ML20033C952

Submits Info in Response to NRC Re Unresolved Safety Issue A-44,station Blackout,Concerning Reliability of Emergency Diesel Generators

ML20033C952
Person / Time
Site:	Beaver Valley
Issue date:	11/30/1981
From:	Carey J DUQUESNE LIGHT CO.
To:	Varga S Office of Nuclear Reactor Regulation
References
REF-GTECI-A-44, REF-GTECI-EL, TASK-A-44, TASK-OR TAC-68510, NUDOCS 8112040531
Download: ML20033C952 (25)

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M 912H564000 435 Si.th Avenus

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November 30, 1981 Director of Nuclear Reactor Regulation United States Nuclear Regulatory Commission Attn:

Mr. Steven A. Varga, Chief g\\N_/

Operating Reactors Branch No. 1 g

e Division of Licensing S

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g' j Washington, DC 20555 y

Reference:

Beaver Valley Power Station, Unit No. 1 I

g{CS 190 7 I Docket No. 50-334, License No. DPR-66

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UNRESOLVED SAFETY ISSUE A44 - STATION BLACKOUT CC g/

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Gentlemen:

We have completed our rrxiew of the information requested by your letter dated July 21, 1981, related to the reliability of the emergency diesel generators and the results are submitted herewith as Attachment "A".

It is our belief that any future regulatory action to improve diesel generator reliability should be directed toward an industry wide approach to correcting the root causes of diesel failures as opposed to increased testing of these units under fast start conditions. We believe that there is substantial potential for a negative impact on reliability when excessive testing of safety related components is required. The quality of performance can be best enhanced through refined maintenance and operating techniques that should evolve from a thorough analyrfs of industry operating data.

We are pleased to support efforts oriented toward reciprocal information exchanges which will produce recommendations containing a sound technical basis.

We have significantly improved the performance levels of these generators in the past two years with relatively minor changes and will continue to review related industry information which could further enhance their reliability.

If you have any further questions in this area, please contact my office.

Very truly yours, OSO J. J.

arey Vice President, Nuclear l

cc:

Mr. D. A. Beckman, Resident Inspector

/[

l U. S. Nuclear Regulatory Commission

(

Beaver Valley Power Station Shippingport, PA 15077 Mr. D. Chaney, Project Manager U. S. Nuclear Regulatory Commission Operating Reactors Branch No. 1 hhly Washington, DC 20555

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Remove and Clean Spring Check Valve, i

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Calibrate Relief Valves 6

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Unit No.

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Downtime llours Comments - If any of clio reported failures would not leave been a fail mildr peq militio% @u @ain Im a

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0 LER 78-04/03L - Output Breaker Failure To Close 31 9

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9 Output Breaker Failed to Close - Cause Unknown 32 10 1

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1.5 Fuel Oil Pump Lost Prime 34 1

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0 Field Flashed 2nd Attempt - (6/7/78) 35 i

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Plant Hima Beaver Valley Celendar Ycer 197.2.

Unit H3.

1 1.Elt Alast ract II.

Downtiene llour" Comumentu - If any of the reported failures would not leave been a (lie t ai r t <> n t t el falli iddr umq conditionis, please N1 min Imre.

ed 1.Elt Abstracis) Total Trouble-l'a r t e,De l ' Repair /

Refer to attached LERa or tiie failures listed in Table 1.

llours shootlog tvery.etc teplace 3

LEP 79 Dessicant Bag Found in Fuel oil supply - no effect on starting 5

6.5 1.5 0

5 LER 79 Sequencer timing - no effect on starting 4

LER 79 Fuel oil samples - missed surveillance test 6

LER 79 !4) Breaker Closure Attempts 7

6 6

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LER 79-9/03L - (2) Breaker Closure Attempts 37 8.5 3

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t cua cu aer c n sqt sq A rt c e vr as a p re lepu e o i eS ie l o l__ T M MR(

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I!nclorure 1 - Pego 2 c'-

I)lesel Cenuretor Scheduled I)ountime Hecord Plcnt Nrma Beaver Valley Calendar Year 19 80 Unit No.

1 Ilours of tinuntimo

]

Itesson for Henctor shutdown Reactor not shutdown Commente tiount i me ggy 3Cf71CF 7CF1CF W:(

TCF7TCI DC#

DCf 1

] Scheduled l Haintenance i

i Drain Ext. Fuel 011 20.5.

7

Day Tank Remove, Inspect, 8

16

! Replace Oil Coolers l Clean Raw Water 60 30 Tubes I, Replace electric /engii te 80 Fuel oil pumps i

i i Replace MSR 1 contact 20 block 1 Replace delay mechani im on relay 40T 10 l

i o

i Time DG is unavailable 118.5 133

.. for emergency setylce becausa of required

, testa l

e 4

i

TAllt.E 3 Diesel Cenarator tin 1ccliediile 1 llount lino itecorel - Page 3 I'la n t Nrma Beaver Valley Calendzr Year 19,80 Unit H2 i'

~

1.ER Abstract ll.

Down t iene llours Comunenta - If any of the reported failures would not have been a (H"I"' '" "' E CI f fles tasiddr pi W IM Collditimts, pl N WW In%

ed 1.ER Abstract s) Total Trouble-l'a rt s, Del - Repair /

Refer to attached LEHa or the failures 11..ed in Table 1.

sliooti g IWG Mm 1

8 LER 80-047 Output Breaker Failure 2

16 LER 80-033 Governor Motor Failure 39 3.25 0

0 3.25 Replace Valve Casket 40 8.5 4.5 0

4 Low Fuel Level Instrumentation Failure 41 8

Repair Phase Balance Relay-Fuse Blown When Field F1 o

42 9

0 0

9 Inspect, Clean and Reset Relief Valve 43 20 1

0 9

Replace (2) Air Start Motors on Preferred Start #2 44 32 LER 80 Diesel Sequencer - No effect on starting O

e

Enclorurs 1 - Pcg2 4 TAul.E 4 Onsito Eastgency Disual Cenurntor and l'icut Name Beaver Valley Auxti tory Equipment flodi fication liscord tinit H2 1

Equipment or Date of Roanon for flodification und procedure tfod.

Dentred Imiprovement miodified Description of Hodification Rotate preferred start Scagger Test on eu,ch set of air Procedure select positions 1978 start motors and track reliability Blowdown air start Reduce moisture in air starting Procedure receivers 3 tines 1978 system per day 18 month 24 bour NRC Requirement Test integrated System Performance diesel run Fuel oil sampling NRC Requirement Upgrade Fuel Oil Standards and Track Auxiliary and ISI on pumps Systems Performance (See Attachment For Design Changes)

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4

ADDENDUM TABLE III Summary Table - Diesel Generator Data 1976-1980 TABLE NUMBER LER NO.

FAILURE 1

80-47

1. 1 D/G Output Breaker Failure to Close 2

80-33

1. 1 D/G Governor Motor Failure 3

79-48

1. 1, #2 D/G - Dessicant in Fuel Oil Tanks 4

79-43

1. 1, #2 D/G - Chemistry Failure to Sample Oil 5

79-31

1. 1 D/G Sequencer #1 CAM off

.394 seconds 6

79-23

1. 1 D/G Output Breaker Failure to Close

1. 1 Start System Failure 7

79-09

1. 1 D/G Output Breaker Failure To Close 3

77-49

1. 2 D/G Output treaker Failure to Close 9

78-51

1. 1 D/G Output 3reaker Failure to Close 10 78-30

1. 1 D/G Output Breaker Failure to Close 11 78-43 f2 D/G Field Flash Failure - Loss of Main Transformer 12 78-37

1. 2 D/G Leaking Fuel Oil Instrument Line 13 78-32

1. 1 D/G Leaking Fuel Oil Nipple - Pump Discharge 14 78-04

1. 2 D/G Output Breaker Failure to Close 15 77-50 MODE change with #1 D/G out of Service 16 77-69

1. 2 D/G Field Flash Failure During Net Load Trip Test 17 77-13

1. 2 D/G Output Breaker Failure to Close 18 77-29

1. 2 D/G Output Breaker Failure to Closc 19 77-34

1. 1 D/G Output Breaker Failure to Close 20 77-37

1. 1 D/G Start Failure - Moisture in Air 21 77-39

1. 1, #2 D/G Internal Loss of Field Trip Connected 22 76-15

1. 1 D/G Exciter Breaker Trip - High Resistance Terminal 23 N/A

1. 1 D/G #2 Air Start Failure 24 76-31

1. 1 D/G Start Failure - High Resistance Terminal 25 76-56

1. 1 D/G Output Breaker Failure to Close 36 76-91

1. 1 D/G Sequencer - Trouble shoot 27 N/A

1. 2 D/G Output Breaker Failure to Close (2-17-76, 9-22-76) 23 77-40

1. 2 D/G Output Breaker Failure to Close 29 N/A 10-4-77

1. 1 D/G Output Breaker Failure to Close 30 N/A 11-7-77

1. 1 D/G Low Fuel Oil Pressure 31 N/A

1. 1 D/G Output Breaker Failed to Close

l ADDENDUM TABLE III Continued TABLE NUMBER LER NO.

FAILURE 32 N/A 12-6-78

1. 1 D/G #2 Air Start Motors Failed 1-11-78 Replaced 12-6-78 33 N/A

1. 2 D/G Fuel Oil Pump - Lost Prime 34 N/A 6-7-78

1. 2,D/G Field Flash Failure 35 N/A 6-30-78

1. 2 D/G Field Flash Failure 36 N/A

1. 2 D/G Output Breaker Failed to Close 37 N/A

1. 1 D/G Crankcase Press. Alarm - Vacuum in Room 38 U/A

1. 2 D/G #1 Air Start Motors Replaced 39 N/A

1. 1 D/G Replaced Valve Gasket 40 N/A

1. 1 D/G Fuel Oil Level Instruments 41 N/A

1. 2 D/G Blown Phase Balance Fuse 42 N/A

1. 2 D/G Inspect, Clean, Reset Relief i

Valve 43 N/A

1. 2 D/G #2 Air Start Motors Replaced 44 80-09

1. 1 D/G Diesel Sequencer Percent Leading of Diesel 100 Unless Noted Otherwise Failure Modes A

Strert Failure B

Failure to Continue to Run C

Failure of output breaker to close or field flash failure D

Miscellaneous Acceptance Criteria r-

-,----ye-

.---4---

e e-

1 ADDENDUM TO TABLE IV Design Changes Design Change Request Date Description DCP 25 Upgrade Diesel Generator 4/21/76 Original air start tanks drain Air Drain Tanks to 275 psig receivers were rated at 150 psig, needed upgraded to 275 psig for system application.

Provide documentation to change name plate rating or upgrade.

DCP L31 Add air driers to Dieset 2/4/81 Excess moisture in air starting system Generater Air Start System degrades the air start motors and piping.

Instatt air driers in the system.

J DCP 142 Add additional alarms in 4/3/79 Add annunciators to indicate status of Control Room for Diesels diesel output breaker such that a loss of DC or rnis-positioning is annuciated.

Change inscription on existing annuciator to read " Diesel Generator Not Available" and add 2 new annuciators.

i DCP L57 Prevent output breaker closure 9/20/79 Prevent the diesel output breaker from 1

on no field closing if a funct ional field does not

{

exist. Change our existing electro-mechanical undervoltage relays (SV-1) with a solid state equivalent.

4

)

DCP 180 Sequencer Control Changes 8/23/79 When the f1 or #4 vital bases are out of service, the sequencer for the j

diesels does not have power.

Provide a separate control transformer from the 480 volt emergency buses.

4 i

s ADDENDUti TO TABl.E IV Design Changes Design Change Requent Date Description DCP 223 Diesel Manual Field 10/3/78 Failures of manual field flash Flash flodifica tions circuit indicate a need to upgrade the circuit due to its operating history.

Bypassing cxisting contacts such that manual field flash from the control room can he made independent of other relay contact closures.

DCP 337 Diesel Sequencer Timer 10/1/80 Diesel Sertuencer Timer performance and Modifications repeatability have been marginal.

Replace the timers to improve CAM setting tolerance.

DCP 340 Diesel I.ube Oil / Cooling 1/13/81 Existing instrument installations on Water Instruments the diesel (Engine Control Panel) preclude periodic ' calibrations since the diesel must he removed from service prior to instrument removal.

Provide isolation valves to permit instrument removal.

DCP 390 Diesel Fuel 011 Tnnk 10/22/80 Install connections on the fuel oil Modification tank to provide for checking moisture accumulation and actual fuel ott level.

Install new fuel oli tank to temporarily hold new fuel otl for sampling and analysis to comply with Regulatory Guide 1.137.

DCP 452 1.uhe oli modifications 8/5/01 (See Attached) i.

APDENDUM TO TABLE IV Design Changes Design Change Request Date Description DCP 443 Replace NVR Relay 3

in Diesel Annunciator Panel 10/7/81 tie NVR Relay for the #1 Diesel has failed and a replacement part is not available. Obtain a qualified replace-ment that will operate within a voltage range of 105-139.8vDC.

DCP 458 Diesel Cencrator Air 5/18/81 Existing check valve installations Compressor Piping (DA-100, DA-130) require cutting the Modification line, or isolation valve removal which removes a redundant bank of air stact tanks from service. Install a socket -

weld union in the line to facilitate removal of the valves.

DCP 478 Diesel Generator Air 8/20/81 Operating history of check valves Start Compressors Check (DA-100, 101, 130, 131) indicate Valve Changeout a need to upgrade these components for better performance reliability.

Install horizontal check valves, i

9 6

o DCP 452 7.1. a

!=p cved Luce Oil System Luhe oil system tests ccnducted at GM - Elect:c-Motive divisien indicate that certain :epeat star: Operating medes cculd result in turecenarger thrust bearing da= age which might ultimately cause a turbecharger failure.

Enen the engine is in the standby =cde, the lucricating oil e.perature is maintained at accu:

0 115 F and the circulating pump supplies warm cil :

the tuttecharger bearings a: a fimw race of accc: 2 gpm. Since the Octal

,pu=p ficw rate i.4 C gym, 4 gym is also circulated, via a 30 psi relief valve, through the equipment rack (lube cil filter and eccler) wnich serves to keep the entire accessery lubricating cil system pri=ed ::. support a "f as: start". If a power cutage cccurs, the circulating pu=p may stop i to 10 seccnds before the engine receives a start signal; but the main bearing and pisten ecciing pu=p will i= mediately receive cil f:cm the pri=ed filter-cceler system thus providing a rapid buildup of engine luhe.cil pressure thecughout the engine bearing and turbcenarger systems.

A potential problem occurs, hcwever, if the engine receives a repea: rapid start within a minimum of 15 minutes and a maximu= cf 3 hcurs after a "he sautdewn" f:cm a previces run.

If, for exa=ple, che engine had been cperated fe: about I hcur at full lead, the lube oil tempera ture would be at abcut 200er at the time of shutdown.

Under these circumstances, the full 6 gym cu put of the circulating pump will flew enly to the turbecharger because of reduced flow resistante in this

.s pc :icn of the system created by the icwer viscesity of the het lubricant.

The circulating pu=p pressure will

not reach 30 psi until the luhe oil eccls to about 160 r; 0

thus no oil.will be supplied via the relied valve to the equipment :zck fe: the first 2 to 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> after engine shutdown During this ecoling period so=e of the oil contained in :he eccler and filter will drain back to the engine su=p via.he lube oil scavenging pump, and some of the oil f:cm.he strainer box will be sucked into the cooler by the vacuu= that develcys.

The result is that when a fast start cecurs f:c= a mini =u= of 15 minu-as to a maxi =u= of 3 hcurs after a hot shutdown, sufficien: "; i=e" cil will have drained.c retard :ne-buildup of engine 011 pressure in event that a restart is required. At leas: 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> of eccling mus: take place before he * --"' asing systa= can replace :se drained oil.

n the wors: case of a repea: rapid start, the engine =ay actually re.ach cr.eratine.

s=. eed, 900.UM, before 'cil pressure is attaclished a-

" " ocharger thrus: cear-ing. *his may cause sc== s= earing of the bearing recal sc that cu=ulative damage frc= several similar starts wculd.resul: in a turoccharger bearing failure.

• c.e i=preved system will include piping changes c

sinimize drain back cf fil:er-ccoler cil c :he engine oil su==, vent lines :s prevent vacuu= signenage cf oil f:c= the s :ainer tex, and e.e* addition of a seccnd oil pu=p to assure constant cicula:icn :n:cugh e.e fil a:

ccolar a: all cil temperatures, plus be::e oil :eten-tica characteristics in this portien cf the system.

NOa.:

In addi:icn :: equip =en: and piping specified by the vendor fer his modifica:icn, all pressure and level indica:ces shall be equipped wl h line s =p valves and calibra:icn :ees. This shall be specified := Vender.

Also, permanent iden:1-fica:icn =arking sh*1' be p:cvided en all electrical equipment, including cacine: =cunted swi:ches, relays, etc.

7.1. b Replacement of the Visecus Crankshaft Vibratien Ca=per with the New Gear *ype Ca=per The gear da=per is a hydraulic peddle-wneel device : hat abscres :::sicnal vibratices of the crankshaf t by fer-cing engine lubricating cil through nar:cw passages in the damper.

The da=per censists of a spide and external spur teeth, an intermediate ring with internal spur teeth, and cuter side plates secured with bolts and nuts.

A centinuous circula:icn of oil is p:cvided :c the da=per :hreugh an cil passage in the crankshaft.

The gea: requires no maintenance other than inspection at the time of nor=al overhaul.

The visecus da=per is sealed type and must be re. laced everv. six vears as the entrapped oil may begin := solidify and the da=per l=ses its efficiency.

9 o.

' ~

Since the visecus da=per requires replace =ent every six years, the cost cf replace =en: da=per and installation ecs: several times during the life of the plant itself is far :ncre than the ene ti=e ecs: cf installing the new gear tfpe da=per.

7.1. c Replace =ent of Scidered Nbe Rbe Oil Cocle: With Mechanically Rolled See Mbe Oil C0cler:

• here have been several instances repce:ed by c her plants where the engine lube oil ceclers have leaked and j

eenta=inated the lube oil with jacket water.

This was caused bv. i=r cperly treated 'acke: water, vnich de-teriorated :ne soldered connections where the luce oil cores are attached to...he header.

Mechanicallv =clied tube eccle: will help alleviato this p 0cle=.

7.1.d Replace =ent of Rear W:be Exhaus: Screen Asse=mly With New !=p Oved Cesign:

"he :::te exhaust screen is =anufactured wi:t =any s=all diameter Openings, := cperate with a =ini=al a= cent of back pressure.

he screen functions as a p ctective device which =ini=izes :ne pessibill:y of f= reign =a-terial f:c= entering the turbine and damaging the turhine vanes.

• he new asse==lv has a new i=p :ved

'm screen wn:ch inc=rporates a ::ap to re.neve exnause pieces Of f eign =aterial f:c= the gas ficw, thus eli=inating ther=al s:: esses and centinued ha==ering agains: the screen.

It aisc 'ncludes in :he exhaust

=anifold sh:Oud, an inspection per: :s allow inspection of the exhaust screen witheu: phys 4 -C ' y e=cving the sc:een f:c= =anif ld.

7.1.e Replace =ent of Existing 13:1 Gear Ra:ic W:bcenarger with Eigh-Capacity 17.9:1 Gear Ratic *urbocharger Extensive light lead Operati=n causes accelerated wear in the turbocharger drive gear ::ain.

uring ner=al high load operation, the pri=ary turce driving f :ce is the high energy exhaust gas of the diesel engine.

However, at l=w leads, the exhaust gases have insuffi-cient energy : drive the turbecharger at the required steed.

During these periods, the diesel engine drives i

the turbecharger directly th cugh the turec gear ::ain.

nis is designed to be used Only te drive the turbe-charge: while the enc. ine is b cuvh: up to speed and 4

leaded, and no: to :: vide the ::imarv. drivine. :::c.ue f=: extended periods.

Reliability is : educed as the involute p cfiles of the gear teeth tecc=e dis::::ed and failures progress as J

vibratiens are induced by toci chatter. Si=ilar c=ndi-I

/

tiens caused a turbecnarger gear tecch to break in March

e.

i

.s

~ ]

'81 resulting in additional 3 to 4 days of plant down time.

The new turbo design consists of high capacity gear trains.

The gears are thicker to reduce centact stress level and e.e contact ratic is increased to distribute the torque lead thecugh =cre eeth than the standard gear. The everhaul schedule is r.lso lengthened for low lend operation because of the imp:cved design.

7.1. f Replacement of the Idle Gear Stubshait Assembly With New Improved Strength Assembly The new design provides a s::enger bracket and stub shaft a :angement, and supplies fil:ared :::becharger cil := the lower idler gear stubshaft.

In the present arrangement the unfiltered oil f:cm the main lube oil manifcid flows directly into the bracxet and : hen := the idler gear stuhshaft.

7.1.g Addition of Sa=pling Connecticn := late Cil Circu$atien Piping This design change will previde a convenien =eans :c take samm.les of unfil:ered lute cil f:cm :he engine cil st=p.

2.us, centa=inants and particulate =a ter in e.e o

lube oil can be =c:e eadily detected.

All of the accve i. p cve=ents are futher ;ustified because they are the results of operating experiences of plants equipped wi th the same type units and extensive testing by General Meters. T 7A has already =ade these enanges and Davis 3 esse has cedered er in the p ccess of cedering them. In the near future, NRC =ay =ake :hese changes =anda: cry.

7.2 Safetv !=cact e

i

(

l All of the changes described under 7.1 have =aintenance er reliability i... pact and will be =ade directly :: :ne Class II

(

E=ergency Diesel Generaters.

All =edificaciens will be per-fermed in accordance with the requirements of the DLC CA p cgram and will be censidered as Categcry I/C.

During the design change (installatien phase), eacn diesel generate: will be cut of ccesission during that period.

Technical Specification limitatices of 3. 3.1.1 apply in =edes 1, 2, 3 and 4 and : hat of 3. 3.1. 2 apply in =edes 5 and 6.

Each

=cdifica tien will take less than 72 hcurs :: perform.

To preclude any unfereseen ci rc:;.mstance s, it is advisable te perfor= =cdifica: ices in =cdes 5 c: 6, one diesel generato at a time.

It is expected tha: the reliability of E=ergency Diesel Generate will censiderat1/ i=preve after the derign changes.

/

I I

-..m

.