ML13336A170
| ML13336A170 | |
| Person / Time | |
|---|---|
| Site: | San Onofre  |
| Issue date: | 02/07/1989 |
| From: | Trammell C Office of Nuclear Reactor Regulation |
| To: | Office of Nuclear Reactor Regulation |
| References | |
| NUDOCS 8902220409 | |
| Download: ML13336A170 (48) | |
Text
UNITED STATES NUCLEAR REGULATORY COMMISSION WASHINGTON; D. C. 20555 February 7, 1989 Docket No. 50-206 FACILITY:
SAN ONOFRE NUCLEAR GENERATING STATION, UNIT NO. 1 LICENSEE:
SOUTHERN CALIFORNIA EDISON COMPANY
SUBJECT:
SUMMARY
OF MEETING HELD ON JANUARY 17, 1989 RE:
UPRATING DIESEL-GENERATORS TO 6000 KW On January 17, 1989, the NRC staff met with representatives of Southern California Edison Company (SCE) to discuss SCE's proposed amendment to revise the emergency diesel-generator rating from 5250 KW to 6000 KW (the generator name plate rating). Attendees are shown in Attachment 1. A copy of pertinent hand-outs are shown in Attachment 2. The meeting was held pursuant to notice dated January 12, 1989. Highlights of the meeting are summarized below.
By letter dated November 11, 1988, SCE requested an amendment to raise the allowable loading for the emergency diesel-generators from 5250 KW to 6000 KW.
SCE is replacing the modified type AF piston skirts with type AE, and is inspecting journals No. 8-12 to ensure no cracks are present at the oil holes.
The NRC staff believes these actions should be adequate to raise the rating as requested. However, NRC has not accepted periodic inspections of the crank shaft oil holes as a permanent solution to the crankshaft cracking problem. The NRC staff will be reviewing the FaAA crack propagation analysis to see if it presents an adequate basis for a permanent resolution. Other items:
- 1. The proposed technical specification surveillance requirement to run the diesel-generators at greater than or equal to 6000 KW should be modified to place an upper limit on the loading, e.g., 6000-6100 KW.
- 2. SCE should supplement the application to describe its contingency plan in the event cracks are found in the crankshaft oil holes in future inspections.
- 3. SCE committed to update its letter of July 9, 1987 describing its actions in response to the TDI SER of January 28, 1987.
These commitments will form the basis for resolving all of the open items in this SER and NUREG-1216. SCE stated that this update could be done in about two weeks.
'_90)22;e0 4 -0~
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DC I
-2
- 4.
The NRC staff stated that. a reporting requirement should be added to the license to report any cracks found in either the crankshaft oil holes or the cylinder blocks between stud holes of adjacent cylinders (stud-to-stud or stud-to-end) and the proposed disposition should be approved by the NRC staff prior to declaring the engine operable.
Charles M. Trammell, Senior Project Manager Project Directorate V Division of Reactors Projects -
- III, IV, V and Special Projects Attachments:
- 1. Attendees
- 2. Handouts cc:
See next page
Febraury 7, 1989
-2
- 4. The NRC staff stated that a reporting requirement should be added to the license to report any cracks found in either the crankshaft oil holes or the cylinder blocks between stud holes of adjacent cylinders (stud-to-stud or stud-to-end) and the proposed disposition should be approved by the NRC staff prior to declaring the engine operable.
/s/
Charles M. Trammell, Senior Project Manager Project Directorate V Division of Reactors Projects -
- III, IV, V and Special Projects Attachments:
- 1. Attendees
- 2. Handouts cc: See next page DISTRIBUTION Docket File NRC & Local PDRS PD #5 Reading MVirgilio CTrammell OGC Edordan BGrimes SSaba EMurphy MHartzman ACRS (10)
MRJohnson (SONG
SUMMARY
MEETING 1/1 89)
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Mr. Kenneth P. Baskin San Onofre Nuclear Generating Southern California Edison Company Station, Unit No. 1 cc Charles R. Kocher, Assistant Mr. Jack McGurk, Acting Chief General Counsel Radiological Health Branch James Beoletto, Esquire State Department of Health Southern California Edison Company Services Post Office Box 800 714 P Street, Office Bldg. 8 Rosemead,' California 91770 Sacramento, California 95814 David R. Pigott Mr. Hans Kaspar, Executive Director Orrick, Herrington & Sutcliffe Marine Review Committee, Inc.
600 Montgomery.Street 531 Encinitas Boulevard, Suite 105 San Francisco, California 94111 Encinitas, California 92024 Mr. Robert G. Lacy Manager, Nuclear San Diego Gas & Electric Company P. 0. Box 1831 San Diego, California 92112 Resident Inspector/San Onofre NPS U.S. NRC P. 0. Box 4329 San Clemente, California C92672 Mayor City of San Clemente San Clemente, California 92672C Chairman Board of Supervisors County of San Diego
,1600 Pacific Highway Room 335 San Diego, California 92101 Director Energy Facilities Siting Division Energy Resources Conservation &
Development Commission 1516 -
9th Street Sacramento, California 95814 Regional Administrator, Region V U.S. Nuclear Regulatory Commission 1450 Maria Lane, Suite 210 Walnut Creek, California 94596 Attendance List January 17, 1989 Meeting SCE NRC R. Ornelas C. Trammell F. Nandy S. Saba A. Abbasi E. Murphy H. Schutter M. Hartzman J. Mangum T. Llorens A. Kaneko A. Thiel A. Sistos R. Phelps D. Pilmer
Attacnment2 NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
LOAD VERIFICATION TESTS.
A. SISTOS
NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
LOAD VERIFICATION TESTS A. SISTOS
LOAD VERIFICATION TESTS A-.M 0
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iq 60 0
/000 oo Jopo 400 5000 (1) BHP = 99 Hp @ 4620 GPM, 70 FEET (2) IST DATA:
HEAD = 80.75 FEET @ 3500 GPM (3) DEVIATION FROM PUMP CURVE (HEAD) 80.75 -
78.5 = 2.8 -
3%
78.5 (4) CORRECTED BHP -
99 X 1.03 = 102 Hp (5) MOTOR KW = BHP X 0.746
=
102 X 0.746 = 83 MOTOR EFF.
.92 TABLE 1 IPUMP RW SAIIWATER CIJNG 83 PUMP, G-13A MAIN FEE E
3101 PUMP, G-3B COPNENT COLlNG 7
111MP, G-15A 79 AUXILIARY FEEIMATER 168 PJMP, G-10S CHARGING RJMP57 G-8B SAFEIY INECrION 601 PJMP, G-50B REFUELING WATER 109 RUMP, G-27N B.
PUMP MOTOR LOAD TESTS TO PROVIDE GREATER ASSURANCE OF THE VALIDITY OF THE PUMP-MOTOR LOADS USED IN THE CALCULATION, ADDITIONAL PUMP MOTOR LOAD TESTS WERE PERFORMED.
SPECIAL TESTS PROCEDURES WERE WRITTEN TO CARRY-OUT THESE TESTS.
TESTS WERE PERFORMED FOLLOWING THE CRITERIA OF SECTION XI OF THE ASME CODE. IN ADDITION, AMPERAGE, VOLTAGE AND PHASE ANGLE READINGS WERE TAKEN TO DETERMINE MOTOR KW.
TESTS WERE PERFORMED AT CONDITIONS AS CLOSE TO THE DESIGN CONDITIONS AS POSSIBLE. HOWEVER FOR SAFETY INJECTION PUMPS, TESTING WAS POSSIBLE ONLY AT MINI-FLOW CONDITIONS.
THE TEST DATA WAS USED AS FOLLOWS TO CONFIRM THE PUMP-MOTOR LOADS USED ON THE DIESEL LOADING CALCULATION.
- a.
MEASURED KW - OBTAINED THROUGH THE ACTUAL MEASUREMENT OF VOLTAGE, AMPERAGE AND PHASE ANGLE; EQUIPMENT ACCURACY -
1%
- b.
CALCULATED KW - OBTAINED DIRECTLY FROM THE PUMP CURVE BASED ON THE TEST CONDITIONS.
- c.
CALCULATED KW - OBTAINED DIRECTLY FROM THE PUMP CURVE BASED ON THE DESIGN CONDITIONS.
- d.
KW AT DESIGN CONDITIONS, OBTAINED BY DIRECT PROPORTION.
d = ax c b
- e.
KW VALUES USED IN DIESEL LOADING CALCULATION.
SAMPLE CALCULATION IS SHOWN ON PAGE 5 RESULTS OF THESE EVALUATIONS ARE SHOWN IN TABLE II.
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TABLE II DESIGN TESTED TEST CONDITION, KW DESIGN CONDITION, KW KW USED IN PUMP CONDITIONS CONDITIONS MEASURED CALCULATED CALC FROM CURVE MEASURED DC-1809 (a)
(b)
(c)
(d)
(e)
SALTWATER 4620 gpm 3500 gpm COOLING
@ 70 FEET 6 71 FEET 78 74 81 85 83 G-13A MAIN 10500 gpm 3735 gpm FEEDWATER 6 975 FEET S 2187 FEET 2288 2176 2798/2953*
2942/3105*
3101 G-3B COMPONENT Z'Yoo gpm 2075 gpm COOLING
@ 150 FEET
@ 161 FEET 85 79 82 88 79 G-15A AUXILIARY 1SZ gpm 253 gpm FEEDWATER S 2Z00 FEET S 2222 FEET 167 168 164 163 168 G-10S CHARGING 375 gpm 346 gpm G-8B
@ 1400 FEET
@ 4778 FEET 539 584 603 557 575 SAFETY 10500 gpm MINIFLOW INJECTION S 250 FEET (APPROX 1400 gpm) 350 569/518*
649/590*
601 G-50B
@ 341 FEET REFUELING 1000 gpm 1070 gpm WATER
@ 372 FEET 5 340 FEET 98 105 105 97 105 G-27N TOTAL 4402/4506*
4581/4685*
4712
- KW @ 8500 GPM (MFWP MAXIMUM BHP)
ADSistos:0431g NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
ELECTRICAL CALCULATIONS ADDITIONAL REVIEW A. THIEL
ELECTRICAL CALCULATION ADDITIONAL REVIEW LER ITEM 2b ADDITIONAL IRE REVIEW PROCESS
- 1. Perform additional review wit Iependent(Re&iewEngineer
=-(IRE) in accordance with:
E&C Procedure 24-7-15 "Performing Design Analysis and Verification for SONGS 1, 2, and 3" Design Review Responsibility Matrix (DRRM)
Form EO-165 "Review Document Transmittal and IRE Design Review Criteria"
- 2.
Interdisciplinary Review performed on calculations requiring revision per:
Document Review and Approval Distribution Matrix (DRADM)
SCOPE/STATUS OF REVIEW
- 1. Four calculations require IRE review
- 2. Reviews are in progress
- 3. Preliminary
Conclusions:
Updating required Minor input errors No significant impact on plant safety
- 4.
Reviews to be completed by February 12, 1989
NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
ELECTRICAL LOAD DESIGN DRAWINGS A. THIEL
ELECTRICAL LOAD DESIGN DRAWINGS LER ITEM 2c EXISTING SINGLE LINE
- 1.
Main One Line of SONGS Unit 1 EMERGENCY OPERATING CONDITION DRAWINGS
- 1.
Identifies all 4KV and 480V loads
- 2.
Designates the Operating Mode for each load after LOP, SIS and SISLOP Tripped/Lockout by Sequencer-or Undervoltage Loaded by Sequencer Loads Permissive Running or Manual Control
- 3.
DG Loading based on SISLOP designated loads
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NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
DIESEL GENERATOR LOADING HISTORY A. THIEL
DIAL GENERATOR LOADING HIST 9 Y DATE OCCURRENCE REMARKS Feb. 1976 Final Issue (Rev. 6) of Diesel Generator loads Generator Procurement were estimated based on Specification (E-73001) available information was issued. Table 4-III and design data.
Did identified Emergency not include Refueling Generator Loading Schedule Water Pump.
Load values as DG-1-4325 KW and based on rated values.
DG-2-4422 KW.
April 1977 Tech Spec change issued by NRC. 4422 KW set as load required to be tested.
1978 Added Perimeter Lighting Loading not included load to MCC #1B and #2B in DG loading.
(17 KW).
1981-83 Auxiliary Feedwater Pump Auxiliary Feedwater Pump GlOS was automated as a GlOS and valves were not permissively started load included in Diesel as a result of TMI Generator loading.
modifications and was transferred from Switchgear No. 2 to No. 1.
DATE OCCRENCE REMA S 1981-83 (Continued)
Added valves MOV-1202 and 1204 to MCC #1.
Additional loads were either added to battery loading or added to shutdown buses but stripped on SISLOP.
Feb. 1985 As required by SER This was a result of dated Nov., 1984, TDI Owners Group reviews SCE submitted Tech Spec by PNL and the NRC.
change to limit engine load during testing to 4500 + 5%.
Nov. 1985 A new Diesel Generator This calculation was calculation (DC 1809) based on the final issue Rev. 0 was prepared to of Diesel Generator support EOIls.
(DGl-4095 Procurement KW and DG2-4182 KW)
Specification and load sequencer circuits.
DATE OCORENCE REM#S Mar.
1986 Revision 1 of Diesel The Diesel Generator KW Generator Calculation loading were increased to (DC 1809) was issued allow for Safety incorporating higher Injection and Feedwater KW loading.
pumps operating under (DG1-4536 KW and overload during SISLOP DG2-4623 KW) conditions.
Mar. 1988 Design Change Package Addition of G10W 3364 proposed addition of initiated revision of Auxiliary Feed Water pump DG loading (DC-1809).
G10W to Diesel Generator No. 2 as a third auxi liary feed pump.
May 1988 Red Phone Report Unit was in outage.
exceeding 4725 KW.
June 1988 Revision 2 of Diesel This calculation was Generator calculation prepared as a result of (DC 1809) was issued.
review and evaluation of (DG1-5152) KW and all loads based on their DG2-5016 KW)
Functions, One Line Diagrams, and Elementary Diagrams. Revision 2 completely revised the Diesel Generator calculation.
DATE OCCRRENCE REMArKS June 1988 LER 1-88-009 submitted.
June 22, 1988 Requested increase in diesel generator load limit to 5250 KW.
July 1988 Revision 3 of Diesel This revision updated Generator calculation Diesel Generator loading (DC 1809) was prepared primarily as a result of to incorporate the corrected Charging Flow effect of corrected requirements.
Charging Flow require ments and the changes on the operation of Switchgear No. 3.
(DG1-1 5248 KW and DG2-5081 KW)
July 22, 1988 NRC approves load Allowed plant return to increase to 5250 KW service. Included 6 by Amendment No. 104.
license conditions.
DATBE OCCi ENCE REMAOS Uov 1988 Revision 4 of Diesel Revision 4 was prepared Generator calculation to reflect the addition (DC 1809) was issued to of Auxiliary Feed Water document the possible pump G10W, the train maximum loading that relignment of battery will be imposed on the chargers B and C, and diesel generator following the replacement of MOV the implementation of actuators. These of Cycle X DCPs based on modifications are the present requirements, being installed in the with the results evalu-current Cycle X outage.
ated against the SONGS 1 Technical Specifications diesel generator load limit of 5250 KW (current) and 6000 KW (requested).
(DG-1 5230 KW and DG2-5252 KW)
DIESEL GENERATOR LOADING CALCULATION PREPARATION OF REVISIONS TO DG LOADING CALCULATION DC-1809
- 1.
Due to numerous discrepancies in previous revisions of DG Loading calculations, a complete revision was performed in Revision 2.
- 2.
A review was performed of the bus single lines, component elementaries and sequencer logics to identify the DG loading during the SISLOP event.
- 3.
A mechanical evaluation was performed to review the pump flow and horsepower requirements to ensure correct values for the DG Loading Study.
- 4.
This review resulted in Revision 3 to DC-1809.
- 5.
Revision 4 was generated as a result of the Design Change Packages which were being implemented during the Cycle X outage.
CONTROLLING FUTURE UPDATES TO DG LOADING
- 1.
E&C Procedure 24-10-15 "Preparation, Review, and Approval of Proposed Facility Changes (PFC) and Proposed Facility Change Packages (PFCP) for SONGS 1,2
& 3' required revision to calculations impacted by design changes.
- 2.
This procedure was clarified to require PFCs/PFCPs to describe the load change, the amount of load changed and state whether a calculation was revised.
NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
LOAD REJECTION TEST A. THIEL
LOAD REJECTION TEST LOAD REJECTION TEST STATUS
- 1. Test Completed for Diesel Generator #2 on January 2, 1989
- 2. Acceptance Criteria is that Diesel Generator is able to reject a load of 4000 KW without tripping.
- 3.
Load rejection of 4300 KW performed per Procedure S01-12.8-9.
Test successful and highest indicated RPM was 470 with Nominal of 450 (Overspeed trip at 513).
- 4. Test scheduled for DG #1 in early February 1989
NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
UPS SUPPLY TO MOV 358 A. THIEL
UPS SUPPLY TO MOV 358 AND MOV 850C REVISION OF.UPS BATTERY CALCULATION
Methodology in accordance with IEEE Standard 485-1978 "Recommended Practice for Sizing Large Lead Storage Batteries for Generating Stations" Load Duty Cycle revised from 100 seconds to 32 minutes with operation of MOV 358.
Verified that size of existing battery is adequate for the new load duty cycle -
71% required Battery Charger is adequate to recharge batteries within eight hours.
FLUOR ENGINEERS, INC.
PAGE OF22.
oF POWER DIVISION CALCULATION SHEET
SUBJECT:
DCONGU VALVAN NO.
CONTRACT NO 4 MADE BY J,
DATE H-K. BDATE EF&UtsoR 2.
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NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
Aux SYSTEM VOLTAGE VERIFICATION A. KANEKO
AUX SYSTEM VOLTAGE VERIFICATION TASK I. BACKGROUND
- 1. As a result of Cycle X outage modifications, Aux System voltage verification was required.
Addition of 4kv AFW pump GlOW to 4kv Bus 2C Replacement of existing motors on MOV's 20, 21 and 22 with larger horsepower motors.
Confirm worst case running and starting conditions.
- 2. Using existing methodology (snap shot) for calculating motor starting voltages during worst case scenarios did not provide acceptable results.
- 3. In order to verify acceptable motor starting a dynamic simulation program was required.
- 4. Power Technologies, Inc. (PTI) PSS/E computer program has the ability to simulate and analyze steady-state and dynamic.aux system conditions including motor acceleration and voltage recovery.
- 1. PTI PSS/E COMPUTER PROGRAM
- 1. Allows dynamic and steady-state simulation of aux power systems fed from onsite (diesel generator) or offsite power sources.
- 2. Allows each motor and pump to be modeled from actual vendor data (electrical, speed-torque, inertia characteristics).
- 3. Allows simulation of timed sequenced motor starting.
- 4. Provides steady-state load flow plots.
- 5. Provides motor acceleration plots (speed vs. time).
- 6.
Provides voltage recovery plots (bus or motor terminal voltage vs. time).
- 7. Successful acceptance testing of PSS/E within and outside the nuclear industry has been completed. This testing was accomplished by either comparing PSS/E simulations with benchmark cases produced by other computer programs, by simulating an actual event which had been documented, or by running field tests for comparison with simulated results.
III.
SCOPE OF TASK
- 1. Analyze SIS and SIS/LOP events for both present and future conditions.
- 2.
For SIS Event Using PSS/E computer program, verify that the aux power system has the capability to start and operate all emergency loads required with the worst postulated grid voltage and load configuration.
Determine motor acceleration and voltage recovery times.
Determine steady-state operating voltages.
Compare results to acceptance criteria.
- 3.
For SIS/LOP Event Using PSS/E computer program, verify that the emer ency diesels have the capability to start and opera-te al emergency loads required with the worst postulated load configuration.
Determine motor acceleration and voltage recovery times.
Determine steady-state operating voltages.
Compare results to acceptance criteria.
- 4. Calculations to be finalized before return to service from Cycle X outage.
IV. VERIFICATION CRITERIA
- 1. Under worst postulated running and starting load conditions, all emergency load motors shou d accelerate their loads to operating speed within the time allowed by the safety analysis.
- 2. The calculated steady-state terminal voltage of each emergency load should recover and be within the normal operating range of that load.
IV. PRELIMINARY RESULTS See attached Plots and Tables (SIS Event)
- 1. Preliminary results indicate pump motors will start within required times.
- 2. Motor operated valves may be delayed approximately 1.5 seconds but this is within accident design margins.
- 3. Motor terminal voltages recover and are within the normal operating range of the motor.
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SIB.SAY 515 WORST CASE MAX LOAD TRAIN A.
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MOTOR ACCELERATION AND VOLTAGE RECOVERY T =0 MOTOR VOLTAGE ACCEL SS STARTING BUS DIP (%)
TIME VOLTS (
SINJ (305) iC 90 3.4 99 CHARG (307) iC 90 2.0 99 TPCWTR (312) iC 90 2.0 99 SINJ (405) 2C 95 3.2 99 INST AIR (711) 1 69 4.6 98 IA COMP (911) 3 88 3.4 100 REFWTR (719) 1 67 1.8 99 REFWTR (819) 2 81 1.0 100 SWTRC (714) 1 60 2.0 90 COMPC (721) 1 67 1.2 99 MOTOR VOLTAGE ACCEL SS STARTING BUS DIP (%)
TIME VOLTS (
T = 11 FDWTR (304) iC 86 4.4 98 FDWTR (404) 2C 86 4.4 98 REFWTR (719) 1 74 1.2 97 REFWTR (819) 2 80 1.0 99
MOTOR OPERATED VALVE VOLTAGES CALC VOLTS VALVE STARTER TEST VOLTAGE MOV MIN MCC MOV NO.
PICKUP DROPOUT ST VOLT 1.3s 1.3s MOV-850A 351.3 278.7 322/70%
378 362 MOV-20 356 216.5 365/83%
378 370 MOV-21 344.4 259.2 365/83%
378 370
NRC MEETING DIESEL GENERATOR LOAD INCREASE AGENDA 0
TDI DIESEL GENERATOR ISSUES D. F. PILMER
CRANKSHAFT ISSUES EMERGENCY DIESEL GENERATORS SAN ONOFRE UNIT NO.
1 I. Investigation of Causes of Cracking.
A. Following repairs in September, 1984, torsiograph testing was performed for steady-state and transient operation.
- 1. Steady-state, variable speed testing confirmed the accuracy of Delaval's original Holzer calculations and FaAA's vibrational analysis.
- 2. FaAA analysis concluded that steady-state stresses were less than 60% of DEMA allowables. (This analysis was performed at a BMEP=225 psig, corresponding to an engine load of 8750 KW.)
- 3. Professor Sarsten's analysis fully corroborated the FaAA conclusions.
- 4. Torsiograph data during startup and coastdowm transients revealed the presence of large torsional vibrations in the 200-300 RPM range in which three closely spaced natural harmonic orders exist.
- 5. Transient analyses of startup and coastdown transients, benchmarked to the torsiograph data, concluded that several stress cycles greater than the material endurance limit are experienced with every startup and coastdown event.
B. Effects of Starting Parameters.
- 1. The absence of crankshaft cracking in three similar DSRV 20 engines in non-nuclear service gave rise to the hypothesis that the fast start transient was a factor.
- 2. FaAA analytical investigations revealed that slower starts were generally better, but crankshaft orientation was also a strong factor.
- 3. The combination of engine acceleration and crankshaft orientation strongly influenced the startup stresses.
The importance of orientation vanishes as the starting duration becomes long.
- 4. Slow starts and coastdowns are much more benign than the worst case fast starts.
II.
Investigation of Means to Eliminate High Stresses.
A. Delaval Study of Potential Engine Modifications.
- 1.
The following concepts were evaluated:
- a. Install higher strength replacement crankshafts.
- b. Install viscous dampers.
- c. Install pendulum dampers.
- d. Alter the mass elastic system.
- e. Alter the firing order.
- 2. Delaval concluded that no improvements were possible by means of the last three concepts (c,d, or e) above, and investigated the feasibility of pursuing the first two.
- 3. Based on the Delaval work, SCE estimated the cost of installing viscous dampers to be $4.6 million, and the cost of high strength crankshaft replacement to be
$3.3 million.
- 4. Neither of the above concepts completely eliminates the potential for damaging stresses during fast starts, but slow starts and coastdown stresses can be covered within the endurance limits of a high strength crankshaft.
- 5. The viscous damper concept may not work for transient torsional vibrations in an accelerating system, and would require full scale testing as proof of its effectiveness.
There is some potential to make matters worse.
III. Ranking of Alternatives.
A. Most Desirable -
Perform slow starts (except for the 18 month surveillance) backed up by crankshaft NDE at refueling intervals.
B. Least Desirable -
Install replacement high strength crankshafts.
C. Unacceptable -
All other concepts previously evaluated.
IV. Recent Data.
A. No new cracks have occurred since the 1984 discovery.
Crankshaft NDE performed in 1986 and 1988 underscores the conservative basis of the original FaAA analysis, and the safety of continued operations.