particular power failure. Additionallyt g

control is designed to shutdown and lock out any engine that did not sta rtduringl te initial try.ý The emergency units are capable of starting and load sequencing within 10 sec after the initial start signal. The units have the capability of being fully loaded within 30 sec after the start of load sequencing.

To ensure rapid start, the units are equipped with water jacket and lube-oil heating. A prelube pump circulates the oil when a unit is not running. The units are located in heated rooms.

Audible and visual alarms are located in the control room and in the diesel generator building. Alarms on the electrical annunciator panels in the control room are:

1.

Diesel-generator trouble.

2.

Diesel-generator oil storage tank low level.

3.

21 Diesel-Generator Trouble.

4.

22 Diesel-Generator Trouble.

5.

23 Diesel-Generator Trouble

6.

Diesel-Generator Service Water Flow Low The activation of the emergency diesel generator trouble alarm in the control room will be caused by the initiation of any of the following alarms in the diesel generator building:

1.

Low oil pressure.

2.

Differential fuel strainer, secondary.

3.

Overcrank.

4.

High differential lube-oil strainer.

5.

High water temperature.

6.

High differential pressure lube-oil filter.

7.

High-high jacket water temperature.

8.

Deleted.

9.

Overspeed.

10.

Overcurrent.

11.

Low fuel oil level, day tank.

12.

Reverse power.

Chapter 8, Page 19 of 29 Revision 21, 2008

IP2 FSAR UPDATE

13.

Low start air pressure.

14.

Exciter field shutdown.

15.

High/Low lube-oil temperature.

16.

High differential pressure primary filter.

17.

Deleted.

The diesel-generator oil storage tank low level alarm will be energized on a low level in any one of the three fuel-oil storage tanks.

The alarms "21 Diesel-Generator Trouble", "22 Diesel-Generator Trouble", and "23 Diesel-Generator Trouble" located on Panel SG in the Central Control Room will be activated respectively by the following conditions at each EDG local control panel:

1.

Loss of DC control power.

2.

Engine control switch position (Off or Manual).

3.

Breaker control switch position pulled-out [Note - the breaker control switch in the CCR will activate the "Safeguards Equipment Locked Open" alarm (Window 1-8 on Panel SB-1) in the CCR].

4.

Engine stop solenoid energized.

5.

Day tank level low, primary and backup fuel pump fails to start.

6.

For 23 diesel-generator trouble only, loss of voltage on EDG 23 auxiliary load main feed.

There are six electrical contacts, each of which when activated will energize a diesel-generator lockout relay. This lockout relay will, in turn, cause a diesel to shut down if it is operating or will prevent the diesel from responding to an automatic emergency start signal. These contacts are activated by one of the following conditions:

1. Activation of the diesel emergency stop push-button in the diesel-generator building.

2. Activation of the overcurrent relay. A phase-to-phase fault or excessive loads on the diesel generator will operate this relay.

3. Activation of the reverse power relay.

4. Activation of the overcrank relay. If a diesel engine fails to attain speed within approximately 15 4-3 sec, this relay will be energized.

5. Activation of the overspeed relay. When the mechanical governor senses 1070 rpm, this relay will be energized.

6. Activation of the low oil pressure relay. This relay is energized by the coincident sensing of lube-oil pressure below 60 psi by two of the three oil pressure switches for each diesel. An oil pressure timer is set to allow 20 sec to pass before tripping the diesel engine lockout relay.

This circuit is designed to provide sufficient time for the oil pressure to build up following an engine start.

A safety injection signal will prevent the first three conditions from energizing the diesel engine lockout relay and tripping the diesel generator. Activation of any one of the latter three relays will cause a diesel to stop even when a safety injection signal is present. Shutdown permits corrective action to be taken before the engine is damaged, and the diesel generator can then Chapter 8, Page 20 of 29 Revision 21, 2008

Diesel Fuel Oil and Starting Air B 3.8.3 B 3.8 ELECTRICAL POWER SYSTEMS B-3.8.3 Diesel Fuel Oil and Starting Air BASES BACKGROUND Fuel oil for the'safeguards DGs is stored in three 7,700 gallon DG fuel oil storage tanks located on the south side of the Diesel Generator Building.

The offsite DG fuel oil reserve is maintained in two 30,000 gallon tanks located in the Indian Point 1 Superheater Building and/or a 200,000 gallon tank in the Buchanan Substation which is located in close proximity to the IP3 site.

The IP3 offsite fuel oil reserve is maintained by the operators of IP2, in accordance with formal agreements.

The IP3 offsite DG fuel oil reserve is normally stored in the same tanks used to store the IP2 offsite DG fuel oil reserve.

Sufficient fuel for at least 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months of minimum safeguards equipment operation is available when any two of the DG fuel oil storage tanks are available and each contains 5,365 usable gallons of fuel oil.

Additional margin is provided by 115 gallons of fuel oil in the DG day tank required by SR 3.8.1.4.

The maximum DG loadings for design basis transients that actuate safety injection are summarized in FSAR 8.2 (Ref.

1).

These transients include large and small break loss of coolant accidents (LOCA),

main steamline break and steam generator tube rupture (SGTR).

The three DG fuel oil storage tanks are filled through a common fill line that is equipped with a truck hose connection and a shutoff valve at each tank.

The overflow from any DG fuel oil storage tank will cascade into an adjacent tank.

Each DG fuel oil storage tank is equipped with a single vertical fuel oil transfer pump that discharges to either the normal or emergency header.

Either header can be used to fill the day tank at each diesel.

Each DG fuel oil storage tank has an alarm that sounds in the control room when the level in the tank approaches the level equivalent of the minimum required usable inventory.

Each tank is also equipped with a sounding connection and a level indicator.

(continued)

INDIAN POINT 3 B 3.8.3 - 1 Rev i son,.,Z Is P1JM)(L --

Diesel Fuel Oil and Starting Air B 3.8.3 BASES BACKGROUND (continued)

Each emergency diesel is equipped with a 175-gallon day tank with an operating level that provides sufficient fuel for approximately one hour of DG operation.

A decrease in day tank level to approximately 115 gallons (65% full) will cause the normal and emergency fill valves on that day tank to open and the transfer pump in the corresponding DG fuel oil storage tank to start.

Once started, the pump will continue to run until that day tank is filled.

However, any operating transfer pump will fill any day tank with a normal or emergency fill valve that is open.

When a day tank is at approximately 158 gallons (90% full), a switch initiates closing of the day tank normal and emergency fill valves.

Technical Specifications require sufficient fuel oil to operate 2 of the 3 required DGs at minimum safeguards load for 7 days.

The Technical Specification required volume of fuel oil includes the 26,826 gallons of usable fuel oil in the reserve tanks, and 10,730 usable gallons in two DG fuel oil storage tanks (assuming a failUre makes the oil in the third DG fuel oil storage tank unavailable),

without crediting the additional margin of 230 gallons in two day tanks (assuming a failure makes the oil in the day tank associated with the third DG unavailable).

If the DGs require fuel oil from the fuel oil reserve tank(s), the fuel oil will be transported by truck to the DG fuel oil storage tanks.

A truck with appropriate hose connections and capable of transporting oil is available either on site or at the Buchanan Substation.

Commercial oil supplies and trucking facilities are also available in the vicinity of the plant.

For proper operation of the standby DGs, it is necessary to ensure the proper quality of the fuel oil.

Requirements for DG fuel oil testing methodology, frequency, and acceptance criteria are maintained in the program required by Specification 5.5.12, Diesel Fuel Oil Testing Program.

Each DG has an air start system with adequate capacity for f-etwthree normal successive start attempts on the DG without recharging the air start receiver(s).

The air starting system is designed to shutdown and lock out any engine which does not start during the initial start attempt. se that enly

.n.ugh air fee

n. aute.mati start is used.

This.

.ns.rv.s air This consumes enough air that the receiver must be refilled for subsequent DG start attempts.

(continued)

INDIAN POINT 3 B 3.8.3 - 2 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES APPLICABLE SAFETY ANALYSES The initial conditions of Design Basis Accident (DBA) and transient analyses in the FSAR, Chapter 14 (Ref. 3),

assume Engineered Safety Feature (ESF) systems are OPERABLE.

The DGs are designed to provide sufficient capacity, capability, redundancy, and reliability to ensure the availability of necessary power to ESF systems so that fuel, Reactor Coolant System and containment design limits are not exceeded.

These limits are discussed in more detail in the Bases for Section 3.2, Power Distribution Limits; Section 3.4, Reactor Coolant System (RCS); and Section 3.6, Containment Systems.

Since diesel fuel oil and the air start subsystem support the operation of the standby AC power sources, they satisfy Criterion 3 of 10 CFR 50.36.

LCO Stored diesel fuel oil is required to have sufficient supply for 7 days of operation for 2 of 3 DGs at minimum safeguards load.

Fuel oil is also required to meet specific standards for quality.

This requirement, in conjunction with an ability to obtain replacement supplies within 7 days, supports the availability of DGs required to shut down the reactor and to maintain it in a safe condition for an anticipated operational occurrence (AOO) or a postulated DBA with loss of offsite power.

DG day tank fuel requirements, as well as transfer capability from the storage tank to the day tank, are addressed in LCO 3.8.1, "AC Sources-Operating," and LCO 3.8.2, "AC Sources - Shutdown."

The starting air system is required to have a minimum capacity for fet*r three normal successive DG start attempts without recharging the air start receivers.

(continued)

INDIAN POINT 3 B 3.8.3 - 3 Revison 91

Diesel Fuel Oil and Starting Air B 3.8.3 BASES APPLICABILITY The AC sources (LCO 3.8.1 and LCO 3.8.2) are required to ensure the availability of the required power to shut down the reactor and maintain it in a safe shutdown condition after an AOO or a postulated DBA.

Since stored diesel fuel oil and the starting air subsystem support LCO 3.8.1 and LCO 3.8.2, stored diesel fuel oil and starting air are required to be within limits when the associated DG is required to be OPERABLE.

ACTIONS The ACTIONS Table is modified by a Note indicating that separate Condition entry is allowed for each DG.

This is acceptable, since the Required Actions for each Condition provide appropriate compensatory actions for each inoperable DG subsystem.

Complying with the Required Actions for one inoperable DG subsystem may allow for continued operation, and subsequent inoperable DG subSystem(s) are governed by separate Condition entry and application of associated Required Actions.

A.1 In this Condition, the requirements of SR 3.8.3.2.a are not met.

Therefore, a DG will not be able to support 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months of continuous operation at minimum safeguards load and replenishment of the DG fuel oil storage tanks will be required in less than 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months following an accident.

The DG associated with the DG fuel oil storage tank not within limits must be declared inoperable immediately because replenishment of the DG fuel oil storage tank requires that fuel be transported from the offsite DG fuel oil reserve by truck and the volume of fuel oil remaining in the DG fuel oil storage tank may not be sufficient to allow continuous DG operation while the fuel transfer is planned and conducted under accident conditions.

This Condition is preceded by a Note stating that Condition A is applicable only in MODES 1, 2, 3 and 4.

This Note provides recognition that reduced DG loading required to respond to events in MODES 5 and 6 significantly reduces the amount of fuel oil required in the DG fuel oil storage tanks when in these MODES.

(continued)

INDIAN POINT 3 B 3.8.3 - 4 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES ACTIONS B.1 (continued)

In this Condition, the requirements of SR 3.8.3.2.b are not met.

With less than the total required minimum fuel oil in one or more DG fuel oil storage tanks, the one or two DGs required to be operable in MODES 5 and 6 and during movement of irradiated fuel may not have sufficient fuel oil to support continuous operation while a fuel transfer from the offsite DG fuel oil reserve or from another offsite source is planned and conducted under accident conditions.

Fuel oil credited to meet this requirement must be in one or more storage tanks associated with the operable DG(s) because the fuel transfer pump in each tank may depend on power from that DG.

This condition requires that all DGs be declared inoperable immediately because minimum fuel oil level requirements in SR 3.8.3.2.b is a condition of Operability of all DGs when in the specified MODES.

This Condition is preceded by a Note stating that Condition B is applicable only in MODES 5 and 6 and during the movement of irradiated fuel.

This Note provides recognition that reduced DG loading required to respond to events in MODES 5 and 6 significantly reduces the amount of fuel oil required in the DG fuel oil storage tanks when in these MODES.

C.1 In this Condition, the fuel oil remaining in the offsite DG fuel oil reserve is not sufficient to operate 2 of the 3 DGs at minimum safeguards load for 7 days.

Therefore, all 3 DGs are declared inoperable immediately.

This Condition is preceded by a Note stating that Condition D is applicable only in MODES 1, 2, 3 and 4 because the offsite DG fuel oil reserve is required to be available only in these MODES.

This Note provides recognition that reduced DG loading required to respond to events in MODES 5 and 6 significantly reduces the amount of fuel oil required when in these MODES.

(continued)

INDIAN POINT 3 B 3.8.3 - 5 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES ACTIONS D.1 (continued)

This Condition is entered as a result of a failure to meet the acceptance criteria of SR 3.8.3.3 or SR 3.8.3.4 when the DG fuel oil storage tanks or reserve storage tanks are verified to have particulate within the allowable value in Specification 5.5.12, Diesel Fuel Oil Testing Program.

Normally, trending of particulate levels allows sufficient time to correct high particulate levels prior to reaching the limit of acceptability.

Poor sample procedures (bottom sampling), contaminated sampling equipment, and errors in laboratory analysis can produce failures that do not follow a trend.

Since the presence of particulates does not mean failure of the fuel oil to burn properly in the diesel engine, and particulate concentration'is unlikely to change significantly between Surveillance Frequency intervals, and proper engine performance has been recently demonstrated (within 31 days), it is prudent to allow a brief period prior to declaring the associated DG inoperable.

The 7-day and 30-day Completion Times, for the onsite tanks and the reserve storage tanks, respectively, allows for further evaluation, resampling and re-analysis of the DG fuel oil.

E.1 This condition is entered as a result of a failure to meet the acceptance criteria of SR 3.8.3.3 or SR 3.8.3.4 when the DG fuel oil storage tanks or reserve storage tanks are verified to have properties (other than particulates) within the allowable values of Specification 5.5.12, Diesel Fuel Oil Testing Program.

A period of 30 days is allowed to restore the properties of the fuel oil in the DG fuel oil storage tank to within the limits established by Specification 5.5.12. This period provides sufficient time to test the stored fuel oil to determine that the new fuel oil, when mixed with previously stored fuel oil, remains acceptable, or to restore the stored fuel oil properties.

This restoration may involve feed and bleed procedures, filtering, or combinations of these procedures.

Even if a DG start and load was required during this time interval and the fuel oil properties were outside limits, there is a high likelihood that (continued)

INDIAN POINT 3 B 3.8.3 - 6 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES ACTIONS E.1.

(continued) the DG would still be capable of performing its intended function.

A period of 60 days is allowed to restore the properties of the fuel oil stored in the affected reserve storage tank to within the limits established by Specification 5.5.12.

This period provides sufficient time to perform the actions described above for the DG fuel oil storage tanks.

The additional time allowed for the reserve tanks is acceptable because reserve oil is not immediately needed to support DG operation and reserve oil is available from more than one reserve tank.

Reserve oil is also available from commercial suppliers in the vicinity of the plant.

F.1 With starting air receiver pressure < 2-50255 psig,*sufficient capacity for f-eu-three successive DG start attempts does not exist.

However, as long as the receiver pressure is > 90187 psig, there is adequate capacity for at least one start attempt, and the DG can be considered OPERABLE while the air receiver pressure is restored to the required limit.

A period of 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months is considered sufficient to complete restoration to the required pressure prior to declaring the DG inoperable.

This period is acceptable based on the remaining air start capacity, the fact that most DG starts are accomplished on the first attempt, and the low probability of an event during this brief period.

Entry into Condition F is not required when air receiver pressure is less than required limits while the DG is operating following a successful start.

G.1 With a Required Action and associated Completion Time not met, or one or more DG's fuel oil or starting air subsystem not within limits for reasons other than addressed by Conditions A through F, the associated DG may be incapable of performing its intended function and must be immediately declared inoperable.

(continued)

INDIAN POINT 3 B 3.8.3 - 7 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS SR 3.8.3.1 This SR provides verification that there is an adequate inventory of fuel oil in the offsite DG fuel oil reserve to support 2 DGs at minimum safeguards load for 7 days assuming requirements for the DG fuel oil storage tanks and day tanks are met.

The 7 day duration with 2 of the 3 DGs at minimum safeguards load is sufficient to place the unit in a safe shutdown condition and to bring in replenishment fuel from a commercial sour e.

The 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months Frequency is neede/V because the DG fuel oil reserve is stored in fuel oil tanks that support the operation of gas turbine peaking units that are not under IP3 control.

Specifically, the 26,826 gallons needed to support 7 days of DG operation is maintained in two 30,000 gallon tanks located in the Indian Point 1 Superheater Building and/or a 200,000 gallon tank in the Buchanan Substation.

Although the volume of fuel oil required to support IP3 DG operability is designated as for the exclusive use of IP3, the fact that the oil in the storage tanks is used for purposes other than IP3 DGs and oil consumption is not under the direct control of IP3 operators warrants frequent verification that required offsite DG fuel oil reserve volume is being maintained.

SR 3.8.3.2 SR 3.8.3.2.a provides verification when in MODES 1, 2, 3, and 4, that there is an adequate inventory of fuel oil in the storage DG fuel oil tanks to support each DG's operation for at least 48 hours5.555556e-4 days 0.0133 hours 7.936508e-5 weeks 1.8264e-5 months of operation of minimum safeguards equipment when any two of the DG fuel oil storage tanks are available and 5,365 gallons of usable fuel oil is contained in each tank.

SR 3.8.3.2.b provides verification when in MODES 5 and 6 and during movement of irradiated fuel that the minimum required fuel oil for operation in these MODES is available in one or more DG fuel oil

storage tanks.

The minimum required volume of fuel oil (continued)

INDIAN POINT 3 B 3.8.3 - 8 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS SR 3.8.3.2 (continued) takes into account the reduced DG loading required to respond to events in MODES 5 and 6 is sufficient to support the two DGs required to be operable in MODES 5 and 6 and during movement of irradiated fuel while a fuel transfer from the offsite DG fuel oil reserve or from another offsite source is planned and conducted under accident conditions.

This minimum volume required by SR 3.8.3.2.a and SR 3.8.3.2.b is the usable volume and does not include allowances for fuel not usable due to the fuel oil transfer pump cutoff switch (worst case 956 gallons for #33 tank and 915 gallons for #31 and #32 tanks) and margin (20 gallons per tank).

If the installed level indicators are used to measure tank volume, an additional allowance of 50 gallons for instrument uncertainty associated with the level indicators must be included.

Appropriate adjustments are required for SR 3.8.3.2.b if the required volume is found in more than one DG fuel oil storage tank.

The 31 day Frequency is adequate to ensure that a sufficient supply of fuel oil is available, since low level alarms are provided and unit operators would be aware of any large uses of fuel oil during this period.

SR 3.8.3.3 This surveillance verifies that the properties of new and stored fuel oil meet the acceptance criteria established by Specification 5.5.12, "Diesel Fuel Oil Testing Program."

Specific sampling and testing requirements for diesel fuel oil in accordance with applicable ASTM Standards are specified in the administrative program developed to ensure Specification.

New fuel oil is sampled prior to addition to the DG fuel oil storage tanks and stored fuel oil is periodically sampled from the DG fuel oil storage tanks.

Requirements and acceptance (continued)

INDIAN POINT 3

'B 3. 8. 3 - 9 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS SR 3.8.3.3 (continued) criteria for fuel oil are divided into 3 parts as follows:

a) tests of the sample of-new fuel sample and acceptance criteria that must be met prior to adding the new fuel to the DG fuel oil storage tanks; b) tests of the sample of new fuel that may be completed after the fuel is added to the DG fuel oil storage tanks;

and, c) tests of the fuel oil stored in the DG fuel oil storage tanks.

The basis for each of these tests is described below.

The tests of the sample of new fuel and acceptance criteria that must be met prior to adding the new fuel to the DG fuel oil storage tanks are a means of determining that the new fuel oil is of the appropriate grade and has not been contaminated with substances that would have an. immediate, detrimental impact on diesel engine combustion.

If results from these tests are within acceptable limits, the fuel oil may be added to the storage tanks without concern for contaminating the entire volume of fuel oil in the storage tanks.

The tests, limits, and applicable ASTM Standards needed to satisfy Specification 5.5.12 are listed in the administrative program developed to implement Specification 5.5.12.

Failure to meet any of the specified limits is cause for rejecting the new fuel oil, but does not represent a failure to meet the LCO because the fuel oil is not added to the storage tanks.

The tests of the sample of new fuel that may be completed after the fuel is added to the DG fuel oil storage tanks must be completed Within 31 days.

The fuel oil is analyzed to establish that the other properties of the fuel oil meet the acceptance criteria of Specification 5.5.12.

The 31 day period is acceptable because the fuel oil properties of interest, even if they were not within stated (continued)

INDIAN POINT 3 B 3.8.3 - 10 Revi son 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS SR 3.8.3.3 (continued) limits, would not have an immediate effect on DG operation.

Failure to meet the specified acceptance criteria requires entry into Condition E and restoration of the quality of the fuel oil in the DG fuel oil storage tank within the associated Completion Time and explained in the Bases for Condition E. This Surveillance ensures the availability of high quality fuel oil for the DGs.

The periodic tests of the fuel oil stored in the DG fuel oil storage tanks verify that the length of time or conditions of storage has not degraded the fuel in a manner that could impact DG OPERABILITY.

Fuel oil degradation during long term storage shows up as an increase in particulate, due mostly to oxidation.

The presence of particulate does not mean the fuel oil will not burn properly in a diesel engine.

The particulate can cause fouling of filters and fuel oil injection equipment, however, which can cause engine failure.

Particulate concentrations must meet the acceptance criteria of Specification 5.5.12.

It is acceptable to obtain a field sample for subsequent laboratory testing in lieu of field testing.

Each DG fuel oil storage tank must be considered and tested separately.

The Frequency of this test takes into consideration fuel oil degradation trends that indicate that particulate concentration is unlikely to change significantly between Frequency intervals.

SR 3.8.3.4 The IP3 offsite fuel oil reserve is maintained by the operators of IP2, in accordance with formal agreements.

The IP3 offsite DG fuel oil reserve is normally stored in the same tanks used to store the IP2 offsite DG fuel oil reserve.

Fuel oil properties of new and stored fuel are controlled in accordance with IP2 Technical Specifications and FSAR in order to meet requirements for the Operability of IP2 and IP3 DGs.

(continued)

INDIAN POINT 3 B 3.8.3 - 11 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS SR 3.8.3.4 (continued)

Required testing of the properties of new and stored fuel in the offsite DG fuel oil reserve is performed by IP2 in accordance with programs established by IP2.

IP3 performs periodic verification that fuel oil stored in the offsite DG fuel oil reserve meet the requirements of Specification 5.5.12.

Failure to meet the specified acceptance criteria, whether identified by IP2 or IP3, requires entry into Condition D or E and restoration of the quality of the fuel oil in the offsite DG fuel oil reserve within the associated Completion Time and explained in the Bases for Conditions D and E.

SR 3.8.3.5 This Surveillance ensures that, without the aid of the refill compressor, sufficient air start capacity for each DG is available.

The system design requirements provide for a minimum of fei+f three engine starts without recharging.

Failure of the engine to start within approximately 15 seconds indicates a malfunction at which point the overcrank relays terminate the start cycle.

In this condition, suiffeieint starting air will still be unavailable so that the DG cannot be manually started.

The entry pressure specified in this SR is intended to reflect the lowest value at which the f-p three starts can be accomplished.

The 31 day Frequency takes into account the capacity, capability,

redundancy, and diversity of the AC sources and other indications available in the control room, including alarms, to alert the operator to below normal air start pressure.

INDIAN POINT 3 B 3.8.3 - 13 Revison 01

Diesel Fuel Oil and Starting Air B 3.8.3 BASES SURVEILLANCE REQUIREMENTS (continued)

SR 3.8.3.6 Microbiological fouling is a major cause of fuel oil degradation.There are numerous bacteria that can grow in fuel oil and cause fouling, but all must have a water environment in order to survive.

Removal of water from the fuel storage tanks once every 92 days eliminates the necessary environment for bacterial survival.

This is the most effective means of controlling microbiological fouling.

In addition, it eliminates the potential for water entrainment in the fuel oil during DG operation.

Water may come from any of several sources, including condensation, ground water, rain water, and contaminated fuel oil, and from breakdown of the fuel oil by bacteria.

Frequent checking for and removal of accumulated water minimizes fouling and provides data regarding the watertight integrity of the fuel oil system.

The Surveillance Frequencies are consistent with Regulatory Guide 1.137 (Ref.

2).

This SR is for preventive maintenance.

Unless the volume of water is sufficient that it could impact DG OPERABILITY, presence of water does not necessarily represent failure of this SR, provided the accumulated water is removed within 7 days of performance of the Surveillance.

REFERENCES

1.

FSAR, Section 8.2.

2.

Regulatory Guide 1.137.

3.

FSAR, Chapter 14.

INDIAN POINT 3 B 3.8.3 - 13 Revison 01

IP3 FSAR UPDATE The Authority submitted to the NRC its response to the SBO rule. The NRC responded by issuing a Safety Evaluation dated December 23, 1991 and a Supplemental Safety Evaluation dated June 8, 1992.

Based on these safety evaluations, and IPN-94-127, dated October 13, 1994, the following SBO-related items are resolved:

7) Habitability of the areas from which the AFW flow control valves and steam generator PORVs are operated during the first hour after the onset of an SBO event was evaluated and determined acceptable.

8) In order to address the effects of loss of ventilation of the control room, control room cabinet doors will be opened within 30 minutes of the onset of an SBO event.

9) The containment Isolation Valve design and operation meets the intent of the guidance described in Regulatory Guide 1.155.

Specific containment isolation valves which cannot be excluded based on the 5 criteria given in Regulatory Guide 1.155 are documented to justify their exclusion and ensure that containment integrity will be maintained during an SBO event.

10) All equipment required for response to an SBO shall be classified (at least) Category M, and included in the QA Program.

11) The EDG reliability program follows the guidance and meets the intent of Regulatory Guide 1.155. This program includes monitoring of EDG reliability, surveillance and testing of the EDGs, maintenance program, an information and data collection system and management oversight.

12) The coping duration categorization of IP3 has been revised from four to eight hours.

Any two emergency diesel generator units, as a backup to the normal standby AC power supply are capable of sequentially starting and supplying the power requirement of one minimum required set of safeguards equipment. The three units are located in a seismic Class I structure located near the Control Building.

Each emergency diesel is automatically started by two redundant air motors, each unit having a complete 49 63 cu ft (approximate internal volume) air storage tank and compressor system powered from a 480 volt motor. The piping and the electrical services are arranged so that manual transfer between units is possible. Each air receiver has sufficient storage for 4 starts.

The diesel will consume, however, only enough air for one automatic start during any particular power failure.

This is due to Additionally, the engine control system-whiGh is designed to shutdown and lock out any engine which did not start during the initial try.

The emergency units are capable of being started and sequence load begun within 10 seconds after the initial signal.

The starting system is completely redundant for each diesel generator.

The units have the capability of being fully loaded within 30 seconds after the initial starting signal.

To ensure rapid start the units are equipped with water jacket and lube oil heating and pre-lube pump for circulation of lube oil when the unit is not running. The units are located in heated rooms.

Chapter 8, Page 12 of 30 Revision 02, 2007

IP3 FSAR UPDATE An audible and visual alarm system is located in the main control room and will alarm off-normal conditions of jacket water temperature, lube oil temperature, fuel oil level, and starting air pressure.

The abnormal conditions that can shut down the diesel generator during an accident are:

1) overcranking

2) low oil pressure

3) overspeed An auto shutdown alarm system provided three alarms in the Control Room; one for each emergency Diesel Generator. The alarm annunciates when a shutdown, lock out, control switch off auto or loss of DC power condition occurs. These alarms, located in the Control Room, will identify the diesel generator that has been tripped or is prevented from starting, because of a lock-out shutdown condition or loss of DC power.

Each emergency diesel generator was designed to start and come up to speed within ten seconds after initiation of the starting signal. Failure of the engine to start within the timing period of the overcrank time indicates a malfunction. The overcrank relays have a setpoint (approximately 15 seconds) or greater than 3 normal starts. that allow. the diesel cngin cRough tim-e t start ad*

at the same time, does not allow the air tank to deplete itself. ShutdoWn conRServes the starting air supply so that the cnginc can be subscqucntly started after the mnalfucion-Ae i6 corroctod. Low oil pressure indicated by two out of three oil pressure switches shuts down the diesel generator, since the engine cannot run without proper lubrication. Shutdown permits corrective action to be taken before the engine is damaged, and the diesel generator can then be returned to normal operation.

An overspeed condition causes improper generator output and therefore the diesel generator should be shut down for corrective action to be taken to restore the generator output to normal.

For operator indication that one or more emergency diesel generators have been disabled for test or maintenance purposes there is an annunciator window labeled "SAFEGUARDS EQUIPMENT LOCKED OPEN."

This alarm is initiated on signals from various safeguards components including the diesels. From any one of the three diesels the following signals would actuate the alarm:

1) Main Control Board Generator Breaker Control Switch in pull-out position

2) Local Generator Breaker Control Switch in pull-out position

3) Local Diesel Control Switch in off or manual position.

Fuel oil for the emergency diesel generators is stored in three 7,700 gallon underground storage tanks located on the south side of the Diesel-Generator Building. There is one common truck hose connection and a 4-inch fill line for all three tanks, complete with a four-inch shutoff valve at each tank. The overflow from any tank will cascade into an adjacent tank. Each tank is equipped with a single vertical fuel oil transfer pump that discharges to either a normal or emergency header. Each header independently supplies the day tank at each diesel. An alarm will sound in the control room if the level in any underground storage tank approaches the level equivalent of the minimum total required inventory identified below less the indicating uncertainty.

Administrative action will be taken to refill the tank. In addition, there is a low-level pump cutout switch located on each tank to prevent damage to the fuel oil transfer pump. Each tank is also equipped with a sounding connection and a level indicator. Decrease in level in a day tank to approximately 115 gallons (65% full) will cause the transfer pump in the corresponding underground storage tank to start. Once started, the pump will continue to run Chapter 8, Page 13 of 30 Revision 02, 2007 To NL-09-119 Indian Point Unit 2 Calculation IP-CALC-06-00329, Rev. 1, "Replacement of EDG Air Start Motors" ENTERGY NUCLEAR OPERATIONS, INC.

INDIAN POINT NUCLEAR GENERATING UNIT NOS. 2 and 3 DOCKET NOS. 50-247 and 50-286

ATTACHMENT 9.2 ENGINEERING CALCULATION COVER PAGE Sheet 1 of 2

[I ANO-1

[3 ANO-2 L] GGNS Z IP-2 LI IP-3 LI PLP F! JAF

-]PNPS C3 RBS C1 VY

[I W3 NP-GGNS-3 C3 NP-RBS-3 CALCULATION EC# 9485 Page I of 18 COVER PAGE Design Basis Calc. M] YES r]NO

[]CALCULATION E]- EC Markup Calculation No: IP-CALC-06-00329 Revision: 1 Editorial:

Title:

Replacement of EDG Air Start Motors D] YES Z NO t Air Review Org (Department): Design Engineering System(s):,, EDG Starting (Mechanical)

Safety Class:

ComponentiEquipment/Structure Type/Number:

Z Safety I Quality Related 21 EDSAT 21EDGRSM LM Augmented Quality Program 22EDSAT 22EDGRSM r-Non-Safety Related 23 EDSAT 23EDGRSM Document Type: Calculation Keywords (Description/Topical 21 EDGLSM Codes): EDG and Starting Air Tank 22EDGLSM 23 EDGLSM REVIEWS Anthony E. Galati/Date Jerry P. Bubniak/Date Valerie Myers/Date Responsible Engineer

[

Design Verifier Supervisor/Approval I-Reviewer

[]I Comments Attached

[- Comments Attached EN-DC-126 REV 2

ATTACHMENT 9.3 CALCULATION REFERENCE SHEET irAHMN 9.3iCiCULAiNREENCSH T

Page 2 of 18 CALCULATION CALCULATION NO: IP-CALC-06-00329 REFERENCE SHEET REVISION: 1

1. EC Markups Incorporated (IA to NP calculations)

1. DRN-07-00717 2.

3.

4.

il. Relationships:

Sht Rev Input Output Impact Tracking No.

I Doc Doc Y/N

1. IP-CALC-08-00068 0

0]

0[

2. 9321 -F-2261 27 91]

0

3. 9321 -F-2259 18 91 0_

4.'9321-H-2029 50 r-I 0

5. Unit 2 Tech Spec 0

(@

y CR iP2-2006-07329

6. Unit 2 Tech Spec Bases 0

[]

y CR IP2-2006-07329

7. Unit 2 UFSAR 0

0 y

CR IP2-2006-07329 Ill.

CROSS

REFERENCES:

1.

2.

3.

4.

5.

IV.

SOFTWARE USED: None

Title:

Version/Release:

Disk/CD No.

V.

DISKICDS INCLUDED:

Title:

Version/Release Disk/CD No.

VI.

OTHER CHANGES:

I EN-DC-126 REV 2

ATTACHMENT 9.4 RECORD OF REVISION IP-CALC-06-00329 Rev. 1 Page 3 of 18 Heyjggýon RecrO (f pyjiq:e Initial issue.

0 Incorporate DRN-07-00717.

Revise calculation based on latest information concerning internal volume of 1

starting air tank and EDG crank times.

Address concerns raised in CRs IP3-2006-04063 and IP2-2006-07329 1-a EN-DC-126 REV 2

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors TABLE OF CONTENTS Page BACKGROUND 5

PURPOSE 5

CONCLUSION 6

INPUT & DESIGN CRITERIA 6

ASSUMPTIONS 6

METHOD OF ANALYSIS 7

CALCULATION/ANALYSIS 7

REFERENCES 17 Attachments - Excerpts from Vendor Manual 2351-1.2, ALCO Instruction Manual, Information regarding Norgren Lubricators - 6 pages - Excerpts from Memorandum From R. J. Doyle, regarding EDG Set Points, dated July 26, 1993 - 3 pages - GE Locomotive, Canada, Alco Technical Support response regarding Supplement to Query #277, dated November 5, 1992 - 4 pages - Excerpts from Cash Acme Bulletin VV&S-3g, Strainers, dated May 3, 1993 - 2 pages - Excerpts from Conval Inc Bulletin CC 6-84, Forged Alloy Steel High Pressure High Temperature Clampseal Valves, dated June 1984-3 pages - E-mail from Bob Calvin, Ross Controls to David Gaiewski, Proto-Power, regarding Ross Model 2671 A8903 valves, dated June 30, 2005 - 1 page - E-mail from Chuck Silvene, Tyco Valves & Controls to David Gaiewski, Proto-Power, regarding Cash Acme 'B' Series Pressure Regulator Valves, dated June 30, 2005 - 2 page - E-mail from Ted Stevenson, Fairbanks Morse to David Gaiewski, Proto-Power, regarding Indian Point Energy Center Unit 2 EDG Starting Air Requirements, dated August 18, 2005 - 2 pages - Compressible Flow Manual (selected pages) - 14 pages 0 - E-mail dated 6/24/08 from J. Whitney to R. Sergi - 1 page 1 - Excel Spreadsheets - 2 pages Page 4 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors

Background

The diesel generator starting air system (DA) provides sufficient compressed air to start (crank) the diesel engines. During emergency operation, starting air is supplied from the starting air tank to the air motors, which in turn cranks the engine. There are two air motors per engine, each capable of starting the diesel in the allotted time. The starting air compressor can replenish the air in the starting air tank; however, the starting air compressor is not a safety related component and its function can not be credited in maintaining air tank pressure.

The original air start motors were manufactured by Ingersoll-Rand, series SS6606. Since replacement parts could no longer be obtained for the existing SS660 series air start motor, a newer maintainable model was installed. The manufacturer's replacement for the SS660 model is the SS810 model which provides an increased torque capacity while maintaining similar speeds and air consumption rates.

Purpose The purpose of this calculation is to determine the number of normal diesel starts available from the starting air tank (Starting Air Tank No. 21, 22, or 23) without the assistance of air from the starting air compressor.

The calculation will determine the system pressure drop between the air receiver and the air start motors in order to establish the minimum air receiver pressure required for a normal start.

Revision 1 of this calculation includes information obtained concerning the start (crank) time of the air start motors and the internal volume of the air receivers.

The crank time is estimated to be greater than 3 seconds and the internal volume of starting air receiver was determined to be approximately 49 ft3 and not 53 ft3. An ambient temperature of 90°F is also used in this revision of the calculation. This calculation revision is being performed to address concerns raised in CR's IP3-2006-04063 and IP2-2006-07329 dealing with the existing non-conservative Tech Spec values for starting air tank pressures. (Reference 25)

Page 5 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors Conclusion This calculation demonstrates that if the starting air tank pressure alarm is increased to 255 psig, the starting air tank can provide a minimum of two (2) air starts without assistance from the starting air compressors. The pressure in the air receiver after the second start is 193.8 psia.

The minimum pressure in the air receiver tank required to deliver 880 scfm of air at 90 psig to the inlet of the air start motors is 215 psig.

Input & Design Criteria

1. The firing speed for the diesel is 100 rpm. To attain this, the pinion speed of the starter motor must be 1193 rpm. This requires 880 scfm of air (conservatively based on an inlet pressure of 150 psig). Reference 11.

2. A minimum pressure of 90 psig at the air motor is required for reliable starts, Reference 2.

3. The present internal volume of the starting air tank is 49.3 ft3 per calculation IP-CALC-08-00068 (Reference 22). A conservative internal volume of 49 ft3 will be used for this calculation.

4. Piping arrangements for the starting air system are shown on References 8 and 9.

5. The starting air tank is normally maintained at a minimum pressure of 275 psig. The existing starting air tank pressure alarm is set at 250 psig, which is a minimum of 25 psi lower than the normal tank pressure range maintained by the stating air system compressors, Reference 10. An initial starting air tank pressure of 250 psig will be used in this calculation.

6. Room and tank ambient air temperature of 90c F will be used for this calculation.

Assumptions

1. Based on information provided in Reference 23 which states that the average crank time for an EDG air start motor is 3 to 3.5 seconds, a conservative average crank time of 4 seconds will be used in this calculation.

2. The starting air system provides compressed air to the ventilation pneumatic control panel which operates the DGB-HVAC pneumatic louvers and dampers. A 30 gallon air receiver provides air to the control panel. The air receiver is supplied by two of the three starting air tanks.

These receivers are assumed to be charged.

Page 6 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors

3. The starting air system provides compressed air to the EDG lubricators.

In accordance with Reference 6, these lubricators require an average of 40 SCFM to obtain the maximum drip rate prescribed by the lubricator vendor, Each lubricator is supplied with air from each starting air header that is associated with the EDG. Therefore, this analysis will assume that the air flow through each header will be that required by the air start motor plus 20 SCFM for the lubricator.

Method of Analysis All equations for this analysis with respect to air flow are from the Compressible Flow Manual, Reference 1.

This calculation will use the manufacturer's air motor consumption data and an average crank time of four- (4) seconds to determine the number of air starts available from the start air tank. This calculation will also determine pressure drop from the starting air tank to the air motor. This pressure drop will be used to determine the minimum starting air tank pressure required to ensure a minimum 90 psig can be supplied to the air start motor during the entire 4 second start.

Calculation/Analysis From Reference 10, the minimum air pressure in the starting air tanks is maintained at 275 psig (290 psia). However, the current alarm set point is 250 psig (265 psia) per Reference 10. A starting air pressure of 250 psig (265 psia) will be used for this calculation. At this pressure, the mass of air in each starting air tank is calculated as follows:

M 44pV RT Where:

m = mass (Ibm) p = pressure (psia)

V = volume (ft3)

R = Specific gas constant for air (53.35 ft-lbf/lbm 'R)

T = Temperature ('R)

Page 7 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors Using room temperature for air (90°F or 5500R) and a pressure of 250 psig (265 psia), the initial mass of air in the starting air tank is:

144pV = 144(265X49) 63.7 Ibm RT (53.35X550)

Based on Reference 11, the firing speed for the diesel is 100 rpm. To attain this, the pinion speed of the starter motor must be 1193 rpm. This requires 880 SCFM of air (conservatively based on an inlet pressure of 150 psig). This flow rate plus the lubricator air supply flow rate will be used to determine the mass of air remaining in the tank after consecutive start attempts.

Based on Reference 23, an average crank time of 4 seconds will be assumed.

Therefore, the mass of air evacuated during this period is as follows:

(SCFM) m= 0.06787 (

R Where:

m = mass flow rate (lbm/sec)

SCFM = Flow rate in standard cubic feet per minute (14.7 psia and 600F)

R = Specific gas constant for air (53.35 ft-lbf/lbm 'R)

Using flow rate of 2 x 880 SCFM + 40 SCFM = 1800 scfm (required flow for both air starters and lubricator), the mass flow from each starting air tank is:

S(SCM 006787 (1800) m = 0.06787 (-C078

-=

2.29 Ibm /sec R

53.35 Therefore, the amount of air removed from the starting air tank after some time, t, will be:

refinal =

initial - in t After 1 start (4 seconds), the mass in the starting air tank will be:

mIfina = mi,,i,ia, -m t = 63.7 - 2.29(4) = 54.54 Ibm Page 8 of 18

tP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors The pressure in the starting air tank after 1 start will be:

rmRT 54.54(53.35X550)-

226.8 psia 144V 144(49)

Tank Pressure change 265 psia - 226.8 psia 38.2 psi After 2 starts (8 seconds), the mass in the starting air tank will be:

m final = Minti -mt = 63.7-2.29(8)= 45.41bm The pressure in the starting air tank after 2 starts will be:

toRT 45.4(53.35X550) = 188.8 psia 144V 144(49)

Tank Pressure change = 226.8 psia - 188.8 psia = 38 psi Page 9 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors In this section of the calculation the pressure drop in the piping system between the starting air tank and the air start motors at a flow rate of 900 scfm will be calculated. Based on Starting Air Flow Diagram (Ref 7), the lubricators are supplied from the air header upstream of the air start motors. Therefore a flow rate of 900 scfm (880 + 20) will be used to determine the piping system pressure drop.

The starting air tank pressure after two starts is 188.8 psia. Since the pressure drop in the piping system varies with pressure and increases as pressure decrease, the pressure at the end of the second start will be used to determine the piping system pressure drop.

Pressure drop from starting air tank to pressure control valve Air pressure to each starting motor is regulated by a pressure control valve (PCV-5003 through PCV-5008).

From Reference 10, these reducing valves regulate downstream pressure to 150 +/- 15 psig.

Piping from the starting air tank to these valves is depicted on References 8 and

9. As shown on Reference 7, the piping has a nominal pipe size of 1-1/2 inches.

From Reference 12, piping is Schedule 40s TP-316 stainless steel.

After a review of all six piping runs, the following represents the most conservative configuration from a hydraulic resistance standpoint.

Unless otherwise noted, fitting resistances are based on Reference 13:

Page 10 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors Turbulent Friction Factor ft Piping L (ft) d (in)

Pipe K Fittings 1 x Entrance, Sharp Edged, Flush (K = 0.5) 9x Std Elbow, 900 (K = 30ft) 1x Sudden Enlargement (d2 = 2.067) 1 x Sudden Contraction (d2 = 2.067) 1 x Strainer (Cv = 65)

Total Fitting K Valves 1 x Stop Valves (Cv = 38)

Total Valve K K Total 0.02018 (Re =,, e = 0.00015)

Colebrook Equation 35 1.61 5.26 0.5 5.45

= ft

12 L/d

= QTY

30

ft 0.15

= (1 - (di/d2)2)2

= 05 * (1-0.20 (d1/d2)2) 1.42

=890 d4 /C Cv2 7.72 Reference 14 Cash Acme Strainer 4.14 4.14 17.12

=890d 4/ C' 2 Reference 15 CONVAL I G2J 1.5 Globe valve Based on this hydraulic resistance, the pressure drop from the starting air tank to the pressure control valve is as follows:

In the tank, total properties equal static properties (Pro = Po, Tto = Tso). Flow from the tank to the piping is taken as isentropic. Therefore, the total properties are constant:

Pro = Pt, = 188.8 psia Tto = Ttj = 550 'R Page 11 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors The Mach Number at station 1 (M 0 is found as follows:

M I+ k-I, 21 2(k-1) 0.2245' -

Ri',

2+I

dmP, Where:

M = Mach number (dimensionless) k = Isentropic Exponent for air (1.4) m = mass flow rate (lbmrsec) d = inside pipe diameter (in)

Pt = Total Pressure (psia)

Tt = Total Temperature (0R)

R =,Specific gas constant for air (53.35 ft-lbf/lbm 'R)

Based on a volumetric flow rate of 900 SCUM, the mass flow rate is:

m 00687(SCFM)(90 m

0.06787 0.06787 (900)

1. 145 lbm/sec R

53.35 Assuming a Mach number of 0.0763 yields the following:

k+l AJFI+ k1121 2(k-1)

=0.2245 M-FRi',

1,4+1 0.07631.+

1 12(1.4-1) 0 1.145 53.35(550) 0.0763 0.2245 L 2 11.612 (188.8) 1.4 0.0763

= 0.0763 Therefore the assumption for M, of 0.0763 is correct.

The Mach number at station 2 (M2) is found as follows:

K=

I I + k+1 nM2[2+(k_1)M 2 km 1 kM2 2k M,2 + (k -1)M7 2

Where:

K = Loss Coefficient (dimensionless).

Page 12 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors Assuming a Mach number at station 2 of 0.0823 yields the following:

17.12 1

1

+ 1.4+1, (0.0763)2 [2 + (1.4-1XO.0823)2 1.4(0.0763)2 1.4(0.0823)2 2(1.4)

(0.0823)2

+ (1.4-1XO.0763)2 17.12 = 17.12 Therefore the assumption for M2 of 0.0823 is correct. With these Mach Numbers, static pressures at stations 1 and 2 can be found:

k Therefore Psj is:

k1 IT 1.4 1 1 =, /[

+-

=188.8 (0.0763)2

=188 psia And P,2 is found as follows:

~

2,2+(k-1)M 2

P-M-

2+(k-2)M*

P12 f" M,.2+(k-1)M,= 188 0,0763 2+(1.4-1)0.0763 2 174.3 psia=159.3 psig M 2

_+

(kl)M2 0.0823 2+(1.4_1)0.08232 Pressure drop across pressure control valve As shown below, the downstream pressure is less than the valve set pressure minus the set tolerance.

Therefore the valve would be full open.

From Reference 16, the full open flow coefficient of this valve is 10.6.

Page 13 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors Turbulent Friction Factor f,

0.02018 (Re = o, E = 0.00015)

Colebrook Equation Piping L (ft) d (in)

Pipe K 0

1.61 0,00

=f,* 121/d 53.22

=890 d4 / C, 2 Valves I x Pressure Control Valve (Cv = 10,6)

Reference 16 Cash Acme 'B' Series Pressure Regulator Valve Valve K K Total 53.22 53.22 The Mach number at station 3 (M3) is found as follows:

K 1

1 k+1 I.M22+(

3 kM, kM-2k M't2+(k-1)M Where:

K = Loss Coefficient (dimensionless)

Assuming a Mach number at station 3 of 0.1177 yields the following:

53.22=

1

+ 1.4+

In (0.0823)2 2 + (1.4-1Xo. 1177)2 1.4(0.0823)2 1.4(0.1177)2 2(1.4)

(0.1177)2 2+ (1.4-- IXO.0823)2 53.22 = 53.22 Therefore the assumption for M2 of 0.1177 is correct. With these Mach Numbers, static pressure at station 3, Ps3, can be found as follows:

Pf, M 2 2+(k-l)M2 M2 2+(k-1)M, 0.0823 2 + (1.4-1)0.08232 121.8 psia 106.8psig 3*

2 3-*-*-*

ý+--(

i-k 2 =174.3=

=

(k.-..M 0.1177 2++(1.4-1)0.11772 Page 14 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors Pressure drop from pressure control valve to air motor Piping from the pressure control valve to the air motor is depicted on References 8 and 9.

As shown on Reference 7, the piping has a nominal pipe size of 1-1/2 inches. From Reference 12, piping is Schedule 40s TP-316 stainless steel.

A review of all the six piping runs, the following represents the most conservative configuration from a hydraulic resistance standpoint. Unless otherwise noted, fitting resistances are based on Reference 13:

Turbulent Friction Factor 0.02018 (Re = -. F-= OXW15)

Colebrook Equation Piping L (fi) d (in)

Pipe K Fittings 4x Standard Elbow, 900 (K = 30f,)

2x Standard Elbow, 45' (K = 16f0)

Fitting K 15 1.61 2.26 2.42 0.65 3.07 7.11

=ft* 12LI/d

=QTY

30

f,

=QTY

16

f, Valves I x Solenoid Valve (C, = 29) 1 x Stop Valves (C, = 38)

Valve K

=890 d4 / Cv2 References 17 & 21 Ross Model 2771 B80 I1 valve Reference 15 CONVAL I IG2J 1.5 Globe valve 4.14

=890 d4 / C'2 11.25 K Total 16.58 The Mach Number at station 4 (M4) is found as follows:

K 1

k+l In -_-M 3 2[2+(k-4)M*]

KW kW 2k M' 2+(k-1)M2]

Assuming a Mach Number at station 4 of 0.1435 yields the following:

16.5=

1

)2+

1.4+1In (0.1177) 2 2 + (1.4 - 1XO.1435)2-1.4(0.1177)2 1.4(0.1435)2 2(1.4)

(0.1435)212+(1.4-iXO.1177)2]

16.58 = 16.58 Page 15 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors Therefore the assumption for M4 of 0. 1435 is correct. With these Mach Numbers, static pressures at station 4 can be found:

And P,4 is found as follows:

P ~M3 2 +(k -I)ML P13 M 4 2+(k -1)M P, = M 3 12+(k-1)M 1

0.1177 2+(1.4-1)0.11772 P=

121.8

=

1*

1.4_

=99.8 psia = 84.8 psig M4 V 2+ (k-1)M4 0.1435 2 +(1.4 -1.43 5 The above calculations demonstrate that at the end of the second start the starting air tank pressure decreases to 188.8 psia and the pressure drop at the design flow rate of 900 scfm will not maintain the pressure at the air motor inlet above 90 psig. See Attachment 11.

To ensure that the pressure at the air motor inlet is above 90 psig, the starting air tank pressure at the end of the second start must be greater than 191.6 psia. See Attachment 11.

To ensure a minimum of two air starts, and to be consistent with Unit 3, the alarm set point should be increased by 5 psi. This will ensure that the pressure at the end of the second start is above 191.6 psia and the air start motor inlet pressure does not drop below 90 psig during a 4 second start.

Since each start depletes the starting air tank pressure by approximately 38.2 psi, the minimum starting air tank pressure in the starting air tank is equal to 191.6 + 38.2 or 229.8 psia or approximately 215 psig.

Page 16 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors REFERENCES I

Bailey M. Coulter, Jr., Comoressible Flow Manual, Fluid Research Publishing, 1984 2

GE Canada Response to NYPA Questions, Paragraph 7, dated April 1991 3

Design Drawing D253797-04, EDG Starting Air to Diesel Gen. #21 Loop No.: 1159 4

Design Drawing D253798-03, EDG Starting Air to Diesel Gen. #22 Loop No.: 1160 5

Design Drawing D253799-03, EDG Starting Air to Diesel Gen. #23 Loop No.: 1161 6

Manual Number 2351, Instruction Manual for ALCO (Standby Engines),

6/89 7

Design Drawing 9321 -H-2029, Flow Diagram, Starting Air to Diesel Generators 8

Design Drawing 9321 -F-2259, Diesel Generator Building, Fuel Oil, Starting Air & Jacket Water Piping, Sheet 2 9

Design Drawing 9321 -F-2261, Diesel Generator Building, Fuel Oil, Starting Air & Jacket Water Piping, Sheet 4 10 Memorandum from R. J. Doyle, regarding EDG Set Points, dated July 26, 1993.

11 GE Locomotive, Canada, Alco Technical Support response regarding Supplement to Query #277, dated November 5, 1992 12 Specification No. 9321-01-248-18, Specification for Fabrication of Piping Systems Turbine Generator Plant.

13 Crane Technical Paper No. 410, Flow of Fluids Through Valves, Fittings and Pipe 14 Cash Acme Bulletin VV&S-3g, Strainers, dated May 3, 1993 15 Conval Inc. Bulletin CC 6-84, Forged Alloy Steel High Pressure High Temperature Clampseal Valves, page 8, dated June 1984 16 E-mail from Chuck Silvene, Tyco Valves & Controls to David Gaiewski, Proto-Power, regarding Cash Acme 'B' Series Pressure Regulator Valves, dated June 30, 2005.

17 E-mail from Bob Calvin, Ross Controls to David Gaiewski, Proto-Power, regarding Ross Model 2671A8903 valves, dated June 30, 2005 Page 17 of 18

IP-CALC-06-00329, Rev. 1 Replacement of EDG Air Start Motors 18 Vendor Drawing TPD869, Performance of SS660B Starters 19 Vendor Drawing TPD660, Performance of SS810 and SS815 Starters 20 E-mail from Ted Stevenson, Fairbanks Morse to David Gaiewski, Proto-Power, regarding Indian Point Energy Center Unit 2 EDG Starting Air Requirements, dated August 18, 2005 21 E-mail from George Hogg to Michael Radvansky regarding the model of

-the installed SOVs in the IP2 EDG Starting Air System and EDG Fuel Oil Transfer Pump field information, dated January 19, 2007 (attached) 22 IP-CALC-08-00068, Rev. 0, Emergency Diesel Generator Starting Air Tank Internal Volume

-23 E-mail dated 6/24/08 from J. Whitney to R. Sergi 24 IP-CALC-07-00021, Rev. 0, Emergency Diesel Generator Starting Air System (IP3) 25 CRs IP2-2006-07329 and IP3-2006-04063 Page 18 of 18

CON EDISON INDIAN POINT STATION SYSTEM ENGINEERING ATTACHMENT 7.2 Page I of I NRMC NIDEX NO.

VENDOR IAN3IAL RE CD OF REiSION FOQI MANUAL TITLE MANUAL NO:.

4~~Z REVISION REVISION REVIEW NO.

DATE DESCRIPTION DATE INITIAL

-=

'/O25

~4-~*ZZli

/~

ti'.

'*1oa IP-CALC-06-00329 Rev. i Attachment /

Page / of

10O3S*

L8369dL8O 06-+/-

g G

I 6

nON NOy GRIiEN Sender:

S v.

Date/Time:

tJ FAX Transmittal No.:

Subject:

mTTo (FAX Number): '11`1 7 4

(*L,*

~

~~Recipient::

-F

~

,--/*/*

_Page t

of cjý- ok%-o kS "e

-:7,A?-0r6 M0 IP-CALC-06-00329 Rev.

Attachment Page 2()f NORGREN - 5400 S Delaware

Litltcr, CO 80120, 1303) 794-251i1 FAX Numners: (303) 798-4856 - customer Service t303) 795-9487 -

All Other OepartmantS

/

~.J.-'

November 19, 1990 Mr. Emest Leander Plarnnng Specialist Consolidated Edison Indian Point Station Broadway and BeAkley Ave.

Buchanan. NY 105. 1

Dear Ernest:

Subject:

Replacement of 10-008-015 Lubricator I an writing In response to your request for information on the replacement of our 10-008-015 lubricator. I understand that your application involves lubrication of an air motor start up system. For this application, our current part LL2-200-MPLA would be the replacement for the obsolete 10-006-015, There are other applications where another lubricator would be the replacement.

Please feel free to contact me if you have additional questions.

Regards, NORICREN CO.

Jaolan JD/mcs cc:

Rick Cavalere The Knotts Company IP-CALC-06-00329 Rev. I Attachment

/

Page3c'f -

ý.

The Worldwide Go'd Standard In Pneumatic Products IMI NORGREN, 5400 South Deliawar a Littleton, Colorado 80120-1663 * (303) 794-2511 o FAX (303) 795-9487 ri-Zd.,160 LWdO SU 2 C

,ujv

-IZ;0 C

VbLb 0(_

UL PC-; e Si (ION INSTALLATION I1, Air line pipin iihwd be same sizeaplubricator parts.

install (..joricAtor Vorticalty ladtjustrnisn knob upl In sir ]In# down.

Iftsm of filter slid regulator U rntat It gociibla, to 11irc bing intvea. This rill# of lubricator should not be Installed downstream at ttaqeni,o ;votycling dlrmolonal conltrol valyas, Spo"lsl raoid-rcyle (l~44tti~t 44-iloiitO retortA4 at. mutioqu it IJeIGU44 o otitl*

gisatrs are available far use undor suchI carid~lllfi.

3. Conradx of~i~llto Properi Para uslelg pigs th~rved sealant? on male threads OnIV; LDo not allow leslion s sIQtar interior of lubricator.

4. Fill lubrioslat with a load quality lubricant (ao# Soaciftkithefl to 1041~ 11ic-aud fV ma'ximum~ fill tine or, it #quipped with filint

gmass, oil should alwaeys be viuible In glass.

00 NOT OVERFILL, ADJUSTM6N I1. Turn lubric.ator drip rawe acwtn knob fully clockwise, users turn on lysterli air Pressure,.

2. Adjust luts ricator drio rat$ only wheni titare is a cariltatnt rate of air flow thoiu the lubricAtot. Monitor drip rate thru tight feed dam$.

3. Oatermno this tovags rate of all flow (lictmlt thouj the lurickatar, than, turn the adjusitng knob to obtain the faccmirnat~d~d drip rate (OtapsIM~nV. Seo Orlo Flats Charts, Tuft, adjusting. knobl cauntit.

clockwise to invrene end clockwise to decree", the drip raef. Push lockring ant adiustino kntob d~ownward to jock drip fat* setting. To release, pull lockring upward '

DRIP RATEt CHARTS LlIi & LI 2-1/4" POT Avg.sclm j 4

8 t

1W 12 14 18 1I 2

Orjpti L01 5

8 10 12 14 11 18 20 I

Min..L1I?

2 I

1.111 LI 2-311r, PORTS Ayg.

%ce 10 16 20 2 5 20 35 401 C rawl/ Lii1 12 21 30 40 80 40 70 VOf Wn. L12 3

4 S

8 7

8 S

101 L12-1/? 4 3/41, PORTS AvgWrin 61020 30 408So60 70 go90100 Orao~siMn.

10 i1 13 16 17 19 22 T4 2

8 2 II7- '44 PORTS IAvgp.scfm 10~ 20 40 80 S0 100 120 14Q 1601 bropsiMIit, 8

10 t2 14 16 IV

.20 22 24 Lil-I".,

¶1-1W 1-1/7" PORTS IAvg, 54,1M JIQ 235 0 75 100 $25 150 175 200 225 250S 275j oroassamiA.116 14 21 28 3541 47 64 00G' 73 80

4. Monit~or the devite being lubricated for a tow days f~llowding Initial odjuenmmni.L Ruadijit Sthe drip rata It the oil del~very at cthe dev~ice appears eit"er taxamsve or low.

5. Drip race totting can ot made tamper resistant by Installing a sliad wie' (toe Accessories) int alcove above loc acing.

CLEANING

1. Clean tramnspatrsn rteav~olt 09)i using wsorn water only, Clean atiher Pont, using Soap ond w~a-or, Ory parts and blow out Int#ern al pega~s sin body (11 usintg

,loan, dry zoampjttjed sit,

2. insapct all zamt smrefily.

3. Replace dilrtya,;d pvtti. It iransp~atent rilwrvoir snows slignh of c~racicing or coti4diraza, replaca ivelth mreial rtnervoir.

ASSEMBLY 1. WW¶LI CHt Wnas pretsura id reduce v, #csuro in Intlt and oultlt lHnes to zero. Loosen fin pijg Lul~tlratel cen 12a filsasomold ivithcut f~rovid

~

from Alt Iijr,

2. Cos rodal; equiopird with poly~carborisu reseorvoir and juard. rotats

ufird 1201 arourldbody 01) to 'wind out' ratairner 1211 tnrowil' slot In guard. Slide guaerd off boov.

3, iOumIlomblC in,ccorde*cu wi*thte a0proPfriat exodicxed vmw. Oo not rtmove syorth Tube 4) on LI i aGA LI 2 moWIMz feplaIoe 1,anfit Il *~l, nacuay.

Ri eASEMSLY

1. Lubricate tie following items prior to r.l0s*nmbly, ITEM LUBRICANT

',,30,32....

G.ntrous coat 41 Dow Cuining 44 areas@ (or oQuivaigll).

10, 29,42,45 on Li 2....

SmalIl.

van amount of Armtri (metal thrads) lLanoraitioi antl'csiee canmwoond Lad-Plate 250 (or 04fl0h*TlrI.

2, Anumal:l tle lubricator is shovri.

tne appropflats 4xploced '*iew, 3, Tigitaen tile lolloiwing items 'oa" f-l.~d torque.

iTeM

, cuf INCH.POQN OS) 24,28...........

8,9,10 1................

43......

Aply Increasing torque In a d4169"a pafttrfn. Apply final torqU# OP20 14 30 Inch.p.aounds W a OllcuIl patltflr.

33.................

7I010 WARNING 00 NOT OVER TORQUE RETAINER 132) AS OAMAGE TO QAUGE OLAS CAN OCCUR.

4. Assemble tqi r,81rvair to tile body as descrinbd below.

ITEM PROCIEURE Lti & L-Tum hIAfldight Into body.

42, 45 Ll17-t1,29A. 34,4 4

. Turn Into body until stop. Arrow-hteld OR renuoIr must be to to11t of arrowhead on body.

L11 & LI 21-.

T.

ghten appicximatety S turns to stop, tian urscrew aO more than one full turn to 6OI1ion sig"t Ga"a for bane visiblilty.

S. It lul*lcatmr has a polycarbtonai resevoior, reainstall uard (201 O9l body (1) with warit*,l Dead in guard in line with groove in body, in-ert sevtral incites of retainer 121) into body groove throu*i*

mot in guard. Rocitm guard %round body to 'wind In' retainer.

(..

PAR'TS* DtSrfIlPTIOfN Poti EXPLODED=

VlEW I.

Body 3,

0-ring

4. Siphon tube 5,

Chect bail

8. Siphon tube fittintg

7. 0-r'ng 3, Fog generator 0,

Plastic signi-fted darns 1o0. Pyrux silht.fteddairn

,I.

Stal

12.

0.lng Iltim 11 alternate)

13. 0-.rng (item II athrnate)

14. Plastic fill Plug

15. Aluminum fill plug (LI 2 & L71 18, Aluminum fill Plug (L1) 17,, t.bJick fill car {fatrrat* far itemm 14., 101*1

18.

-0glg fgket on L01) 19, Pooiycasrbon*t raftaroar 2q.

ReservaIr guard 21, uaried tailner 22, Iniert

23.

Gauliat 24, Nut

25. Drvin pettock

26. Rsmotm fill diviad

7.

Gasket 8a. Nut i%.

L1I & L.12 (Type A) nd size mental rtaffs'OJt with light gl1a'

-5A. L.17 lTy0 A) ald ICze mietl

[P-CAL:C-06-09O 29 Rev. I Attachment Page 40f 31.

32.

33.

34, 35.

37,.

38.

32.

40.

41.

42.

43.

44.

46.

47.

48.

49.

50.

52.

53, 59.

do.

df, a2.

OBLuge gl0Ar Roma~nl¢ Type B standard ilas meal reservoir with light Glen ILa 1,

1.ii, L171* IT G"W~ glass o-rinq (2 rae'd for LI I I L12; 3 rvq'd for L171 Screw 12 rea'd for LIi & IL12; 3 r*'Ict for 171 Nut (2 rcaldl Plain ws*eha 12 re'd)

RetaIning firg Screw J4 reo'dl Clamp ring Adapter Gasket PlIo piug hietal esy wmith ligrnt gasst If & 2 qt. L*2. 2 ot. L17)

Metal rtsr with sighrt 4ll1 1 (N & 5 90i. L12 & L171 ovard 12 reagd)

Upper blrcbst Paciting (2 rmq'd}

Packing nut (2 Float ball I_ývar zrxiiet brain p0cock Fill plug Insert NJt

/00'39tid LV6G*6L4CO Gs'"'I 06+ 91 (ION

>.. I k

A

-24Mt 29 t-25 ITT

'Sl~adlrd %i;z9 anr h13 tL,

, iI I

pt1 V2 2),

W 4t. {U.1 7).

,n a*.Cuo w=s jisal, musjt be rtlactd wvith cup shapo )011s, in a is$eith fat.

stThim towt tiombilev.re obso;tts,rd ori no tiofl*ee h1a bls, frttSrn r'andard sle nratfI rfsarvoirs have a 1/9" t'.:4d drin r and.;s only item 25 (Jlarna 22, 23, and 24 not t.oed).

39tt1~

.k45I QtS O.f t.I

5. 2 I

13-441,

12p0

/1-.'.)

tq PA t'S S ACCISS4CRIE.S ILLUSTI1AT90 I1 Li z

LI 117

9. P~la~tia Sflhfee'j Come' tIncI',dol 140. Pywas Sight-Faid Doml !Itnstudes L12 IIL17 pyroldortihl......

W5-5.0

15.

Alum~inum Fill Piuq (Inciwsae Item 18) 16, Alurn.Inym Fill Plug (includes Nam 18) 140660

17. Culck Fill Cap (Altaerneal for itemA 14, 1.15, 16) linzw~oe i-ent, 18) 1".11-006

18. palyceU1bnati iReservaifs 1 oz. (Olited botiorn) 760 3 or.

owif drailyl stems is ansJ 22 thru 251.......................

Standard size WcalaooteE

........ 31013044 Standard Ili$ (*iths drain. itemrs 19, and 21 thu251.........

315S-66 Standard Viat (with rommte fill.

i tes" 19. A6, 27. 281........

".........3IS640 2.Reolevoir 13,serd (tnduate ifteff 21)

Fat standard Slag rs'vro 8

176.02

21.

Reu~in-r

57 7417

29. LI I III.12 3td Sill Mie)t F1WW With Sight C"u Milli 0460d bottilmy 11180e 29 thru 33) 2 20044 Withs oraifl (Ittnt 22 thsru 28:29 1h571

33) j 3200-50 With~ ramOte I PIMiziS 20 sihu 33?

3200-54 29 A. L.17 (TVP$~ A) Sill. SIAV MOWM Aw M~tn SI~s Cls ed ~u~n111a~m.22Ihfu542*,~

29A thru 332

)

419, Adsvtair Gasetk,.........

48.

I-Quan fMuda Reservoir With SJont Glai

?itam$ 48. 50 htru 87, 00,8.1 62).

,items 483.50 thru 57, 60, $1,082?......

44.

2-Callaon MstaIll Hieqrvar Mill Sight 3las

'itemo.40 thrut 531) tilerni 49 trhru 56.1

59. Fill Plu~g Gooket 42 & 6 geL. nvm onlyl AC1MALWflShl~

Pit-IT ILL1JaTRATEn 5055-64 5OSS-S4 53016-0 1801,.01

[,21 56015-0 6 901 -s.o 5222-80 5270-61 517 88"

$480.-50

$NO640

gyp%

INCH15 IMILLiM41TISRI 3.4&

6.23 3.31 Itse. Damc.

laip,.

J15 "S5 2.47-.

Vfft 00molj

~see e

26I S) 14,0t P~le, a

341, Lr c"

asl3O 'rA ilf?

12401 ti 151J 11 13.41 L?2-Ws.

3" 44

+N4..T Ii-i0 L

4.

44479 245IlI Yf^%.A.

UOLII(TIN41 RA~CKIT L.3f I z o 1%13 11

,60 I -(

TniPiir ROWAhitts 34#1 V~rs (for plaIst~

Alhtu.boed damil orliv).......

Mounin'lug Brlcket LI 1 11 /3 n)J L.12 (112 al., I cit., 2 qtJ.....

1.7 01 & 2 q~t. tw~lh 1-1114" & 1,1/3" ports)

U~5nling strepi ILI12 & 1.117 artsy)

LOW Oil kwvtl S~ei~h ILI126 L 7 only?

HlghILovi Oil Level Svvitch (0.2 & 01 cgslyý

$10 hie'.

,...... ~....

Sighs Gots iTyPt A-LII, L12, L17) 4tient.

30,.1. 32)1 Vg1t 44st (Type 4, LI 1, 0.12, 0.71......

SI~ret is lhrv ýO18..I..............

51g151 Osil litems to, 52 tý? 03.

L12 11 qr.)

2117.01 5203.02 5324.431 2.373-12 27V2-07 3416.01 3416-031 INI4-01 21117,01

!S63204 18-0202.1 la-023402 18,02110M 18-0224052 227034A6 227-0230 1273-04 22 74-01 53904 28414 -a 648.2v 34IS-0 2304&1 2117.4 11212-13-00

¶8-O*.

S8.0:

57 7' 227' 217' 2277 22)

A[C-06-00320 Rev.

OrTLFTCV, C040RADO 3:0/33; pagI

Esn memorandum I

Indian Point Station July 26, 1993 TO:

FROM:

Distribution R.J. Doyle Sr. System Engineer

SUBJECT:

EDG Set Points On May 9, 1989 OIR 89-05-247 was issued to clarify the Emergency Diesel Generator Set Points and operating parameters.

These items are not addressed with the Set Point document and were in technical specifications,

FSAR, Operating Procedures and Test Procedures.

Some are in conflict with others.

The answer to this OIR plus ESR's and Modification Procedures are listed in the attached pages.

These are the official Set Points.

/

9, OPERATIONS McAvoy, J.

Allen, R.

Durr, W.

Griffin, P.

MAINTENANCE

Adinolfi, A.

Nichols, R.

Williams, E.

PLANNING Mitchell, J.

Leander, E.

PLANT ENGINEERING Mullin, V.

Kawula, L.

Sutton, R.

O'Toole, W.

Hinshaw, D.

TEST & PERFORMANCE Hugo, G.

Hughes, G.

TRAINING Walsh, T.

Inzirillo, F.

INSTRUMENT

& CONTROLS McCann, J.

Harris, R.

SPECIAL PROJECTS Blatt, M.

NUCLEAR SAFETY LICENSING Whitney',` M.

DBDL 1

!}i-("(22-()-O

(./*d

.9,:)

)

Pave ofI

DIESEL AIR STARTING SYSTEM

%. 4-&.

DIESEL AIR STARTING COMPRESSOR RELIEF VALVES (DA-5, DA-5-1, DA-5-2) 11A4' AIR RECEIVER TANK RELIEF VALVES (DA-28, DA-28-1,DA-28-2)

1.

79. DIESEL AIR STARTING COMPRESSOR START AND STOP CONTROLS (PS-12A, PS-13, PS-14) 7-7e-. DIESEL AIR STARTING RECEIVER TANK LOW PRESSURE AIR ALARM (PC-1159-S, PC-1160-S, PC-1161-S),

9Q"-

AIR REGULATOR FOR VENTILATION LOUVER CONTROL AIR RECEIVER (PRV-5469) 8giT.

VENTILATION LOUVER CONTROL AIR RECEIVER RELIEF VALVE (DA-595) 4.1-.

VENTILATION LOUVER CONTROL AIR LINE FROM AIR RECEIVER TANK TO AIR REGULATING VALVE RELIEF VALVE.

W42-. VENTILATION LOUVER CONTROL AIR LINE FROM AIR RECEIVER TANK TO AIR REGULATOR RELIEF (DA-501) 9-t'4-3 AIR STARTING REDUCING VALVES (PCV-5003 THRU PCV-5008) 385 PSIG

21 325 PSIG 410% -0

22 330 PSIG +10% -0

23 335 PSIG +10W -0 275 PSIG START 300 PSIG STOP 250 PSIG 300 PSIG TO 100 PSIG 125 PSIG 100 PSIG 'TO 15 PSIG 20 PSIG 300 PSIG TO 150 PSIG

+ OR -WPSIG (ESR # 89-028280) 4"3 1

p-C.wA.C-06-0329 Rev.

Page

. 3

(.7.

DIESEL AIR STARTING SYSTEM (CONT'D)

AIR STARTING RELIEF VALVES (DA-25,S)

4 S*1 LOW AIR PRESSURE STARTING ALARMS (PS-9'S, PS-10'S, PS-ll'S) 4-&.

MINIMUM AIR PRESSURE IN AIR RECEIVERS TO START AIR IN MANUAL.

175 PSIG 90 PSIG 275 PSIG M

9"-.

NORMAL STARTS EACH AIR RECEIVER HAS ENOUGH AIR FOR AT LEAST 4 NORMAL STARTS.

14 lP-CAL(.-06-0329 Rev. l pageý-,

ot 3

hC-11-199:

14-48 FýRCM.,' 'GE TEQ-fCMICA SUPPORT To e2126775742 P.01 )

P LOTC-NIA UPR QUerle No..,

OC

~~~FAX: (514) 253 - 7391Gru:I Pho yy mm a

/ --

Ii*

I i

l i

I iI Imre J*.i i

ii

'ge~2~I§r.

~m:

ULdt Nk, Sen at NO 0I Query Details.:

a,-

A s/

.~y~

,4-',"

' r 4~'4-~ ~

Y~res

,-A~e A4.

N

,-*--,X,,

OO4*._A,.

gnglne D~own Troubleshooing Wara~

Oper & Maint 0951MI~ert Spaure PIr4 Nuclear A.

C_,

Ef a

D..

FL N,2.do

,t Anser Date Dl AA'bA/~

&~

~

re,.SA'~6

~'L5~O ~Vc~2a/J'

~

4 4!

TI9eoiAAO/

~

/5 2~'

A4zy Si Tel: (514)253 ý/ý UL 7

Timm,: I2

o.

CD I-4 m

Ul

-V

PERFORMANCE OF~

'0 AND $S815 STARTERS LEGEND TORQUJE

-AIR CONSUWtfON4 2whQ

-0.0- n 0

.- low

-n I-4 1m 04 C0

-I0 CD Ai PINION SPEED IAPFA (SpIND)LE SPEED - 2.18 X PINION SPEWD) tiP-(AL(.C()(-003'29 Rev. I A ttadim illea

-3 _

[jgJ rW (0w9. TPQW~

PFOR1MA*C.E OF 556608 STARTERS C

[-J K

-4 0

C I,

-4 U-,

A C%

U)

-n C'

t

-4 rrs pi U*

r')

-4

-o

"-s 0-4

k44r, jPQWEt*

~-

AT OW=

WTI PfJUO,,SpD motapr4 (sPlN.

SPEE.D 2.18 X. PU*M,* SeD)

(owsa. Tpo"s)

iV 'I I iii II~i "I

2 I

"Y" PATTERN STRAINERS DIMENSIONS AND PRESSURE DROP DATA K_)

TYPE SY.78 INTERIOR INTERIO A-Z-000ail 0£ fWf 0 STANDARlD MASAI~'

FLANGED TYP'E SV4TO INTERIOR SIZE AND DIMENSION INFORMATION aIuwat$f Dimenisonos flai Size Body Body Plug Screom Area A

11 Shippunlg I[Aces COnnectio n Mkotorf Size hI, jn qL$

Inhes I,

ALJ 8

spy Iran I(to Iran Irou Screwed Iron 3,

3.0 2%

12 1%

Screwed lion Y4 3,0 2%1 1%

1%

16 Screwed f[rn N

6.4 3Nt 21%¶,

1yi

%6 Screwed Iron 8.7 4%

3%

216 1

Screwed Iron i 11 4%

3%

4-lVA SrjewLd Iron 6.2 6%

4%

6%

-11 V

Screwed Item 23.2 66 41%,

a8%

3 2

swed

, Io I

35.0.

A 5%.

1216 126#

ft ~

Irut 1

34.5 9A6 6%

24 2

250 11.

Iron 1

34.5 11%

6%

24 21A Sotelwd Iron 1%

47.9 9

8' 2216 A

125.1 f.

ro*,t.

1%

47.3 101" 1

33 21Y 250# 4i Iron 1*

47.3 13.

86 38 3

Srewed.

Iron 1

6 4.8 I0 7..

36%

3 1259 114.

Iran 1%

64.8 12 8

44 3

250, 1 Iron 64.8 14 a

54

_4 250 ftig I

1%

11 127.2 14%

12%

88 4

2500/4 f

1ron 11 12.2 17¶(.

.0%

110 STRAINER PRESSURE DROP DATA Pressure drop lasts tor data contaioed io charts based on ltandaid sumens

'-d fuo F6qid survice. Tests inficate a 2 51 increase in pr'essure drop with os 50% clogged. These figures ate based on non-reinorced scree1.,

.W COEFFICIENT: The flow coefficient (Cv) iso he number of galloos per itutae of clart flowing lthrough a given size restoctiork aW a pressure drop of ole psi CV FACTORS

~ATOT

ýO8.5 AS is T 29 4 5 1i NCI 5-5' F97 j ~31 T7 29GI NMiTIP.LYtIG FACTORS To daetermei.

presoona drop ftr uids tho than wale, Please reler to ouftini facto" data.

NOW.STANHARD SCREENS STRAINER OPt# AREA _

SIZE 35 ',

Over 25-3 20-.5

%-1 1.0 1.0 1

1.15 ]

I.'A 2

'.0 a

1.4 1

2A64 1.0 j

1.2 I

.s.

SPECIFIC GRAVITY IS OTHER TRAN h:

Witftrply the pressnf drop from the cumesr yie by thpecific.gavn.ty at the 4q..ud.

7ds: van o1ii o itic grrasity

!I.nst than 1, UAe I ss

he Ictoy).

VISCOSITY OTHER THAN 34 SSU:

40 98 100

.70 700 A3 4,300

.31!

50

.35 150

.92

-300

.42 500 29 60

'32 z03

'57 200

.41 5 0CO a

'a 77 300 52 Icoo

.39

00 IS 30

t40,0

.48

";000 35 8000

.275

.72 5G' 46 30 J 9000 27 StOW#

TO OR1DER:

4er~iASa 3~AS-C ~...~~~C i.

rnte nd itS¶ n it -orJv!om Printed 'n U.S.A.

il) 53' Cl AN

.e'~

PRESSURE DROP i'P3t)

FORGED ALLOY STEEL - HlGIi PRESSURE HiGH TEMPERATURE CLAMPSEAL' \\ALiES H~J\\C.rIt- ~.0 o2 c

Attachinent.

Pagte /of7

GLOBE VALVEHANDLE USED WITH VAVE 2

I LARGER J'X HANDLE

~ 'F.

A~c

~

F R0 DIA t~

00021*.tCI

~

BUTT WELD ENDS

/

s-

~

OlDI SUPPLIED PER CUSTOMER E

1

~ EDIA 0-TYp

-~

K0 ~

/

JREQUIREMENTS

~'A

-A iSUE

SIZE W T.

3

.i I

2a 1/2 1165~

112 z_

Y4~

5E 9.5 0

1z

/

5 r

F

15.

4 4

ZAOE 30 1 6

154/l4

~NEAMEDIATE I____

0)7 41, 9K as_1__s_

T,3 l

nNMIA L

-D 44 0%L3 6 ~

2 I%

8/a1

=rRMDI 19' 3*/

"/"'4A 1 ?A 3Ir 7.

10L y

11 2

A 2I62/6FA~3W.

~~A04' 4 V4 If;

~

j' A~

6'1' zVIAL

ORDERING INSTRUCTIONS The CLAMPSEAL'valve may be ordered by contacting your local Conval representative and specifying the following details:

" Size

Pressure Rating

" Material

End Connections

" Service or Maximum Temperature and Pressure

" Special Features CONVAL, INC., Field and Billings Rds., P O. Box 427 Somers, CT 06071 Tel (203) 749-0761 TLX 955485 Your Local Conval Representative I>

Cl)

Manutactured under -ne or morg of the following Patents: 3,219.31 ; 3,2571,95; 3,275,230; 3,4td,7Uti; 4,351,512; *i va ic*us fore!gn Pzi!ýýWs -. d,,

r United Statcs and Foreign P;*eot; Peudiinq.

Pq~t.Nj n?

USA.

Gaiewski, David C.

From:

Ient:

ro:

Subject:

bob.calvin@rosscontrols.com Thursday, June 30, 2005 2:44 PM Gaiewski, David C.

Ross model 2671A8903 Hello David, The older Ross model 2671A8903 has the same Cv of the current Ross model 2771BB011, Cv of 29.

Regards, Bob Calvin Mgr. Technical Services Department Ross Controls - Lavonia, GA bob.calvinlrosscontrols.com Telephone (888)835-7677 Fax (706)356-3760 8 -

5 Eastern I P-ChAl-0-00329 Rev. I Attachmn nt......

i'.,.;celd f_./....

Gaiewski, David C.

From:

Sent:

To:

Subject:

csileven@tycovalves.com Thursday, June 30, 2005 12:13 PM Gaiewski, David C.

Fw: Cash Acme 'B' Series pressure regulator valves

David, John Brill of CASH CME asked that I respond to your inquiry. The I 1/2" Type B Regulator hs a Cv of 10.6,

Regards, Chuck Tyco Valves & Controls CASH VALVE Div This e-mail contains privileged and confidential information intended for the use of the addressees named above. If you are not the intended recipient of this e-mail, you are hereby notified that you must not disseminate, copy or take any action in respect of any information contained in it.

If you have received this e-mail in error, please notify the sender immediately by e-mail and immediately destroy this e-mail and its attachments.

Forwarded by Chuck Sileven/USiTyco on 06/30/2005 11:11 AM jwbcashacme. cem 06/30/2005 11;03 AM To:

cC:

Subject:

c ailevenStycovalvee con Fw: Cash Acme B' Series pressure regulator valves John Brill Director of OEM Sales CASH ACTME A rDivisio n of the Rel iance Worldwide Corporation Ph:

(256) 775-8179 Fax:

(256) 75-8238 hot p w:

1, CaS" C"lcme Crf?

P-CALC-o6-00329 Iv.

Attachment.2.

Page I of

66/30/2005 1-0:24 AM

/ 0Atecnnicalsupport'$cashacme Subject Cash Acme 18 Series pressure regulator valves I am looking for hydraulic resistance information for 1-1/2" Cash Acme

'Ba Series pressure regulator valves.

I am trying to figure the wide open Cv of the valve.

Your capacity charts (Bulletin REG-3) give curves for initial pressure on a graph of delivery pressure vs. capacity.

The valve in my system is supposed to regulate downstream (delivery) air pressure to 150 psig.

If the inlet (initial) pressure falls below this set

pressure, I assume the valve will go full open.

At that point, what is the hydraulic resistance of the valve (Full Open Cv)

Thanks, David Gaiewski Proto-Power Corporation (860) 405-3115 DISCLAIMER:

This e-mail and files transmitted with it are the property of Utility Engineering Corporation and/or its affiliates, are confidential, and are intended solely for the use of the individual or entity to whom this e-mail is addressed.

If you are not one of the named recipients or otherwise have reason to believe that you have received this message in error, please notify the sender and delete this message irmmediately from your computer.

Any other use, retention, dissemination, forwarding, printing or copying of this e-mail is strictly orohibited.

IP-CALC-06-0032 9 Rev.

Atachmlen.t 7

Pagw2ot

Indian Point Energy Center Unit 2 EOG Starting Air Requirements t-agC 1 01 4.

Gaiewski, David C.

From:

Stevenson, Ted LTed-Stevenson@FairbanksMorse.comI Sent:

Thursday, August 18, 2005 12:06 PM To:

Gaiewski, David C.

Subject:

FW: fndian Pu*nt Energy Center Unit 2 EOG Starting Air Requirements The numbers given below are based on the assumed average air consumption per start of 50 cu ft. which appears to be the result of considerable testing done in the past by Aico. As stated this is an average number and needs to be taken with caution as the air consumption is a function of a number of variables. In this respect please note that the amount of air required per start is determined primarily by a) The total inertia of the system, i.e. engine, generator, flywheel, coupling, etc, b) Lube oil and jacket water temperature, these units should be equipped with a keep warm system so this should take care of the temperatures, c) torque capacity of the air starter.

The calculation below is for consecutive startings without recharging of the air tank, and again the minimum starting pressure of 90 psi may vary to a certain degree.

Ultimately the customer could run a test doing consecutive starts and confirm air consumption and minimum starting pressure. However and based on past experience it is safe to assume that for the NYPA units, the number of starts will be between 4 to 6, as stated below.

From: Gaiewski, David C. [1]

Sent: Thursday, August 11, 2005 9:53 AM To: Stevenson, Ted Cc: Bubniak, Jerry

Subject:

Indian Point Energy Center Unit 2 EDG Starting Air Requirements

Ted, Can you confirm the following statement made by GE Canada in response to NYPA questions in April 1991 (See excerpt attached):

It is accepted that 50 0t3 of free air is sufficient to start the 16 cylinder 251 engine using one air motor and a crank time duration of approximately 3.0 seconds. Since two motors are applied for redundancy, the usage is 100 ft3 free air per start. The 53 03 air storage tank requires 577 f03 of free air to reach 250 psig. A minimum pressure of 90 psig in the storage tank is required for reliable starts.

Calculation:

1.To.,.f Starts =

3)(250-90) 40 starts &,om, available

"'y (14,7) (2 x 50) 1470 TiFs has been veritied repeatedly in tests resulting in acceptance of-4 starts as beinwg a safe, reliable number for our customers to use.

The complete, formal response could not be found in Fntergy's records. IP-CALC-06-00329 Rev. I Attachment Page 1 of.

8/2;2?'205

Indian Point Energy Center Unit 2 EDG Starting Air Requirements r'age -, or z Thank you, David Gaiewski Proto-Powcr Cotporation (860) 405-3115

<<EDGStartingAirpdf>

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,&/22/2005

j

~23

-w I

4:

9,-?, I

,- VII,

-'i.4A by BaileyINI. Coulter, Jr.

A handbook for the design

ýA copressibie flow piping iytem.9 and a comnplete sotirce IP&A',,LC'-6-OO329 Rev.I Attachment-Pag"e t of-14--

I I

i I

I I

I Fluid Research Publishing P.O. Box 40853 Houston, Texas 77240-0853 Price: $18.00 Printed in U.S.A.

First Print in 1984 Copyright ac 1984 by Bailey M. Coulter, Jr.

,Lny form ot by any neacs, -etrw*nic, mc chalucal, phct*czopying, reori or oIheriie, without the prior IP-CALC-06-00329 Rev. I Attachment __

Pa. eZ)_I

t Chapter 4 Compressible Flow

'U

'1 Introduction In this chapter, equations are established for adiabatic flow in a constant area pipe with friction, flow in a frictionless inlet noule, adiabatic flow in an abrupt expansion with losses, frictionless flow in an abrupt contraction, and flow through nozzles, venturi meters, and orifices. The solutions to the main flow equations are presented in design charts. The design charts have been prepared for values of the isentropic exponent k of 1.0, 1.2. 1 3, 1.4, and L.67. The design chart for a value of k -

1,0 corresponds to adiabatic flow of a hypothetical gas having an exponent of 1.0 or to isothermal flow of any gas.

The development of the flow equations is based on the standard assumptions typical for flow in a closed conduit. These assumptions are: (1) the flow is steady and one dimensional, (2) the fluid can be described by the perfect gas law, (3) the flow is adiabatic, and (4) the effect of elevation change is negligible.

Effect of Friction An understanding of the effect of friction on the compressible flow process is required to evaluate flow problems correctly. The direct effect of friction is a loss of total pressure. This is easily shown by Bernoulli's equation for incompressible flow. (Elevation terms are negligible and have been omitted).

The total pressure is a measure of the total available energy at any cross section of the piping system and continually decreases in the direction of flow as momentum is removed by wall friction.

The static and velocity pressures are mutually convertible, and either can increase or decrease in the direction of flow with changes in pipe area.

Figure 4.1 shows graphically the relationship be-tween the total pressure, static pressure, and velocity (or kinetic energy) of an incompressible fluid flowing through a constant area pipe.

~

FRICTION LOSSES K,E.

Pq

.* [

Mvei Ts'p -

Figure 4. 1.

Incompre.solbe flow with trkldoo Iosws.

The effect of friction in compressible flow is also the loss of total pressure, The static pressure, being a component of the total pressure, also decreases. Ac-

.-oding to the equation of state for a gas, density is proportio.nal mo,,adic-resu.e. thus, a dertease in.

Vratic pressure caujiS a C.rrespordiag decreaIse i,

!as density. As a rtiult, the velocity, and hence the Mach number, Msu itre'as.o zcomrr oda te tl-e iacrease in volumet.ric tluw tate (J t,ý r.i:ss r(low ra-e rO, lnb2g

,nmstant). Since triction !osses increase with the square 4f "he lolocity. the toral 3nd static pi

ý~

of.e,5C5

.it

,th oe p~pe beiin,: jn,:te

t.*dly. fL*'uc

.2

.'a*,pr,-ssibie tkow ',.itn fri,.tioni.

2' (fl

(~.

~

1* Friction losses V

IP-CALC-06-00329 Rev. I.

Page 3of--

Choked Flow Extending tie length of pipe shown in Figure 4.2, we may expect further reductions in static pressure and continuing increases in velocity and Mach number.

However, from thermodynamics it can be shown that the effect of friction in a constant area pipe is to ac-

.elerate the flow to,W = 1.0. Whnci ihis conditioa is reached, the flow is said to be choked.

FRICTION LOSSES SMV

.Ps Figure 42.

(Cmpresible flow with friction Ionets.

In other words, the maximum flow rate occurs at the highest velocity, and no further increase in flow can occur. (Supersonic velocities can be obtained only in convergent-divergent nozzles whereby the fluid ac-celerates to M = 1.0 in the convergent section. If there is a reduced pressure in the divergent section allowing the gas to expand, the fluid can.. accelerate to super-sonic velocities. The area change in the divergent sec-tion must be gradual. The occurrence of supersonic velocities in an industrial system is highly unlikely, and thus, is beyond the scope of this handbook.)

Further, for a constant area pipe, it can be shown that M = 1.0 can be reached only at the end of the pipe. The potential for accelerating the flow to M = 1.0 depends upon the difference between the upstream and downstream pressures. The value of the prestsre dif-e cnique for each pipiag geomIetry.

M`4w-h hnuinber will be P4 i., and the,taxc prcssure C.

1;t V.H e

-ri et

.hc~

'. ves M

41, i.l y-'Y

, Phv aly

r..

1 F'-*C T CGN LOSSES

/

P.-

-AMBIENT-Figure 4.3.

Compressible flow with soakn vciocity ti ot.

If the pressure difference is not large enough to ac-celerate the flow to M = 1,0 at the pipe exit, the flow will be subsonic everywhere, and the static pressure at the pipe exit will be the same as the ambient pressure, as shown in Figure 4.4. The static pressure at the end of the pipe can never be less than ambient pressure.

FRICTION LOSSES

- -.AMBIENT Figure 4.4 Compressible flow with subsonfe veloeit.

The above discussion on choking has been based upon flow in a constant area pipe. Choked flow, can also occur within a piping system at area changes, i.e.,

at contractions and at expansions. Further, M - 1.0 can occur at several area changes simultaneously; nowever, only at one location will the maximum flow be 'choked". Several e.xanple problems have been in-

.Itided t.o iiiti:trate :ni*s *¢-rrerice.

.Adihatic Flow Proccss

~

.~.

't ~<~.~c ct~cc rA~,~Žs In I

I I

IP-CALC-06-09329 Rev 1 Attachment M

Page4"of.14_

~1Ud V

V U3 This type of process is called an adiabatic process.

According to the steady flow energy equation applied no a mass of gas undergoing an adiabatic process between the reservoir 0 and a given cross-section x (j-igure 4.5), the total energy of the fluid must be the samne at every cross s;ection, that is h

,o

+

= constant 2gcd where the enthalpy h is equal to the sum of internal energy u and flow energy po. The energy equation in-dicates that the total enthalpy ht, which represents the enthalpy of a fluid at rest, is equal to the sum of the entlhalpy and kinetic energy of the fluid at any point.

r.X SE.......M:V Filgift'.4.5.

Reladlouphip betlweem static andWIi* o~l temprat~~lilm*

A -onm adiabatc ptocess.

By substituting elementary thermodynamic ex-pressions, the energy equation may be written as T

.T k-I A = constant 2

kgcR which, incidendy, is the total temperature equation (3.3). In its simplified form, equation (3.3) reduces to (fipsctrn.4f th. energy,eqjuadon in this form reveals

,.rature of a Chiud at r.st, Is w

a ic dh' i

4 tr.ic teaperature and kinetic energy at any 'os se-

"O " 1..; the w ti* i : i r.*. t ure is

.0

,.U J f ;.

he c~

t

** *.'.ry trernD.rv

p.,:,'['

is*h v a.

eci [:-~

Flow fur',wr wy*.:Imag.cs m Notice that pipe friction was not mentioned in,ije definition of an adiabatic prjcess nor was it in-troduced in ctec energy eqtiation, Pipe friction and tur-buience are simply conversions of internal mechanical energy into heat energy. The total energy of the system.

remaints the same.

tsentropic Flow Process In some piping elements,, it is convenient to assume the flow process as being without friction. The assurnp-ption of negligible friction forces (frictionless) for the flow nozzle in Figure 4.6 is appropriate because the flow passage is short and smooth.

Further, the shape of the nozzle causes the flow stream to converge which pre-H vents turbulence. With-1

-- To out losses, the total pressure is constant.

That is FRICTo NLESS NOZZLE zP11

,P, Figure 4.6.

Also, since the surface area of the nozzle is small, the heat loss or gain through the nozzle wall can be considered negligible. Thus, flow through a nozzle can be considered adiabatic.

Processes that are both frictionless and adiabatic are referred to as isentropic.

Flow Through an Inlet Nozzle The primary elements of all piping systems are a reservoir, an inlet nozzle, and a length of pipe. In the typical flow problem, the fluid properties in the reser-voir are known and the changes In properties along the pipeline are to be determined. However, the properties at the pipe entrance must be determined before preceding with property changes along the pipeline. To relate the properties in the reservoir to the pipe inlet, consider that the reservoir is connected to the pipe by a n-ozzie. Futher, it ij idvantageons to consider the noz-,

.ýk as friciav'less and without heat exchange to the surroundings, that is, an isentropic flow noz.,e, C(u.t-

'Wer the ic.,ejrt' pIC inoz:Ie 5 low n rif Figaro 4.6

he static p.'jSsu,-e 'it Iocati can b% rc!a!ed to,

.otal presstire of the reservoir by meaas oI Ihe W I

mC*S*: re tl tu {32) Si fit P.,

P F -

.?.

IP-CALC-06-00.32') Rev I Attachment_

r, 4te 5~

~411 4

The statlic temperiature at location t can be related to the total temperature of the reservoir by.Mans of the total temperature Cquatiofl (3.4) since It,

ýz r:,

Tit 2

If the Mach number at location I is unknown, it can be determined from the upstream properties using the isentropic mass flow equation (3. 12).

M I +

'2Z

-k- 0 I1 RT1h A e4kq, The charts presented in Figures 3.1, 3.2. and 3.5 can be utilized to solve these equations.

Generally, the pipe connection to the reservoir is not made with a nozzle as perfect as shown in Figure 4,6.

However, the nozzle may still be treated as frictionless and the losses attributed to the nozzle accounted for as additional equivalent pipe lengths.

Adiabatic Flow with Friction ht a Constant Area Pipe The vast majority of all compressible flow problems in process industries can be represented by the adiabatic flow process with friction. As a guide, the following cases have negligible heat transfer through the pipe walls, and thus, closely approximate the adiabatic theory.

I.

Insulated piping.

2.

Processes in which the temperature difference be-tween the fluid and ambient are small, e.g., flow from a storage vessel where the fluid temperature is at or near ambient,

3.

Pipes which are reasonably short, and the effects on the fluid properties due to heat transfer are negligible compared to the fluid acceleration effects.

4. Processes in which the flow duration are completed before heat transfer is established.

fhe equations,latittng the,*au ge in :tl ic pw s,:ure

,-ind atic cinpera-eure diue to rt....l A....1,taa,

.q u ar. i ns3, wh11C 1 a Fe called Fa*o i

J LI 0 0s; a r c V.eC 1

P

i, 2 + (k-IlX0, 2-

+ 3,.

tOM, k

-I "k

fn ow k m1 2 k U1212+/- (k-

)~l Because of the complexity in solving the equations, the solutions have been charted. The charts are self-explanatory; however, a few comments are necessary.

It is necessary to know the value of the friction factor to determine the pipe geometry factor K., If the initial flow data is insufricient to allow a determination of the friction factor, then an initial assumption of f - 0.015 can be made. This will allow a solution to the problem. By iteration, the actual value of if can be found.

The equations used to develop the charts are based upon a constant friction factor. However, in com-pressible flow the Reynolds number varies along the pipe due to changes in the fluid's velocity and density.

Since the friction factor, is a weak function of Reynolds number, an assumption of a constant fric-tion factor based upon inlet properties is justified.

When precision is wanted, an average friction factor can be made based upon the inlet and outlet gas properties. However, if the flow accelerates to M - 1.0 at the exit, averaging the friction factor will lead to error since the increase in velocity is exponen-tial. Rapid changes in velocity occur in the last 5 per-cent of the pipe length.

The charts provide a direct method of calculating static pressure changes between two locations in a con-stant area pipe. For example, if the flow rate, static pressure, and static temperaure are known at one location, the Mach number can be determined using the mass flow equation (3. 10). Entering the charts with Mach number, the static pressure ratio between two pipe locations can be read.

In many problems, the static temperature is not known. In this case, the Mach number can be deter-rined from the adiabatic mass flow equation (3.11) using the total temperature in the reservoir.

Two sets of charts have been provided allowing

olutions to proceed from either an upstream or down

,treamn location. Further, rhe charts may be uJsed Simultaneousily to determine 'he Mach number in t.i:

2nknovm io,_a.ion. After iormirig die \\acbh w Y-btr, r",e :Ia*c !cm.,meratrur-:.t rbe n*ak.-mwn !:,,a:'n

ver"

..'e c*,,.*.

for ".;

-'rmnic exp~ooent v.,l::

,:a a lage of" k ";'

.. i'

,:{,.

i.: -h*

r " * "

I I

I

¢ P-C.'AIC-016-OC 1229 Rev. I Attachgent P ag e 16 o

V U

U U

II perfect gas. -hus, the chart for k -

1.0 can be used to evaluate the static pxessure changei for isothermal flows without any approximations. However, in the case of isothermal flow, 1he choked flow condition is established at a value of M -

./V1, rather than unity.

This is not of importance since choked flow in the isothermal process is academnic; the isothermal assump-tion is valid only with flows at low Mach numbers.

When treating a flow process along the pipe as isothermal,. it is still justified to treat the flow process sectional area as adiabatic. For flow through these elements, the isentropic exponent based upon the gas properties should be used.

Abrupt Enlargements The flow loss in abrupt enlagements ( Figure 4.7 ) is due to turbulence created by the high velocity jet stream undergoing a rapid deceleration as it expands into the larger area. This loss causes a drop in the total pressure, that is PI -PA

= Turbulence losses and for an incompressible fluid, the local loss Cor aa abnrpt expansion can be written as (P.-

PY,, = (1 - A./Az) 2P*.

2g, More important to the designer is the change in static pressure which can be determined from (P,, - P, ),, = pVf [ A,./A..! - '.A A J)~

The compressible flow equations for an abrupt ex-pansion based upon an adiabatic, but not isentropic, process are i1 )

Because of the complexity of these equations, their solutions have been charted. By entering the charts with the inlet Mach number, we can read the exit Mach number and the static pressure rutio across the expan-sion. Trhe static temperature following the enlargement mnay be determined from the total temperature equation (3A4).

DYNAMIC LOSSES My 2

Figure 4.17 Adiabatic flow throtugh an abrupt expwtaon.

Like incompressible ilow, the charts always show a static pressure regain and a decrease in velocity or Mach number as the fluid decelerates upon entering the larger pipe. This is always true as long as the flow is subsonic. When the inlet Mach number is unity, the charts give the lowest value of the exit Mach number and the highest value of the downstream pressure that is possible. Obviously, the downstream pressure can be reduced and the exit Mach number increased without affecting the upstream conditions since pressure changes cannot be transmitted upstream through a sec-tion where M = 1,0. In other words, when M, = 1.0, the abrupt expansion acts as a flow discontinuity and the downstream properties cannot be directly deter-miried from the inlet conditions. In this case, the

-alculation,.

to determine the real properties after the einsiOnl m*ust pr.*i'cdl fom the ~outiet of :he ;i-i""

-yst.ena toward the abrupt expansion.

.kbrutpt (>mtractiruns r

IP-CALC-06-00329 Rev. I Attachment Page7.

1anrifested as a loss in total pressutre, and for an in-compressible fluid, the fo.m can be written as V2 A~> 1),.

K4 where K.* s the contraction loss coefficient and can be defined as j -K, (1I -- A,/A,)

where K, an empirical coefficient = 0.5.

The change in static pressure across a contraction can be determined from Flow Metei-The Venturi tube, flow nozzle, and thin-plate, square-edged orifice are installed in piping systems to measure the flow rate. They are reasonably accurate while economic to install and require little, if any, maintenance. All of these flow elements present a con.

stricted flow area wthi-n the pipe thereby causing an acceleration of the fluid and a decrease in static pres-sure. The difference between the static pressure ahead of the flow restriction and static pressure in the flow restriction Is proportional to the square of the velocity in the restriction. Therefore, this pressure difference can be used in basic theoretical equations to determine flow rate. The accuracy of the equations can be ih-proved by the use of flow coefficients which are based upon the specific geometry of the flow element, location of the pressure taps used to measure the dif-ferential pressure, surface roughness, Reynolds num-ber, etc. Differential pressure meters have been studied extensively by the A.S.M.E. Committee on Fluid Meters and their reports should be consulted where ac-curate results are required.

Consider the nozzle shown in Figure 4.9. The theoretical flow equation for an isentropic process between the upstream pipe and the nozzle throat can be written as A

2

-=

A, 2g.

The equations for com-pressible flow through an abrupt contraction are based upon the iseatropic process.

The basis for this process 1s the same as described for the inlet nozzle, that is, converging flow itreams create only minor distur-bances. Of course, if con-ditions warrant considering the losses, the losses can be accounted for as additional equivalent pipe lengths.

The equations, listed below, have been charted to pro-vide rapid solutions.

f-iA 2/A, + (A I/A,)

l 2

figure 4.8 (4.1}

where Y

k r4.21 and i

A1 m, [2+/-(k -l)M lký$

A, M, [2-k -1W1J an d For an incompressible fluid, Y 1.0.

The accucracy of equation (4. 1) can be improv%,cd by introducing an additional factor called the discharge

,~etci:e

'*t C. The reuiltinm equation is y 1 -:...................

%V i-%'

For both no.Zles sand V,:n,1 uri t"uN~-ni e

,'l e-n okls Jishai*ee.l ctt icn. i1.r i,

v c.rit,*rb".

h¢ cha-r, witih athe inlet

.ýach,niher,

'-xit "",,ach oulntc'r and.,aric pri*'

iue r'"t1iD cail ca

.,e Ah' l t>1..;arnr[ ?re 1..

)n (3,4),

IP-CALC-G6-00329 Rev. I Attachment Page 'of L_ ".....

U U

3 3

a S

S

~1R A review of equation (4.3) reveals that, in the form presernted, the equation is used to evaluate the flow rate using the measured diffetential pressure across an nozzle. The actual selection of a nozzle is based up ton selecting a diameter ratio that will produeo: a meaningful pressure-differential rattge between the lowest and highest flow rate expected, and within the limits of the pressure measuring device. Large ratios of OD / D, are favored since the pressure drop across the flow meter represents an energy loss. The determin-Ition of pressure drop* of a comnre i-le tf,6d r

error solution.

resulting in little, if any, turbulence. In other words, the Venturi tube (Figure 4.10) may be considered as fric-tiontess and without turbulence throughout the length of the tube, Then, the exit properties are the samne as the entrance properties, that is P,

P,.and T,. =a changes in cross-sectioral area, are determined from the same equations and charts presented for the noz-zle, i.e., flow through an. abrupt contraction.

tYNAMIC LOSSES 2

3 I ----

t----~-.-.....4 In both the nozzle and the Venturi tube, the fluid stream is guided by the walls and com-pletely fills the tube or nozzle.

Figure 4.10 Venaud tube.

M,V I

2 3

In an orifice (Figure 4.11) the stream is not guided as it passes through the orifice; therefore, the stream con-tinues to decrease. The area of minimum cross-section is called the vena contracta. Because.the flow stream is not guided, the overall pressure loss is greater for the orifice than either the nozzle or the Venturi tube.

The mass flow through the orifice can be determined from equation (4.3) using a discharge coefficient of C- 0.61 for Reynolds number greater than 50,000.

The factor Y for an orifice is given by Y-I -- (0.410 + 0.350 0 X* - r)/k (4.4 Like the nozzle, the throat properties for the orifice may be calculated accurately for Mach numbers at the Fignvr 4.9 CornpreireN flow thirough a flow noy.le, The standard flow meter equation is simply another form of the isentropic mass flow equation (3.12). Fur-ther, the equations applicable to gas flow in nozzles are the same equations given for determining the com-pressible flow through an abrupt contraction. Using the charts provided for abrupt contractions, rapid solutions are possible for determining the properties at the nozzle throat, Following the nozzle throat, the gas expands into the downstream pipe creating turbulence similar to an abrupt eadargenitn. Obviously, the expanding f i.-

,o hlnger kentropic. The io;5es due to -hýe turbulknce

<,an be accounted for, and the propertiies in the down-stream pipe, loxationt 3, 3der fri' o etrm the equa.ions arid charts prehented for comp-it ssible flow thr..ugh an

br ipt enlargetiment u.zing the noizzle uroar or'-operteie

'har iLterists i4 a

i`

n.if -

l :' a

,. d rfL a. I".C.¢Q

i*L ; *v -.,'

r:i*l

.,: i,* "eli vena contacta upto 0.2 using the equations and charts presented for flow through an abrupt con-traction. The throat area used must be the area of the vena contracta which can be found from

_ C A 4J1 -_Y34 2(,r4k Orfie I.

! 45)

IP-CALC-06-00329 Rev-I Attachment Page ot"

rhe change in properties between the vena contracta and the downstreamn pipe can be determined from the equations and charts given for an abrupt enlargement using the a-ea of the vena contracta determined above.

Effects of Fittings and Valves It is general practice to assign a toss coefficient to pipe fittings, valves and other components, based upon empirical data. The accuracy of this technique is considered acceptable in compressible flow when the static pressure loss across the component is a small percentage of the absolute pressure and when the gas velocities are less than M = 0.3.

When components have a marked contraction in cross-sectional area, a flow analysis of the component should be made since the contracted area may be a controlling factor in the discharge rate; i.e., M = 1.0 may exist in this section, This is an actual occurrence in pressure regulators and throttling valves when the static pressure drop across the component is ap-proximately 50% of the upstream pressure. The velocity or Mach number within a component can be determined easily by assuming the component is an isentropic nozzle. Then, using the charts for isentropic flow between the inlet and the throat area, and the charts for an abrupt expansion between the throat area and the outlet, reasonable values of the changes in properties and Mach numbers can be made.

Incompressible Flow Theory Comparfsoa There are many occasions in which the incom-pressible flow theory is useful when dealing with gases.

The equation for computing frictional pressure losses for an incompressible fluid in a constant area pipe is Since the flow process occurs at constant density and constant velocity, Bernoulli's equation reduces to P -- PA, = P., - P,,

and thus, However for gases, this equation can be simplified by introducing the Mach number equation and the equation of state, and after rearrangements, yields P.D (4.7)

A review of this equation shows that for a given pipe geometry fL / D and isentropic exponent k, the static pressure drop due to friction is solely a function of the Mach number. Plotting equation (4.7) on the charts given for adiabatic flow in a constant area pipe with friction shows that the incompressible flow equation coincides exactly with the compressible flow equation in the region of low Mach numbers and small static pressure drops. (Equation 4.7 plots as a straight line on a log-log scale.) The difference between the curves shown on the charts and a straight line at large pres-sure drops is due to the change in density of the fluid as it accelerates along the pipeline.

Equation (4.7) is useful when the value of the isen-tropic exponent k, does not coincide with the charts, or when extrapolation must be made off the charts.

I I

I 3

A I

I A

Selected Bibliography fall. W. B.. and OrMe, E. &. "Plw of a CoQnprenibl Fluid Orough a Sudden Enlargcment in a Pipe,." Pro. Irirrn. AM.Aih. Er'grs,. v i6A. n49.

)nu rncr, U. rU, -Cfarrs.o' res,

t, rd Tzr n, o r

Chamd gis :pt ;z Ab rupi incre.r Cg -

Ai,e of la'

,of CL4p r,i M Air,' NACA L4Lg19, 194 K.kie, I,,S,.. Ccrmpred Cwa 1arpdbono. NASA SP-ý.045. ý969.

q_)'*eM

' ;O o

esN

b)js, I;a,2s i3.

z~CPe

.tn,

/.

P;2m~a.

, p>p. 24 1.. 4.5.

ý1fm-.J.l..........................

IP-CALC-06-00329 Rev. I Attachment Page/0 f

ENGLISH UNITS Surninary of Equationss Equation of State TOta1l-femperature Equation Pu =Ri' 8R: E-I 44pv = FT u-2 Velocity Of Sound C = jk-gRT Mach N~umber JA~

Re Q 124 V. _

At.

V M*

C M=

V 4kgcRT K =1L0 SYMBOLS Syrubat Deseription Flow Rate Conversion t1-Qp I

Units Mass Flow Equation pAV i, = 0,06787~E9

,t

.2 4Sr enII T

0.22945 h~j rR O.24

&2 i'dPp.

k It 0 2245 2 IRT, k

P I),

2 lp A

Area ftz c

Velocity of Sound ft/sec C

Coefficient of Discharge dimensionless d

Inside Diameter in.

D Inside Diameter ft f

Friction Factor dimensionless g9 Proportionality Constant 32.2 Ib, -ft/ by -see' k

IsCntrapic Exponent dimensionless K

Los0 Coefficient dimensionless, L

Length it rf Mass Flow Rate Ib./sec M

Mach Number dimensionless M,

W Molecular Weight ib,/mole p

Pressure lb/iinz P

Pressure lb, /'ftz Q

Vokumnetric Flow Rate ft'/sec R

Specific Gas Constant Ib, -ft/lbm -*g Re Reynolds Number dimensionless R,

UniverGaI Gas Constant 1345 1br-ft/MOie-R SCFPM Flow Rate in Standard 5td. fi/min Cubic Feet Per Minute (i 4.7 psia and 60iT)

'pecific Voi Ue Velocity Y Expansion Factor

.J.mensionfess k Ratio of Dij

s iidi-erisiv, n;.s P

Desiy.;

4".1 y ul. o i Se I

IP-CALC>.O&00329 lick Attachment Pagei/of~f

2.

T,;

530/[if.

+ (0,2 x L0

- 441.66"R Also, the static temperature can be detýrniined from Figure 3.2,

3.

1.0 0.22*'14ý5 t) 53.35 k 441.66/i.4yo 2.0671 x 47.0 61 - 12.7641bm,/sec

4.

The isentropic mass flow equation could have been used to determine the flow rate using the total properties in the reservoir; however, it is simpler to determine the static pressure and tem-perature and with these properties, determine the flow rate using the mass flow equation.

Problem 3 K 50 Air at a static pressure of 100 psia flows by station I at a Mach number of 0.093. Determine the total and velocity pressure at station I and the static, total, and velocity pressure at station 2. The pipe geometry co-efficient, K, is 50.0. The flow process is adiabatic with friction. (k = 1.4)

I.

P't = 130 x [1.0 + (0.2 x 0,0939pJ

= 100606 psia

2.

Pd - Pq - pt, = 160.606 -

100.0 0.606 psia

3.

From Figure 4.15b, at M 1, = 0.093 and K 50.0, readP.,/P,,

0.619.

Oa = 0.619 x 100.0 = 61.9 psia

4.

From Figure 4.19a, at K 50.0 and PR iP,,

0.619; readMX = 0.150.

5.

6 61,9 x, (10 )+

(0.2 :' 0.15913-3 6 2.a8 *si

7.

,l.

t.o zhe roiertiks ko%;

v wcn -Xcr. im.

t i,r 'vr,¢t o call.dae rhw toral pre-stsre lo'ss nm station I to 2 "fihich pr*ents e irrecov-

- los due "I pipe fric-n

.v

.6(

62, -S Generally, the designer is only interested in the loss tf stadii pressure which is 100.0 - 61.9 = 38.1 psia Problem 4 U

a FFRKONLt:SS

W*ZZLS i

A reservoir-piping system has been selected for a desin velocity at the pipe inlet, station 1, of 100 ft/WSe.

The reservoir contains air at 114.7 psia and 5400R.

The volumetric flow rate is 1572 SCFM. Determine the static pressure, Mach number, and static temperature at the pipe inlet. (k - 1.4, R = 53.55)

,2I TI 2

144pu =RT U

M -~

-k R a

I N

U I

I I

I At standard conditions of 14.7 psia and 601F, u

53.35 x (460 + 60)/(144 x 14.7) 13,106 ftl/lb,,

2.

Q 1572/60 - 26.2 std. it'/sec

3.

4-26.2/13.106 = 2.0lb,11/sc

4.

For this step only, assume the static temperature at the pipe inlet is equal to the reservidr temper.

ature, then N, - 100.0/(1.4 x 32.2 x 53.35 x 540)Yi

- 0.0877 I.

"he toral prcper.ies ar< consia-u !ckw. S

[* ; 3*Ji l,0 +,6_2,,*,i.

.v.

p...,

I' il.7/l.7 [. A (0.2 x f.08"]7:)].,

= ]4.C, p:ia

li 4,er

-(,.an " reacaii Lt,:d ',..

t~g : *'}D :;i r

'.1etermi;:ed,::? v !*<' v: ~r it~c,i t'f-- nc,:, is i -

IP-CAI.C-06-00329 Rev.,

Attachment paf-e/~~

S S

a U

U

II 52 Size a compressed air header delivering air to a bank of air tools located 610 feet from the reservoir. The air I0.0O psia. The reservoir is pressurized to 114,7 psia at 540"R. Losses due to fittings, valves, etc.,

are estimated to be 10% of the loss due to pipe friction.

Determine the pipe size. Assume the process through the inlet nozzle, !tation 0 to 1. is isentropic. The flow process from station I to 2 is adiabatic with friction.

(k = 1.4, R = 53,35)

M M-O

.224 S.-1 VL K L P i, =

k - I k --

1.

For a static pressure loss in the order of 10%W of the upstream pressure, the inlet Mach member will be approximately 0.075 to 0.10, Assume M, = 0.1.

2.

The total properties are constant for an isentropic process. Calculate the pipe inside diameter using the approximate mass low equation (see Problem 1).

0.10 - 0.2245 x 3.815 (53.35 x 540/1.4)-

d' x 114.7 d - 3.27 inches

3.

From the pipe data in Appendix B and for sched-ule 40 pipe, read 3" nominal pipe size = 3.068 inches i.d.

4 nominal pipe size = 4.026 inches i.d.

(Although 3Y/ " nominal pipe size is listed, this 5.ize is ~oL, tuscd iii ýrdui: a l

ing.)*

t.

C:,Iculare the inlet N 1sch n.un-ibi tro both oi these

i-.c asing the approxinlawe iz:troc mass tL;w equation (step 2).

3,

,, iCrral ?,.', i

. *L

.',L !4 5,

)'eternnize the pipe geonmetry coefficient. A,,ssumne f-0.015.

For the 3* pipe, Kp *-- 0.015 X 610 X 12/3.068 -= 35.8 For the 4" pipe,

ii, = 0.015 x 610 X 12/4.026 = 21121 For the 3" pipe, For the 4" pipe, Kfow - 27.27 + 10% x 27.27 30.0

6.

From Figure4.15a, atM,= 0.114and K = 39.4, readP,/

2 P,1 0,53.

Obviously, the 3 " pipe cannot meet the pressure requirement.

7.

From Figure 4.15b, atM,= 0.066 and K = 30.0, read Pa/P, - 0,904; the 4" pipe seems accept-able. The static pressure at the inlet can be cal-culated from P,,

114,7/11.0 + (0.2 X 0.066WI-

= 114.35 psia Pa = 0.904 x U14.35 ý 103.37 psIa which meets the required pressure at station 2.

8.

The solution can be refined by determining the actual value of f and repeating step 5 through 9.

Problem 6

2; The reservoir contains air at 164.7 psia and 530°R and discharges through a schedule 40 steel vent line (i.d. - 2.067 in.) with a length of 42.19 feet. The pipe inlet is abrupt and the pipe contains 3-90 welding clbows. Calculate the flow rate and the inlet and outlet properEies. Assume a Reynolds number of I x 10' and a friction factor of 0,014. The flow orocess is iien-ep-c trom station G to I aod adiabatic with friction sm station I to 2. (-

1.4, R 53.35 M, -

.00185).

d p, \\ t k P/T I:;

~0 IP-CA(C[.-06-00)329 Rev 1 Attachment Pa........

R"_

12

= +

Ts 2

1 Determine the pipe geometry coefficient.

1ýrt. - 0.357; K,, = 0.5 Kp,, = 0.014 x 42.9 x 12/2.067 3.429

,,, = 3.429 + (3 x 0.357) + 0.5 5.0

2.

This problem is unusual in that neither the flow rate nor the pressure drop is known. Assume M= 1,0 at the pipe exit. Determine the "available static pressure loss"by assuming (for this step only) that the pipe inlet static pressure is the same as the reservoir pressure; then, P,/P,, -= 14.7/164.7 - 0.089 "available" From Figure 4.15a, P, /P,

- 0.089 and K = 5.0 cannot be intersected and falls above the sonic line; thus, M = 1.0. At K = 5.0 and

, = 1.0, read P,2/P,j = 0.283 andM, 0.307.

3.

The total properties are constant across the isen-tropic nozzle.

I p, - 164.7/[l.0 + (0.2 x 0.3071)1. s 154.3 psia

4.

p, - 0.283 x 154.3 - 43.67 psia The excess static pressure at the pipe exit (43.67 -

14,7) will be dissipated outside of the pipe as shockwaves.

5.

T, = 530/11.0 + (0.2 x 0.3071)) = 520.t9*R

6.

The total temperature is constant across an adiabatic process; thus T,2 = 530/1l.0 + (0.2 x 1.01)) r 441.67'R

7.

The mass l1ow rate can be determined from the isentropic mass flow equation; however, since trhe static prcssure and t*cinperture -

t rhe pi.e inlet, station l, have aire.ady tcc¢p de~tcMrlit"NI, tOlc fnali flaw eq"uation Will tie used.

(ht)7 7.,,: i54,3/

V 0.307 x (1.4 x 32.2 x 53.35 x 52,3.2),

343.39 ftis v

53.35 x 520.2/(144 x 154.3) - 1.249 tt/lbb P -= 1.0/.249 = 0.8006 ibt,:,/It R,E 124.0 x 343.39 x I.067 x 0.8006/0,0185

= 3. 8 X 10*

e= 0.00015 ft(from Table 5.1)

D= 0.00015 x 12/2.067 = 0.00087 1 0.0190 (from Figure 5.1)

Using the new value of the friction factor, steps 1-8 may be repeated; however, the change in results will be insignificant,

9.

Compare this solution with that determined in Problem 2. (Problem 2 has the same reservoir properties and the same nozzle diameter). By adding pipe to the nozzle, the flow rate was reduced by one-half. Adding additional pipe to the vent line willreduce the flow rate further and Increase the loss in static pressure. At some new length, the static pressure at the pipe exit will be equal to the ambient pressure and the flow will be subsonic everywhere, Increasing the pipe length fturher does not affect the exit pressure; however, the flow rate and velocity will decrease. (Recall.

this problem concerns a constant area pipe. With changes in pipe area, M = 1.0 may exist within the piping system and the exit pressure still equal the ambient pressure).

Problem 7 22 A six inch safety relief valve mounted on a large manifold has a set pressure of 1214.7 psia and a flow capacity of 18.786 Ibm /sec.

The manifold steam tem-perature Is 1360°R. (The velocity in the manifold is negligible; thus, the manifold can be considered as a ceservoir). The safezy valve i-conect,,d to a ix-inch (i.d. - 6.i31 in.) ve-it stack,,1310.*31 feet in Length. The hack.ressuire during discharge -hould not -e 6,c-tr ze~n'i.rml the sta.ic prad" e at -sts

,n I. i Oe rce.S idiabatic wit*h fri.,.i(n. (k =13, ?? =5.4,j iJ.0157)

I I

I

[P-CALC-06-00329 Rev. I Page /4*,t

/42

aatAnthn From:

Sergi, Robert A Sent:

Tuesday, June 24, 2008 2:26 PM To:

Galati, Anthony E

Subject:

FW: EDG air start Cranking times. (System Engr Input for EC-7135, EDG 31,32 and 33 Jacket Water Press Switch Mod)

Importance:

High From:

Sent:

To:

Subject:

Whitney, John C Tuesday, June 24, 2008 2:20 PM Sergi, Robert A EDG air start Cranking times.

Bob: The average crank time for an EDG air start motor is 3 to 3.5 seconds.

IP-CALC-06-00329 Rev. 1 0 Page 1 of I

R Ift-lbf/Ilbm k

dimensi(

,.......... -iieg*

i.......

i v

ift /bm

.i~

mot lbm/sec QOec charged ISCFM

)r!C.VIened L--SCM.

°R 53.351

!PO psia 188.81 173.8psig nless 1.41

]To.R

- 550-

!.61 L

900i i-mnionless--------------x<'=for initial guess 1.1!

i Right Side 0.0760t 1.15 ~

Left Sie 0.0760;

.....dlmensionless U.U763 700--------

700M2 dimensionless i 00823

" for initial guess 683.5ý T K idimensionless

........ J....................L..

...............,l................... *......

............. k -................

M2 idimensionless 0.08231 Pt, psia 188M8.

Ps.psia 188.01 173.0psig

.K, R

.~

550i T,

... -0I.......

JT, "OR 549.4 P, 2

]psia 174.3 159.3 psig'!

2T R

549.3 M2 dimensionless 0.0823-

< "x' for initial guess

.....T.

Right Side 0.0824

~

LeftSidel.-.0,0824k M3 dimensionless 0.0823, M4 idimensionless 0.1177

<= "x for initial guess K

dimensionless -

53.221 M4

ýdimensioniess 7ii0,177 Ip ap a

121.81 106. 8 psig~

S.......................

. i--

1M3 dimensionless 0.1177 "x" for initia/

-g u e s I

Right Side 01178 n

- I Left Side!

0.1178!.......

i M3 dimensionless 0.1177..

.........i..........................................................................................................................

.i......

1.............

........ -. 1...

i M4 idimensionless

0. 1435-i <= 'Y" for initia/

.....i....

mK d'ensionless 1 16.58.

.M41.

!dimensioless i0.14351

.-- -.d'e lIPs4

}psia_

1T I

trs4

.'R 99.87 84.8 psig IP-CALC-06-00329 Rev. 1 1, Page 1 of 2

R !,

7ft4bf/lbm 'R 53.351

ýP0 psia 191,61 766 k

Mdimensionless 1.4, T

55071 d

in 9SCFM 700i M2 dimensionless 0.07521

<= N for intial guess V

A31a 7Right Side 0.0_

o749

~

mdot Ibmisec 1~4 Left Sideý e--on es 0

age ISCFM 7001 M2

-. dimensionless '0.0809 V-f I

or initial guess Qrc,,*n*

SCFM 683.51

}

_di mensionless 17.2 S

1 M2 dimensionless

.0.

080 9 S!

2.4___

________ Ips~a I

190.81 175.8 Spsg...

. -........I................ -...........................................

1-- ---

L..

........[..

SP2 isal 177.31 162.3psigi ipsia 116

-T i

i K

dmesoITss 5493.22 M2

!dimensionless 1 0.08091136

'" f

<=

qttiaguess L..ft Sidef 0......*8pa1 02 1------------

__~

~~~~~~

]9~k 080-

~

M4_d__

_____onM4 is-0.1136 1<= 'V for initialgus K M4 mensionles 532 M4..

5.

idimensionless 0115.2.....

................... i.......................................

ps.

- - g.-----------

T3 I'

54 6[

I M3 idimensionless I 0.113 6,

<= "x' for initial/guess Ilk iRight Side 0___

___Lett SideE

0. 1138i M3 ___dimensionless L 0.1136!

M4

_dimensionless~

0<13

='Y' for initial guss

-~~

M4 dimensionless I.033

............. ~

~

~ ~ ~ ~ ~ ~ ~ ~..

.....................................iM _:...

!.m ~

n.

... s

_ - 3.

_- "__._ r__......

u...

e s...

PS4 psia S-

.P*

4 ps!

105.1 90.psigl

_____________iT 54 "R

548.01 IP-CALC-06-00329 Rev. 1 1, Page 2 of 2 To NL-09-119 Indian Point Unit 3 Calculation IP-CALC-07-00021, Rev. 1, "Emergency Diesel Generator Starting Air System"

ATTACHMENT 9.2 ENGINEERING CALCULATION COVER PAGE El ANO-1 ED ANO-2 El GGNS El IP-2

[ IP-3

[I JAF EIPNPS

[I RBS E VY El W3 CALCULATION EC # 8648 Pagel1 of 17 COVER PAGE Design Basis Calc. [0 YES r]NO l

CALCULATION F--

EC Markup Calculation No: IP-CALC-07-00021 j

-Revision: I

Title:

Emergency Diesel Generator Starting Air System System(s): EDG Starting Air I Review Org (Department): DESIGN ENGINEERING

- MECHANICAL Safety Class:

Component/Equipment/Structure Type/Number:

Z Safety / Quality Related EDG-31 -SA-TNK Air Start Motors F-1 Augmented Quality Program EDG-32-SA-TNK

-Non-Safety Related EDG-33-SA-TNK Document Type: Calculation Keywords (Description/Topical Codes): EDG, Starting Air, Starting Air Tanks and Overcrank Timer REVIEWS Signature/Date Anthonyb Enginatr Responsible Engineer Name/Signature/Date

//

~'L~-C_

Name/Signature/Date

' /

Jerry P.Bubniak Z Design Verifier 1F] Reviewer L--

Comments Attached Supervisor/Approval D Comments Attached NMM EN-DC-126, RO Attachment 9.2 Calcuiation Cover Paqe

ATTACHMENT 9.3 CALCULATION REFERENCE SHEET Page 2 of 17 CALCULATION CALCULATION NO: IP-CALC-07-00021 REFERENCE SHEET REVISION: 1

i. EC Markups Incorporated 1.

2.

3.

4.

5.

11. Relationships:

Sht Rev Input Output Impact Tracking No.

Doc Doc Y/N

1.

0]

0

2.

0 0[]

3.

0 0

4.

0 0

5.

0 0

III.

CROSS

REFERENCES:

1 2.

3.

4.

5.

IV.

SOFTWARE USED: None

Title:

Version/Release:

Disk/CD No. NA V.

DISK/CDS INCLUDED:

Title:

Version/Release Disk/CD No.

VI.

OTHER CHANGES-NMM EN-DC-126. RO Attachment 9.3 Calculation Reference Sheet

ATTACHMENT 9.6 CALCULATION RECORD OF REVISIONS RECORD OF REVISIONS Calculation Number: IP-CALC-07-00021 Page 3 of 17 Revision Description of Change Reason For Change No.

0 Initial Issue Initial Issue 1

Revised pages 5 & 17 Scope of EC7135 was revised to Changes are in bold type delete the replacement of jacket water pressure switches JWPS-1, 2 and low pressure alarm setpont changes.

New EC 8648 was prepared for jacket water pressure switch replacement and setpoint changes.

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System Page 4 of 17 TABLE OF CONTENTS BACKGROUND PURPOSE CONCLUSION INPUT & DESIGN CRITERIA ASSUMPTIONS METHOD OF ANALYSIS CALCULATION/ANALYSIS REFERENCES Attachments - Co',mpressible Flow Manual (selected pages) - 14 pages - Cash Acme Strainer Bulletin - 2 pages - E-mail from Chuck Silvene, Tyco Valves & Controls dated January 3, 2007 - 1 page - E-mail from Bob Calvin, Ross Controls dated January 3, 2007 - 2 pages - Ross Controls Information sheet on SOV model 277188011 - 2 pages - E-mail dated 6/24/08 from J. Whitney to R. Sergi - 1 page

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System Page 5 of 17

Background

The diesel generator starting air system (DA) provides sufficient compressed air to start (crank) the diesel engines. During emergency operation, starting air is supplied from the starting air tank to the air motors, which in turn crank the engine.

There are two air motors per engine, each capable of starting the diesel in the allotted time. The starting air compressor can replenish the air in the starting air tank; however, the starting air compressor is not a safety related component and its function can not be credited in maintaining air tank pressure.

The existing air start motors are vane type Ingersoll-Rand model ST950B1033R31.The original air start motors were also manufactured by Ingersoll-Rand and were replaced by DCP-97-3-058 in 2001.

This calculation is being performed to address concerns raised in CRs IP3-2006-

)4063 and IP2-2006-07329 and support EC 8648 "Replacement of EDG 31, 32 and 33 Jacket Water Pressure Switches JWPS-1 and 2 and Set Point Changes. Also, Change Starting Air Receiver Low Pressure Alarm Set Point" Purpose The purpose of this calculation is to determine the number of normal diesel starts available from the starting air tank (Starting Air Tank No. 31, 32, or 33) without the

.ssistance of air from the starting air compressor. The calculation will determine Lne system pressure drop between the air receiver and the air start motors in order to establish the minimum air receiver pressure required for a normal start.

This calculation will also evaluate the present overcrank timer setting for the diesel starting air system.

Conclusion This calculation demonstrates that the starting air tank can provide three (3) air starts without assistance from the starting air compressors. The pressure in the air receiver after the third start is 168 psia (153 psig).

The minimum pressure in the air receiver tank required to deliver 800 scfm of air at 90 psig to the inlet of the air start motors is 187 psig.

The overcrank timer setting which is presently set at 15 seconds should remain unchanged. After engine lockout and shutdown the starting air tank will not have enough air for a start.

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System Page 6 of 17 Input & Design Criteria

1. Air start motor flow rate is 800 scfm at 90 psig, Reference 17.

2. A minimum pressure of 90 psig at the air motor is required for reliable starts, Reference 2.

3. The present internal volume of the starting air tank is 49.3 ft3 per calculation IP-CALC-08-00068 (Reference 18). A future proposed modification which will modify the tank and apply an internal protective coating will increase the internal volume to 49.7 ftW. A conservative internal volume of 49 ft3 will be used for this calculation.

4. Piping arrangements for the starting air system are shown on References 5 and 6.

5. Starting air tank pressure alarm is set at 255 psig, which is a minimum of 20 psi lower than the normal tank pressure range maintained by the stating air system compressors, Reference 19.

6. Room and tank ambient air temperature of 900 F will be used for this calculation.

Assumptions Based on information provided in Reference 20, an average crank time of 4 seconds will be assumed.

Method of Analysis All equations for this analysis with respect to air flow are from the Compressible Flow Manual, Reference 1.

This calculation will use the manufacturer's air motor consumption data and an average crank time of four (4) seconds to determine the number of air starts available from the start air tank. This calculation will also determine pressure drop from the starting air tank to the air motor. This pressure drop will be used to determine the minimum starting air tank pressure required to ensure a minimum 90 psig can be supplied to the air start motor.

Calculation/Analysis This calculation will determine the final pressure in the starting air tank after three (3) normal diesel starts without the assistance of air from the starting air

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System compressor and determine the system pressure drop between the starting air tank and the air start motors.

Page 7 of 17 Starting Air Motor Consumption DCP 97-3-058 states that the air consumption is 800 scfm at 90 psig.

Older catalog data for the air start motors, pre-dating the above referenced design change, states air consumption as 700 scfm at 90 psig.

Newer catalog data states air consumption as 850 scfm at 90 psig.

An air consumption value of 800 scfm will be used for the air start motors in this calculation.

Starting Air Tank Pressure From Reference 4, the air pressure in the starting air tanks is normally maintained between 275 psig and 300 psig. However, the low pressure alarm setting is 255 psig (270 psia) per Reference 19 and this pressure will be used as a conservative starting pressure for this calculation. At this pressure, the mass of air in each starting air tank is calculated as follows:

144pV RT Where:

m = mass (Ibm) p = pressure (?sia)

V = volume (ft)

R Specific gas constant for air (53.35 ft-lbf/Ibm 'R)

Ref. 1 T = Temperature ('R)

Using room temperature for air (90°F or 5500R) and a pressure of 255 psig (270 psia), the initial mass in the starting air tank is:

144pV 144(270X49) =64.9 Ib 7

- 6.

b RT (5.3....

The air consumption of each air start motor is 800 scfm. This flow rate will be used to determine the mass of air remaining in the tank after three (3) consecutive starts.

It is assumed that an average start will occur within approximately 4 seconds.

Therefore, the mass of air evacuated during this period is as follows:

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System

= 0.06787 (SCFM)

Ref. 1 R

Page 8 of 17 Where:

m = mass flow rate (Ibm/sec)

SCFM = Flow rate in standard cubic feet per minute (14.7 psia and 600F)

R = Specific gas constant for air (53.35 ft-lbf/Ibm 'R)

Using flow rate of 2 x 800 SCFM (required flow for both air starters), the mass flow from each starting air tank is:

m = 0.06787 SCFM = 0.06787 (1600) = 2.035 Ibm/sec R

53.35 Therefore, the amount of air removed from the starting air tank after some time, t, will be:

InI'ij/ = Milfidal - M t After three (3) starts (12 seconds), the mass of air remaining in the starting air tank will be:

m final = m initial - m t= 64.9 - 2.035 (12) = 40.5 Ibm The pressure in the starting air tank at this point will be:

onRT - 40.5(53.35)(550) 168.4 psi, 144V 144(49)

Pressure drop from starting air tank to pressure control valve Air pressure to each starting motor is regulated by a pressure control valve (PCV-14-1 through PCV-14-6). From Reference 4, these pressure reducing valves regulate downstream pressure to 135 +/- 15 psig.

Piping from the starting air tank to these valves is depicted on References 5 and 6.

As shown on the above referenced drawings the piping has a nominal pipe size of 1-1/2 inches. The piping is schedule 80 stainless steel (Reference 7 and 15).

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System Page 9 of 17 After a review of all six piping runs, the following represents the most conservative configuration from a hydraulic resistance standpoint. Unless otherwise noted, fitting resistances are based on Crane Technical Paper No. 410.

Spcv Starting Air Tank L....___..

L....

P1, T1 P2, T2 P3, T 3 P4, T 4 Lair Starterl Po F

IP-CALC-07-00021 Emergency Diesel Generator Starting Air System Rev. 1 Turbulent Friction Factor 0.020537 (Re = -,

= 0.00015)

Colebrook Equation Piping L (ft)

D (in)

Pipe K Fittings 1 x Entrance, Sharp Edged, Flush (K = 0.5) 9x Standard Elbow, 900 (K = 30ft) 1 x 300 mesh Strainer (Cv = 65) 46 1.5 7.56

=ft

12 L / d 0.5 5.54 1.07 7.11

=QTY

30

ft

=890 d4 / Cv2 Reference 7: Ingersoll Rand Model ST900-267-24 strainer Reference 11: Cash Acme Strainer Bulletin Fitting K Valves (DA-9, 10 & 11) 1 x Gate Valve: K = 8ft (Cv = 165)

Valve K 0.17 0.17 14.84

=890 d4 / Cv2 Reference 10: Crane Technical Paper No. 410 K Total Page 10 of 17 Based on this hydraulic resistance, the pressure drop from the starting air tank to the pressure control valve is as follows:

In the tank, total properties equal static properties (Peo = Pso, Tt, = T..). Flow from the tank to the piping is taken as isentropic. Therefore, the total properties are constant:

Pt= Pt, = 168.4 psia T= Ttj = 550 'R The Mach Number at station 1 (MI) is found as follows:

IP-CALC-07-00021 Emergency Diesel Generator Starting Air System Rev. 1 M[

k -- I V[

= 0.2245) II,RT AIl +

024 d-I2 k

Ref. 1 Where:

M = Mach number (dimensionless) k = Isentropic Exponent for air (1.4) m = mass flow rate (Ibm/sec) d = inside pipe diameter (in)

Pt = Total Pressure (psia)

Tt = Total Temperature (OR)

R = Specific gas constant for air (53.35 ft-lbf/Ibm OR)

Based on a volumetric flow rate of 800 SCFM, the mass flow rate is:

m = 0.06787 (SCFM) = 0.06787 (800) = 1.018 Ibm / sec R

53.35 Assuming a Mach number of 0.0877 yields the following:

0.2-I 0.087? I + 1..-1.87 4-0.2245 m RT, d-P, ý k

=

0.2245 1.018 153.35(550) 1.52 (168.4) V 1.4 0.0877

=

0.0877 Therefore the assumption for M1 of 0.0877 is correct.

The Mach number at station 2 (M2) is found as follows:

I I

k + I J,

+(k,

,kM:

+M

k In l1 + (k -)M Page 11 of 17 Ref. 1 Where

K = Loss Coefficient (dimensionless)

Assuming a Mach number at station 2 of 0.0958 yields the following:

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System 11.4 1

1.4+1 (0o0877)2 I22+(1.4 -1)(0.0958)'

1.4(0.0877)2 1.4(0.0958)2 2(1.4)

(0.0958)2 2 + (1.4-1)(0.0877)1 ]

1.4.84 = 14.84 Therefore the assumption for M2 of 0.0958 is correct.

With these Mach Numbers, static pressures at stations 1 and 2 can be found:

M2]'

Ref. 1 Therefore Psi is:

1, 1+ k1 2

168.

[/!+ 1.4-1!(0.0958)2 167.5 psia

/1 2

2" And Ps2 is found as follows:

H2 2~z 12 (k- - l),t,*-

P,--_ M, 2+(k-1)2 Ref. 1 M,,]2+

1.)M2_+k-IM0.900872+(4-1)'0.0877-'~

)

=-

M-2.(k4l)05 700877 21+82 (153.4 psia =138.4 psig S+/-(k-1M 0.20958 2+(1.4-]X.).0958'

IP-CALC-07-00021 Emergency Diesel Generator Starting Air System Rev. 1 Page 12 of 17 Pressure drop across pressure control valve As shown above, the downstream pressure is approximately equal to the valve set pressure. Therefore the valve will be assumed to be full open. From Reference 13, the full open flow coefficient of this valve is 14.6.

Turbulent Friction Factor Piping L (ft)

D (in)

Pipe K (Re = -,

0.020537

= 0.00015) 0 1.5 0.00 =ft*12L/d Colebrook Equation Valves 1 x Pressure Control Valve (Cv = 14.6)

DA-PCV-14 Valve K 21.14 =890d' CV2 21.14 Reference 13:

Cash Acme 'B' Series Pressure Regulator Valve K Total 21.14 The Mach number at station 3 (M3) is found as follows:

1 1

M,2+(k-J)MJ kM2 kMl; 2k M,[2+ (k -1)M,]

Where:

K = Loss Coefficient (dimensionless)

Assuming a Mach number at station 3 of 0.1125 yields the following:

21.14

+ 1+

I- (.1.41 (0.0958)2 +/-+(1.4-1IX0.1125)2 l

I~

I,*

~

n, 1.4(0.0958)-

1.4(0.1125)-

()0. 1125)1 2 + (1.4 - 1)(o.o9058 2 1. 14 2 21. 14 Therefore the assumption for M3 of 0.1125 is correct.

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System Page 13 of 17 With these Mach Numbers, static pressure at station 3, Ps3, can be found as follows:

_ý M, 2+(k-l)M2 MP 2"+(k -1)M 1534 00958-

+(1'4-1)O"09582 130.,psia 115.5psig M.

2 +(k-1)M2 0.1125 2+(1.4-1,)0.ll1252

IP-CALC-07-00021 Emergency Diesel Generator Starting Air System Rev. 1 Page 14 of 17 Pressure drop from pressure control valve to air motor Piping configuration from the pressure control valve to the air motor was determined based on field walkdown. As stated in Reference 7, the piping has a nominal pipe size of 1-1/2 inches and is schedule 80 stainless steel.

Based on a review of all the six piping runs, the following represents the most conservative configuration from a hydraulic resistance standpoint. Unless otherwise noted, fitting resistances are based on Reference 10:

Turbulent Friction Factor 0.020537 (Re = -,

E= 0.00015)

Colebrook Equation Piping L (it)

D (in)

Pipe K Fittings 4x Standard Elbow, 900 (K = 30ft)

Fitting K 1

1.5 0.16 2.46

=ft

12 L / d

=QTY

30

ft 2.46 Valves 1 x Solenoid Valve (Cv =

29) 1 x Stop Valves (K = 340ft)

Valve K 5.36 6.98 12.34 14.96

=890 d4 / Cv2

= QTY

340

ft Reference 8 Ross Controls Model 2671A801 1 valve Reference 16 Crane Figure 1 (1 112" globe valve)

K Total

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System Page 15 of 17 The Mach Number at station 4 (M4) is found as follows:

1 I

k+/-1 V.'[2+(k-1)M'I

=-M

+-

I 2

ln4 kM.

kM' 2k M2 + (k -1)M]

Assuming a Mach Number at station 4 of 0.1316 yields the following:

S 1.4+- 1 (0.1125'2+(1.4IXO.1316)2 14.96-1.4(0.11.25)2 1.4(0.1316)2 + 2(1.4)

(0.1316)2.2 + (1.4-1)(0.1125)21 14.96 = 1.4.96 Therefore the assumption for M4 of 0.1316 is correct.

With these Mach Numbers, static pressures at station 4 can be found:

P, I k-ilv 2]Th-P,.

2 And P14 is found as follows:

P,. = M, 12 +(k-I)MI

p.

p.M, 22+(k-1)M2 0.11.25 2+(1.4-1X).1125 2

.... M----

L2+0.

1.M11.5 psia=96.5 ps4-

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System Page 16 of 17 Overcrank Timer Analysis The purpose of this section of the calculation is to evaluate the overcrank timer setting.

The air starting system is designed to shutdown and lockout any engine which does not start during the initial start attempt. Failure of the engine to start within the timing period of the overcrank time indicates a malfunction and based on the current design philosophy, the overcrank timer setting should conserve enough air mass in the starting air tank for one more start attempt.

The existing overcrank relays has a set point of 15 seconds. The minimum pressure in the air receiver tank required to deliver 800 scfm of air at 90 psig to the inlet of the air start motors is 187 psig. Since this is the tank pressure after the second 4 econd start, the overcrank timer setting would need to be change to 8 seconds to ensure that enough air is available for one more start attempt. However, lowering the overcrank relay setting to 8 seconds may place it too close to the assumed normal start time of 4 seconds and may prematurely shutdown and lockout the engine during a normal start when no malfunctions exist. Therefore, the overcrank timer setting should not be changed.

IP-CALC-07-00021 Rev. 1 Emergency Diesel Generator Starting Air System Page 17 of 17 References

1. Bailey M. Coulter, Jr., Compressible Flow Manual, Fluid Research Publishing, 1984

2. GE Canada Response to NYPA Questions, Paragraph 7, dated April 1991

3. Instruction Manual for ALCO (Standby Engines)

4. Design Drawing 9321 -H-20293, Flow Diagram, Starting Air to Diesel Generators

5. Design Drawing 9321 -F-23093, Diesel Generator Building, Restraint & Support Design, Lines 1045, 1048, 1049, 1111 and 1114

6. Design Drawing 9321 -F-23133, Diesel Generator Building, Restraint & Support Design, Lines 1112, 1113, 1115, and 1116

7. ER-04-3-003 "IP3 EDG Air Start System & EDG Ventilation System Improvements"

8. Ross Controls Information sheet on SOV model 2771 B801 1.

9. IP3V-15-14.6-0010 Starting Air Tank.

10. Crane Technical Paper No. 410, Flow of Fluids Through Valves, Fittings and Pipe

11. Cash Acme Bulletin VV&S-3g, Strainers, dated May 3, 1993

12. CR-IP3-2006-04063 and CR-IP2-2006-07329

13. E-mail from Chuck Silvene, Tyco Valves & Controls to Anthony Galati, regarding Cash Acme 'E-55' Series Pressure Regulator Valves, dated January 3, 2007.

14. E-mail from Bob Calvin, Ross Controls to Anthony Galati, regarding Ross Model 2671A801 1 valves, dated January 3, 2007

15. PMS 93-3-225 EDG Rev. 1 "EDG Air Start Piping Replacement"

16. Tech Evaluation 97-003201 Rev. 1 - 1 '/2" Crane Model No. 1 Globe Valve (DA-16-1, 16-2, 16-3, 16-4, 16-5 and 16-6)

17. DCP 97-3-058, Replacement of EDG Air Start Motors, Relief Valves &

Regulators

18. IP-CALC-08-00068, Rev. 0, Emergency Diesel Generator Starting Air Tank Internal Volume

19. EC 8648 "Replacement of EDG 31, 32 and 33 Jacket Water Pressure Switches JWPS-1 and 2 and Set Point Changes. Also, Change Starting Air Receiver Low Pressure Alarm Set Point"

20. E-mail dated 6/24/08 from J. Whitney to R. Sergi

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NL-09-119, Proposed License Amendment Regarding Diesel Generator Air Start Receiver Pressure, Indian Point Units 2 & 3

Text

SUBJECT:

Dear Sir or Madam:

1.0 DESCRIPTION

2.0 PROPOSED CHANGE

3.0 BACKGROUND

4.0 TECHNICAL ANALYSIS

5.0 REGULATORY ANALYSIS

7.0 REFERENCES

Title:

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Subject:

Dear Ernest:

Subject:

SUBJECT:

Subject:

Subject:

Subject:

Subject:

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Subject:

Subject:

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Title:

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