ML20062M390

Forwards Responses to 820603 Questions Re Station Electric Distribution Sys Voltage Study.Installation of Second Startup Transformer Will Provide Flexible & Reliable Distribution Sys

ML20062M390
Person / Time
Site:	Prairie Island
Issue date:	08/17/1982
From:	Musolf D NORTHERN STATES POWER CO.
To:	Office of Nuclear Reactor Regulation
References
NUDOCS 8208200084
Download: ML20062M390 (20)

Text

,

'I Northem States Power Company 414 N.conet Man M.nne*pous. Minnewta 55401 TeMonone 1612) 330 5500 August 17, 1982 Director Office of Nuclear Reactor Regulation U S Nuclear Regulatory Commission Washington, DC 20555 .

PRAIRIE ISLAND NUCLEAR GENERATING FLANT Docket Nos. 50-282 License Nos. DPR-42 50-306 DPR-60 Additional Information Related to Station Electric Distribution System Voltage Study On June 3, 1982 our NRC Project Manager in the Division of Licensing trans-mitted to us seven additional questions related to our July 17, 1981 Station Voltage Distribution System Voltage Study and our April 13, 1982 submittal of additional information. The purpose of this letter is to provide responses to the June 3, 1982 questions.

Responses to the seven items contained in the June 3, 1982 request are attached.

Please contact us if you have any questions related to the information we have provided.

As noted in the attached responses, we believe we have resolved all NRC Staff questions concerning adequacy of station auxiliary distribution system volt-ages at Prairie Island. Installation of a second startup transformer during 1982 will provide a distribution system which is extremely flexible and l reliable. Additional modifications to the CT11 source are under study to l permit extended outages of the IR/No. 10 source.

u*

l David Musolf Manager Nuclear Support Services Q/[

DM>t/bd cc: Regional Administrator-III NRR Project Manager, NRC l NRC Resident Inspector G Charnoff Attachment l

8208200084 820817 PDR ADOCK 05000282PDR p

1 Director of NRR August 17, 1982 Attachment Response to Request for Additional Information Prairie Island Nuclear Generating Plant, Units 1 and 2 June 2, 1982

1. Please submit a one-line diagram showing the feeders for transformer I 2R and the buses it is energizing.

I Response r See attached Figure 1. j i  :

j 2. Following the installation of transformer 2R, what will be the preferred -

source for bus 16 and bus 267 What will be the alternate source for bus

• 15, bus 25, and bus 267 Could there be more than one alternate source?

If so, would transfer to a second alternate source' be automatic?

Response

, Preferred 1st Alt 2nd Alt Cther Bus No. Source Source '

Source Source 15 1R Bus tie to 26 -

IM i 16 1R CT11 Bus tie to 25 -

25 2R Bus tie to 16 - -

[

26 2R CT12 Bus tie to 15 -

[

I Buses 16 and 26 will have two alternate sources. Transfer will be auto- I matic. Supply from 1R or 2R will be by manual transfer only for these  ;

buses. ,

It should be noted that no changes to the basic voltage restoring scheme have been made.

3. The analysis submitted in Ref. 2 indicates that when transformer 10 is down

certain conditions are required for the Spring Creek Line to be an adequate

! source. Is the transfer to the Spring Creek Line automatic. If so, LCO's should be submitted for use of the Spring Creek Line or transformer 1R should not be considered a preferred source when . transformer 10 is down. t i Please provide the required LCO's or the'necessary circuit changes that '

will prevent transformer 1R from being a preferred source when it is on aa inadequate source.

~

Response

Prairie Island Technical Specification 3.7 (attached) does not require the operability of any specific offsite source. , Specification 3.7 does ~

require, however, two'offsite power sources with a permissible period of inoperability of up to seven days for one of these sources. The Basis section discusses specific sources available to meet. these requirements.

We do not consider a source operable in the sense of Specification 3.7 unless it can. provide adequate voltage for safeguards loads. ,It-would be extremely difficult to write a Technical Specification: covering all:

possible plant operating conditions and substations equipment outages.

Director of NRR August 17, 1982 Attachment When the plant offsite sources are not in their normal configuration due to plant or substation equipment outages, an evaluation must be

done to confirm that the requirements of the Technical Specifications are met or what actions are necessary (e.g. shut down one unit and back feed through the main generator transformer) to assure that two adequate of fsite sources are available to each operating unit.

4. The analysis of Ref. 2, Table 11 indicates that some 480-volt notors could he starting at 73% of nameplate voltage. Itave tests been con-ducted to show that these motors will start at the degraded value?

Provide the results of these tests or provide the manufacturer's motor curves. What is the service factor of the motors that will be operated below nameplate rating? Table 11 also indicates that .the voltages could i drop to 70% of 480 volts on bus 120. Page 2 of Rev. 4 states that the maximum drop out voltage for motor starters is 340 volts or 71% of 480 volts. Verify that this difference will not cause the possibility of a motor starter spuriously dropping out.

Response

At 70% (case b) credit is taken for reaching breakdown torque on the motor only in three cases:

1) Air compressor

2) Fan Coil Unit (FCU)

3) Control Room (CR) Chiller The Compressor and CR Chiller are unloaded during starting. The FCU has a maximum accident load of 25 llP or 150 ft-lbs. The FCU motor has break-down torque of 900 Ft-lbs. Based on starting circuit design and manufac-ture's data, these are capable of starting.with 50% voltage. Refer to the attached data sheet and curves.

At 77.3% ( case c) voltage the general purpose motors are capable of starting and reaching breakdown torque. This is based on the attached " Standard Specification" and starting time data. These calculations were based on loads equal to motor nameplate. Ampere readings have shown that the motors are generally overs tzed for their appitcation, especially the motor valves. During the Integrated SI. Test the bus voltage dips below 77% and has never caused a problem with equipment overloading.

Director of NRR August 17, 1982 Attachment Table 11 was originally calculated using the " Transformer wit h load sequencing" computer program. Cases "b" thru "d" have been re-analyzed using the " Transformer with dynamic load" computer program. Case "b" corresponds to TIM = 0 and case "d" corresponds to TIM = 18.4 sec.

This dynamic analysis shows that these motors are capable of starting under these conditions. Starting time and currents are in-dicated on the attached computer print outs. We have no way of testing installed equipment with low voltage and manufacturing data is not avail-able.

The motors have class B thsulation with S.P. = 1.15.

Drop out of a starter at point "b" is not a concern since the condition is temporary, and the S signal will restart the equipment.

It may be helpful to recall that the original analysis results presented in Tables 9,10, and 11 of Reference (2) were based on the 4160 volt buses at 88%. This was done because the undervoltage protection logic setpoint could conceivable be as low as 90% (nominal setting) - 27.

(allowable deviation). This was an extremely conservative assumption since the analysis showed that 4160 volt bus voltage would not fall below 92% in steady state (again with the extremely conservative assumptions of an accident ,in one unit, a trip of the other unit, and the 345 KV bus at 1007. - a grid condition which has happened perhaps once or twice in the last ten years).

For purposes of this question, the 480 volt load voltage calculations have been repeated assuming 4160 volt bus voltage of 92%. Copies of Tables 9 and 10 with the new voltage calculations are attached.

Results indicate Bus 120 at 87.5%. (instead of 83.3%) and all motors with greater than 89% of nameplate voltage available.

As noted in earlier correspondence, 4160 volt bus voltage is monitored by computer alarms set at 92%.

Director of NRR August 17, 1982 Attachment

5. Ref. 2 refers to the use of Interposing relays. Please expand on how the interposing relays function in the circuitry.

Response

Refer to Figure 2. The interposing relay reduces the current (and resulting losses) in control wiring.

6. Ref. 3, Page 3, Item 5, provided " test verifications." These verifications were based on actual meter deflection versus computed meter deflection for a change of load. To verify actual calculation, a measurement of the~ bus voltares with the buses loaded to at least 30% of all full load needs to be compared with the calculated values for that loading for both steady state transient conditions. ,

Response >

The load changes on the huses were greater than 30% of full load. The technique used achieved greater accuracy and greater control of variables '

contributing to error. Refer to Table 3 on page 19.

4 Low Load lleavy Load Test Condition Test Conditiont in t . 3 In 10. 2 FN g CT11 1.7 FM 9. 7 FM .,

CT12 0.7 FM 9. 8 }H s

~

, i- ; ,' ; '

The base case noted in Table 3 was a lighly loaded condition prf oV:to the ,

test. Results indicate good agreement between measured and computed voltages.

7-3 ,

For the IR testing, 4160 v measured voltages were for all practical purposes the voltages on the safeguards buses (bus duct losses 'are negligable under these conditions). For the CT-11-and CT-12 testing, ,

the voltages are those on the cooling tower buses and the test did noti i fully confirm all elements of .the model down to the 4160 v buses . .l 3 (feeders from the cooling tower substation to the plant buses "1 / .

and not taken into account). 'However , _the SI pump start testing that was conducted (page 4 of reference 3) confirms modeling down to the 4160. v bus level (CT-11 was the source for the '

SI pump start tests - this is oar weakest source).

' N r

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1 Director of NRR August 17, 1982 Attachment

7. Ref. 3, Page 3, Item 3.c mentions bus CTil circuitry modifications.

Under what conditions will the modifications be imposed (under all conditions, under certain conditions, or under SI conditions, etc.)?

Please provide additional details for these modifications.

Response

The auto transfer of Bus CT12 to Bus CT11 on undervoltage was defeated (under all plant conditions) at the end of the last Unit 2 refueling outage. No actual modification work was required since this was accom-plished through control switches and equipment control tags. This prevents overloading of the CT11 source.

Other plant modifications are now being considered which would permit CTil to be an adequate source under accident conditions for both cooling tower buses. This modification would provide additional plant flexibility for removing 1R or No. 10 transformer from service for extended periods of time since CTll would be a fully adequate source for two units (along with 2R).

Note that this modification is not needed to assure adequate station dis-tribution system voltages at the safeguards buses unless one of the other sources (IR, 2R, or CT12) is unavailable for more than seven days.

Alternatives now being considered include a larger CT-1 transformer or load shedding circuitry which would remove the cooling tower loads (if running) prior to closing the cooling tower bus tie breaker on loss of voltage to CT-12. A decision will be made in 1982 concerning this mod-ification. Upon adoption of one of these modifications, the automatic transfer of CT12 to CTil will be reinstated.

References:

REF. 1: NRC Ceneric Letter to All Power Reactor Licensees, dated August 8, 1979 REF. 2: Northern States Power Company letter (L 0 Mayer) i to the NRC (Director of Nuclear Reactor Regulation),

l dated July 17, 1981 REF. 3: Northern States Power Company letter (L 'O 'Mayer) to the NRC (Director of Nuclear Reactor Regulation),

dated April 13, 1982 REF. 4: Northern States Power Company letter (L 0 Mayer)

! to the NRC (Director of Nuclear Reactor Regulation) l dated November 20, 1981 l

l

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TEMPERATURE TEST DATA G.O. MP76141-AR67 546-G XH-91326-VN S.O. 70C63535 449T RCFC MOTOR fiSP-RCMOCF-03 1800 RPM 900 RPM 63 HP 76 HP 86.2 HP 25 HP 15.3 HP Amps 73 86.4 97 67.2 62.7 KW Input 50.2 60.8 69.3 20.3 12.8 KW Loss 3.214 4.124 5.004 1.814 1.520 Stator T/C 1 56 64 70.5 60.5 55 2 54 61 67 58 53 3 54 61 67 57.5 52.5

('C) 4 53 59 65.5 57 52 5 56 63 70 60.5 55 6- 53 60 65.5 57 52 F. B rg. 29.5 29.5 30 26.5 25.5 i

R. Cr9 35.5 37 39 35 32.5 Air In 27 27 27 24.5 24 Air Out 36.5 38.5 40.5 36.5 34 Amb. Air 28 28 28.5 26 25 Frame Fr. 33 34 35.5 32 30 Frame Rr. 36.5 33.5 40.5 37.5 35 Cu Rise T/C 26 33 39 33 28 Cu Rise Res. 23.5 29.5 35 30.5 26.5 Air Rise 9.5 11.5 13.5 12 10 d '$

L. J. Krawczyk etm 12/28/70 l

i Table 1 - Fan Coil Unit Data l l i

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Table 2 480V Motor Starting (contd)

-3 L. _ _ _ ._ ._ ._.

C > To CT-12 BUI 345 KV BUS 2

\ N.O. NO. 10

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Figure 1 Bus Configuration With Courpletion of 2R Installation l

1 I FUSE g e

i W l

~ START

-- IR , , SIGNAL' I 480 V --

'76 l )DCONTROL .

FIELD.

TRANSFOR}ER I IR CONTACT l CONTACTO(IV i

l i '

t I t__ _ ___ _ _ __ ._ _ _ _ _ J MCC CELL t

'. Figure 2 Interposing Relay.(IR) Circuit.

W ESTIN G H OU S E ELECTRIC C OR POR A TION n.M. -

L CURVE NO.

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• _

CURVE NO.

cc8339

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, CURUE NO. Nr

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SIGNATURif '

• b ' I " e b DATEIM O ~M CURVE NO. 59397 Figure 4 Fan Coil Unit Speed-Torque Data Q1LUCitVion; Utlic. atd :n ** '

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STM;DAltD Sri .;lFICATIO:s

}Ud ALTEIC;ATI!;C CUiUE iT E010HS SQUlluEL CACE TYPE FULL VOLTAGE STAHrillC 1.0 ALTEPJIATl!!C CURRDir !*0T035

.1 All cotora and tests applied thereto shall conf oru to this Stand.ard Svei:ication and, unleus othetuiue otated herein, to the applicable USAS, I;DtA and iLLC Standard:

.2 tiotors chall be f ully rated to fit the driven load within their na:.epla:c ratings and their service factor shall be applied only with the specific consent of th.:

Enginecr.

.3 I:otors chall be squirrel cage induction t.:otors designed for full voltag ? stasting '

and chall be capable of continuously delivering their rated hor.;epower within safe temperature 11mitu when the supply voltage is varied plua or minus tcn percent .

4 liotors at up to and includiur, 200 horsepower shall be of Design "B" und vi.est operatinh:

rated volta;;e normal ru:nting shall tor.p a. develop a breakdo n torque of ::oc less citau 0U t arcent of locked rotor KVA cha11 notUnless otherwise stated in the Specific Sperlii.:ation tincir exceed lit. tits set by USAS code "G" (5.o-6. 3 KVA/IIF> .

.5 tiotors above 200 huruepower shall be of Uasign "u" and hea opecating et c ::t.1 vol t -

ar;c shall develop a breakdoun torque of not less than l'so ;.etecn: ei n. . cal run:.iag torque.

Unicus otherwise stated in the Specific Specificati: a t.teir lu.:hed r., tor KVA shall not exceed litaits set by USAS Code "G" (5.6-6.3 KVA/ilt) .

.6 llotors operating at 75 percent rated voltage for inf requent one uluute intervals shall deliver their rated full load torque without injury.

.7 .

Temperature rise shall be au stated in the Specif ic Specit ication un.1 s'..all comply with the particular USAS. I;E!!A and IEEE Standards applicable. All tecperature rise ocasurementu shall be clade by thermoccter.

.6 Unless otherwise utated in the Specific Specification all cotors shall hava Class D insulation.

.9 Unlens otherwise utated inn the Specific Specification the seanu:.::t urer .: hall spec-ity tu his prnpoual the ::a;;e of the supplier who nc er:. ally f urniu.ies his *.otor s.

The Engineer reserveu the right to reject any supplier whose product i- not deeziac acceptable.

.10 Unless otherwice stated in the Specific Specit1 cation .nid in coc pli.:twe with a ~ ai-ou n USAS St.and irds . e.o to r:: rated Du hornepower and above shall '?e e p.ipt ' d Vltle at least The uix (two per phane) 10 Oll'1 inbedded resistatice type tec/erature detectors.

temperature detector 1 cads shall be terminated on barrier type tert:inal blocks equipped with uarking utrips and located in a separate metal enclosure.

.11 All e.otors :. hall be equipped with overuited tenuinal bo..es and ::.tue ;i.all be ce-signed to peruit caule or conduit entrance froustop or bottoa.

Prairie Island Standard Spec for AC Motors TS.3.7-1 1.7 AUXILI AltY 1:bl:CTit1 CAL SYSTEMS Applicability Applies to the availability of electrical power for the operation of plant auxiliaries.

Objectives To define those conditions of electrical power availability necessary to assure safe reactor operation and continuing availability of engineered safeguards.

Specification A.

A reactor shall not be made or maintained critical nor shall it be beated or maintained above 200*F unless all of the following requirements are satisfied for the applicable unit.

1. At least two separate paths from the transmission grid to the plant 4kv safety buses, each capable of providing adequate power to minimum safety related equipment consisting of transmission lines, associated switchgear, and transformers that are fully operational and energized.

2. The 4160 volt safeguards buses of that unit, 15 and 16 or 25 and 26, and their safeguards motor control centers are both energized.

3. The 480 volt safeguards buses for that unit, 110 and 120 or 210 and 220, and their safeguards motor control centers are both energized.

4. Reactor protection instrument AC buses for that unit are energized: 111,112,113,and 114 or 211,212,213,and 214.

5.

Both diesel generators are operable, and a fuel supply _

of 70,000 gallons is available in the interconnected storage tanks for the diesel generators and the cooling water pump diesel engines.

l 6.

Both batteries with their associated chargers and both d-c safeguard systems are operable.

7. Io more than one of the ln' verter supply buses 111, 112,-113, and llh, or 211, 212, 213, and 214, la powered from each of Panels 117 and 217.

1 1

IS.3.7-2 B. A reactor shall be placed in the cold shutdcun condition if the require-ments of Specification TS.J.7A cease to be satisfied. During startup operation or power operation, any of the following conditions of inoperability may exist for the times specified provided startup operation is discontinued until operability is restored.

1. One path from the grid to the plant 4kv bus may be inoperable for a period not to exceed seven days provided (a) both diesel genera-tors and their associated diesel driven cooling water punps are operable, and (b) all engineered safety features are operable.

2. One diesel generator say be out of service for a period not to exceed seven days (total for both diesel generators during any consecutive 30 day period) provided (a) the operability' of the other diesel generator and its associated diesel driven cooling water pump are demonstrated i==ediately and at 1 cast once every 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> thereafter, (b) all engineered safety features are operable, and (c) both paths from the grid to the plant 4kv bus are operable.

3. One 4kv, 480V bus, or one battery charger =ay be out of service on each unit for a period not to exceed 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> provided its redundant counte rpart is demonstrated to be operable and the safeguards equipment associated with its comaterpart are operable, both diesel generators are operable, and both paths frem the grid to the 4kv bus are operable.

4. One battery cay be out of service for a period not exceeding S hours provided that the other battery and both battery chargers reesin operable.

Basis The intent of this specification is to provide assurance that at least l one external source 2nd one standby source of electrical power is i

always available to accomplish safe shutdown and containment isolation and to operate required engineered safeguards equip =ent following an accident.

• Plant auxiliary power is normally supplied by the main auxiliary trans-for=ers backed up by three separate external pcwer sources which have multiple of f-site network connections : the reserve transfor=er from the 161kv partion of the plant substation; and the two cooling tower '

transfor:ers, one of which is supplied from a tertiary winding on the substation auto transfor er, and the other directly from the 345kv switchboard. Any one of the thrce sources is sufficient to supply all necessary accident and post-accident load requirements for one reactor, from any one of four network connections which will be aug=enced by an additional line by the time the second unit is completed.

l Each source separately supplies the safeguards buses in such manner that l

items of equipment which are redundant to each other are supplied by separate sources and buses.

t TS.3.7-3 Each diesel generator is connected to one'4160 volt safeguards bus in each of the two reactors and has sufficient capacity to start sequentially and operate the safeguards equipment supplied by one bus. The set of safeguards equipnent items supplied by each bus is, alone, sufficient to maintain ade-quate cooling of the fuel and to maintain containment pressure within the design value in the event of a loss-of-coolant accident.

• Each diesel starts automatically upon low voltage on its associated bus in either unit and both diesel generators start in the event of a safety injection signal for ei ther reactor. The minimum fuel supply of 70,000 gallons will supply one diesel cooling water pump and one diesel generator (loaded per FSAR Table 8.4-1) for greater than 14 days. Additional diesel fuel can normally be obtained within a few hours. This assures an adequate supply.even in the event of the probably maximum flood. ,

The plant 125 volt d-c power is normally supplied by two batteries for each plant, each of which will have a battery charger in service to maintain full charge and to assure adequate power for starting the diesel generators and ,

supplying other emergency loads, i

The arrangement of the auxiliary power-sources and equipment and this specification assure that no single fault condition '

will deactivate more than one redundant set of safeguard equipment items in one reactor and will therefore not result '

in failure of the plant protection system to respond adequately to a loss-of-coolant accident.

Reference (1) FSAR, Section 8 (2) FSAR, Pigure 8.2-2

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TABIZ 9 ANALYSIS OF 480 VOLT MCC'S AND STARTERS huylSb R.$

SIZE 1 STARES g 3, 3 7, g J, { #/,

Motor Number MCC MCC Volta e Control Wire _ Cocrents.

123-21 IKA2 8 3. 17. I F6.8 939' OK 123-22 IKA2 _ S 3. 17. 1*+3 7' ~ 'Or 123-28 1KA2 8 3. 17. 912' OK 123-29 1KA2 8 3.17. 912' OK 122-11 1AE2 8 1.77. f/6,O 1713'

• 122-12 1AB2 8 1.77. 1713'

• All others IAB2 8 1.77. OK All IT2 82.27. 86.), local local OK

• Tests of these starters de=enstrated pickup voltage of 340V and 3807 which is acceptable for this application. All other Size 1 starters have pickup voltage of 390 V demonstrated during preventive maintenance.

SIZE 2 STARTERS l

Motor Nu=ber MCC MCC Vo' tace Control Wire Cecrents 126-24 IIA 2 83. 07. V 7. 2,. 973' OK All 1AE2 81. 7". @ 6. O local OK All IT2 82. 2". ,

9 6, f local OK i

All Si=e 2 starters have pickup voltage of 375 V de:2onstrated during

'reventive caintenance.

p SIZE 3 A'?D 4 STARES Starters will functicn with 82.3% at MCC. Interposing relays are used.

Only 1AB2 and IT2 drop below 82.3".. No si::e 3 or 4 starters are on these IEC's.

Motor 126-37, the Auxiliary Building Special Vent Exhaust Fan (and correspondin i fan on Bus 110) do not have interposing relays. Interposing relays may be i needed.

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TABLE 10 ANALYSIS OF 480 VOLT MOTORS Bn liw d g,,, 3 cs ' g 1.57v Motot 93.3 FL3 voltage on Conductor Conductor MCC Motor Nameplate Motor Number Name Size f.ength MCC Voltage Voltage Base 122-27 Diesel CWP Stre Air Comp #10 89' 1AB2 81.7% 81.1% (note 1) 84.6% '89.I 123-38 Diesci Cen RM Spply Fan #10 85' 1T2 82.2% '81.5% 85.0% $ 9. I 123-39 Diesel Cen RM Exh Fan #10 85' 1T2 82.2% 81.5% 85.0% @ 9' f 126-38 Control Rtl Air llandler #10 211' IM2 83.1% '81. 5 % 85.0% 9 'l. )

• 126-37 Aux Bldg Spc1 Vent Exh Fan #8 305.5' 1M2 83.1% '81.3% (note 1) 84.8% P4. 3

- Inverse 01 vr ad. 80% of Heater Minimum Hin Motor ^'E""I Starter Motor Number llP FI.A Size ej y Ra ng M r Protectibn Test Motor lleater Amp Protection A"P8 (note 3) 122-27 15 20.0 2 C21.48 19.4 121% 12.6% --

123-38 18.4 26.3 2 C25.On 25.0 -

119% 84.0% 24 123-39 18.4 26.3 2 C25.On 25.0 119% 84.0% 20 126-38 15 19.3 2 C19.811 18.0 117% 85.5% (note 2) 16 126-37 25 34.0 3 F43.On 32.9 121% 82.6% 26 Notes:

1. The goal is to maintain 857. of nameplace voltage (81.5*/. of 480 V).

'Ihis goal is achievied except in case of motors 122-27 and 126-37. ,

2. 'Ihere la a remote posatbility that motor will trip . .

without adjust ent to motor overload relay.

3. Current is inversely proportional to voltage. Voltage below thfa value

. e _ _ _

. Bus 15 and 25 Loads 11 CCP 0.21 0.10 Bus 110 0.42 0.09 22 CCP O.21 0.10 Bus 220 0.42 0.09 Bus 15 & 25 Total 1.26 MW 0.38 MVAR l Bus 23 Loads CircuP 1.45 0.08 j CLnguP 0.665 0.346 HOP 0.306 0.145 tion SG 400V 0.749 0.349 j Bus 23 Total- 3.170MU 0.920 MVAR s .

Bus'24 Loads CircWP t.45 0.08 Cond P 1.39 0.56 2na Cond P 1.39 0.56 HDP 0.306 0.i45 Non JG 480V 0.749 0.349

ChiLter 0.509 0.308 Bus 24 Total 5.794 2.002 tR Voltage drop from-Bus 15 & 25 Bus 23 Bus 24 Computed Case nu MVAR MW Base case MVAR HU MVAR Bus V - Cornp u t ed Measured j Base 1.26 0.38 0.00 0.00 0.00 0.00 103.7%

l 1 1.26 0.38 3.170 0.920 0.00 0.00 102.9%'

1 ' O.8% 0.85%-

i.26 0.38 3.170 0.92 5.794 2.002 101.2% 2.5% 2.68%

1 c

Voltage crop j . frT 1 1 ' i of CT CT Fans CT Pups from Base Bus 16 Bus 26 Bus V c a's e -

Case Fan Pmp nu' MVAR MW MVAR HU MVAR MW MVAR Comp'.

Base 21 0 COMP Measure 1 15 2 1.75 1.05 0.00 0.00 0.00 :0. 00 = 0. 00 0.00 104. 3%

2 15 4 i'.25.0.75 3.80 2.25 0.42 0.09 0.00 0.00 101'.4% 2.9% '2.90%

1.25 0.75 7.60 4.50 0.42 0.09 0.42'0.09 97.8%.6.5% 6.67%

CTt2 j Base- 0 0 i i 8 2 0.67 0'.'40 0.00 0.00 0.00 0.00 0.00 0.00 104.3%-

l 2 13 4 0.67 0.40 3.80.2.25 0.42 0.09 0.00-0.00 102.3%-2.0% 1.94%-

1.08 0.65 7.60'4.50 0.42 0.09 0.42 0.09 100.0%~4.3% 4.42%

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Table 3 ,

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