ML17333A043

Forwards Util & Bechtel Power Corp 801113 & 05 Responses to Open Items Re Class IE Ac Power Sys Review & as Continuation of Review Record.Final Resolution to Be Submitted Upon Resolution

ML17333A043
Person / Time
Site:	Palo Verde
Issue date:	12/09/1980
From:	Van Brunt E ARIZONA PUBLIC SERVICE CO. (FORMERLY ARIZONA NUCLEAR
To:	Harold Denton Office of Nuclear Reactor Regulation
References
ANPP-16868, NUDOCS 8012220319
Download: ML17333A043 (65)

Text

REGULATOR'i %FORMATION DISTRIBUTION S~'KM (RIDS)

ACCESSION NBR:8012220319 DOC DATE: 80/1?/09 NOTARIZED: YES

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FACIL:STN"50-528 Palo Verde Nuclear Stationr Unit ii Arizona Publi STN-50-5?9 Palo Ver de Nucl ear Stationi Unit 2p At izona Publ i 05000528 0

STN-50-530 Palo Verde Nuclear Stations Unit 3i Arizona Publi BYNAME 05000530 AUTH AUTHOR AFFILIATION VAN BRUNT,E.E. Arizona Public Ser vice Co, RECIP ~ NAME RECIPIENT AFFILIATION DENTONrH ~ RE office of Nuclear Reactor Regulationi Director

SUBJECT:

Forwards util L Rechtel Power Corp 801113 L 05 responses to open items re Class IE ac power sys review L as continuation of review record, Final resolution to be submit.ted upon <

resolution.

DISTRIBUTI0 N CODE: 8001S COPIES RECEIVED:LTR TITLE; PSAR/FSAR AMDTS and Related Correspondence ENCL ~ SIZE ~

NOTES:Standardized Plant, '05000528 Standardized Plant. 05000529 Standardized Plant. 05000530 RECIPIENT COPIES RECIPIENT COPIES ID CODE/NAME LTtR ENCL ID CODE/NAME LTTR ENCL ACTION: A/D LI CKNSNG 0 MIRAGLI A i F ~ 1 0 LEEpJ ~ 1 0 KERRIGAN e J ~ 04 1 1 INTERNAL: ACCID EVAL BR26 1 AUX SYS BR 07 1 CHEM ENG BR 06 1 CONT SYS BR 09 1 1 CORE PERF BR 10 1 1 EFF TR SYS BR12 1 EMERG PREP 22 1 0 EQUIP QUAL BR13 3 3 GEOSCIENCES 10 1 1 HUM FACT ENG BR 1 1 HYD/GKO BR 15 2 ISC SYS BR 16 1 1 ILE 06 3 3 LIC GUID BR 1 1 LIC QUAL BR 1 1 MATL ENG BR 17 1 1 MECH ENG BR 16 1 1 MPA 1 0 ~ iP NRC PDR 02 1 1 OELD 1 0 OP LIC BR 1 1 POWER SYS BR 19 1 1 PROC/TST REV 20 1 QA BR 21 1 1 RA S BR22 1 1 REAC SYS BR 23 1 1 NEG FI 01 1 1 SIT ANAL BR 20 1 1 ENG BR25 1 SYS INTERAC BR 1 1 EXTERNAL: ACRS 27 16 16 LPDR 03 1 1 NSIC 05 1 1 DEtl 2 g tggo TOTAL NUMBER OF COPIES REQUIRED: LTTR 57 ENCL 51

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a p PKJEHM(Q IKSWMeI CIOIKnsKlr P. O BOX 2I666 PHOENIXs ARIZONA 85036 December 9, 1980 ANPP-16868 - JMA/WFQ 4/s Dr. H. R. Denton, Director VI Nuclear Reactor Regulation ~s I C3 C'=

U.S. Nuclear Regulatory Commission V) ')f Washington, D.C. 20555 O~

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Subject:

Palo Verde Nuclear Generating Station PVNGS Units 1, 2 and 3 Docket Nos. STN-50-528/529/530

Dear Dr. Denton:

The responses of Bechtel Power Corporation and Arizona Public Service Company to the open items of the Class IE AC Power System Review for PVNGS are enclosed for your use, and as a continuation of the AC System Review record.

These responses have been distributed to each member of the PVNGS Power Systems Review Board for their review. The Review Board is to assure that these responses sufficiently address the concerns noted in the original presentation. Final'esolution of the open items by the Review Board will be submitted to you when completed.

Respectfully submitted, ARIZONA PUBLIC SERVICE C H NY By: Q '

~LC E win E. Van Brunt, Jr.

APS Vice President, cc: J. Kerrigan Nuclear Projects F. Rosa ANPP Project Director On its own behalf and as agent State of Arizona ) for all other joint applicants.

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of Maricopa) i Subscjibed and sworn to before me this /0 day of g86-Age& 1980.

'"~>q 'iIey,'.commission expires: ~ DRAT p 5 /'PEP

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"'-" '0'"'- " 'echtel Power Corporation Engineers Constructors 12400 East Imperial Highway

'orwalk, Catitornia 90650 MAILAOORESS P.o. BOX 60660 ~ TERMINALANNEX. LOS ANGELES. CAUFOANIA 60060 TELEPHONE. (2I3) 664.60 I I B/ANPP-E-66051 MOC 130362 November 13','980 Arizona Nuclear Po~er Prospect P. 0. Box 21666 - Mail Station 3003 Phoenix, Arizona 85036 Attention: Mr. Edwin E. Van Brunt, Jr.

APS Vice President, ANPP Project Director

Subject:

Arizona Nuclear Power Prospect Bechtel Job 10407 Resolutions of Open Items from A.C. Power System Review Board Pile: N.28-.02

Reference:

Transcript of System Review Board, July 9, 1980

Dear Mr. Van Brunt:

Enclosed are resolutions of the open items addressed at the System Review Board meeting for the Class IE AC Power System held on July 9, 1980.

Very truly yours, BECHTEL POWER CORPORATION W.

Project

~ Wilson~

r nager W

Los geles Power Division GPK: pb

Enclosure:

(1) Resolutions of Open Items Addressed at System Review Board Meeting (28 pages, 4 copies) cc: F. W. Hartley N. Hoefert D. B. Fasnacht C. Rogers J. Allen R. Kramer W. +inn C. Perguson (CE)

J. Barrow M Barnoski (CE)

All w/enclosure

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RESOLUTIONS OF OPEN ITEMS ADDRESSED AT SYSTEM REVIEW BOARD MEETING FOR CLASS IE AC POWER SYSTEM ACTION 81 Was a spare ESF transformer purchased? (page 27)

RESPONSE

Yes. The equipment tag number is A-E-NBN-X03S ~ This transformer will be stored outside with other spare transformers in the startup transformer yard .

ACTION !32 What is the degree of separation between electrical and mechanical systems on the same or different trains? (page 31)

RESPONSE

This action was closed in the meeting as noted on pages 188-189 of the transcript."

ACTION 83 Is there a door on the double walls on the top of Figure 1-4? If so, are there, security annunciations on the door? Is either door a fire barrier?

(page 44)

RESPONSE

There is one door at each wall. Both doors have security annunciation and meet the requirements of 10CFR73.55. .Each door has-a l-l/2 hour fire barrier rating. Thus, total door barrier delay time is 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br />'igure 1-4 has been revised to show these doors and is provided as Attachment 3.

ACTION 84 Are there any operational problems that may develop due to sequencing one load group if the second load group is still operating in the normal mode?

(pages 65-69)

RESPONSE

A loss of offsite power to only one ESF bus is sensed by the undervoltage relays on that bus which initiate load shedding of loads on that bus, starting of the respective diesel generator, and respective undervoltage, loss of offsite power, and load shed alarming. On closing of the diesel generator breaker, the forced shutdown loads assigned to the affected ESF bus are sequentially started by the respective ESF load sequencer. No

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actions are initiated on the other ESF bus, which is unaffected and still energized by, offsite power ~

These actions will not cause a plant condition requiring protective action, disturb reactor operations. Any normally running equipment that will be

'r load shed on detection of undervoltage will be restarted by the ESF load sequencer, or available for manual restart under administrative controls Additional forced shutdown equipment started by the ESF load sequencer will not cause any undesirable system initiation since the ESF load sequencer 'only actuates pumps and fans, and does not position any valves. An undervoltage condition on the train A ESF bus does realign the normally running nuclear cooling ~ater system and the normal chilled water system for forced shutdown, but the realignment does not interrupt normal operations.

The respective undervoltage and loss of offsite power/load shed alarms pro-vide sufficient indication to the control room operator to enable assessment of the loss of offsite power to a single ESF bus Alignment of any forced

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shutdown initiated systems to a normal operating status could be accomplished using the various component status indications and actuation switches.

ACTION //5 Where does the power source originate which would supply power to the pumps that are to supply suction to the two diesel generator storage tanks? Also, can these tanks be cross connected and, if so, how is power supply supplied to the pump in a cross connect mode? (pages 75-77)

RESPONSE

The diesel fuel oil transfer pumps DFA-POl and DFB-P01 are powered from their respective train A and train B IE buses. The pump discharges are connected such that. manual operation of normally LOCKED CLOSED valves will allow the fuel oil day tank of a diesel engine to be supplied from the storage tank of the other diesel engine. The transfer pumps have manual start capabilities for use during this fueling operation.

The failure of a diesel engine could leave one transfer pump unpowered. The other pump and engine provide all necessary power for safe shutdown. Failure of pump "A" requires the use of pump "B", powered by operating diesel gener-ator "B", to provide fuel to diesel, engine "A".

ACTION 86

,Bechtel provide diesel generator loading profile curves, voltage and frequency recovery characteristics curves and response time of excitation system to load variations. (pages 90-91)

RESPONSE

Prototype diesel generator voltage and frequency/loading profile curves are provided in Attachment 1 As noted in the transcript (page 190), the NRC

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interpretation of the SRP page 8.3.1-11 requirement is that the excitation

, system response characteristics are considered acceptable by NRC if the

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0 voltage and frequency response of generator is in accord with specification

'requirements ~ The specification requirements are provided in Attachment 2.

Comparison of Attachments 1 and 2 shows that the NRC acceptance criteria are met. '

ACTION Pr7 Provide results of Bechtel's review of NUREG CR-0660, "Enhancement of Diesel Generator Rel'iability." (pages 96-97)

RESPONSE

The results of Bechtel's review of NUREG CR-0660 are as follows:

The report was reviewed to evaluate the design of the PVNGS diesel generators in regard to the findings of the report-This evaluation did not include evaluation of the report in regard to the recommendations for maintenance and inspection practices, personnel training or other personnel practices which may affect the reliability of the diesel generators.

SUMMARY

Evaluation of the design of the PVNGS diesel generators with respect to the specific design recommendation of the report shows that the PVNGS design incorporates all the recommendation or meets the intent of the recommen-dation.

EVALUATION OF DESIGN PVNGS Diesel Generator Desi n Summar The following is a brief description of the PVNGS diesel generators:

The 7760 HP, 20 cyl1nder vee type engine, with an exhaust gas driven turbocharger, drives a 5500 KW generator. The engine 1s started by compressed air admitted to the cyl1nders by a timed distributor for cranking. Fuel is supplied from an elevated fuel oil day tank to an eng1ne driven booster pump. Warm lubricating oil is continuously circulated through the engine during standby. Jacket water is inter-mittently heated and circulated through the engine during standby.

During operat1on, both the lubricating oil and )acket cooling water are cooled in heat exchangers by essential spray pond water. Thermostatic bypass valves are provided for the lubricating oil and )acket water heat exchangers ~ Combustion air is provided through an air intake plenum approx1mately 40 ft above grade, at the side of the bu1lding-Engine and building exhaust are discharged approximately 95 ft and 90 ft, respectively, above grade. The engine exhaust is directed vertically upward. The control panels are located in separate con-trol rooms with air filtration and cooling.

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REPORT RECOMMENDATION The specific design recommendations in the report are as follows:

A. Most Significant Corrective'ction 1- Air driers should be used in compressed air starting systems, preferably refrigerated air driers.

2. Electrical contacts and graders relays should have dustproof contacts.

Control cabinets should be dustproof- Diesel generating room ventilating air should be taken at least 20 feet above

3. The turbocharger should have a heavy duty gear drive.

B- Signif icant Corrective Actions 1 ~ Prelubrication of 3 to 5 minutes before all starts except emergency.

2. Prelubrication initiated by emergency start signal.

. C. Additional Corrective Action

1. Engine combustion air should be taken directly from outside the

'uilding at least 20 ft above grade and properly filtered.

2. Engine room ventilation air should be filtered and taken at feast 20 feet above grade. Ventilation air should be separate from combustion air.

3. Engine room ventilation air and engine exhaust gas should not be permitted to recirculate or enter any other plant building.

4. Bulk fuel oil tanks should have a means to remove water.

5. Fuel pumps should be engine driven, with the supply by an assured gravity feed or powered by a Class IE battery.

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6. Generator insulation should withstand a 105 C temperature rise over 40 0 C ambient ~

7. Engine cooling water temperature control should be by a 3-way thermostat for directing the engine water to the cooler or bypass, and be of the "Arnot" brand or equal.

8. Concrete floors should be painted to prevent concrete dust from entering electrical cabinets.

9. Instruments, controls, monitoring or indicating elements should be supported in or on a freestanding, directly floor-mounted panel to the extent functionally practical except for necessary sensors such as those in piping.

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, Comparison of PVNGS Desi n to the Re ort Recommendations A. Most Significant Corrective Actions

1. Air Driers PVNGS uses refrigerated air driers to a dew point of -35F. PVNGS also provides filters gust upstream of the starting air distribu-tor ~

2. Dustproof Electrical Contacts PVHGS uses dustproof enclosures on all engine and auxiliary skid contacts. The control panels are installed in a separate control room with a filtered air supply- In addition, the cabinet vents have filters. The engine room air is taken approximately 40 feet above grade but is unfiltered'.

The PVNGS diesel turbocharger is directly exhaust gas driven.

There is no gear drive.

B- Significant Corrective Action 1 and 2 Pre-lubrication:

PVNGS continuously circulates warm oil until a start signal is received and the engine begins cranking.

C- Additional Corrective Action

1. Combustion Air PVHGS design takes combustion air directly from the outside approximately 40 feet above grade. The air is drawn through an oil bath filter and piped directly to the engines

2. Engine Room Air PVHGS does not filter the engine room air. However, the report makes this recommendation because most installations have the electrical control panels in the engine room. Therefore, the recommendation is aimed at reducing the possibility of dust-induced failures. PVNGS uses a separate enclosed control room, and electrical gear in the engine room is dustproof. The door to the control room is normally closed. Therefore, PVNGS meets the intent of this recommendation.

3. Recirculation of Ventilation Air PVHGS design precludes recirculation by separation of the intake and exhaust points, and direction of the engine exhaust vertically upward

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4- Water Removal from Fuel Oil Storage PVNGS provides a low point for water collectiori in the buried fuel oil storage tanks, and a pipe for use in water removal ~

5- Fuel Pumps and Supply PVNGS uses an engine-driven fuel oil pump, with assured gravity feed, of approximately 30 feet of head from the fuel oil day.

tank.

6. Generator Insulation PVNGS uses Class F insulation, rated at 100 C rise over 40 C ambient'ormal operation under design ambient of 60 C (140F) is a 75 0 C rise.

7 ~ Engine Cooling Water Control PVNGS uses an "Arnot" thermostat to direct engine water to the jacket water heat exchanger or to bypass. The same design is also provided on the engine lubricating oil.

8. Painted Concrete Floors PVNGS will have the diesel generator control room floors painted with an epoxy type concrete surfacer and finish coat (Mobil Chemical Co 46-X-2900 surfacer and Mobil,76 epoxy finish coat)

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to preclude concrete dust from entering the cabinets. The engine room is not dust controlled and will not have painted floors.,

9. Instrument and Control Monitoring PVNGS design mounts only those instruments and controls on the engine which cannot be mounted elsewhere. The engine sits upon its own foundation; thereby reducing vibration to the buildings In addition, the PVNGS diesel operates at a relatively slow 600 rpm, and this also reduces engine vibrations.

Desi n Conclusions The above comparison shows the PVNGS design, both from an engine design and a building design viewpoint, meets, or exceeds, the design of the reports recommen-.'ations ACTION 88 Verify insulation class and temperature rise for the diesel generator.

(page 104)

RESPONSE

0 Generator insulation is class F, 75 C temperature rise over 60 C ambient'

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ACTION 89 Does Regulatory Guide 1.63 allow thermal fusing of field cables?

(pages 141-142)

RESPONSE

Our interpretation of Regulatory Guide 1.63 is that fusing of penetration cables is not allowable'owever, the present design allows for fusing of field cables external to the penetration. In our opinion there is no violation of Regulatory Guide 1.63. However, based on NRC s position in the AC System presentation, even field cable fusing will not be acceptable.

Therefore, we are studying the application of double protection in MCC circuits, including two breakers in series or a fuse in series with the MCC breaker.

ACTION 5'10 Provide the results of Bechtel's review of NRC IE Bulletin '79-27 relating to the design of PVNGS. Has Bechtel looked at conditions brought about by the failure of a non-Class IE bus? (pages 165-175)

RESPONSE

IE Bulletin 79-27 addressed three review areas. These were:

1. Review the Class 1-E and non-Class 1-E buses supplying power to safety and non-safety related instrumentation and control systems which could affect the ability to achieve a cold shutdown condition using existing procedures or procedures developed under item 2 below. For each bus:

a) identify and review the alarm and/or indication provided in the control room to alert the operator to the loss of power to the busy b) identify the instrument and control system loads connected to the bus and evaluate the effects of loss of power to these loads including the ability to achieve a cold shutdown condition; c) describe any proposed design modifications resulting from these reviews and evaluations, and your proposed schedule for implementing those modifications.

2. Prepare emergency procedures or review existing ones that will be used by control room operators, including procedures required to achieve a cold shutdown condition', upon loss of power to each Class 1-E and non-Class 1-E bus supplying power to safety and non-safety related instrument and control systems. The emergency procedures should include:

8 a) the diagnostics/alarms/indicators/symptom resulting from the review and evaluation conducted per item 1 above;

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b) the use of alternate indication and/or control circuits which may be powered from other non-Class 1-E or Class 1-E instrumentaton and control buses; c) methods for restoring power to the bus.

Describe any proposed design modifications or administrative controls to be'mplemented resulting from these procedures, and your proposed schedule for implementing the changes.

3 Re-review IE Circular No. 79-02, Failure of 120 Volt Vital AC Power Supplies., dated January 11, 1979, to include both Class 1-E and non-Class 1-E safety related power supply inverters ~ Based on a review of 'operating experience and your re-review of IE Circular No. 79-02, describe any proposed design modifications or administrative controls to be implemented as a result of the re-review.

EVALUATION OF DESIGN In general, our review has determined that the PVNGS design consists of two ungrounded non-Class XE 120 Vac instrument distribution panels E-NNN-Dll and E-NVN-D12 and four ungrounded vital (Class IE) 120 Vac instrument distri-bution panels E-PNA-D25, E-PNB-D26, E-PND-D27, and E-PND-D28.

Each ungrounded non-Class IE Vac instrument distribution panel is normally supplied from a 480 Vac non-Class IE motor control center through a voltage regulator-transformer to a transfer switch. A back-up source is provided from a 480 Vac Class IE motor control center through a Class IE voltage regulator-transformer as an isolation device to the transfer switch. The transfer switch automatically transfers, upon loss of power on the normal source, to the back-up sources Manual transfer is required to return to the normal source. The distribution panel is fed from the transfer switch th'rough a panel feeder breaker. Distribution to the instrument cabinets is through branch circuit breakers .

Each ungrounded vital (Class IE) 120 Vac instrument distribution panel is normally supplied from a 125 Vdc Class IE control center through an inverter to a manual transfer switch. A back-up source is provided from a 480 Vac non-Class IE motor control center through a voltage regulatortransformer to the manual transfer switch- The distribution panel is fed from the transfer switch through a panel feeder breaker.

Our specific response to item l.a is that an alarm for each non-Class IE distribution panel is provided to the operator in the control 'nstrument room. Annunciation will occur on the following:

o Normal source undervoltage o'ack-up source undervoltage o Ground detection o Overload tripping of the panel feeder breaker o Overload tripping of any branch circuit breaker

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An alarm is provided for each Class IE instrument distribution panel and an alarm for each Class IE inverter and transfer switch. Annunciation will occur on the following:,

o Inverter output or input breaker tripped o Overload o Inverter output voltage low or high o Input dc voltage low o Loss of synchronize o Transfer switch not on normal source o Inverter fan failure o Distribution panel undervoltage o Ground detection o Overload tripping of the panel feeder breaker For item 1.b, the instrument and control system loads connected to each instrument distribution panel are provided as noted on Table 1.

Those specific instrument parameters and controls detailed in CESSAR 7-4.1.1.10-7 as being required to achieve cold shutdown are listed below.

Instrument loop displays and controls available to the control room operator and the instrument distribution panel supply are identified'

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TABLE 1 120 VAC UNCROUNDED INSTRUMENT DISTRIBUTION PANEL INSTRUMENT um CtanROL SYSTEM LOADS E-PIIA-D2 5 E-PNB-D26 E-PNC-D27 E-PND D28 E-NNH-Dl1 E-NNH-D12 ESPAS hux, Relay o ESFAS.Aux. Relay o ESFAS Aux. Relay o ESFAS hux. Relay o RCS-2 & CVCS-2 o RCS-1 & CVCS-1 Cab, J-Shh<01 Csb. J-Shh-C01 Csb. J-SAB-C01 Ceb. J-SAB-C01 Process Instr, Process Instr.

Process Protec- o Process Protec- o Supplementary o Supplcnentary J-ZJN-C01B&D J-ZJN-C01A 6 C tive Instr. tive Instr. Protect. Sys. Protect+ Sys ~ o SIS/RCP-1 Process o NSSS Rsd. Mon. Cab. .

Csb. A>>l Cab. 5-2 J SBC-C04 J-SBD-C04 Instr. J-ZJH-COIF J-SQN-C02 (MICD hap.,

J-SBA-C02A J"SBB&025- o CEDHCS Aux. Ceb. o CEDMCS Aux. Cab. o NSSS Rad. Mon. Cab. CEA Display, S/U 6 Supplenentary o Supplcnentary C5 J-SFC-C01 C6 J-SFD-C01 J-SQN-C02 (Process & Control Ch. 1)

Protect. Sys. Protec. Sys. o hux. Prot. Cab. o Aux. Prot. Csb. Csa Stripper Eff. o CVCS-3 & SIS/RCP-2 J-SBA-C04 J-SBB&04 J-SAC-C03 J-SAD-C03 Rsd. Mon.> Reactor Process Instr.

Radiation Monitors 0 Radiation Monitors o Plant Prot. Sys. o Plant Prot. Sya. Pover Cutbnck, J-ZJN C01E 6 0 J-SQA-RU-Z9, 31 J-SQB-RU-l~ 30>> 32, (PPS) J-SBC-Col (PPS) J-SBD-C01 Borononeter, S/U o BOP Analog Instr. Csb.

& 33 & 34 o Process Protective 0 Process Protective S/U 6 Control J-ZJN-C02A & C 6 -C07 Rcaote Shutdcwn o Remote Shutdovn Instr. Cab. C Instr. Csb. D Ch. 2) 0 BOP Analog Instr. Ceb.

Panel Panel J-SBC-COZA J-SBD<<C02A o BOP Analog Instr. J-ZJN-C02E 6 C BOP Analog Instr, o BOP Analog o MOV Position o MOV Position Csb. J-ZJH-C02B6D o Puel Pool Instr.

J-ZJ5~2A Indicators Analog Instr.

Instr'ab Csb. J-ZJA&02A .Indicators o BOP J-PCN-E02 6 B 0 hux. Prot Ceb, Cab. J-ZJN-C02F o CEDHCS hux. Prot. Cab. J-5ABC03 o Rsduaste Instr. Cab.o NSSS Control Sys

"'J-SAA-C03 o Plant Prot. Sys. J-ZRN-COl 6 C02 J-SFH-C03 (RRS ~

Plant Prot.- Sys. (PPS) J-SBB-C01 o CEDMCS (incl. SBCS peruissives, 6 (PPS) J-SBA-C01 o Process Protec- core ninic) AMI setpoint display)

Process Prot ~ tive Instr. Cab. o NSSS Control 0 MICDS t2 Instr. Ceb. h-2 B-1 J-SBB-C02A Sys. J-SFN<<C03 o Reactor Trip SMgr J-SBA-C02B 0 BOP ESFAS & Load (BICS-1 6 2 6 Current Monitor D BOP ESFAS & Load Sequencer SBCS)

Sequencer J-SAB-C025 o MICDS tl J-SAA-C02A 0 MOY Position o Reactor Trip Svgr MOV Position Indicators Currant Monitor C Indicators 0 Contsinnent 0 Loose Parts 6 Contsinmcnt Hydrogen Vibration Mon.

Hydrogen hnslyaer o Can. Pyrolysete Analyzer J-HPB-502 Collector J-HPA-E01 0 Chlorine Detector Chlorine Detector J-HJB-EOl J-NJA-E01

f 0 Non-Class IE Parameter Instrument or Control Class IE Instrument Distribution Panels Distribution Panels E-PNA-D25 E-PNB-D26 E-PND-D27 E-PND-D28 E-'NNN-D11 E-NNN-D12 Neutron J-SEA J-SEB- J-SEC- J-SED-log power JI-1A JI-1B JI-1C JI-1D Hot leg- J-RCA- J-RCB- J-RCC- J-RCD- J-RCN-temperature TI-112HA TI-1 12HB TI-112HC TI-112HD TT=111X

& TR>>112HA & TI-lllX Pressurizer J-RCA- J-RCB- J-RCC- J-RCD- J-RCN-pressure PI-102A PI-102B PI-102C PI-102D PIK-110

& PR-102A & PR-100 Pressurizer J-RCA- J-RCB- J-RCN-level LI-11QX LI-110Y LIC-110

& LR-110X LR-110

& LI-113 SG J-SGA- J-SGB- J-SGC- J-SGD-pressure PI-1013A PI-1013B PI-1013C PI-1013D PI-1023A & PI-1023B & PI-1023C & PI-1023D

& PR-1013A SG J-SGA- J-SGB- J-SGC- J-SGD- J-SGN-level LI-1113A LI-1113B LI-1113C LI-1113D LR-1111

& LR-1113A (narrow range)

RWT J-CHA- J-CHB- J-CHC- J-CHD- J-CHN-level LI-203A LI-203B LI-203C LI-203D LI-200

& LI-201 Charging J-CHA-flow FI-212 Charging J<<CHB-pressure PI-212 SIT J-S IA- J-SIB- J-SIN- J-SIN-pressure PI-331 PI-311 PI-332 PI-312

& PI-333 & PI-313 LPSI J-S IA- J-SIB-pump flow FI-306 FO-307 Shutdown J-S IA- J-SIB-cooling heat TR-351 TR-352 exchanger & TR-303K & TR-303Y diff- temp.

Atmospheric J-SGA- J-SGB-dump valve HIC-179A HIC-178A ontrol '& HIC-184A & HIC-185A, 0

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e Motor operated valves, pumps, pressurizer heaters and solenoids required to achieve cold shutdown are powered from buses other than the instrument distri-bution panels.

In response to item 1.c, we have determined that loss of a single instrument distribution panel, Class IE or non-IE, will cause a loss of some, of the indicators and recorders available to the control room operator. The affected indicators,. which employ a gas-discharge display, will extinguish on the loss o the instrument distribution panel. This failure mode and will not offer confusing information to the operator.is'istinguishable In addition, the instrumentation and control systems lost will generate alarms and actuation of some equipment as the loop output contacts fail to their deenergized states. In the non-IE instrument loops affecting safe shutdown circuits, i.e pressurizer level control of the pressurizer backup

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heaters, selector switches are provided on the main control panel to enable the operator to provide control from the unaffected control loop ~ No con-trol action generated by the loss of an instrument distribution panel will prevent the operator from controlling the required safe shutdown equipment or interfere with the safe shutdown functions. Upon detection of loss of an instrument distribution panel, adequate instrumentation and c'ontrol- functions from the list provided above will be available to the operator to enable the operator to achieve a cold shutdown condition. No design modifications are proposed ~

Item 2 - Response to be provided by APS ~

IE Circular No. 79-02, Failure of 120 Volt Vital AC Power Supplies has been re-reviewed in consideration of item 3 to include both Class IE and non-Class IE instrument distribution panel supplied'or the Class IE inverters, the PVNGS design precludes the possibility of a transient causing a failure of a Class IE inverter by utilizing a battery source in parallel with a dc charger. The battery source serves to eliminate any undervoltage transients that the charger may experience The non-Class IE instrument distribution panels are not supplied through inverters. Both the normal and back-up supplies are fed from 480 Vac through a voltage regulator-transformer. The transfer switch will automatically transfer, upon loss of power on the normal source, to the back-up source- Manual transfer is required to return to the normal source. The switch is also equipped with a mechanical handle which bypasses electric circuitry and can switch to either source. No design modifications are proposed .

ACTION 811 Will formal training, equivalent to that provided by a diesel manufacturer, be provided for diesel maintenance personnel? (page 97)

RESPONSE

Response to be provided by APS.

ACTION 812 Discuss how preoperational testing of overall AC power distribution system verifies voltage drop analysis. (pages97-101)

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RESPONSE

Preoperational tests will verify voltage drops by measuring the voltage at the buses during:

a) Normal plant operation.

b) -Starting the Class IE and Non-Class IE loads which, in accordance with the voltage regulation study, cause the largest system voltage drops. with normal loads running')

Both a) and b) at 95X grid voltage.

ACTION 813 Can the essential chillers be manually cross-tied for backup? (page 119)

RESPONSE

There are no design provisions to manually or automatically cross-tie the essential chillers. However, the present design is in conformance with the single failure criterion since the single failure of an ESF train or essential chiller train will still leave one ESF train and its associated essential chiller train intact. In addition, each essential chiller train is sized to serve only one ESF train.

ACTION /$ 14 Describe how quality control'pplies to the non-IE onsite distribution system between the switchyard and the ESF 4.16 KV buses'pages 143-146)

RESPONSE

The Area Field Engineer (AFE) inspects and documents the installation of utilizing a raceway Quality Control Instruction WPP/QCI 251 '.

"Raceway Inspection Record" per Work Plan Procedure/

This inspection includes and verifies that raceway is the proper type and size per the latest engineer-ing design document and does not exceed the maximum number of bends between pull points'he AFE reviews the engineering design drawings to assure that the electrical

'quipment, including switchgear, can be installed as shown. The,switchgear is installed and inspected to verify that it is anchored and grounded properly and that the bus connections are bolted to the correct torque. The foregoing is documented on the "Equipment Inspection Record" per WPP/QCI 258.0. The switchgear bus is meggered and hypotted (tested) by Start-up during component checkout. Each component as well as the complete system is functionally tested for electrical equipment and transformers.

Before the large power transformers are installed, the AFE reviews the engi-neering design drawings to ensure that the transformers can be installed as shown. The AFE reviews the vendor instruction manual for proper installation

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of the transformers. Based on the information in the instruction manual, the AFE initiates a rigging procedure for setting the transformers. The transformer is installed and then inspected to verify that it is anchored and grounded properly. These inspections are documented .on the "Transformer Inspection record" per WPP/QCI 258.'4. Various tests are made on the oil during oil filling and after'ome of the tests include: dielectric breakdown, neutralization number, interfacial tension, power factor, and moisture content.

The AFE verifies that the cables are pulled through the correct raceways, maximum pulling tension is not exceeded, and the cable is identified correctly.. The AFE's inspection is documented on the "Cable Inspection Record" per WPP/QCI 254.0. The cable is tested per Engineering require-ments by the AFE to verify that the cable has not been damaged during pulling operations and that it is acceptable for energization. He documents the results of the megger and hypot tests per WPP/QCI 256.0.

The AFE inspects the cable terminations and documents the results of his inspection and the acceptance of the terminations per WPP/QCI 255.0.

Quality Control does not generally inspect non-IE installations. In these areas inspections are performed by Field Engineering with surveillance and audit by Quality Assurance.

I 1

ATTWc OWE~7 I COOP E R ENE R GY SE RY I CE 5 2.8 load Acceptance Test

.7.

Simulate emergency start signal to engine control panel. Enoine cranks and- accelerates.. Start loaded 2000 HP induction motor while engine is still accelerating and is between 57 and 60 Hz (permissive td load signal given by engine control panel).

Note: 10 seconds is maximum permitted for the engine-generator set to achieve rated frequency and voltage.

Start test with L.O. and J.M. temperature at 120'F + 10'F ~

Start in OGSS mode.

Discussion:

Engine was started by remote OGSS signal.

A fully loaded 2000 HP motor was started automatically by an engine RPH signal as engine was accelerating.

The motor load came on at 57 Hz.

A copy of the visicorder record of the performance parameters is included on page 12.

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COOPER ENERGY SERVlCES 2.9 Load Acce tance Test Reauirement: (All Units) (Ref . Ill.C.7.b)

Simulate emergency start signal as in 2.8 above. After engine has reached rated frequency, apply 2700 KW resistive load. After frequency and voltage have been stabilized. simultaneously star:

2000 HP induction motor and add block of resistive load (amount yet to be determined).

Start test with L.O. and J.M. temperature at 120 F + 10'F.

Start in DGSS mode.

Discussion:

The engine was started by a remote DGSS signal.

After steady state no load condition was achieved, a 2800 KW resistive step load was added.

After'teady state conditions were again achieved, a step load of 2200 KW (2000 HP motor plus 1000 KW resistive) was added.

Copies of the Yisicorder record of performance parameters are included on pages 14, 15 and 16.

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COOPER ENERGY SERVICES 2.10 Load Acceptance Test Reauirement: (All Uni ts) (Ref I I I.C.7.c) .

Simulate emergency start signal as in 2.8 above. After engine has stabilized at rated frequency, no load, apply 2000 HP induction motor.

Start test wi th L.O. and J. V,. temperature a t 120'F + 10" F.

Start in DGSS mode.

Discussion:

The engine was started by remote DGSS signal.

After steady state no load condition was achieved, a fully loaded 2000 HP motor was added as load.

Copies of the Visicorder record of performance parameters are included on pages 18 and 19..

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COOPER ENERGY SERYICES 2.11 A

Com uter Simulation Reouirement: (Ref III.C.7.d)

Data obtained from tests in 2.8 a, b and c above is to be forwarded to Applied Mechanics for computer simulation of performance. As dictated by results of these tests, and their comparison with the computer simulation, adjustments and modifications must be made to the engine, generator, and control systems and these tests repeated until the necessary performance has been attained.

Discussion:

A computer simulation study was made to relate the transient frequency deviation for a 2800 KW resistive step load measured during shop testing to the frequency deviations for the worst load step in the customer's load schedule.

Results of this simulation are presented in a separate report titled "Frequency Deviation for Transient Loading" dated Sept. 20, 1978.

This report is included herein as an Appendix, No additional ad-justments or modifications were required as a result of this simu-lation.

2.12 Load Re 'ection Test (111 Il I l ( I Ill.l.ll Load the engine-generator set to 110~ load. Remove all load simul-taneously. Record frequency and voltage transients.

'Discussion:

The Visicorder record on page 21 shows the engine running steady state with ll0>> load and then this load removed in a single step.

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13-MH-018 4.4.2.16.3 Electrical devices, instrumentation and control devices, and control panel ass'emblies which. are s'kid mounted, shall be qualified for the seismic conditions at the mounting location in accordance with appen-dices 4T ahd 4U.

4.4.2.16.4 - Electrical devices and cabinets end instrumentation control-panel assemblies shall be tested in accordance with the provisions of IEEE-344. The Bidder shall take into consideration amplifications of the seismic input in accordance with appendix 4U.

4.4.2.16.5 Nonactive pumps, valves, heat exchangers, tanks, air receivers, and other nonactive equipment shall be seismically qualified per appen-dix 4J.

4.4.2.16.6 The Supplier shall cooperate and be responsible in, providing adequate seismic qualification. Seismic tests and calculations shall be submitted to the Engineer for approval.

4.4.3 Electrical Design Requirements The diesel generators are a part of the Class IE system as defined in IEEE 308 and function to provide standby power for the operation of emer-gency systems and engineered safety features during and following the shutdown of the reactor when the preferred power supply is not available.

One diesel generator is provided for each load group on each 4.16-kV engineered safety features bus. Ho provisions will exist for automatically connecting redundant load groups or diesel generators together. The diesel generators will be electrically isolated from each other. Physical separation vill be maintained as the diesel generators will be housed in separate Seismic Category I rooms. Power and control cables for the diesel generators will be routed to maintain physical separation.

4.4.3.1 Performance Re uirements Performance requirements are as follows:

a. The Supplier shall guarantee each diesel-generator unit to be capable of attaining rated frequency and voltage within 10 seconds of receipt of the starting signal.

b. I,oad pickup, after generator has attained rated frequency and voltage, shall be in accordance with table 4-6.

C. The Supplier shall guarantee the starting and loading ability of its diesel generator herein specified to be licensable under current NRC criteria and regulatory guides in effect at date of purchase order. Table 4-.6 of sequential loading, is considered to be the most severe duty requirement that the diesel generator will be expected to encounter.

4-31

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d. Starting shall be automatic upon receipt of 'a starting signal. The diesel engines will normally be shut down manually. For test purposes, .local and remote manual starting and stopping capability shall be furnished.

e. The diesel-generator loading shall be accomplished automatically.

This .function will be carried out by the Purchaser-furnished load-sequencing system. The loading shall commence as soon as the gen-erator rated frequency and voltage are reached following engine start. The first block of load will be applied a maximum of 10.5 seconds after the diesel engine start signal is given. The remaining essential loads will be applied in not more than seven sequenced steps so that all loads shall be energized in not more than 40 seconds after the engine start signal is received. The initial loading of each step or block of load will consist of the locked-rotor current of the various induction motors being started.

Also inrush current will occur on energization of two 4160V/480V transformers at 10.0 seconds and 10.2 seconds respectively. The generator, exciter, and regulator shall provide adequate voltage to sustain the applied loads in accordance with the following requirements:

At no time during the load sequence shall the voltage and frequency decrease to less than 75 and 95 percent of nominal values, respectively.

Voltage shall be restored to within 10 percent of nominal voltage in less than 40 percent of each, load-sequence time interval.

'. 3. Frequency shall be restored to within 2 percent of nominal frequency in less than 40 percent of each load-sequence time interval.

4.4.3.'2 Startin Initiatin Circuits The diesel generators will be started on the following:

a. Safety injection actuation signal (SIAS).

b. Loss of voltage to the respective 4.16-kV engineered safety features bus to which each generator will be connected..

c. Auxiliary feedwater pump actuation signal (AFAS).

The Purchaser will combine these signals to provide two "diesel generator starting signals" (DGSS) which are used. to initiate starting. The signals will be maintained-contact closure.

4-32

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TRAIN TRAIN A B PALO VERDE NUCLEAR GENERATING STATION AC RON/ER SYSTEM FIGURE 1.4

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o COMPANY'ORRESPONOENCE November 5, 1980 ape>v l4e~ ~)g TO: John Allen PVNGS-H80-RWK/JGS-51 Sm. 4 , 3003 t

R. W. Kramer

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6314'UBJECT:

NRC IE Biilletin ND 79-27 l.oss <>f Non-C]ass II'. Instrumentation 'Ind Control Power System Bus During Operation File: 055-026 The following is in response to Item V

2 of NRC IE Bulletin 79-27.

Emergency procedures that will be used by control room operators, including procedures required to achieve a cold shutdown condition, upon loss of fiower to each Class IE and non-Class IE bus supplying power to safety and non-safety related instruments and'ontrol systems will be prepared and then reviewed at least tfiree months prior to the operating license. The procedures will include the following information.

a. The diagnostics/alarms/indicators/symtom resulting from the review and evaluation conducted per item 1 of IE Bulletin No. 79-27.

b. The use of alternate indication and/or control circuits which may be powered from other. non-Class IE or Class IE instrumentation and control buses.

c. Hethods for restoring power to the bus.

A description of any proposed design modifications or administrative controls to be implemented resuleing from these procedures, and the proposed schedule for implementing the changes will also be provided.

If any further assistance is required on this matter contact Jerry Self at Extension 6315.

ramer, Support Servi.ces Hanager (Act.ing)

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i< ~" I'('r<)it I'ar>eJ me('ting for the Class II; AC System I lv 4,l':>(I!t l. It((>rr> <<f t I<< "R{; r>s):((in), t'o comp y vi L'I> L'lie t ra i >> in>: t'('(-.(lr met><led by WIJ)t)G/{'R-0660 for dies< I mainLet>-

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Tl>e Haint.en(>>t<<e I>eparttt><<nL intends t:o comply vit.h t)>e v<>coma> tt()e<l training requirements in NURE{'/CR-0660 to t:h(l e.:tet>{: Ll>(lt supervisory, tcchnical support, an m>intenat>ce vnr )ters invo)ved t"J.th t)>e Emergency Diese

(;e>>< rata> ,')aint nance requirements vill have ini.tial Lvainit>r. < t> tl>e eq>>ipment appr<..ved by the Engine m(>l>u I act. l" <<l't>< l a'lp>(

>> > >proved an-<;o)t>g training ad(lressing in-servir:e .ir>spec tion iot hand mair>tenance requirements as exprr,).et>ce vi t' t:) e P~Jo 'I '. ~

a Verde systems are obtained.

On-I;oi.t>g- trair>inr. vi.l.l. also a(idress c>>rrent industry

>rublems witl> <<r,".'gency generating systems.

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training program for tl>ee PV(it'S Haintenance Department,

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