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LER 91-002-01:on 910118,engineering Evaluation Determined That Operation of Four Vital 120-volt Ac Buses,On Alternate Sources,Unsatisfactory.Caused by Failure to Update TS to Reflect Configuration.Inverter Sys replaced.W/930430 Ltr
	ML20044C933
Person / Time
Site:	Millstone
Issue date:	04/30/1993
From:	Deslandes K, Scace S; NORTHEAST NUCLEAR ENERGY CO., NORTHEAST UTILITIES
To:	; NRC OFFICE OF INFORMATION RESOURCES MANAGEMENT (IRM)
References
	LER-91-002-01, LER-91-2-1, MP-93-353, NUDOCS 9305140121
	Download: ML20044C933 (8)
	v • d • e

. 1 NORTHEAST imLITIES an-e =ce saen sueet. B-an conme=uem 3 N s N Y[a$ Ia' N t I [.e : cI[r>Un7 P.O. BOX 270

( 'y' t)$asISt NorveasteEb5c Nac,er Ene a companyvce$$cany HAATFORD. CONNECTICUT 06141-0270 (203 } 6E5-5000 April 30, 1993 MP-93-353 Re: 10CFR50.73(a)(2)(i)(B)

U.S. Nuclear Reculatorv Commission Document Control Desk Washington. D.C. 20555 '

Reference:

Facility Operating License No. DPR-65 Docket No. 50-336 ;

Licensee Event Report 91-002-01 l Gentlemen: .

e This letter forwards updated Licensee Event Report 91-002-01. l Very truly yours, t

NORTHEAST NUCLEAR ENERGY COMPANY

.M -

Stephebl . Scace mee i Vice President - Millstone Station -

SES KDD:dlr

Attachment:

LER 91-002-01 cc: T. T. Martin. Recion 1 Administrator

P. D. Swetland, Senior Resident Inspector, Millstone Unit Nos.1, 2 and 3 G. S. Vissing, NRC Project Manager, Millstone Unit No. 2 0 l}$

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urEusEE ;ONT Aci FoA T+s tER re, yyg TELEPMONE NUMBER f

w. A com i Keith D. Deslandes. Electrical Engmeer. Ext. 5521 2l0l3 4l4l7l~l1l7l9l1 l cOmE E oNE LNE FOR E AO% COMPONENT F AILURE DESCRSED N THtE REPORT !131 l 4

CAUSE SYSTEM COMPONENT cAUSE SYSTEM COMPONEN' 4

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SUR E VEN* Am REPORT EXPECTED dai MMD M W AR c PEc7r0 SUBM'SEION vES !!* Ws comove EXPECTEO SUBMSS'ON DATE! NO ! l l [

ABSTRACTt e tt: 14D0 soaces te . ap;remmatey Mteen see-space tweemer knest M6) f On January 15,1991 at 1330 hours0.0154 days 0.369 hours 0.0022 weeks 5.06065e-4 months with the plant at 1003 power and normal operation. the plant uas notified ;

of the results of an Engmeering Evaluation that had determmed that c>peration of the four sital 120 voh !

Ahernating Current (AC) buses on their abernate sources is unsatisfactory. The requirements for the four vital j AC buses are desenbed in Technical Specification Section 3.S.2.1. l 6

This is being reported as an operation or condition prohibited by the plant's Technical Specificanon at this time i because of a rensed mierpretation of Technical Specihcation requirements. Previous interpretanon of the ,

requirements of Section 3.5.2.1 was that n required the vital 120 voh buses be energized to be considered operable. Followmg the review of the Engmeering Evaluation, the determination was made that since the I ahernate sources of power for the utal 120 veh AC buces are non-vital, then operation of the unit with these j busses powered from ahernate sources for a period of ume longer than allowed by the action statement ,

(8 hours9.259259e-5 days 0.00222 hours 1.322751e-5 weeks 3.044e-6 months ) would make the busses moperable. j To avoid a recurrence, >pecific wntten instructions have been issued to inform the plant operating staff of the l revised mterpretation of Secuon 3.8.2.1 and of the requirements to enter the action statement if any of the four '

vital CO volt AC buses are powered from their ahernate sources. j In add: tion, the potential for similar conditions in other sections was reviewed. The review determined that f Section 3.S.2.3 which addresses Direct Current (DC) Distnbution and operation of the vital DC Batteries, Busses j and Battery Chargers, was also being interpreted non-conservauvely. This was due to the potential for using the j spare (swing) Battery Charger to power the vital facility 2 DC bus, even though this swing Charger is itself l powered from a vital facihty 14S0 voh AC bus. This specification does not address ahernate sources. ahhough l the swing Charger can be ahgned to power enher facihty DC bus. -i i

Changes to Section 3.S.2.1 of the Technical Specificauons, and modifications to the AC feed to the swing !

Charger are planned to provide the long term conecthe action for both conditions identified. I f

Similar Events: None geformas6 )

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I. Decenntmn of Event j On January 15,1%1. at 1330 hours0.0154 days 0.369 hours 0.0022 weeks 5.06065e-4 months with the plant at 1009 power and normal operation, the plant was i' notihed of the resuht of an Engineering Esaluauon that had determmed that operation of the four utal 120 voh Ahernaung Current (AC) buses on their ahernate sources is unsatisfactory for meeting the requirements of Technical Specificanons. The required ahgnment of these four utal 120 voh AC buses is Jescribed m Technical Specification Section 3.5.2.1 ;

This is bemg reported as an operation or condnion prchibited by the plant's Technical Specification at t this ume because of a rensed mterpretation of Technical Specif canon requnements. Prenous i mterpretation of the requirements of Section 3.6.2.1 was that it required the sital 120 voh buses be energized to be considered operable. Followmg the review of the Engmeermg Evaluauon. the

determinanon was made that smce the ahernate sources of power for the ntal 120 volt AC buses are i non-ntah then operation of the urut with these busses pouered from ahernate sources for a penod of time longer than alloued by the action statement (5 hours5.787037e-5 days 0.00139 hours 8.267196e-6 weeks 1.9025e-6 months ) would make the busses inoperable.

r To avoid a recurrence, specific uTitten instructions have been issued to inform the plant operating staff of the rensed mierpretation of Section 3.S.2.1 and of the requirements to enter the acuon statement if any ,

of the four nial 120 soh AC buses are powered from their alternate (ources.

In addinon, the potemia? Gr similar conditions in other sections was renewed. The review determmed that Secuon 3.5.2.3 whicn addresses Direct Current (DC) Distribut on and operation of the utal DC Battenes, Busses and Bauery Chargers, was a!so bemp mterpreted non-conservatnely. This was due to the potential for usmg the spare (swing) Battery Charger to power the vital facihty 2 DC bus, esen '

though this swing Charger is itself powered from a vital facihty 1480 voh AC bus. This specification does not address ahernate sources, althougB the swing Charger can be ahgned to power enher facilny DC bus though the use of a " Kirk Key" interlock. This could resuh in a loss of all Charger support due to a smgle failure, loss of the faci!ity 1 vhal 450 voh AC bus.

]L Cause of Esem The root cause of the mismterpretation of LCO 3.8.2.1 (A. C. Distnbution) is the failure to update the Technical Specihcations to reflect existing elecincal configuranons. The LCO in question was written when the 120 volt vna! AC system was comprised of four primary Inverters and two regulating transformers which were used as ahernate sources of power. The regulaung transformers were fed from vital 450 voh AC busses which can be fed from the emergency diesel generators. Thus the wording of the LCO. "a nial 120 veh bus shall be operaNe and supplied from a source of power other than the ;

diesel generator" corresponds to the original plant design (regulating transformers). Please refer to Figure 1.

The design of the ntal 120 voh AC sptem was changed in 1975 by replacing the regulating transformers, ,

as ahernate sources for facihty 1 and 2. with Inverters which are powered from the Turbme Battery.

Howeser, the Techrucal Specif cations LCO was not changed to incorporate the Turbine Battery as an I

.ahernate source of power. Thus, the interpretation was made that Inverters 5 and 6 were a primary source of power. Please refer to Figure 2.

Operating procedure OP 2345B does not allow 1merters 5 and 6 to supply the utal 120 voh AC bus as the same ume, since n was recognized that both Inverters 5 and 6 are supphed from the same source ;

(Turbme Battery) and hs failure would affect both facilities.

The root cause of the misinterpretation of LCO 3.S.2.3 (D.C. Distribution) is the failure to update the

~f echnical Specifications to reflect the potential for using the " Swing" Battery Charger to supply the Vnal facihty 2 D.C. bus. Since the " Swing" Charger is powered from the facihty 1 Vital 450 Voh A.C. bus, this abgnment could give the potential for a loss of all charger support on a facSty 1 Vital 450 Voh A.C. bus failure. Please refer to Figure 3.

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OF ol5{o{olol3l3l6 9l1 0l0l2 0l1 0l 3 0l7 TEXT m mye spac is rewee ss. Sonow me r m ase a A s; on UI Anah m of Etent The Technical Specihcation LCO interpretauon error is being reported, in recognition of the historical noncomphance based on our new mterpretation. pursuant to the requirements of paragraph 50.73 (a)(2)(iHB), which requires the reporting of any operauon prohibited by the plant's Technical Specihcanons.

During the operaung history of Millstone Unit 2 there was at least one time uhere Invener 5 (alternate power source for utal bus VA--10) was used to tupply the utal bus for extended penods of time. The Technical Specificati on LCO 3.5.2.1 was not entered dunng this period which requires the pnmary source of power to be repaired and supplying the utal 120 soh AC bus wnhm 8 hours9.259259e-5 days 0.00222 hours 1.322751e-5 weeks 3.044e-6 months or commence a shutdown.

In considermg the safety consequences of this event, the engineenng evaluauon considered each electncal hne-up of the utal 120 veh AC system. Each conhguranon was evaluated for single failure concurrent with a Loss of Normal Power (LNPL Each elecincal conhgurauon, except for one, would have generated a reactor tnp concurrent with an automauc safeguards actuation signah The exception was the -

electrical conhguration where Inveners 5 and 6, which have a common supply (Turbine Battery), were supphng vital busses VA-10 and VA-20 respectisely, due to failures of imerters 1 and 2, and the Turbine Battery failed. The loss of power would cause a Reactor inp. The Engineered Safety Actuation System (ESAS) would lose the abihty to automatically stan safety equipment which mcludes the abihty to stan and load the Emergency Diesel Generators automatically. due to the loss of 120 voh AC power to both actuauon cabmets. In addition the Pressure Operated Rebei Yahes (PORV's) would open depressurizmg the primary system.

Historical records have shown that invener 5 and imener 6 hase never supplied the vital busses at the same time and is in fact prohibited by Operating Procedure OP 2345B. Therefore, the electrical configuration which could cause the disabhng of the automatic features of the ESAS, was never used as an operational electrical hne-up.

The D.C. distnbuuon system has been aligned where the facility I and swing Battery Chargers were supphng the two Battery busses. The Technical Specification LCO 3.8.2.3 was not entered during these periods, which requires the facihty 2 Battery Charger to be returned to service m 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months or commence a shutdown. Houerer, during most mstances, the facihty 2 Battery Charger was available and could have been abpned immediately. If all Battery Charger support was lost the Battery busses have the capabihty of maintaming normal and emergency DC loads for 6 hours6.944444e-5 days 0.00167 hours 9.920635e-6 weeks 2.283e-6 months without Charger support.

It should also be noted that . Millstone Unit 2 has never experienced a failure of a vital 460 volt AC bus, cable or a load center ciremt breaker.

There were no detrimental equipment effects resulting from the mcorrect interpretation of the Technical Specification LCO's.

IV. Corrective Action immediate corrective action was taken to estabbsh night orders which direct all operatmg shifts to enter the action statement for LCO 3.8.2.1 whenever an alternate source of power is suppling a vital 120 voh AC bus, and to enter the action statement for LCO 3.8.2.3 If the swing Battery Charper is suppling the facility 2 Battery bus.

A Technical Specification change request to revise the ume hmits for most backup power supp!y conf gurations within the action statement of LCO 3.S.2.1, will be submnted.

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Durmg the 1092 refuel outage fSteam Generator replacement), the complete Irnerter system was replaced wnh state of the art inserters. The replacemem of the Inverters should further improve the rehabihty of the nial 120 veh AC system Also. durmg the 1992 refuel outage. the "B" Battery Charger was teplaced unh one wh:ch has tuo independent sections. Each section can supph 400 amps and can operate mdependently or together, shanng the load. without a battery connected.

i The mstalianon of the new A" ar.d "C" (su mp; Bauery Chargers is scheduled to be completed during l the 1%4 refuel outage. The mstalianon was deferred to 1094 due to material and nme constramis.

Only one neu Bauer) Charger was aradable in ume f or mstallation. and the "B" ;,osnion was the best chose, since a single secuan fa: lure would force the unn imo shutdown. The old Bauery Chargers were tuo 400 amp unas connected together. and could not operate independently, or unhout a bauery connected. Two 400 amp unns capable of independent operanon. and which can meet all charging ,

requuemems, wdl pronde mcreated rehabiht) .

The newly de signed Bauer) Chargers from Cybrex provide a tuo section Charger umt. Each section can be fuuy mdependent of the other. h can also be shown that one single secuon is capable of providmg all DC bus reqwrements so for all charger features, except loss of 450 vehs AC, the two section unit creates an msta!!ed spare for each of the three Charger umit The addnian of an citernate 450 volt AC feed to the swing "C" Battery Charger was reneued and found to be extremely expentise to implement.

wnh s ery latie mcrease m rehabiht) or safety. Therefore, this concept has been abandoned.

Operator traming has been updated to reflect the dif ferem interpretanon of LCO 3.5.2.1 (A.C. ,

D:stnbution) and LCO 3.E.2.3 (D.C. Dstnbunon). Operators base also been tramed on the hmited use ,

of the swmg Battery Charger.

I Operatmg procedure OP 2345B has been changed to reflect the reused interpretation of the utal 120 soh AC sy stem.

V. Ad9inrM information .

Simdar LER's: none ,

Ell 5 Code idenuf ert -

1. ES AS - JE-XC-C560

2. Battery Chargers - EJ-BYC-P319

3. Inveners - EF-L JX- 5250 I 4. Bat:ery Buues - EJ-BU-GO52

5. 4160 sah vital busses - EB-BU-GOE2

6. 4E0 and 120 soh vnal busses - ED-BU-GO52 7 450 soh vnal breakers - ED-52-GOS2 l

1

8. 480 soh vital cab!c - ED-CBI -A35 5 l l

9. Regulating Transformers - EL-XFMR-5244 '

10. Turbme Bauerv - EJ-BTRY-C173 i

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i Pouer for VR11 Power for VR21 is from Diesel is from Diesel Generator Bus Generator Bas i wJJJJ ~'t_1 1_1_1_1 f _

VR11 1 - VR21 l I T I Th l JT'T {TA ESA5 Static VA {

Sensor g,3tje Aj j ~

f Switch Cabmet (SC) Switch N7 g j 30 l Nf' l 120VAC L

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VA30 & VA40 provides E INV pouer to one sensor INV !

3 Channe! C cabmet of the ESAS, a Channel D !

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Staue Switch N{ l VA

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^T -1 2 ^*'uati n Cabinet (AC) 31, tic se v3 p SC ;

Switch A<J 20 p AC .

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VA10 & VA20 provides 3 ;

I I VR11 Power to one sensor . -t 12 3 3 3 7 1 gy 3 77 7 cabmet and one actuauon -

cabmet of the ESAS, i I -} -

l They also provide power _a 1 1 1 1 1 t, j prom Diesel to one channel of the RPS. t ,

Generator Bus From Diesel l Generator Bus l t

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Power for VR11 is from Diesel !

2s from Diesel Generator Bus !

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/YrYYri. ESAS ESAS Sensor Static ^4 - 1 VA Cabmet (SC) Stauc ^d VA - SC Swnch /l 30 Switch g( 40 120VAC VA30 & VA40 prondes r 3 power to one sensor l 120VAC <

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cabmet of the ESA5. RPS 3gy RPS and one channel of INg, 3 Channel C the RPS Channel D 4

L ' L j 125VDC i 2 25VDC o

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- Actuauon Cabmet (AC) ': 3,a ^ VA Swnch Ae 10 20 - AC l

RPS r 3 F T Channel A RPS Channel B INV INV 5 6 TURBINE ( ;

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6 I

NRC Form St>6 15-69)

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ML20044C933

Text

Reference:

Attachment:

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