ML20033D251

Forwards Responses to Questions Presented at 811130 Meeting to Resolve Issues for SER

ML20033D251
Person / Time
Site:	Clinton
Issue date:	12/02/1981
From:	Geier J ILLINOIS POWER CO.
To:	John Miller Office of Nuclear Reactor Regulation
References
U-0368, U-368, NUDOCS 8112070443
Download: ML20033D251 (46)

Text

{{#Wiki_filter:.m -o , ' /LLIN0/S' POWER COMPANY U-0368. L30-81 (12-02)-6 500 SOUTH 27TH STREET, DECATUR, ILLINols 62525 December 2, 1981 Mr. James R. Miller, Chief g Standardizatiot. & Special Projects Branch Division of Licensing bSb(.Ih7 ll I Office of Nuclear Reactor Regulations '? U. S. Nuclear Regulatory Commission DE04 Mb Q - Washington, D. C. 20555 .'- "MY

Dear Mr. Miller:

N, 3 s Y# 'N Clinton Power Station Unit 1 '/ Docket No. 50-461 ~N I Attached are details related to the following items which were discussed with R. Giardina, Power Systems Branch, during a meeting of November 30, 1981 to resolve issues for the Clinton SER: ISSUES " Responses to NRC Power Systems Branch Questions / Concerns" Additional Responses to Questions 40.17, 40.18, 40.23, 40.24~ and 430.136 The oL0ve encompass a total of 47 responses (issues) which are considered by the NRC and IP to be closed for licensing purposes. Sincerely, 6/ 1 a J.D. Geier U Manager, Nuclear Station Engineering Attachments cc: J.H. Will lam, NRC Clinton Project Manager H.H..Livermore, NRC_ Resident ~ Inspector R. Giardina, NRC. Power. Systems Branch g6 4',1 8112070443 811 {DRADOCK0500 1

CPS-FSAR 040.17 " Table 3.2-1 is incomplete with regards to the (3.2) design characteristics for diesel generator systems. The diesel engine cooling water, lub-rication, and parts of the combustion air systems are not included in the ta bl e. Revise the tabl e accordingly. REVISED RESPONSE Refer to Question 430.136, revised Response O W.. 1

CPS-FSAR 040.18 "The FSAR text and Table 3.2-1 states that the (3.2) diesel engine mounted components and piping for the fuel, cooling wa ter, lubrication and air s tarting sys tem are designed Seismic Ca t-egory I Quality Group C. Provide the industry standards that were used in the design, manu-facture, a nd inspection of the engine mounted piping and components." REVISED RESPONSE Refer to revised Question 430.136

...g u .. '..., M. j.. $ M $+.. I@4W,1,. v

i 4T.,,

d-7/ ,.h,bl: ~ l YP!',. n5-w .h.n...t'* - 040. 23 The inferr.ation regarding the onsite coe=unications ,p N-systre (Section 9.5.2) does not adequately cover l @,, f. the system capabilities during transients and accidents. l b'.~n.1gf Provide the following information: i p ~. a. Identify all working stations on the plant site p %ere it may be necessary for plant personnel 6 to cormanicate with the control room or the f. emergency shutdown panel during and/or folleving [ transients and/or accidents (including fires) in

,L.

order to mitigate the consequences of the event L and to attain a safe cold plant shutdown. d( '. b. Indicate the maxieu= sound levels that could i l t' exist at each of the above identified working }L stations for all transients and accident conditions. I u [- c. Indicate the types of comunication systems i i' available at.r a ch of the above identified son ing r stations. l @M;(W. d. Indicate the max!=um background noise level that could exist at each working station and yit reliably expect effective coer:ranicat ion [.... with the control roon using:

p. _

) 1. the page party (public address) cocreunica-F.. ~ ,w tions systems, and 2. any other additional co=cunicat ion systec [C'- provided that working station. l0 - Describe the performance requirements and tests e. k.. that the above onsite working stations com= uni-M cation systems vill be required to pass in

c. -

order to be assured that effective co==unica-He ion with the control room or emergency shut- [ down panel is possible under all conditions, '1 ll.. f. Identify and describe the vided for each of the corr: power source (s) pro-P- anications systenft, g.y g. Discuss the protective measures token to cssure 'p. a functionally operable onsite concunicatio J systen. The discussion should include the h"1" considerations given to component failures, loss of power, and the severing of a corm:unication JU,: line or trunk'as a result of an accident or fire, c d-O. s,.. ' 4 'A 4 + f

m. . y..: %.n "* ' ' ' * ~ ~, * * * } Shr-j _.,J e 4.n b'bA dimi celephone and a public address hand:.et are located .. adjacent to the recote shut down panel. In addition, a sound L L byower jeck is located on the back of the panel. t ~ Sg@l*.y7l.: ??l ew I,oc.ated within the central area of the Main Control Roo=, are jC.5, a dial telephone, four (4) public address handsets, four (4) p,Wync public address maintenance Jacks, two (2) remote control nm' consoles (to control the Operations and Maintenance Radio f.?* Base Sentions), and ten (10) sound power j acks. gn.c C'" Cemications to the Control Room or Remote Shutdown Panel I'- raay be.uccoc:plished from any one of the approximstely 291 PA ?:" handset. stations, or 215 telephone stations located through-k-'j' out the plant. Also, tnany portable "handie talkie" radios . p.. ' will be carried by key plant personnel who will be able to 9@F commiunicate to the control room or re=ote shutdown panel from E-any location within the plant. In addition, approximately P[d.. 350 sound power jacks are located at control and instru=entation ~- i panels located throughout the plant. .u,- 0 In rareau of high noine, pubite address handnets and telephonus are located at or in noise attenua:ing booths to facilitate k.... ccenunications. In addition, special noise attenuatin;" headsets Q' for sound power and earphones for radio "handie-talkies will N l>a utilized. The large diversification of co=munications at the control room, j pb rmoota shutdovn panel, and working stations (spread throughout i t!O the plant) assure reliable coenunicationo between these locations CJ. under alPoperating conditions. p,.e. i.I The coex::unications systems conforn with applicable local codes, standards, ordinances, and Federal Comunications Commission [. regulations. These systems have a history of successful opera- . " ~ ' tion at existing plants and are in use daily which assures their .j availability. In addition, sound power, public address, and L,,. - radio /celephone are in separate raceways which assure their {J,,.. independance. Radio and telephone do share raceways and cables in some areas of the plant. i,. r..,

te

.Q!' aj-- Q '. w.w $il w 5I 4e- __,..,e-e. %g

? "A,, .n:1,n A if,. ~r t .w x p fh.m'. a M3,.h power sources to the various coc=unicationr. systems are ?g ;. R..h "- ultimately supplied from the divisional diesel generators and not shed during LOCA. They ;2re separately ~ fed as follows: ip/, i;9. Sound Power System - (Voice Operated) [ l l'3,u.s.. h:l7.'- Public Addrean System - Mixture of Division 16 2 Standby ' i i Lighcing Cabinets w i 4, Operations Radio System - Division 1 Motor Control Center F ['., Maintensnee Radio Sys tem - Division 2 Motor Control Center, t 4 Talaphone System - Nor=al supply is from a non-1E W MCC; e.anually operated owitch to ' f"- Division i MCC, ' b,. id l;'d, '. k.= ape ' t) p

%.e.

i 'h*L.: 9.., .m G e, b \\ g \\ r o s," l, } g. ~- S v ti .g j 81 ,a ff '( s y '{1 ?.), f.( _ * ?[ ( ).,p I re i g2 e i p,.- u s 9 U w =- i ,g..qt s > t.v. + . po. - s y II, kg @ ..4*'. ti.'i U "' TI WW d- {;i(UI

uit

...

4 4 :'r t ~. 9.' l > " 7 kk t o.4 i '4 4. y t s s y \\\\gl ( g 1 s. a 6 '.,i,,, \\ xs s,i p;. ., f - :,, 3 .Y ',%H {l- ^ g j i. e - J fi L\\ .g 4 ,.. ~ ' h {* : l';, '. m s,e C 4 97 b/Mb^..- ' ' m.~ ~? eQLV;d&,;G;4;:. W +W=%5 -")):':3; : Si m ' ' 2 u r; ?.,W ; e. 'n .?. ;&. ' p,s ~ y s

/ u. 040.23 s h}; _..., e

f. ~,..

Additional Response m A.. a) A fire within Clinton Power ' Station could occur any-

!'"f 5

• eres therefore, to identf fy all working stations on

'F the plant site where it may be necessary for plant j 3. t-personnel to coc=unicate with the control room or /' the seergency shutdown panel during and/or following il a fire is impractical. However, due to the approxi-mately 291 public address handset stations, 215 tele-

t phone stations, and 350 sound power jacks spread "handie talkie" plant and due to the many nortable throughout the

~; radios which will be carried by key t plan t personnel, we believe 'our design is so diver- 'y_ aified that the necessity for pl.snt personnel to 0. cocanunicate with the control room or emergency shut- }p;b., is met. down panel due to a fire anywhere within the station ' t" The following working stations on the plant site have been identLfied as locations where it may be necessary for plant ..k parisonnel to coecunicate with the control room or the emargency b ahutdovn wnel during and/or following transiant.s and/or acct-j dants in order to mitigate the consequences of the event and to attain a safe cold plant ohutdown t.'? 1) Auxiliary and Control Building Switchgear Floor Elevation 781. q'- - lP 41 vision 1, 2. 3, and 4 battery room. pas. 1. Division 1, 2, 3, and 4 inverters. p; f, . Division 1, 2, and 3 IE 4.16KV switchgear.

p. _

Turbine EHC Control Cabinet, ~ 2) Diesel Cenerator Building Elevation 737. k Division 1, 2, and 3 Diesel Generator Bays f". g.... 3) Auxiliary Building Basement Elevation 707, ww 'E RHR Puerp A Room. i.p', RHR' Pump B !!oom. RHR Pump C Room, mh., - RCIC P mp Room. s i M,h..,' 1.PCS Pump Roce. t a '!Ut S' 4); Fuel Building Basement Elevation 712. l %{A rp, HPCS Pump Room. .N bt--L ! \\ 's< h,,,. Y g -W. M -.q. . u-g s _, s SN d " ~ . Ig. * *-- s

• 4

'h kh f .)....

_ pp yy y ;y; 3 _ < ~

w

~ /, . b

F EE: J[*y.,.n: 0%O.23 t ... ;y...;:.L.. h .z.y.%:

CCf b haditional_3esoonae (Continued) pm' :.re, -

N WMiW 4 b) Due to the large number of noise sources located .@.f;';'~ within the station and because most, if not all, l.. surfaces will be reflective, it is difficult at l1l best to ascer:ain the maximum sound levels that could exist at each of the above identified working stations. However, for cccparison, the fo11cving

i L.

raasonable assumptions are mada: !l l 6 1) For the Auxiliary and Control Building Elevation j 781 working stations, the naximum aound levels ? q, should be less than that level encountered with-l in the RHR pump roces (90 daA). l r. t 2) For the Diesel Generator Bays, the maxir:rm 7, mound leve'. is expected to be less chan 115 dBA. U.' ' 364) For the Aux.iliary and Fuel Building Pump Rocca, the maximum sound level is expected to ba 90 dBA. L" " c) The types of co=r::unication systena availab10 at each j,Mf _ of the above wrking stations. is a2 follow 4: f'# 1) Diviaton 1. 2, 3, and 4 b_ateery . portable radio ]y and sound power (PA and telephone nearby). J 2) Division 1, 2, l...and. inverter - poruable radio pf;. and sound power (PA and telephone nearby). ww 3) Divisten 1. 2 and 31E 4 liKV_switchRear-PA, ,y-telephone, portable radio (sound power nearby). + Q.g,; 4) _lurbine EHC Cabinet - portable radio, PA, tele-phone (sound power nearby).

i. '.

E 5) Division 1. 2, and 3 Diesel Cenerator Bays- ~

p. _..

portable radio, PA, sound p5/er, telephone. FL. 6) _RMR. RCIC. 1.PC$. HPCS Pump Roems - Sound Power, e-AC. PA, Portable Radio. .! w. q,o..e U3>ei - d) As indlested in part (b), the expected maximum back-t f.,o ground noise levels for all working stations is 90 dBA except for the diesel generator bays, which is expected 4 to be less than 115 dBA, bCJ The sound power headsets are nomally usable in an IF environment of 110 dBC. However, specini headsets

g ' ^

are available for high noise areas ca pable of effec-jm#.. tive ccemunications up to 125 dBC. T1erefore, no P difficulty is expected at any working station utiliz- " k='? '- ing sound power to concunleate with the control room. vi.. - k. .s p f_ 1 t.

~_

tr, /

\\ =. g. q a e g !i

't :

e 5;1 040.23 .y.) l Z~ .g [ Additional Response (Continued) --j !I d ~4[ 2 [ Public Address Handsets are usable in an environ- )l i1 ment of 115 43A or less. However, PA he.dsets in ,.; "l j high noise areas are nkced in Burgess Day Acoustic-

l l

4) Booths which provide approxicately 16 d3 sound re-accion at 1000 HZ. Also, it is planned to use !b, J' double headset assemblies" on maintenanca channels 1 I ~ ~ *. . in high noise areas (where required).which provide %g I an additional sound rejection of 30 dB at 1000 H2. .M

c

+vm l Therefore, no difficulty la expected at any working ..J station utilizing PA to effectively coassunicat with the control roca. .:... "et .y j Headsets will be used with portable radios in high .83 noise levala which per:mit effective ccc:munication up %j, i to 115 d3. Should the need arise, a special headset _.. g i will be used which has double ear phones and a mouth fj; l cup. This headset allows effectiva coccunication up to 135 dB. To permit effective comunications utilizing tele-1 phone in high noise 2evels, transmit confidencers,' 3 i receiver amplifier, push-to-talk h4 dnets (which 9 Day Acoustic-Booths will be added se ce quired. gess .d silences the talk channel until ne . or Bur t u e) The connunication systems at the working stationa .J will be tested during pre-ops to assure adequate '4 comunications. Theresfter, these syetens will be ,.A. used frequently and any difficulty discovered duo yt; to background noise levels will be corrected by .3[ special sound attenuation equipment. f) The power sources to the comunications systesw are as given in the initial response to 040,23. k 3. g) Protective measures were incorporated into the de-Q sign of the comunication systems to assura a func. -~

i

~tionally operable onsite communication system i Sound power, public address and radio /talephone ..b

i are in separate raceways.

Sound power

radio,

....,,4 telephone and PA are all independent fr,om each other, f;'t$ and so desi ned that component failure or the severing .J; i 5 of. a communication line will only disable a ses11 q. l, i portion of~that particular communicatioa system. s> ~ u. Orn~ .., ', vph

• E-. "1 p.*, '. ' l

~ n i , 7-y ~; ~ nn w.u n ww ~

-l= $

^ 'zG T k $$: ^ ' h ;.

• - ~~

s l

o - m

l },ii,E"# [ l ),MP-040.24 afdentify tho vitcl croco end hazardouc crocs (0.5.3) thoro cmergoney lighting to noeded for cofo shut-

L.f '

down of the reactor and the evacuation of personnel e in the event of an accident. Tabulate the lighting system provided in your design to accomodate those areas so identified.' nyspcusz The location and use of plant lighting is listed in Table 1 attached and is also discussed below: TEGtptAL OPERATION @ proximately 87.5 percent of plant lighting is provided frcas I regular lighting panels. t Wroximately 10 percent of plant lighting is provided fecae atandby lighting panels f ren onsite power. "q 4 proximately 2.5 percent of plant lighting, (only upon loss of regular power) is provided from emergency d-c lighting N-panels. er 8AF3 SHtmxNN ~- Standb.y and d-c essergency lighting is provided for control roce oper at lon. " CRESS i Battsry packs are located throughout the plant to provide up to 8 hours of lighting for evacuation of personnel on loss of standby lighting power. e l. + / (' ( m .f.'

y +c c'T.' ~

• i TABT2 1 yi.:. so d'

LTGirrING SYSTEM '?AButATION i. l,,,. 'f2/E'_ s. - s '.' EMERGENCY 4..g' BATTERY NORMAL STANDBY EMERCENCY .f ;;, _ PACKS }' Plant Lighting Yes Yes Yes Yes %j Site Lighting Yes Mo* EO No . y' B;,- 119,cial Areaa ' t-e L Auz. Blog. - Elect. Swg e. ) (,, Ilce. 21. 781/-0* ) y,, y,, y, yo I;' ~ ', Control 3169

w..,.

p-Blact. 9w9r, Ras. Yes Yes No Ho '4 Main Control Ra. Yes Yes Yes Yes .i f-Stairs Adjacent to hs Elevatora Yes No Yes No V

d

k

r44n nouse e

BSW Pump Roca Yes Yes No Yes Fire Pump h Yes Mo No Yes s i l b' ' g h6 e L.

1..

,i - e - } d+- y, 1 Y. ('.d V:~ da: 3q,

• Security lighting is fed free onsite power.

~ .$IM )l'i w ^ eiendr em we h

] $Q %..- - ~. ?. t t: d*K oso.1o r Ll. ' t$2P' Er Additional Respons e p.~ Aa indicated in the revised response to 040.23, working stations have been identified at which it cay be necessary for !1;. f plant personnel to coc:municate with the control roco or the t-h., cetergency shutdcun panel during and/or following transients and/or accidents in order to taitigate the consequences of the ovsnt and to attain a safe cold plant shutdown. j These working stations are indicated below along with the y type of lighting available at each. j;. h } tote r 2) Standby = Lighting Cabinets (5LC) are fed frco .ti, IE MCC not shed during LOCA. l k' b) Emergency Lighting Cabinets (ELC) are fed L f ce IE D.C. MCC's not shed during I.OCA. r Ly c) Regular Lighting Cabinets (RLC) are fed f rom non-lE sources and may not be vail- {' able durin3 a transient or accident, n."h d) Battery Packs are tvo emergency light heads l p s'

ounced on a 6 volt nickel cadmium battery vith hv-an 3 hour rating.

These are fed from standby 7 lightind cabinets, if 1) Division 1, 2, 3, and 4 battery room 4 Fluorescent lighting fed from SLC 's Battery Pack fed frca $LC r r, F 2) Division 1, 2, and 4 inverters (- Fluorescent lighting fed from RLC fih. 3) Division 1. 2, and 3 lE. 4.16 KV switchgear [ Fluorescent lighting ied from SLC F: et 4) Turbine EHC Control Cabinet {;' Fluorescent lighting fed from SLC m Sc. $) Division 1, 2, and 3 Diesel Cenerator Bays C,. Fluorescent lighting fed from SLC P' Battery Pack fed from SLC C * *' D \\V s hic u 3 IN WRTT

• h.

raw sewr u.s ~ n a Tw Fw MC n m l( i= 4# g as o . oo y [

p 4.. ) ' y;g. 6,6, w e:...tdC.24 ' M'?.2 v.y(f.~- lV..,&- -i4 A&iittenal Response (Continued)

'"61?"'

Y0bh'~ '~ ~ l[; 6) RHR and RCIC Pump Rocns Mercury Vapor lighting fed fro:2 SLC I 7) LPCS Pu=p Rocca Incandescent lighting fed froct ELC Nercury Vapor lighting fed froc2 SLC s;. 8) HPCS Pu=p Rocca W Narcury Vapor lighting fed fro = SLC 4 Fluorescent lighting fed froen SLC ^ St. m e T) Sp.T Oc t w l a n g g, e

i F t. u c u s e c ~ r L o d H nn c Ft C fac ob SLC Ib

!,l' 4 ,f L' ' p 11 dos $cN, S ** * ** 's t c 5eetto -FO'~

Bir71is, fcitaco e-bhh

$ Nff fk k f f,

• j

'}

• f h, {O {N(

il 5t 6, i nt iwc eru c e,- ,;,y c

c..,,,, m

, m, n,,,, C' fSA $ t N NfL ACGuantD Th ncytts; $ggy f,,;,,. y $ g, g,,, y 4' h v f' s

• G a

I m ,,.m 1 -- 1

.~ i CPS-FSAR 430.136 The FSAR text a nd Table 3.2-1 sta tes that the (3.2) components and piping systems for the diesel gen-(9.5.4) erator auxiliaries (fuel oil system, cooling wa ter, (9.5.5) lubrica tion, air starting, and intake and combus-(9.5.6) tion system) that are mounted on the auxiliary skids (9.5.7) are designed seismic Category I and are ASME Section (9.5.8) III Class 3 quality. The engine mounted components and piping are designed and manufactured to DEMA standa rds, and are seismic Category I. This is not in accordance with Regulatory Guide 1.2F which requires the entire diesel genera tor auxilia ry systems be designed to ASME Section III Class 3 or Quality Group C. Provide the industry stan-dards that were used in the design, manufacture, and inspection of the engine mounted piping and components. Also show on the appropria te P&ID's where the Quality Group Classification changes from Quality Group C. REVISED RESPONSE The requirements for engine-mounted components and piping differ as to whether these components were designed, manu-factured, and inspected by Stewart & Stevenson (S&S), the engine generator assembler, and General Motor's Electromotive Division (GM-EMD), the engine manufacturer. Those components within GM-EMD scope are not designed, manufactured, and installed to the requirements of ASME Section II Class 3 or Quality Group C. GM-EMD has stated: "The design, manufacture and inspection of GM-EMD engine mounted piping and components are to EMD proven standards established through many years of experience in the building of diesel engines that are in service worldwide and in general FMD...eets or exceeds the industry standards." For the engine piping within GM-EMD's scope, the material, diameter, wall thickness design pressure, operating temperature, and support spacing have been reviewed. The piping stresses due to normal operating loads (pressure and temperature) and due to support reactions are less than 10% of the allowable material stresses per ANSI B31.1.

~_ (430.136 Co n t' d) 4 i Those components within S&S scope are designed, manufactured, and installed to the requirements of ASME Sectior. III, but without an "H" stamp. Stewart & Stevenson P&ID's are proprietary information, but a brief description will be given of the S&S installed 4 components and piping for each of the various diesel generator auxilia ry systems : 1. Cooling wa ter system: heat exchanger ("N" stamp) and piping to, but not including the thermostatic valve. 2. Fu el system: there are no S&S installed components or piping. 3. Lube oil system: there are no S&S installed components or piping. 4. Starting air system: from the DG skid inlet flange to the Y-type strainer before the starting solenoid valve is designed, built, and inspected to the intent of ASME Section III. 4 4

O Ls, p

SUBJECT:

Clinton Power Station Responses to NRC Power Systems Branch Questions / Concerns 1. Revised FSAR Questions and Responses: 040.22 040.46 040.56 040.63 040.40 040.47 040.57 040.64 040.41 040.50 040.60 040.66 040.43 040.54 040.61 040.44 040.55 040.62 2. The following Questions and Responses were closec as a result of the November 4-5, 1981 meeting. 040.19 040.36 040.48 040.72 '430.137 040.21 040.37 040.49 040.73 430.138 - 040.26 040.39 040.52 040.83 040.27 040.42 040.59 040.89 040.33 040.45 040.68 040.90 040.70 040.71 + h.m1 As a A y 3

u 4 ( 040.22' "The availability.on demand of an emergency diesel generator is dependent upon, among other things, the proper functioning of its controls and monitoring instrumentation. This equipment is generally panel mounted and in come instances the panels are mounted directly on the diesel generator skid. Major diesel engine damage isas occurred at same operating plants from vibration induced wear on skid mounted control and monitoring instrumentation. This sensitive instrumentation is not aw3e to withstand and function accurately for prolonged periods under continuous vibrational stresses normally encountered with internal combustion engines. Operation _of sensitive instrumentation under this environment rapidly deteriorates cal-ibration, accuracy and control signal output. "Therefore, except for sensors and other equipment that must be directly mounted on the engine are associated piping, the controls and monitoring instrumentation should be installed on a free standing floor mounted panel separate from the engine skids,'and located on a vibration free floor area.or equipped with vibration mounts. ( - or provide justification for noncompliance." " Confirm your compliance with the above requirement

RESPONSE

The diesel generator control devices, including relay contacts l for alarms and instruments which require setpoint calibrctions. i are located on a free-standing floor-mounted panel separate from the engine skids. The only instruments. located on_the2 engine skid. are the engine sensing devices and sensing device gaugen or the engine gauge panel,-which, except for the governor overspeed lockout, perform no-safety related function. Various owners, ~ [ (including Illinois Power Company) of Stewart and,Stevenson-L equipment are embarking in a testing program with Stewart and i Stevenson for qualification of Class IE electrical components to-IEEE 323-1974.. Non-lE instrumentation shall be shown by failure-analysis not to impact on the availability.of IE components. l The results of this' test in regard to vibration. analysis of L skid-mounted instrumentation.wil1~be provided.when1available. I Corrective actions that'are. required as.a resultuof the test j ' program analysis ~will.be implemented. (Refer lto 040.43): L s 'm '.QER. 8-3 2

~ j c 7 - {- ( 040.40 "Section 9.5.5 indicates that the function of ( 9. 5. 5) the diesel generator cooling water system is to dissipate the heat transferred through the:

1) engine water jacket, 2) lube oil cooler, and 3) engine air water coolers.

Provide infor-mation on the individual component heat removal rates (Btu /hr), flow.(lbs/hr) and temperature differential (*F) and the total heat removal rate required. Also provide the design margin (excess heat removal capacity) included in the design of major components and subsystems (SRP 9.5.5, Part III, Item 1).d

RESPONSE

The individual components for which detailed information is requested are integral parts of the diesel generator cooling water system as supplied by the diesel engine manufacturer. The engine manufacturer has designed the total cooling system, including these components, for adequate cooling under all conditions of operation, including overload. Revised Table 9.5-3 provides diesel generator cooling water system component data. Estimated engine heat rejection will be 35 Btu per minute per - horsepower produced. The heat cychanger on the diesel generator skid is an ASME Section III, Class 3 vessel designed to maintain an engine cooling water temperature of 190* F at full load at any ambient environment temperature. -The design operating pressure for the tubes and water boxes is 200 gsig. The inlet shutdown service water temperature range is 32 to 95 F. A fouling factor of 0.002 was used in the design of the heat exchanger tubes. Two percent of the tubes could be plugged without adversely affecting the cooling capability of-the cooling water heat exchanger. The heat exchanger is sized, when cican, to provide more than twice the required heat transfer rate to keep the engine cooled. The turbocharger after coolers are water to air heat exchangers. Their purpose is to increase the combustion air-density and improve fuel economy.

In-the event of+ tube failure,;it is anticipated that the-tube would be repaired, rather than plugged,.

or a substitute core be installed. The -lube oil cccler ic c:T t". o fin-tube. type construction, with the ecclirs ectcr inci(c the_ tubes.and ' the oil flowing over the tubec cnd fins. Two percent of the tubesfcould be' plugged,- vit't. no more timn four adjacent tubes -plugged,- without adverselyy

affecting heat exchanger efficiency.

-(See revised-Table 9.5-3). Q&R-[9-19' +. . w-

F c wwm;n '). ) 340 r 040.41 " Provide the results of a failure mode and effects ( (9.5.5) analysis to show that failure of'a piping connection between subsystems (engine water jacket, lube oil cooler, and engine air intercooler) does not 'cause total degradation of the diesel generator ~ cooling water system (SRP 9.5.5, Part III, Item la)."

RESPONSE

A failure analysis of the Division 1 and Division 2 diesel generator cooling water systems is given in new Table 9.5-8. Since there is no quantitative measurement guide in any regulations against which to measure a FM&E analysis, there is no way to accept or reject the results produced. The HPCS system meets the single failure criteria on a network basis as part of the ECCS system. There is no requirement for HPCS to withstand a single failure within itself. An FM&E analysis of any part within HPCS is equal to or less than a failure of the total system. Since the ECCS system is designed to meet the single failure of the total HPCS system, there is no need to do any FM&E analysis. Failure of HPCS in any mode does not affect any other ECCS system. The engine cooling water and lube oil systems are designed to operate as sealed cystems. It is therefore difficult to hypothesise about what effects water in the oil or oil in the water systems would cause. Generally, however, oil leakage (if it were to occur) into the water system would not be of undue concern. With a largsleak, or a small leak over a period of time, the oil would eventually reduce the efficicacy. of the water heat exchangers. Of course, many features of the engines would warn of this type leak and allow the on-duty operator to take action to preclude damage to the engine. Such warning devices include: the lube oil low level alarm, low pressure alarm, and high temperature alarm; the cooling water high temperature alarm; the cooling a water expansion tank sight glass (oil plateout would be visible on the glass); and cooling water expansion tank overflow (a sudden expansion of the water system would cause overflow on to the floor, which the operator would observe). Water to oil contamination is a much more severe concern. While sm Al( amounts of water in the oil, evenly dispersed, would not causelimmediateproblem, larger amounts, or slugs of water, would cause eventual failure of oil pumps and/or bearings of other engine components. A low point drain on the engine sump will be periodically opened to drain condensation and monitor for excess water contamination during diesel standby periods. The intent is to make all divisions of diesels as reliable as possible, however in the event of failure, divisional ba6kup will be available. (See revised Subsection 9.5.5.3 and new Table 9.5-8) Q&R 9-20 1

o o. 040.43 Describe the instrumentation, controls, sensors and (9.5.5) alarms provided for monitoring of the diesel engine cooling water system and describe their function. Discuss the testing necessary to maintain and assure a highly reliable instrumentation, controls, sensors, and alarm system, and where the alarms are annunciated. Identify the temperature, pressure, level, and flow (where applicable) sensors which alert the operator when these parameters exceed the ranges recommended by the engine manufacturer and describe what operator actions are required during alarm conditions to arevent harmful effects to the diesel engine. Discuss the systems interlocks provided (SRP 9.5.6. Part III, Item 1c).

RESPONSE

Subsection 9.5.5 deceribes the functions of the instrumentation, controls, sensors, and alarms provided for monitoring of the diesel engine cooling water system. Additional information in regard to the Division 3 diesel engine cooling water system is provided in NEDO 10905. Figure 9.5-3, sheet 5 and new sheet 6, show the signal flow and list in detail the instruments, sensors, and alarms used in the Division III system. The system interlock and testing necessary to maintain and assure the proper operation of D/G CWS are also described in Subsection 9.5.5. Information regarding Operator action, in case the operating parameters exceed the recommended ranges. is also provided in Subsection 9.5.5. Table 1 provides a listing of diesel engine instrumentation, including diesel engine cooling water. (See new sheet of Figure 9.5-3) .Q&R 9-22 u;

/.

. -:. - <. t 'D L ^e, ,3_. . TABLE 2 r .c.: r DIESEL ENGINE INSTRIIEENTATION ~ 't Division 1 and 2 s Instrument Maintenance 5 4 Number __ Punction. MCR Indication Test 7 equency 1PS-DG003A Air Receivern Cmpar. Cntl. Cmpar lA DG 1A Eng-AGB TES+ FRcoedcdCS 1PS-DG003B. ' Air,Recelycre. Press Lo 1H13-PB77 v'ia IPL 12JA NWS MOT YQ, Cmper 1A'DG 1A Eng ASB ,B Eg E STA M D - j 1PS-DG004A Air Receivers C:r:psr. Cntl. FoR. hL Cmpsr 2A DG 1B Eng CSD WSTRUM-W1 1PS-DG004B Air Receivera Press Lo 1H13-PB77 Via 1PL 127B Cmper 2A DG 1B Eng CSD MOT EXCEED dN6-1PS-DG005A Air Receivers Copar. Cntl. \\/ EAR _. Cmper 1B DG 1A Eng AGB 1PS-DG005B Air Receivera Press Lo lIll3-PB17 via 1PL 127A Cmpar 1B DG 1A Eng AGB 1PS-DG006A Air. Receivers Cmper. Cutl. Cmpsr 2B D310 Eng C&D 1PS-DG006B Air Receivers Press"Lo 1H13-PB77 via lPL 12JD Cmps: 2B DG 18 Eng C&D 1PI-DG034 Starting Air Prcas y Cmpar 1B DG 1A Eng A Starting Air Press F 1PI-DG03$ M Cmper 1A DG 1A Eng B O"- IPI~DG036 Starting Air Press Capar 2B DG 1B Eng C IPIODG037 '5taitirig ' Air 'Pidas ~ Cmpsr 2A DG.lB Eng D '4 mal 4 couTRot Roo A. m e 40e=***

• eonso oca

i ,[-f...y.. ' 9 ': c TABLE 1 (contid) p i

p. -^ ;:

3 t Instrum nt Maintenanco 4r i Nu'aber Functiog - MCR Indication Yest Prequency-l i IPI-DG031 Air Receiver Press ,l j Capsr IA DG 1A Eng A&B f IPI-DGO39 Air Receiver Press l Cmpsr 1B DG IA Eng A&B j ~ IPI-DG040 .' Air Receiver Press Cmpsr 2A DG '1B Eng C5D l LPI-DG041 Air Receiver Press Copsr 2B DG 1B Eng CSD IPI-DG160 starting Air Preas Cmpar 1A DG 1A Eng A i 1PI-DG161 Starting Air Press Capar 1B DG 1A Eng B IPI-DG162 Starting Air Press Cmpar 2A DG 1B Eng C 1PI-DG163 Starting Air Press Capar 2B DG 1B Eng D l g 1TS-DC011A Clg Temp fli DG 1A l Eng B Shutan ITS-DG011B C1g Temp Hi DC 1A lill3-P877 via IPL12JA l g Eng B j e ITS-DG012A C1g Temp Hi DG 1A y Eng A Shutan ITS-DG012B Cig Temp Ri DG 1A llI13 -P8" ' 'la IPL12JA w Eng A, e 1TS-DG013A C1g Temp Hi DG 1B l Eng D.Shutdn l F L ,_ _ aim : 6 E. " .u r

A. e f ' TABLE 1 (cont'd) ~~ V l Instra:::ent Maintenance & NLw:aber Punchi.cn" G R Indication Test Froquency l 1 ITS-DG013B Clg Temp Hi DG 1B lH13-PB77 via IPL12JB Eng D ) ITS-DG014A C1g Temp Hi DG 1B rats c Shutdn ITS-DG014B clg Temp Hi DG 1B lul3-P877 via IPL12JB ENG C ~ ITI-DG079 011 Coc ier Sply Temp DO 1A i Eng B l r-ITI-DG078 011 Cooler Sply Temp DG 1A Eng A l 1 l 1TI-DG081 011 Cooler Supply Temp DG 1B Eng D { 1TI-DG080 011 Cooler Sply Temp DG IB 8"U U 1TI-DG-083A Clg Temp.DG 1A Eng B / 3 1TI-DG083B c1g Temp DG 1A Eng B i, to ITI-DdOS2A Clg Temp DG 1A Eng A ITI-DQQB2p clg Tomp DC 1A Eng A W ITI-DG0854 Clg Temp DG 1B Eng'O l 0 i ITI-DG0858 clg Temp DG la Eng D .w f .s i ,.l.,._ p .;,.m:,= ~ u, m.,. u.:+... ; -, ;, = ..a.

.9 h TA3LE I (cont'd) 'I l Instr" ment Maintenance & i [ Number Function MCR Indication Test Frequency ITI-DG084A Clg Temp DG 1B Eng C h .F 1TI-DG0843 ^ Clg Temp DG 1B Eng C

• 1TS-DG087, Immersion Utr DG IA Eng B'-

e. -

1TS-DG086 Immersion Etr DG 1A Eng A p ITS-DG089 Immersion Etr DG ID Eng D e 1TS-DG088 Immersion Etr DG ID Eng C j. IPI-DG042 Fuel Sply DG LA ~ IPI-DG043 Fuel Sply DG 1A 1PI-DG044 Fuel Sply DG 1B 1PI-DG045 Puel Sply DG IB IPDS-DG047 Fuel Filter Restricted DG 1A lH13-P877 via 1PL12JA JPDS-DG046 Fuel Filter Restricted DG 1A lH13-F877 via IPL12JA I 1PDS-DG049 Fuel Filter Restricted DG 1B lill3-PB77 via IPL12JB !i ner 3 lPDS-DG048 Fuel Filter Rentricted DG 1B 1H13-P877 via 1PL12J3 a 1PDS-DG050 Lube Oil Filter Restricted lH13-PB77 via IPL12JA DG la ![ om o IPDS-DGOS1 Lube 011 Filter Restricted 1H13-P877 via IPL12JA DG 1A . :-a, .a 9,wt d:.. :. I

a 0 TABLE 1 (cont'd) Maintenance & Test Fremiency Instrusent Mca Indication Punction_ Numbc IPDS-DG052 Lube oil Filter Restricted 1R13-P877 Via LPL12JB DG 1B IIll3-PB77 via 1PL12JD 1PDS-DG053 Lube Oil Filter Restricted DG 1B IIll3-PB77 via IPL12JA ILS-DG054 Lo Oil Lvl DG 1A lH13-PB77 via 1PL12JA ILS-DG055 to Oil Lvl DG 1A t. 1I113-?877 via 1PL12JB LLS-DG055 Lo 011 Lvl DG 1B III13-P877 via 1PL12JB ILS-DG057 Lo 011 Lvl DG 1B LPI-DG058 011 Press DG 1A = IPI-DG059 Oil Press DG 1A IPI-DG060 011 Press DG 1B IPI-DG061 Oil Press DG 1B^ llIl3-P877 via IPL12JA 1PS-DG062A Lo Oil Press DG 1A 1PS-DG062B Lo Oil Press tG 1A m IH13-PB77 via 1PL12JA

r 011 Press Lkout DG 1A IPS-DG062C rt IH13-PB77 via IPL12JA vi IPS-DG063A Hi 011 Press DG 1A

^ IPS-DG0633 Ili 011 Press DG 1A O 1H13-PB77 via IPL12JA w IPS-DG0630 011 Press Lkont DG 1A i e ~ ,.,.,_s.. ..,...,.. ~., _,, ..v. 2..,,., .._s.. s 5 ,y.... ~ ...,,... ~...

e i ~ ~ [ TABLE 1 (cont'd) g. .s i Instrument Maintenanco &* Number Punction HCR Indication Test Frequency IPS-DG064A Lo Oil Press DG 1B IIll3-PB77 via IPL12JB i ~ LPS-DG064B Lo 011 Press DG 1B i IPS-DG064C Oil Press Lkout DG 1B IJ113-P877 via 1PL12JB i IPS-DG065A H1 011 Press DG 1B lill3-P877 via IPL12JB 1PS-DG065B Hi Oil Press DG 1B IPS-DG065C 011 Press Lkout DG 13-1H13-P877 via 1PL12JB ~ I '~ ITI-DG066 011 Clr Sply DG 1A l iTI-DG067 011 Clr Sply DG 1A 1TI-DG068 Oil Clr Sply DG 1B l ITI-DG069 Oil Clr Sply DG 1B l l ITI-DG070 011 Clr Dach'DG 1A. ITI-DG071 011 Clr Doch DG 1A i 1TI-DG072 011 Clr Dsch DG 1B

rjj ITI-DG073 011 Clr Dsch DG 1B n

1TS-D0074A 011. Temp Lo DG 1A ltIl3-P377 via IPL12JA j m k 1TS-DG074B 011 Temp Hi DG 1A 1H13-P877 via IPL1RJA w i 1TS-DG075A 011 Temp Lo DG 1A IH13-P877 via 1PL12JA i 1TS-Dc075B. Oil Temp 111 DG 1A-1H13-P877 via 1PL12JA 'W .. 7 ..,.a v t,... s. ....,w. ,.j:y,s.,g g...,7 4,g,. ;,,. -, ',, j. s 3..,. j $ I 3 1

s z. e .. o. ' TABLE 1 (cont'd)' I: Instrment Maintenanca & l Number Punction MCR Indication Test Frequency i 1TS-DG076A 011 Temp Lo DG 1A II!13-P877 via 1FL12JB l' ITS-DGG76B Oil Temp Lo DG 1A 1H13-P877 via 1PL12JB ITS-DG077A '011 Temp Lo DG IB lIf13-PB77 via 1PL12JB ITS-DG077B 011 Temp to DG la 11:13-P877 via 1PL12Ja IPS-DG122 Crankcace Press DG 1A IH13-P877 via IPL12JA l t IPS-DG123 Crankcase Press DG 1A IIll3-PB77 via 1PL12JA I IPS-DG124 Crankcase Press DG 1B IIll3-PB77 via 1PL12JD I IPS-DG125 Crankcase Press DG 1B IIll3-PB77 via 1PL12JB j 1PI-DG152 011 to Pilter DG 1A ~ l IPI-DG153 oil to Filter DG 1A f oil to Pilter DG 1B IPI+DG15.' IPI-DG155 011 to Filter DG 1B tn g ITI-DG156 Oil Clr Dsch DG 1A l w i rt 1TI-DG157 Oil Clr Dsch DG 1A f a ITI-D0158 011 Cir Dach DG in f 6 1 w 1TI-DG159 011 Clr Dach DG 1B 1PS-DG164 Turbo 011 Pinp Press DG 1A 11I13-P877 via IPL12JA 'IPS-DG165' 7, Turbo '011 Prnp Press DG 1A III13-P877 via IPL12JA L.,..~ ,..... g.. .~,...s

3 TABLE 1 (contid) I Inatruzent Maintenance & I Number Punctiori MCR Ir:dication ~ Test Frequency IPS-DG166 Turbo Oil Fmp Press DG 1B ,l!Il3-P877 via IPL12JB i IPS-DG157 Turbo 01). Pmp Press DG 1B 1H13-P877 via LPL12JB 1SI-DG146 TACH DG 1A 1SI-DG147 -TACH DG 1B [ i ITI-DG14 8 Xhat Temp DG 1A ITI-DG149 Xhst Ten 1p DG 1A p ITI-DG150 Xhst Temp DG is i l'rI-DG151 Xhst Tenp DG. la l~ u Division 3 g, Oil Pre'es. g3 S10 Lo Oil Press 1E22-9001 6 1H13-P877 [ Sll Hi Water Temp t Hi Water Temp 1E22-S001 & 1H13-PB77 l y S12 n j. - N s13 .Lo Air Press 1E22-S001 & lul3-P877 I S13A Lo Air Press ,1E22-S001 & IU13-P877 rs S14 Lo Oil Temp, 1322-S001 & lH13-P877 S16 Lo Water Level. Id22-S001 & Ull3-P077 S20. . Hi Crankcase Press lE22-S001 6 1H13-P877 l i ,~.m

m. s...

i l

?\\ l O .. TABLE 1 (cont'd) Instrument }!aintenance E g, _ Number Punction MCR Indication Test Prequency i S21 Hi 011 Te::rp ~ lE22-S001 & *1H13-PB77 i S23 Lo cool Water Press lE22-S001 & lH13-P877 I l 523A .Lo C.ool Water Presa. lE22-S001 & 1H13-P877 S35 Immersion Heater Cntl i S38 Air Capsr Cnti S41 Restricted Fuel Filter lE22-S001 & 1H13-P877 S42 Rastricted. Lube Oil Pilter lE22-S001 & lH13-P877 [ f S43 Fuel Press lE22-S001 & 1H13-P877 I S44 Puel Press IE22-5001 & 1H13-P877 SS2 Engine Heater Cnti i S53 Air Cmpsr Cnti S55 lo 011 Press lE22-5001 s 1H13-P877 l-M15 Tachometer m W e M16 Pyrometer L st w f O

c..

g I" i' [ ( ,G b ' J4 4 a5 %

• 4js C,-

~* d ..w* .. - = ,., J #;* N el ( - + 4 - # J,.-*~.*./42.d ' s.uw.'=s. ;.. 3 '. h b?- e a :. '.. - . (. ^ .. a,... m:. v. - d- <t {

t G ~ l 040.44 " Describe the provisions made in,the design (. (9.5.5) of the diesel engine cooling water system to assure that all components and piping are filled with water (SRP 9.5.5, Part III, Item 2)."

RESPONSE

The Diesel Generator Cooling Water system has a built in provision to assure all components and piping are completely filled with water by having two system high point vents, one coming off the manifold, and the other coming off the water side of the lube o.1 cooler. These high point vents are attached directly to the cooling water expansion tank to maintain the closed system. In addition there is a low positive pressure in the system from the engine driven water circulating pump, which helps drive out any entrap 3ed air in the system. The manufacturer has demonstrated througa long and extensive use of these engines, both in stationary power plants and in locomotives, the success of this type of system. The high point vents are of adequate size upon startup to remove air in the cross ^over manifold, above the expansion tank to prevent the air from reaching the circulating pumps and causing binding. Upon a cold start,1f any air is pushed out of the manifold, before it can be vented to the expansion tank, it will travel to the top of the lube oil cooler where a second vent line will vent to the expansion tank. The design of the cooler and its mounting configura-tion results in the air bubble being unable to travel to the discharge of the cooler and ultimately to the cooling water pumps. In the unlike: <ent that the crossovec manifold developes an air pocket prioc to a hot restart, and the water thermostat is now open, any air not vented from the manifold wiLL travel through the cooling water heat exchanger,before entering the lube-oil heat exchanger. Air entrapment in the cooling water heat exchanger is not possible due to its design and mounting configuration. Baffles, which sup3 ort the tubes are not attached to the shell side-of the exchanger, aut are part of the tube bundle. The exchanger is laid horizontal with the water intake and f[ischarge on opposite ends. Once the bubble clears the exchanger it Ufavel directly to the lube oil heat exchanger,vhose venting is described above. )N$p ML TOTAL Water thermostat failure upon startup lwould require nine chermostat x element failures on the 16 cylinder and four on the 12 cylinder engines. Failure of one or more elenants would cause the engine to exhibit higher water temperatures than normal. _Also, a:high water temperature alarm will sound an 200* F.. It is anticipated that-monthly.cngine testing would allow the determination of-30ssible thermostat failure ~Mr.intenance of the thermostat will ac done in accordance with GM-EHD recommendations. [Q&R~ 9-2'3:

040.46 "You state in Section 9.5.5.2 each diesel engine (9.5.5) cooling water system is provided with an expansion tank to provide for system expansion and'for venting air from the system. In addition to the items mentioned, the expansion tank is to provide for minor system leaks at pump shafts seals, valve stems and other components, and to maintain recuired NPSH on the system circulating pump. Provide the size of the expansion tank and location. Demonstrate by analysis that the expansion tank size will be adequate to maintain required pump NPSH and make-up water for seven days continuous operation of the diesel. engine at full rated load without make-up, or provide a seismic Category I, safety Class 3 make-up, water supply to the expansion tank."

RESPONSE

4 There is no coolant loss under normal conditions. Should a minor Icak occur, make-up water can be added;if the level in the expansica tank sight glass indicates the necessityj while the system is in operation. The expansion tank cap is vented and can be removed during operation of the diesel generator. Although the cooling water system is normally pressurized to 4 psig during operation, the level in the expansion tank will not change when the cap is removed and the coolant will continue to circulate through the system components. This condition has been verified by test during operation of the diesel generators. The veut lines from the crossover manifold and the lube oil heat exchanger to the expansion tank are.orificed to prevent excessive anounts of pressurized water from entering the tank while the cap is off and will therefore allow adequate refilling time. Additionally,.a low-expansion tank-level alarm is provided locaily on the diesel generator. control panel. Detection of system leak-age is accomplished'by increased frequency of low-expansion,-tank-Icvel annunciations. A diesel generator room common trouble alarm annunciates in the control room in the. event of a system. malfunction. During emergency and standby operation of the~ diesel generators, operations personnel will be stationed in the' diesel generator-building to. monitor and service the diesel generators. -r .Q&R 9-25

O (, 040.47 " Provide the source of power for the electric (9.5.5) jacket water heater. Provide electric heater characteristics, i.e., operating voltage, phase (s), frequency and kw output as applicable. Also provide sufficient information to justify that the thermo-syphon action of the engine cooling water will keep the lube oil as well as the engine block warm to enhance engine starting. Otherwise, provide a motor driven jacket water keep warm pump. Revise the FSAR accordingly."

RESPONSE

Each immersion heater is 15 kw, 460 vac, 3 phase, and'60 Hz and is fed from its associated Class lE motor control center. The jacket water heater flow causes a thermosiphon effect, drawing cooler water over the heater, and is set to turn on at 125* F and shut off at 155" F. The heat conduction from the water channels and the engine will keep the lube oil as well as the engine block. warm. Operating experience has demonstrated that a motor-driven jacket heating-water pump i is not necessary. ({, (See revised Subsection 9.5.5.2. end 040,48) i e 9 Y T 4 4 L {_ h r ,w-1 v.

t 040.50 (' " Describe the instrumentation, controls, sensors (9.5.6) and alarms provided for monitoring the diesel engine air starting system, and describe their function. Describe the testing necessary to maintain a highly reliable instrumentation, control, sensors and alarm system and where the alarms are annunciated. Identify the tem-perature, pressure and level sensors which alert the operator when these parameters exceed the ranges recommended by the engine manufacturer and describe any operator actions required during alarm conditions to prevent harmful effects to the diesel engine. Discuss system interlocks provided. Revise your FSAR accordingly (SRP 9.5.6, Part III, Item 1). "

RESPONSE

Subsection 9.5.6 describes the functions of the instrumentation, controls, sensors, and alarms provided for monitoring of the diesel engine air starting system. Additional information in regard to the Division 3 diesel engine air starting system is provided in NEDO 10905. Figure 9.5-4 gives the signal flow and lists the instruments, sensors, and alarms used in the system. The testing necessary to maintain and assure C the proper operation of the diesel engine air starting system is also described in subsection 9.5.6. There are no interlocks associated with the diesel engine air start system. Informa-tion regarding operator action, in case the operating psrameters exceed the recommended ranges is id secti 6 Table 1oftheresponsetoqu6strosr0$0.kdinSugesaTnjigg. 3 provl is ofdf.ceelengineinstrumentation,includingthediesel:en}gine air ctarting system. t c i + 4 6 0 Q&R 9-29 c: a

.,s t ,,g':"t s 5 040.54 .j "For the diesel engine lubrication system in Sectionl' ' (9.5.7) 9.5.7, provide the following information:

1) define =s i the temperature differentials, flow rate, and

i heat removal rate of the interface cooling system 'J i external to the engine and verify that these are s in accordance with recommendations of the engine s manufacturer; 2) discuss the measures that will be taken to maintain the required quality of the oil, including the inspection and replacement when oil quality is degraded; 3) describe the protective features (such as blowout panels) pro-vided to prevent unacceptable crankcase explosion and to mitigate the consequences of such an event; and 4) describe the capability for detection and 1 control of system leakage (SRP 9.5.7, Part II, \\' Items 8a, 8b, 8c, Part III, Item 1)."

RESPONSE

q,j J Part 1 - The diesel engine lube oil cooling system is part of the engine designed by the engine manufacturer. The. lube oil i; cooled by engine cooling water system which is also a part of the engine designed by the manufacturer. No external cooling is needed for the lube oil system. { ', (refer to 040.40) Part 2 - The lubricating oil will be sampled as indicated in Subsection 9.5.7.4. If the oil does not meet manufacturer's recommendations, the oil will be either purified or replaced. Part 3 - A crankcase pressure detector is provided to detect a change in the normally negetive crankcase pressure to a positive pressure. If the crankcase. pressure should become positive, the high crankcaso pressure ' alarm annunciates. The operator takes the approoriate action to rectify this condition. Engine blow out panels are also provided.- Part 4 - During the initial startup and periodic testing, the lube oil!. system,is visually checked for leaks. V N High lube. oil temperature,y low >1ube'o(1 leve1 A 'w s or low lube oil pressure could,beipartly/attri60tled_ - to lube oil; leakage.\\ partlyduetooillea)Excespiveoil.vsemaybeJis' checked durin] \\b N 4 5 N-LN age'. Thi.t '4i routine inspection. L'%' s 3,,d~' 7 F V, y \\ c ky. (refer to 040 41)' e a N. t e y v% ,, t. .c \\ ~ sg L i y yst. h. 'Y l, \\ 4 I x [ ' db ,; e4 v p g.; ~ C" ( ~t1A

gn. .. ' ' Vt

+9 '

• +

+ (1 m ' t, 4V 3 040.55 What measures have been taken to prevent entry of n ( 9,'. 5. 7 ). deleterious materials into the engine lubrication i F f-({ oil system due to operator error during recharging ~ i 's of lubricating oil or normal operation. (3RP 9.5.7, 2,,. Part III, Item lc). (.g l ' RESP 0tiSE n Entry of deliterious materials into the engine lubrication oil 'sy. Stem is precluded by providing administrately controlled access c 7, - 1rsto the diesel generator rooms. In addition, operators will receive training on and will exercise caution when recharging the lubricating oil system to prevent entry of deleterious materials. ' YN e, Th[enginesare equipped with emersion heater systems 'D< which include an additional circulation pump powered by an AC Q ^ hotor. 1*ittings on this pump allow oil to be supplied to 'l removed from,the engine without opening the strainer sump,or ,as would normally be required. To supply additional oil to the sump the operator will remove a pipe plug from the suction side 's [ of the pump, attach a short length of clean hose to the pump .and put the other end of the hose into a new drum of lube oil. / 3 'I Local control of the pump by the operator allows him to accurately ^ s '; control the amount of lube oil supplied to the engine. It is not anticipated that an in-line filter would be needed when filling an engine sump with new oil. Before the oil reaches the sump p (_h, it'most travel through an in-line strainer, the main lube oil filter, and the engine strainer sump. ^ ,1 - 't i ) '(See subsection 9.5.7.3) \\%- ~5 v (..' g'- .t. tg '( -j ~ 4 l v 4 s N y k( s W / s 1 i f / \\f c, A L 4 4Id,<. S. y 'l %n.! +... e-s me s? ) I MsAL .! ^

9.& - f r, 040.56 " Describe the instrumentation, controls, sensors (9.5.7) and alarms provided for monitoring the diesel engine f{v' lubrication oil system and describe their function. Describe the testing necessarr to maintain a highly reliable instrumentation, control, sensors and alarm as system and where the alarms are annunciated. Identify Qi the temperature, pressure and level sensors which alert the operator when these parameters exceed the ranges recommended by the engine manufacturer and ^, describe any operator action required during alarm conditions to prevent harmful effects to the diesel I engine. Discuss systems interlocks provided. Revise your FSAR accordingly (SRP 9.5.7, Par t III, Item 10)." ',.r'

1. ~

RESPONSE

L . PleaserefertoSubsections9.5.7.4and9.5.7fbfef11t$e f FEAR for the answer to this question. Also, T of f f response to question 040.43 provides a listing of diesel engine-instrumentation, including the diesel engine lubrication oil system. 4 6 r .') e ('f g i 4 / e 4 i ~ Jn 1

e 040.57 " Expand your description of the diesel engine lube .-( (9.5.T, oil system. The FSAR text should include a detail system description of what is shown on Figures 9.5.5 and 9.5.7. The FSAR text should also describe:

1) components and their function, 2) instrumentation, i

controls, sensors and alarms, and 3) a diesel generator starting sequence for a normal start and an emergency start. Revise your FSAR accordingly."

RESPONSE

The engine sump is monitored by a level switch and a pressure switch. The level switch is used for the low oil level alarm. The pressure switch is used for the high crankcase pressure alarm. Both alarms are on the local control panel j and the common trouble alarm in the main control room. The engine turbocharger is monitored by a pressure switch which alarms on low oil pressure. This alarm is on the local control panel and the common trouble alarm in the main control room. Additional information is given in Subsection 9.5.7.3, revised Subsection 9.5.7.5 and in the item listing of Figure 9.5-5. { (See revised Subsection 9.5.7.5 and 040.60) 0 4 1 2 T-s

- ~.. I" {- i 040.60 ~ "An emergency diesel generator unit in a nuc1:ar (9.5.7) power plant is normally in the ready standby' mode 3 .([ RSP ~ unless there is a loss of offsite power, an accident, or the diesel generator is under test. Long periods onstandbyhaveatendencytodrainoryearlyempty 4 the engine lube oil piping system. On an emergency start of the engine as much as 5 to 14 or more seconds may elapse from the start of cranking until full lube oil pressure is attained even though full engine speed is generally reached in about five seconds. With an essentially dry engine, the momentary 11ack of lubrication at the.various moving-parts may damage bearing surfaces producing inci'pient or-actual component failure with resultant equipment unavailability. 4 "The emergency condition of r_eadiness requires this r C equipment to attain full rated speed and enable automatic sequencing of electric load within ten i seconds. For this reason, and to improve upon the i availability of this equipment on-demand, it is necessary to establish as quickly as possible an 3 oil film in the wearing parts of the diesel engine. Lubricating oil is normally delivered to the engine wearing parts by one or more engine driven pump (s). During the starting cycle, the pump (s) accelerates-i slowly with the engine and may not supply the. required quantity of lubricating oil where needed-fast enough. j.( To remedy this condition, as a minimum, anLelectrically \\ driven lubricating oil pump ~,-powered from a reliable DC power supply, should be installed in the lube oil system to operate in parallel with-the engine 1 i driven main lube pump. The electric driven prelube' pump should operate only during the engine cranking I cycle or until satisfactory lube oil pressure is established in the engine main lube distribution header. t The. installation of'this;prelube: pump-should be coordinated with the respective engine manufacturer. Some ~ diesel-engines include a lube oil c'irculating pump as'an integral part of the'1ube oil; preheating,' system which is in use while.the diesel' engine is: L in the standby mode. _In. this case, 'an -additional 4 prelube oil pump may not be.needed.. " Confirm your compliance with the above requirement or provide your justification 1for not installing an electric prelube oil-pump." 1 ' (tk b l

RESPONSE

The: diesel aenerators have an electrictlu e oil circulatingipump. and a soak back1 pump in theLlube oilupre eating' system _which will' cir'ulate-oil during standby.operatiori.. MI-9644 isibeing ' evaluated' ~ c ['(; - prelube feature'is not1 installed priori oiplant start-upLthelengines' ~for-use at-the-Clinton Power, Station. In the. event lthat:an automatic < r t illibe manually-prelubedionce per week and prior tocanyimanual L .w start to' ensure adequate-disperaionLof lube oil:on alliengine1wearingb parts. v. -+. .en, b'

) 040.61 " Describe the' instrumentation, controls, sensors and (9.5.8). ( alarms provided in the design of the diesel engine combustion. air intake and exhaust system which alert the operator when parameters exceed ranges recommended by the engine manufacturer and describe any operator action required during alarm conditions to prevent harmful effects to the diesel engine. Discuss systems interlocks provided. Revise your FSAR accordingly (SRP 9.5.8, Part III, Items 1 and 4). "

RESPONSE

Subsection 9.5.8 describes-the functions of the instrumentation, controls, sensors, and alarms provided for monitoring of the ' diesel engine combustion air intake and exhaust system. Addi-tional information in regard to the Division 3. diesel engine combustion air intake and exhaust system is provided in NEDO 10905. There are no interlocks associated with the' combustion air intake and exhaust system. Figure 9.5-4 shows the signal flow and lists the instruments, sensors, and alarms used in the system. The testing necessary to maintain and assure the proper operation of diesel generator air intake and exhaust is also described in Subsection 9.5.8. Information regarding operator action, in case the operating parameters exceed the recommended ranges, is provided in SubseSt, ion 9.5.8. Table 1 of the response to question 040. a provides a listing -{ of diesel engine instrumentation, including the diesel engine combustion air intake and exhaust system. 4 e h e 9 T

= : " ' ::. ~ .040.62 Provide thee results of an analysis that demonstrates .) (9.5.8) that the function of your diesel engine air intake and exhaust system design will not be degraded to an extent which prevents developing full engine rated power or cause engine shutdown as a conse-quence of any meteorological or accident condition. Include in your discussion the potential and effect of fire extinguishing (gaseous) medium, recirculation of diesel combustion products, or other gases that may intentionally or accidentally be released on site, on the performance of the diesel generator e (SRP 9.5.8, Part III, Item 3). "

RESPONSE

The accidental releases of carbon dioxide from the 5-ton and <c .6-ton storage tanks located at the Clinton Power Station along 'the north exterior wall of the radwaste building were evaluated. using the instantaneous puff release model given in Re'ulatory g Guide 1.78. The analysis was based on a Pasquill F Stability ' Class. The effect of the building wake on the plume was. con-sidered per Regulatory Guides.l.24 and 1.78. The results indicate that the oxygen (0 ) concentration at the diesel 2 combustion air intake is greater than 18% 0 by volume; there-J fore, thedieselgeneratorwillnotbe"snu$ fed"intheevent () of an onsite release of CO2* 'The accidental release of hydrogen from the tank farm.was evaluated for 1 to 8 hydrogen storage cylinders' rupturing completely. The instantaneous puff release model given in Regulatory Guide 1.78 was used. The effect of the building. wake on the plume was also considered. The oxygen concentration at the. diesel combustion air intake will be at least-19.9% 0 by volume for an eight cylinder rupture. 2 Icing and show clogging of the diesel generator air intake louvers is not credible due to the 5-3/4 inch spacing between - the individual louvers. Recirculation of the diesel generator ' ' exhaust gases during an atmosphere temperature inversion is noh credible since the gas high temperature would cause rapid ~ . dispersion of the exhaust. Ice-and snow clogging of the exhaust silencers is not credible since an open drain is t ' vided to remove moisture from the muffler discharge line. ~ Additionally, ice buildup sufficient to exceed the diesel engine manufacturer's backpressure: limits would require ' throttling the.cxisting pipe internal diameter from approximately 35. inches to 5 inches. (Refer to 040.66)

'Eb L!O5A u' 4 e 040.62 () Provide the results of an analysis that demonstrates (9.5.8) that the function of your diesel engine air intake and exhaust system design will not be degraded to an extent which prevents developing full engine rated power or cause engine shutdown as a conse-quence of any meteorological or accident condition. Include in your discussion the potential and effect of fire extinguishing (gaseous) medium, recirculation of diesel combustion products, or other gases that may intentionally or accidentally be released on site, on the performance of the diesel generator (SRP 9.5.8, Part III, Item 3)."

RESPONSE

The accidental releases of carbon dioxide from the 5-tcn and 6-ton storage tanks located at the Clinton Power Station along the north exterior wall of the radwaste building were evaluated using the insta.ntaneous puff release model given in Regulatory Guide 1.78. The analysis was based on a Pasquill F Stability Class. The effect of the building wake on -the plutae was con-sidered per Regulatory Guides,1.24 and 1.78. The results indicate that the oxygen (0 ) concentration at the diesel 2 combustion air intake is greater than 18% 0 by volume; there-9 fore, the diesel generator will not be " snuffed" in the event () of an onsite release of CO ' 2 The accidental release of hydrogen from the tank farm was evaluated for 1. to 8 hydrogen storage cylinders rupturing completely. The instantaneous puff release model given in Regulatory Guide 1.78 was used. The effect of the building, wake on the plume was also considered. The oxygen concentration at the diesel combustion air intake will be at least 19.9% O by volume for an eight cylinder rupture. 2 Icing and show clogging of the diesel generator air intake louvers is not credible due to the 5-3/4 inch spacing between the individual louvers. Recirculation of the diesel generator exhaust gases during an atmosphere temperature inversion is not credible since the gas high temperature would cause rapid dispersion of the exhaust. Ice and snow clogging of the exhaust silencers is not credible since an open drain is pro-vided to remove moisture from the muffler discharge line. Additionally, ice buildup sufficient to exceed the diesel. engine manufacturer's backpressure limits would require throttling the' existing pipe internal diameter from approximately 36 inches to 5 inches. (Refer to G40.66) (;) S

,.~ o r 040.63 " Discuss the provisions made in your design of (,,,) (9.5.8) the diesel engine combustion air intake and exhaust system to prevent possible clogging, during standby and.in cperation, from abnormal climatic conditions (heavy rain, freezing rain, dust storms, ice and snow) that could prevent operation of the diesel generator on demand (SRP 9.5.8, Part III, Item 5). "

RESPONSE

The diesel generator air intake and piping is located within i the diesel generator building which affords protection from clogging due to rain, snow, sleet and ice. The diesel air intake filters are disposable fiberglass cell type, remove airborne dust or other particles, and prevent clogging of the air intake line. Additionally, the air intake filters are provided with " filter clogged" alarm devices. The diesel engine exhaust system is located within the diesel generator building, with the exception of the diesel engine exhaust silencer which is located on the building roof as shown on Figure 1.2-9. The exhaust piping upstream of the exhaust silencer is provided with an open drain to relieve any condensate which may collect due to rain or melting-snow and ice. (See revised Subsection 9.5.8.3. and revised response to Question 040.62.) i T 4 9 t t

e ^' ~ 040.64 "Show by analysis that a potential fire in the (. (9.5.8) diesel generator building together with a single failure of the fire protection system will not degrade the quality of the diesel combustion air so that the remaining diesel will be able to provide full rated power."

RESPONSE

The effect of the combustion of flammable materials in Zones D.3.3, D.3.5, and D.3.7 {as defined by the Clinton Fire Pro-tection Evaluation Report) located in the diesel generator building, combined with a failure of the fire protection system on diesel generator operation was evaluated. The analysis was based on the complete combustion of all flamnable materials in the zones as described with Clinton FPER. The results of the analysis, as shown below, indicate that suf-ficient oxygen ( 18%) in the combustion air to the diesels will prevent " snuffing" of the diesel generators: Oxygen Concentration in Air to Diesels Zone %O by Volume 2 D.3.3 19.1% D.3.5 19.9% D.3.7 19.9%- There are no deleterious effects from the initiation of the carbon dioxide fire suppression system in one diesel generator bay, the adjacent bays or any of the diesel generator air intake cubicles. Each diesel generator bay is enclosed within a 4 hr. fire rated enclosure. Penetrations are sealed to obtain a 3 hr. fire rating. All HVAC duct penetrations have a pair of 1-1/2 hr.- fire rated dampers. 1 It is not credible for the CO2 to migrate into the diesel air intake cubicle since CO2 is heavier than air. The CO2'would remain in the diesel generator bay and not rise to the diesel-air intake cubicles. Additionally,uit would requireffailure of 4 fire dampers to allow a CO2 circulation flow path. (_ ' Q&n 9-44

gs?

o o<.

040.66 "The diesel engine exhaust silencers and associated

f ',

(9.5.8) piping are located on the roof of the diesel generator-building, and are - exposed to tornado missiles. A tornado missile could damage all the diesel engine exhaust piping so that the exhaust systems for 4 all engines become restricted or blocked. This i is an unacceptable situation. In addition, Table 3.2-1 shows this portion of the system as non-scismic. If such failure modes could cause a loss to diesels, a seismic Category I, tornado 1 missile protected diesel engine exhaust, system should be provided."

RESPONSE

The horizontal portions of the diesel generator exhaust-pipes located exterior to the. missile wall will be exposed to horizontal tornado missiles and have not been designed to withstand these missiles. Damage to the diesel exhaust pipes from a tornado missile would result'in minor defer-mation of or severing of the exhaust pipe. The1 severing of, the exhaunt pipe would not affect' the operation of the diesel generator. Deformation of the' exhaust pipe could result in a decrease in the operational performance of the corres-i- ponding diesel generator. The spacing of the diesel exhaust 'f lines is greater than the longest credible tornado missile. ( A tornado missile traveling along a south - north-trajectory-could only damage a single exhaust line. A tornado missile traveling along an east - west trajectory would strike'the first exhaust pipe and would lose energy-or be deflected, so that damage to the remaining pipes would-not be expected.- In the unlikely event that a. tornado' missile crimps'the diesel generator exhaust line.sufficiently~to exceed the dieselfengine _back pressure requirements, a rupture' disk set at approximately - 0.5 psia lower than'the manufacturer's pressure limit is' - installed immediately next to the external' head fittingLon the [ diesel exhaust line. The location of the disk is shown on-g figures 1 oup 2, Anw'#sD. (See revised Subsection 9.5.8.3 and figures -i ead 2_ -).. 4 4 J Q&R. 9-46 A v g-q' r n = e-s +- en re -

F { x, {

4 !

) [; t 'j (3. N 99 3 %a Q .l t si!nei!@ $. o p i I 3 O o-es 7 1, ~ . yd

n i +l O ! ;

t c. .g i -x-r '*r m - 4 ! f. ! ! lI f )24 f;

=n +ng'@+

• 5 15!:p Y(

ll l'.I I h@f 3-- 1 y 9 i h . !!l I i G i 'Eu i !!!i d-ll s I E o " u 4 e a n W mi r;{r qp$Snisinij ['h"..

i' gj f;.

-o* s!i m i, r e 3 i c : r, g ig' Ha =g r f @) [ l v.: r J

g__t

~ h Q f-V f. nr--- e

^

r, ..-_y. b b.it.1 w!? e c, o-m_=h. 1 a:rc at

e.pl to i

yi, 1 ai '..1 fbg p ls 1 4 : Ajl? .{ yd rr n b t-- o r,, t

g {?.. g.

1. _., {H l @ u"y e 1,. y y ~ ~ / 4s G } a o i w i

o b

~~ YI ' I- - - ITh ! /;kjj Je [l _ ;w'1 l0 "6 Op'*1

ies

~ } g u r

I-i, l%[!

i$jj yy@igMM ii P l !dO s pj T#'. tg i l 1 .[ id g-po s_.. p u -a n gjp%s [. g s s i o i vA [h h r(.e l p HM - *'- o-tSt .fq= w w) mg n o

r Jp

p.F: q0, ql4 m,

Ta

+u 4m 4 N 3 4 e-1 l n. l-m g. Q ph. 'J e 4 1 5 ?$$ $ l{ 7 bh.(p{ g%j =f } er y9 _j a-

I

e o -.'t+n[.p,]- - - HH --t w p[l ) ri , 9',,' g ]: l I 1[ ti y, ,fo tj,s l [ i j ,r l.:i -m' - w g p I .tXi E: +44 2. e r-- - FD h[@ f g edl l b. Y 7w! l h [ jl +c I t g 1 M.,l 6 1 e T @R ,,,~[

• g g

.w. g.g g,, s ,. 3 g,,, g g y,, gy, g 0 0 U d e e u'd g h b tl ~ N hf

u 1

0 f ~ j. j t .3: l j .t ok &l 1 y

.D ~~ h ' a'e p ! ) [: r i l l .t i i ) ;.:1..D . p +g l i j d o' i !i ; ; a ; i i n MD;ip! a 0.- +

! ! ; *r 2

l I !

t' l i (.{ 8 4 f.i j M,2 3 'I l~ Q I i. I.j. 5 1!.2 2 8 a.2 , t i t t,! iiiil l i ! ! Wd; i h ! g i is ! n=s i O i' .b,9pinpi z en e ip x,: Q :: h =- E o b @a Y e

1. r 1 P s

(- 6i 1 3 1 I 8 8 i t. F,: ra r i F*.i F*! F*! F*. 's ' " m - ? 8 p tg 3 i 8 ijilbl lll (q l g E - A 5 e i @) c hv lv b f.' l$ Is 6 y of .1 3 8 9 d MIi et II t< 1 d hd 5d fd 34 iJ Id h' L. lL L L. L L L f i U l O e l f4 i r={! k,AW,i*. i, s I) 1-l I e i ty e Cq

i

+ t Ii.__i m "I y *' \\ (: =~ C Y' _.V l g G L-- ,--il- \\ f .X l_ }[-- 'l t-w 1 1 } , n s g $h( l j j Y l_i Mj i.Ij n i- _J x

c

.,jj E ^ = I t

g..

I_

_ya 13 g

J i i-a i c y' r.,.t x [J g_'{ = m -; [_-4 g t-c 3 1, th M .s g-s %., ;gY / /) 4:.0 ^ %. / ^ ,p o! e ? [ ~ 2 ~~ ~h I5 I { j$ 9 t[ _l d / N!, til b__ / a ~'ij ~ i dP l '1... Er i ( l -l11-l l C 3 !L tt n a i K F g; elc C 1, L is 1 -l ( ,1 J. O I p- \\ p> i f s oo j s I

n..

m g L g __. ' f ~i% 4.g l ,j r, 4 5 i / 4 T-1 i llI r d 'I 1 ~ 5-I g a i. ~ 5 3 ~ f j5 d l' d ' ^a H{ L L. L L. L L L frT~ l b 6 e}}