ML20069B944

Proposed Tech Specs 15.3.0, Lcos, 15.3.7, Auxiliary Electrical Sys, 15.3.14, Fire Protection Sys & 15.4.6, Emergency Power Sys Periodic Tests

ML20069B944
Person / Time
Site:	Point Beach
Issue date:	05/26/1994
From:	WISCONSIN ELECTRIC POWER CO.
To:
Shared Package
ML20069B932	List: ML20069B925 ML20069B944
References
NUDOCS 9405310233
Download: ML20069B944 (39)

Text

..

4 Edited Technical Specification Pages 15.3.0-3 l

15.3.0-4 i

15.3.7-1 through 9 Table 15.3.14-1 15.4.6-2

.1 9405310233 940526 PDR. ADDCK 05000266

- P PDR.

Specification 15.3.0.C delineates additional conditions which must be satisfied to permit operation to continue, consistent with the Limiting Condition for Operation statements for power sources, when a normal or sta@pf emergency power source is not operable.

It specifically prohibits operation when one system, subsystem, train, component or device is inoperable because its normal or standbfemergencypowersourceisinoperableandaredundantsystem, subsystem, train, component or device is inoperable for another reason.

The provisions of this specification permit the action statements associated with individual systems, subsystems, trains, components, or devices to be

.j consistent with the action statements of the associated electrical power source.

It allows operation to be governed by the time limits of the action statement associated with the Limiting Condition for Operation for the normal or ;si!ind6y j

emergency power source, not the individual action statements for each system, subsystem, train, component or device determined to be inoperable solely because of the inoperability of its normal or siihdbf emergency power source.

For example, Specification 515.3.7.-A-B.l.-e-y@Qand[6 allows a 7 day out-of-service time for one the[noFmWo@stshdby emergency d4eseHeneratse pp@sh 55UNEfo6hEINtpfistKb0ses.Ifthedefinitionofoperablewereapplied 6

without consideration of Specification 15.3.0.C., all systems, subsystems, trains, components or devices supplied by the inoperable fiormsljyr[stE6dby emergency power source would also be inoperable. This would invoke the applicable action statements for each of the applicable LCO. However, the provisions of Specification 15.3.0.C permit the time limits for continued operation to be consistent with the statement for the inoperable jiofissM@sti6dby emergency diesel generatee p6WsM?dMs. instead, provided the other specified conditions are satisfied.

In this case, the corresponding nor=1 powee-souree-must-be-operainer and all redundant systems, subsystems, trains, components, and devices must be operable, or otherwise satisfy Specification 15.3.0.C (i.e., be capable of performingtheirdesignfunctionandhaveatleastonenormaloronelsfjndby emergency power source operable).

If these conditions are not satisfied, shutdown is required in accordance with Specification 15.3.0.A.

Unit 1 - Amendment No.

15.3.0-3 Unit 2 - Amendment No.

As a further example, Specification 15.3.7.A.1.d E requires in parts that 4160-volt buses A03 and A04 be energized for the unit to be taken critical.

Specificationj 15.3.7.B.1.d f[jCalidifj permits tiie[nofhiilisif'65uWd[@hjis61IEEe l(either bus A03 or A04); to be taken out of service for up to seven days provided both-4ksel genentees h6fsiil?ihd{stlssdbylimsydsnEyjdss6f63hsl 6thsiQfs@fid liusds are operable and the-assee4eted s diesel generator is operating and providing power to the engineered safeguard bus normally supplied by the out-of-service bus.

If the definition of operable were applied without consideration of Specification 15.3.0.C, all systems, subsystems, trains, components, and devices supplied by the inoperable normal power sources (i.e., the out-of-service bus A03 or A04) would also be inoperable. This would invoke the applicable action statements for each of the applicable LCOs.

However, the provisions of this Specification 15.3.0.C permit the time limit for continued operation to be consistent with the action statement for the inoperable normal power source, in this case seven days, provided the other specified conditions are satisfied.

These conditions are that for the engineered safeguards systems on ene %elduiej pdgi1 Fed busss the stalidby emergency power source must be operable (as must be the components supplied by the ithdby emergency power source) and all. redundant systems, subsystems, trains, components and devices in the other engineered safeguards systems must be operable, or likewise satisfy Specification 15.3.0.C (i.e., be capable of performing their design function and have an emergency power source operable).

In other words, both t_hefrequiredfstiiid6y emergency power sources must be operable and all redundant systems, subsystems, trains, components and devices in both divisions of engineered safeguards systems must also be operable.

If these conditions are not satisfied, shutdown is required in accordance with this specification.

In the cold shutdown and refueling shutdown conditions, Specification 15.3.0.C is not applicable, and thus the individual action statements for each applicable LC0 in these conditions must be adhered to.

Specification 15.3.0.D addresses the momentary loss of power to a component when immediate action is' initiated resulting in reenergization from an alternate source, tripping the channel of logic or initiating operator action as specified in Table 15.3.5-2.

Such a situation does not constitute an unsafe condition.

Unit 1 - Amendment No.

15.3.0-4 Unit 2 - Amendment No.

l

15.3.7 AUXILIARY ELECTRICAL SYSTEMS Applicability Applies to the availability of off-site and on-site electrical power for plant power operation and for the operation of plant auxiliaries.

Ob.iective To define those conditions of electrical power availability necessary (1) to provide for safe reactor operation, and (2) to provide for the continuing availability of engineered safeguards.

Specification A.1 Under normal conditions neither one nor both reactors shall be made critical unless the following conditions are met:

a.

At least two 345 KV transmission lines are in service.

b.

The 345/13.8 KV and the 13.8/4.16 KV station auxiliary transformers associated with the reactor (s) to be taken critical are in service; or one 345/13.8 KV station auxiliary transformer and the associated 13.8/4.16 KV station auxiliary transformer (s) are in service with the gas turbine operating.

c.

4160 Volt unit supply buses A03 and A04 for the unit to be taken critical are energized from their normal supply.

d.

4M0 Volt safeguards buse: A05 and-A05 for the unit ( ) to be taken c-r4tical arc independently energized from-thele-normal supply and-b Both units' A05/A06 bus tie-breakers are removed from their cubicles.

e.

480-Vo4 buses B03-and-8044er the unit (:) to be taken-c+4Meabare 4ndependent4y caerg+ zed 4eom-thete-normal supply-and-b Both units' B03/B04 bus tie-breakers are open with control power removed.

f.

A fuel supply of 11,000 gallons is available$$[eI@fih@$idi JMbiipy{FslNdiW6h]E675D@K!IjiyMpWs@yii{sipshi!/idjissll 5s5EfitN(M; and-both-diesel-generat+r: are operable.

g.

Four of the five safety-related station batteries and all four of the main DC distribution systems are operable, h.

Four battery chargers are operable with one charger carrying the DC loads on each main DC distribution bus: D01, D02, D03 and 004.

Unit 1 - Amendment No.

15.3.7-1 Unit 2 - Amendment No.

c i.

120 VAC Vital Instrument Buses Y01, YO2, Y03, YO4, Y101, Y102,.Y103, and Y104 for the unit (s) to be taken critical are energized from a safety-related inverter.

,, ~,Fnbo,t..hi un..~it s,t.t. o; be:._d_e s ch. +i_ca_l,d.,.,_

hn_.,,_ ~_d_,t a n.h.m_no._rma. po.,w_e. ru._upp_.y_?an _

(m. ~ra.~

ma t

ei

.. o

1. n nt~and n.,- n.

.v.-,,,,,n,.,nr emergencym. powerssupp. ya/ t,,o,t..ac

n..

n n

,lk h,e14160.,W lt;saf.4 8.w.,aay.o.+m.v w..+

.es g.u a nd s.-

t 0 o e

s.ms s

r

<c r

ww.A.~w..<,vR.....-

6w w

s i h's115W6.p,i,, f.i...b..a, v..M.Eh'd,v<th. i3+ v5si, sisVsTshiFg, v.,isdWra.-.<-,u.v-- -iEE6i i l F6isitEsm.wa v.si.ca b~u.i. v.-<s..&,i.s c Ts7 i

f s

ms

.:.~.x.s n

v~-i

~:

n + enw-m:

-- -sN 5

i y.wwve,,

.s._u. P bn __7T.. _o.rJ,.,~f_t..,l fnbe

~

.,. li. l._u~t.heMno. rm. a.w i. powers,.s.upp

.a.. n~d. ~,. tan.~d.b.-y, d

.ca S.

--- l --.~n._.

f.~a.ss..

n g

~ ~ _n. e.

.r ~.ma e cr o

- ~

- ~~. nt o. t.. h.~c-.,,4.,,16,.0.,

.Y. 8.:. 0.@~%, c h'

-~

w

,n---,.,,--,n,c+..w 4.,, ~1.' tam fn.un.d+ a.ebu. se s.

u. pps.

o.4..

tsa eg.ua.r h em.,e.r.. g e...n c. y:;) p.o.;. w-',e.e.m s, s e.s1 2

w6 Nd'd A

Aw r%.s..,-eh--.s

%W L 4,i' % <4 Jd-

, dues ?.

4 :

m>

^'4 0.6f. tiMA0'5. 7_80.37!Ud@_..?A06]B0.x..d TU6M2?A.06/~B04?i_hiU

~,

. ~

4Wi6 a

wn.r:d,; t. hwms a.n.v.nrcv,,.m...w..n.mi z, w.:

.-.tenerg ed;yfc.v.a.g.th.n~.w,.,,..,kymn m roms eirsnorma su1p..

an e usessare --

- ~- - ~~~

.%v.wW.,(.y@y vw;..my..

-.U-v e +

n i.twa. to,ng'by.a<p py x..<.v.Sd. v^yp.w r, e : ma es.(~c.s/,Av t.si.,.we.M l.e.w}s t.h,ve.v

.y. mw./rq h.M.po,s..v A -

e Wq

k.. / N <-r M.y.,p a ppn<

it s tv

..y.y.w,.v d.t,wy-wd, -b,yy u

/and' m a.9,.

a X..v rW /-' <> ri-ca.'

t.J e snorma.J<

.A weesw;.p.. - i P..=

e.)<.

or:

an W6/sn.... -,f.'ra. d v.ke,, M u v.M. e.

s'r-

--. f

e. 4 V.v e,. u-v3 M

/ '...

.v./ s,.,.c.r wm i,,

E..lri.3..F.5E...,M...Q., sc6Ws..,Ev. sU,..S.. < M,r...,,

6Hh.. s,. E4..,.1. 60.7,4,s e.

801, V,yy,l+t7s.;.i.j,,,s.,,,j..u. i.,Fd,iGs..s. c.iser v va s4e e f e

+

c

)v

<w

, c 3>

y o

e w

se, v,....,,. 3-9

. n;.

yy

,s.

,,,p...,,,.,n

_n 1.y, g.$05 6

.r

,_y,_.,,.,,..,.,,,g.

,.y

,A65 803 ss,, -

-y,yevopera--e

/B0. Le. n.,: A0. /, B04 m_ an, ;Un. it.~m.,

x-

~

~..- _.

.. ~

y yd..

.,e

. h e.w6.yn...,

s,.,.,,. y.m.

y...

.m x y d.-3an ) t

_1. use..s.:_a_rer.e_ne_r9i.z.e _s f,r. _mth...

.yi%,.,,-, mom _e_r.~ano.._rm. a_ lye._s._uP p :

e A.2 Undee-abneemal ccndM4 ens-enc recetee-may-be-made-cMt4eal-prov444ng-the fe14ew4ag-condM4cn: cre met +

One-445-F#-teansmiscica line i; in crvice; or the gas turbleeds operat4ngr-1

u..

T.hn S,,A E,119. O KU.,ma

+ba 13. O 1 A. i. f V U.

r+,+4

_en-auxM-4.., m.,m

+eanefa-nu.......as

,~

.m.

ems -

g

. m associated wiih the uMt to-bc-taken-eM14eal-are-4n servicc; or the ~

associated 13.8/4.164V--s-tet4en-auxiliary transformer =is-4n ;crvice 1

and-the-gas-turbine-4s-operat4ng.

"eaetee power leve3 is lim ted to 50% rated powee-until 2 cr more c.

1+ansMss4en line;-are restored-te-sew 4tc.

d.

1160 " cit buses-A03-end-A04 for the unM-te-be-taken critical-are eneeghed4eom-the4*-normal-supplyr A 1. f n ua +w

,a ua s* u _ ane, a nne c,_ +u_u

+m u +,Ren-1 vv vv uu,v,

,w, u,,u mvv svi som u n a cL v m.

um wu eeM4eal-aee-4ndependently enceghed4eom-thMr normal or emergeney pcuer apply-and-both unit;' A05/A06-bus-t4e-beeakees-are-eemeved4eem ths e-eub!clc:.

f.

480-VeM-safeguards-buse: B03 and B04 for-the-unH -te-bc taken eeM4eal-are4ndependent4y-energked-feem-thete-neemal cr emergenc-y power supply-and-both-onit;' B03/B04 bu: tic breakees-see--epen-wMh eent+el-powee-removed.

< m a, A, a.,m

c. n., n n. n.,r,, n, _

o..

a

. m.

4.,.., u.. m.

.nd-betu,a 4, m-, a.

r v

mo, m

o generator cre operabler Unit 1 - Amendment No.

15.3.7-2 Unit 2 - Amendment No.

a h.

Tour of the-f4ve-safety related stet 4en-bat 4cric and all four of the-ma4n-DG-diste4but4en system: are-epecablev 1.

Foue-battery chargers are operable-w&th One charger carrying-the DG-leads-of-each =in DC dist+1bution bus: 001, D02, 003 and 001.

j.

120 VA0 Vital Instrument Bases-VGI, YO2r-YO3, Y0i, Y1017-V4027-41437 and-V404-f+r-the unit to bc taken-eMt4eal are cacrgized from-a safety related inverter.

B.1 During power operation of one or both reactors, the requirements of 15.3.7. A.1 may be modified to allow the following arrangements of systems and components:

a.

If the 345 KV lines are reduced to only one, any operating reactor (s) must be promptly reduced to, and limited to, 50% power.

If all 345 KV lines are lost, any operating reactor (s) will be reduced to supplying its auxiliary load, until one or more 345 KV transmission lines are again available.

b.

If both 345/13.8 KV auxiliary transformers are out of service and only the gas turbine is operating, only one reactor will remain operating and it will be limited to 50% power.

The second reactor will be placed in the hot shutdown condition, c.

If the 13.8/4.16 KV auxiliary transformers are reduced to only one,

-l the reactor associated with the out of service transformer must be placed in the hot shutdown condition.

dr E4ther bu: A03 cr A04 may be cut of scr+4cc for per4ed-net exceed 4ng-7-days provided both dic cl generatees-arc operable-and the-asseefated-44esel-generatoe-+s-opeeat4ng-and providing--power te-the-engineered-safeguard-bus-normally supplicd by the-eut--ef serv 4ee-busr ed.

With a unit in cold or refueling shutdown ydsf05{id, one pair of buses, A05 and A06 or B03 and B04, for that shutdown unit, may be tied together through their common tie breaker for.up to 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> pf@dbhinsWehii@d2s;dshldiiCdsHilh"sMifEji5jjiljih3thE3hs@6M N{@5dMiihENW5U5Ed55N5kEW5Id[N55}655fE'd35f5tM3EA[055535$

lhe[ot!@HU$@jfsfypj5bls.

If the tie breaker cannot be opened or the conditions of 15.3.7.8.1.fi met within 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br />, the operating unit shall be placed in the hot shut-down condition within 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in cold shutdown within the fo110 wing 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

Unit 1 - Amendment No.

15.3.7-3 Unit 2 - Amendment No.

fi.

With a unit 4Ry defueled, one pair of buses for the defueled unit, A05 and A06 or B03 and B04, may be tied together through their common tie-breaker in excess of 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> provided:

1)

An evaluation is performed to show that the loads that remain or can be energized by the buses will not cause a potential overload of the associated diesel generator. The applicable Limiting Conditions for Operation of the equipment removed from service shall be entered for the operating unit.

2)

A single train of spent fuel cooling is adequate to cool the spent fuel pool.

3),'~~; _'Thi'fre'qdirdd'l redundant {ghired dngineered" safety" features f6F the' 6thir~ ^66 i t' ~aref^bp6r&bj e.'

j W,, TheLn'ormall p'ower fupply"or' stan'dby, emergency' powir 'supplj,, to, Unit'l

^

~

A05/B_03'of' Unit 2l A06/,B04 ihay' b6_out ofseriics fo'F,a pefil6d,nst

'excei^diEg'l7"da~yspyd'vTde'd' th(' fed ~uifs'd~ rsdsndint endine6 fed sifeti

^

~

fiatureCare, pper_hble 'a'nd' th ' reqdired "reddiida'nt; stlandbj;einstgenc'i powerjdpplidsf aye"(st'aFted Mthin 24 'h'ours~ tie,fo're,br"ift'br entfi~ int,o this LCO, aridieierjl72,hou'rs_thiresftekIf"th5fno'rmal ' power suppl'y,'is' o'u t?'d ff s(rp i Ee '^' ai.: "o' ifa bl s"Eme rgin^cy 'd i sielj'e n'e r^a tbv [iT[iGpplyiW5 p

thi 'aff6ct_Ed 4160$80' Volt 'busis.ll _Af teF,7 'dayE b6tti 10iiit'sGi]1';bi f

' lschd 16' K6tfshut'd6wn"sithin' ths"following '6,honis;'hiid',c'b]ldlsh~6td6ws p

uithin' 36 h'ours'l ph, 'Jhe_ norpal ~ pow'erl supply l'o'r, stasdby"em' rgency~p6ppF stip]'y 'to Unit'l e

p

,A06/B04 or'~Un'it' 2"A05/B03' of, l'o'th' riiaf',be: cut ~6f serv' ice'^'fsr'.La "p',briid not_ exceeding,7fdayspiopided'theffequiredfedundantsnginiQed

^

~

'saf6tif featdFes;aref6p6 Fable ~ind_thi"i'e@ irid Fand' nt;stin'db'y a

eMeFg'eh y)^po'wer? suppli6s'^ sis"staFjed within_24 ~h6ur's before,6r~afteF EntVyTinto~ thi's' LC0;'ahd ~Evsfyf 72 Ji6aFsl1the'r'esftif.' ' If the' norsial

^ Bsef, sdi' lyf j 's; ostio f"ssrpi'cs,' 46 opirsbl 6 ' eind^rg^e^nEff'di es51

^

p p

geheMoE is sUppliinyfthe 'affsctid 4160/480 ' Volt',busis.;llAftse 7, days,fthe' affscted un'it 6r' Units will'b's 'placed~id 66t"'sh'uld6w~r) within the' following 61ho'ursTand'c61d shutd6wn,withinl'36, hoursi

( ';The]ofmkl; pbw~erjupplf br l standby [emerdsWey'jo~wir; iu)^ plyt'o[ Uni til, A05/B03" and, Usit 2,'A,05/B03,' or" Unit'1, A06/B04 'and~Uniti'2" A06/B04~may b'e~5uti'6ff;ssFiji;if f6F a~piFio'd"not exEeddi6g'7 diis'lpFovid6d')hs

^

required reduhdaht;engin'eered safet'),f65tures^^iFel6fieFa61s~j~a'nd the pddif6(leduhda6tMihdbjle^msfg6lnc'ijioser~ sup'p] issfjrls; 's fif ted within'l24 houri ~b~efo'r5~ o'rf afteF ehtii into' thisf Lco'-la6'd'^Evs'y72

^

hburs the'rehfte'r.' ~ If' the ^ norm ~al 'powerlsu'pply !is 6dt hf ~siritte, "ad Unit 1 - Amendment No.

15.3.7-4 Unit 2 - Amendment No.

i N!!D1!$k5$9NNEI$[!N3$5!N5551kd5!555kEIN355M55fIk555$

11@80410#ihiElfRIZ3#iiMN#10HfRWRUilklissEIMM D itd W E N!!b3h B E fi n g ssI O Iu M ihd N 4] E g it M 5 N [th M 306U52 L

g.

One dic cl generator my be inoperaMe-4ee-a-period'not exceeding 7 day; prev 4ded the enginecred : fety featere ::coe4eted with the specaMe-44c;cl cro-eperaMe-and-we*c tested witMn their required surveillance test interval.

The-ether-44esel-generatoe-sha14-be steeted-tc casure operaklity witMn 24 heues-before cr-fter entry 4nto this LCO and-every 72 heues-thereafter.

This LCO shall not-be

-l cllowed=in censunctica 4th c. or f. abover 1

hj..

One of the four connected safety-related station batteries may be j

inoperable for a period not exceeding 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> provided four battery chargers remain operable with one charger carrying the DC loads of each main DC distribution bus.

4j.

If an operating safety-related inverter is rendered inoperable and the associated loads transfer to a non-safety-related power source, the loads shall be transferred back to an operable safety-related inverter within 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> or be in hot shutdown within an additional 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and cold shutdown within 44 hours5.092593e-4 days <br />0.0122 hours <br />7.275132e-5 weeks <br />1.6742e-5 months <br /> of inverter inoperability.

W [I@5f[fEfkidaf@dGsI4pipeyjijjf][$jppl]{sSR@(IRQ]ihj

)

sitiddif6fEtlieyffiEtydg6]ppeig auh This two unit plant has four 345 KV transmission line interconnections. A 20 MW gas turbine generator? and two pfjdjpilfiiWtV615ddftij@l B850-KW diesel generators are installed at the plant. All of these energy sources will be utilized to provide depth and reliability of service to the Engineered Safeguards equipment through redundant station auxiliary power supply systems.

The electrical system equipment is arranged so that no single contingency can inactivate enough safeguards equipment to jeopardize the plant safety.

The 480-volt equipment is arranged on 4 buses per unit.

The 4160-volt equipment is supplied from 6 buses per unit.

Two separate outside sources can serve either unit's low voltage station auxiliary transformer. One is a direct feed from the unit's high voltage station auxiliary transformer and the second is from the other unit's high voltage station auxiliary transfcrmer or the gas turbine via the 13,800 volt Unit 1 - Amendment No.

15.3.7-5 Unit 2 - Amendment No.

1 i

i system tie bus H01. %sli[@s1NosEMI0pgiMfdflth@053iigl061@si3Mfha M is? Q R M isI M iE gt M 1F; Separation is maintained in the 4160-volt system to allow the plant auxiliary equipment to be arranged electrically so that redundant items receive their power from the two different buses.

For example, the safety injection pumps are supplied from the 4160 volt buses 1-A05 and 1-A06 for Unit No. I and 2-A05 and 2-A06 for Unit No. 2; the six service water pumps are arranged on 480-volt buses as follows:

two on bus 1-B03, one on bus 1-804, one on bus 2-B03 and two on bus 2-B04; the four containment fans are divided between 480-volt buses 1-B03 and 1-804 for Unit No. I and 2-B03 and 2-B04 for Unit No. 2 and so forth.

Redundant valves are supplied from motor control centers 1-B32 and 1-B42 for Unit No. I and 2-832 and 2-842 for Unit No. 2.

The specifications for the 480 volt safeguards buses, B03 and B04, and the 4160 voit safeguards buses, A05 and A06, direct an independent lineup of power distribution, specifically stating that a normal lineup must be achieved (all safeguards buses associated with a unit are powet ed through their normal supply breaker with all safeguards bus tie-breakers open) prior to taking a unit critical and during subsequent power operation. Operability of the safeguards buses is based on maintaining at least one Gilin16f on-site AC pcwcr souree-end assee4ateddistributicasystemsimefifehjyjoWsjoperableduringaccidentconditions coincident with an assumed loss of offsite power and a single failure in the other thiM6f on-site AC source bisolFpindM6W5f. This includes a failure of a tie-breaker to trip, which under certain conditions could result in an overload and a loss of the associated diesel generator.

The LCOs permit abnormal powee elset$cil distribution lineups for periods of time in order to facilitate such items as maintenance of normal supply breakers or transformers.

In such cases, bus independence may be relaxed under the conditions specified in the LC0.

Extended use of safeguards bus tie-breakers is allowed under specified, controlled i

conditions.

For example, when a unit is fully defueled, safeguards and safe shutdown systems and equipment dedicated to that unit are not required. However, spent fuel pool cooling must be maintained.

By limiting the loads supplied by the cross-connected buses, the potential for loss of a diesel generator due to overloading caused by the failure of a tie-breaker to open is minimized.

Operability of shared safeguards systems such as auxiliary feedwater and service water must be maintained as required by their applicable LCOs.

Unit 1 - Amendment No.

15.3.7-6 Unit 2 - Amendment No.

1 i

Ip6M0QMjMffaXsFfjpf([fjjitidhf]{i#1pf6iisi6hsIthatlthjdsj0jfsd[fiddiidsiij B5ciflhsiffshi6Villf6fith63hlit~d09n @6 i thdd]thsifhyd Jfid JsdUndiftEs h;ifsd estniefsEisfstEfsit6fsMf6r :th610thst;:Uhttgfai6psFsgeahs spiEfft6stion n

ifM7alpkDi[idhly]((thefdsf%1ddi?h6dKild3%s[@@aibMbijpp@i@h[f6EM(

EONdlYENf5d0 lids 5EiUNE 2hsiQfj56dHf6f3hi[shiitd(Qdl66{GMIQhsi!R6j]sii6Q6B Wi fiiW93hiisdeha:seil6lfnaMiWil eLifliEI6 fNsstifUsMo6]3061;ih9NnMi ele 6fIths 46NidNiliin@f[d50s)3sstifem@hB6Eaydaith@ifc61d[sh0fd6N6) i The Point Beach DC electrical system has been modified so that each of the four main DC distribution buses, which are shared between the two units, has its own power supplies consisting of a safety-related station battery (DOS, 006, D105, D106) and a battery charger.

In addition to these bus-specific power supplies, a swing safety-related battery (D305) is installed which is capable of being connected to any one of the four main DC distribution buses.

Swing battery chargers are also provided. Under normal circumstances, one battery and one battery charger are connected in each main DC distribution bus.

The battery charger normally shall be in service on each battery so that the batteries will always be at full charge in anticipation of a loss-of-AC power incident.

Under unusual circumstances, two of the five safety-related batteries may be out of service for a limited period of time provided one of the two out-of-service batteries is returned to service within the time periods specified in Specification 15.3.7.B.l.hi.

These limiting conditions for operation ensure that adequate DC power will always be available for starting the emergency generators and other emergency uses.

TheismbpgenWdisseligenerat6rsiare[ths[solurjef 6f/stindbylenjsrgeneflp6pss The N

support systems necessary to be operable to ensure the operability of the emergency diesel generators (EDGs) are the EDG starting air system, EDG fuel oil system, EDG ventilation system, and EDG DC control power. ThRifihaby[sihsFgsWE) p69eMupplSf.odaf4160lVol t[shd /ssiodi afsd380lV611jiafsgahRisibifsldohs;{ sis [df[sf opsfabl s' EDG Q heliid t hg is1FreqURidfs6pp6klisys tsmsiand ?sn?6pirabl e*60! pit breake6t62thatM160]Volidsafeguhfdslbusi Ths%C0sEfft.hslstisabyisssFgi@yjp0We f[ssppl..i s s Mhill Feit.haffsdddd snt3 tindby eme@ehcEpb@eMsiippi i ssitoJsist ar;tyd lWi.thi nT 2[#ou f sMflehtyysi nt 65thi5sil. COSH I f[thsls tiddbilsme rgeheyip6WEEiUppli] LCO{iyTsd tid f Wi thiM 2[ho0FsMitsFil6C6 f thelfsd0sdiht[ standby [smsrpshby?possgssppliss[ii[notifbyd}Fsd?

The EDG starting air system is considered operable when 1) all thr-ee starting air bottles in each bank are operable, 2) the starting air banks can be maintained at a minimum pressure of 165 psig, 3) the air bank crossconnect valve is shut unless Unit 1 - Amendment No.

15.3.7-7 Unit 2 - Amendment No.

_.~

~

bank ' pressures are being equalized and 'an operator is stationed at the valve during ' pressure equalization, and 4) all four starting air motors and their associated valves and relays are operable.

The EDG fuel oil system is considered operable when 1) 11,000 gal. of fuel oil is initially available in the emergency fuel Ej][il61s{d tank %16hj@@pjlii to the diesel generators (Because the EDGs consume approximately 205 gallons of fuel per hour when fully loaded, the 11,000 gallon fuel supply in the emergency fuel _ tank provides sufficient fuel to operate one EDG at design load for more than 48 hours5.555556e-4 days <br />0.0133 hours <br />7.936508e-5 weeks <br />1.8264e-5 months <br />.), 2) the EDG day tank f6MhiREDGMi[6pdfsbTE and f66@Hi@!@25t#6 associated motor-operated fill valve are H operable, 3) (bh[G30QijMGR2] at least one of the two base-mounted sump tank fuel-oil transfer pumps is operable, and 4) the fuel oil transfer pump syMsis associated with the EDG is operable.

However, both t@ fuel oil transfer pump: and their :::cciated piping and valve:

are M{s@ allowed to be out of service for four hours f6@${@]Gjp2 due to a combined four-hour supply of fuel oil in the diesel base and day tanks which do -

not require a fuel oil _ transfer pump for flow to the associated EDG.

ThM(657611 jfMfeffsyj@myQQp@yKQ{[60ff6fj(iM@lf6][f@ihjUjgfpfiQ)]Md@jp{

%{Mj3@6Mij@hlfMf66MMQiGQ[tih([ The pumps @)fiMQslij may be out of service for longer than-four hcur; pi[{5ds if an appropriate alternate source of fuel is made available to the diesel generators. The EDG ventilation system is considered operable when diesel room temperature can. be maintained s120*F with the diesel engine operating at full load. Temperature will be maintained 5120 *F if 1) all gravity-operated louvers are operable, and

2) both diesel room exhaust fans are operable DE {6HGiO11siiRGiO2f one diesel room exhaust fan is operable and outside air temperature is s80*F.

Normal DC control power must energize all DC circuits for the associated EDG to be operable. -The-f+Howing-DC-c4reuits are required-to-be-powered-for the :::oe4sted ~ EDG to be considered-eperablet 4 0_01 Ciretit O_02 D18 20 Staet 2 DIS 20 H D12 Contrel D14-01 012 11 Steet 1 314-14 D12 13 ^nnunc-ister D14-43 D14 - 28 FieM Flash 013 28 Unit 1 - Amendment No. 15.3.7-8 Unit 2 - Amendment No.

~ If only one 345 KV transmission line is in service to the plant switchyard, a temporary loss of this line would result in a reactor trip (s) if the reactor (s) power level were greater than 50%. Therefore, in order to maintain continuity of service and the possibility of self sustaining operations, if only one 345 KV transmission line is in service to any operating reactor (s), the power level of the affected reactor (s) will ae limited to 50%. If both 345/13.8 KV station auxiliary transformers are out of service, only one reactor will be operated. The gas turbine will be supplying power to operate safeguards auxiliaries of the operating reactor and acts as a backup supply for the unit's normal auxiliaries. Therefore, to prevent overloading the gas turbine in the event of a reactor trip, the maximum power level for the operating reactor will be limited to 50%. These conservative limits are set to improve transmission system reliability only and are not dictated by safety system requirements. References FSAR Section 8. Unit 1 - Amendment No. 15.3.7-9 Unit - Amendment No.

I TABLE 15.3.14-1 SAFE SHUTDOWN AREA FIRE PROTECTION AUTOMATIC SUPPRESSION MANUAL SUPPRESSION WATER GAS SPRINKLER SUPPRESSION FIRE HOSE FIRE AREA ELEVATION SYSTEM SYSTEM STATION DETECTION 1. Auxiliary Buildino South 8' (X) Partial X 15 2. Auxiliary Building Center X 13 A. Safety injection Pumps 8' X B. Component Cooling Vater Pump X 3. Auxiliary Building North 8' (X) Partial X 9 4. Auxiliary Building Vest 8' & Below X 16 5. Auxiliary Building South 26* X 3 6. Auxiliary Building Center 26' X 17 7. Auxiliary Building Nerth 26' X 7 8. Auxiliary Building Center 46' X 6 9. Auxiliary Feedwater Pump Room 8' X X 11

10. Vital Switchgear & Battery Room 8'

X X 8

11. G01 Diesel Generator Room 8'

X X 4

12. G02 Olesel Generator Room 8'

X X 4

13. Cable Spreading Room 26' X

X 17

14. Circulating Vater Pumphouse X

15 A. Service Water Pumos 8' X l$* i{G634jfdl@WGh'tfF'p6 25% i le ?) is;q;gg;;pgnaggyq;;; ist X u a I N i 63IViYiT M ft'5 @ iiE N6SO 25$ M Is G iC?sWViGirGWc%~eFtB&i 26? 8 ff 14?"softGWcW6FFGhi5iG t8? i Tt

1. FM&6F#EFbitTETinrin id?

X ki si f0fe@HMfEtE6 hit #152iiEMElM4lEiliffl6&RigggEs1lysy@g!)E] Unit 1 - Amendment No. April 17, 1989 Unit 2 --Amendment No.. = = -

1 r i 3. The proper operation of Emergency Lighting, including the automatic ] transfer switch for DC lights, will be demonstrated during each reactor shutdown for a major fuel reloading. 4. Each diesel generator shall be given en inspectionh-a4 least annuaMyr following the manufacturer's recommendations for this class of stand-by service. 5. Operability of the diesel fuel oil system shall be verified monthly. 6. A diesel fuel oil testing program shall be maintained to test both newfueloiluponreceiptandstoredfueloilif6fEdinthe.emergeney fuel oil sMFsys tanksj@h])h3s0j@jjdslikhP56hjfdjpssfjj6jfsidd on a quarterly frequency in accordance with applicable ASTM standards. The above tests will be considered satisfactory if all applicable equipment operates as designed. B. Safety-Related Station Batteries These surveillance specifications are applicable to all four safety-related station batteries: DOS, D06, DIOS, and D106; and the safety-related station swing battery D305. 1. Every month the voltas of each cell (to the nearest 0.05 volt), the specific gravity and temperature of a pilot cell in each battery and each battery voltage shall be measured and recorded. 2. Every 3 months the specific gravity, the height of electrolyte, and the amount of water added, for each cell, and the temperature of-every fifth cell, shall be measured and recorded. 3. At each time data is recorded, new data shall be compared with old to i detect signs of abuse or deterioration. 4. Each Safety-Related Station Battery shall be demonstrated OPERABLE: a. At least once per 18 months (SERVICE TEST) by verifying that the battery capacity is adequate to supply and maintain in OPERABLE status all of the actual or simulated emergency loads for the design duty cycle. b. At least once per 60 months (PERFORMANCE TEST) by verifying that the battery capacity is at least 80% of the manufacturer's rating. This performance discharge test may be performed in lieu of the battery service test. Unit 1 - Amendment No. 15.4.6-2 Unit 2 - Amendment No.

i-Page 1 of 1 s DIESEL GENERATOR ADDITION PROJECT TESTING SCHEDULE PRE-REQUISITE TESTING June 27, 1994 through July 8, 1994 Scope De-bugging runs of the engine and tests on the auxiliaries to demonstrate their ability to meet design requirements. PRE-OPERATIONAL TESTING July 18, 1994 through August 5, 1994 Scope Testing per the requirements of Reg Guide 1.9. This include only the tests that can be performed while connected to offsite power only such as the margin and endurance tests. ACCEPTANCE TESTING September 24, 1994 Through October 29, 1994 Scope Testing is performed during the PBNP Unit 2 refueling outage. Tests include LOOP and SIAS tests as well as any other tests that require the diesels to be connected to the plant emergency busses. This schedule is approximate and will be. updated as the time'gets closer.

1 Revised Design Summary Pages Pgs: 27, 32, 39, 41, 44, 91, 94, 95, 96, 102, 103, 103A, 103B, 104, 105, 106, 108, 109, B-101, B-124, D-2, D-4, and D-12 I-l l 1 1 I

., + .y 4 Rev. 1 PBNP DIESEL ~ PROJECT DESIGN SUBMITTAL ~4. 1.3 Generator Refurbishment The generators have had the following work performed on them since the purchase by Wisconsin Electric: a. Modifications of the bearings to replace a fiberglass insulation sleeve. This modification was recommended by and installed per i the requirements of_the original manufacturer. b. Complete rewind of one of the stators due to low megger readings in 4 of the B poles. c. Retest per IEEE 387 section 6.1.2. l' 'f 4.3.1.4 Diesel Generator Control Panel Refurbishment The control panels have had the following work performed on them since purchase by Wisconsin Electric: a. Reconnection of the generator output from 6900v wye connection to 4160v delta connection. b. Replacement of all gauges, Potential Transformers and Current transformers-to support the change to 4160v. c. Installation of generator protective relays, d. Installation of new governor controls, e. Modification to engine and generator controls to meet the Wisconsin Electric human factors control requirements. All work has been designed, qualified and installed by the_ original _-panel manufacturer. Portions of theJseismic qualificati'on: oft-the control;panelefare requirements. ' ' ~(Generic < Implementation ; Procedure) 7 earthquake Texperience done'using the' GIP ' ~~' ~~ 'I i ) l l i 1 i i 'l PBNP.WPF 27 May 24, 1994 b.-

Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 4.3.5.2 Diesel. Lube Oil System Installation An engine pressure system pump will be provided consisting of two separate pumps in one housing as indicated below: a. One pump section will deliver oil to the bearings, gears and turbocharger, b. One pump section will deliver oil for piston cooling. Additionally, two. auxiliary AC motor driven pumps will be furnished. 'Each. pump.operatesJduring engineToperation'and;duringfstandbyl The first piimp will .be used to circulate oil from the lube ~ oil sump to provide lubrication to the turbocharger bearings (and carry away heat from the bearings af ter the. engine is shutdown). The second pump will circulate oil through the lube oil cooler l and main lube oil manifold to pick up heat during the standby condition (See Section 4.3.2). 4.3.6 Diesel Combustion Air and Exhaust System 4.3.6 1 Diesel Combustion Air and Exhaust System Design l Each EDG will have independent air intake and exhaust systems. The air intake portion will include an oil bath air intake filter and a silencer that will function in accordance with the engine manufacturer's recommendations. The air intake will be designed and located no less than 20 feet above grade and. i away from the exhaust line discharge so fresh outside air will be provided and dilution with exhaust products will not occur. The air intake will be designed to prevent entrained water from entering the engine air intake. t The air inlet piping will be reviewed by the engine manufacturer and design engineer to assure the engine's ability to start and run during site design basis tornado depressurization conditions. t The exhaust portion will include a manufacturer's recommended industrial-type exhaust silencer with multi-compartment construction to limit noise level. l \\ l 4.3.6.2 Diesel Air Intake and Exhaust System Installation ] Installation requirements for the air intake and exhaust system of each engine .j will include the following interconnecting process piping: 1 a. From the air intake filter discharge connection to the turbocharger inlet connection, b. From the turbocharger outlet connection to the connection to the exhaust silencer. c. From the exhaust silencer discharge end to atmospheric discharge. The air-intake and exhaust system piping will be sized so the total maximum pressure drop will be within the manufacturer's recommendation. The exhaust piping will be arranged such that'it slopes away from the engine b with a drain at the low point to_ avoid possible clogging due to rain, snow, or

]

ice during standby or operation of the system. l Expansion joints will be provided in the intake air and exhaust piping to l accommodate piping thermal expansion and to minimize transfer of vibration to-the piping systems. 'k PBNP.WPF .32 May 24, 1994 i i ~

,_ g Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 4.3.11.3 Shutdown Three shutdown modes will be provided, each.of which automatically trip the generator output breakers. The following is a description of each: a. Normal Shutdown - The capability will be provided to initiate a normal shutdown by placing the EDG control switch in the main control room in the "stop" position while the local / remote switch is in the remote position or by depressing the " normal stop" pushbutton on the engine control cabinet while the local / remote switch is in the " local" position. This shutdown results in a fifteen minute cooldown run at idle speed before the engine is l 6 shutdown. If an auto fast start signal is received during cooldown, the normal shutdown is defeated and the diesel will enter the automatic fast start mode of operation as described above. Any automatic fast start signal will have to be cleared before the EDG can enter a normal shutdown. b. Emergency Shutdown - The capability will be provided to initiate an emergency shutdown by depressing the " emergency stop" pushbutton on the engine control cabinet. This feature will be . available independent of the position of the local / remote switch. The emergency shutdown will also be activated by a 2 out of 3 low [ lube oil pressure, a generator differential, or overspeed during ? emergency operation. During an exercise run, the emergency shutdown will also be activated by high cooling water temperature, j c. Overspeed Trio - This type of shutdown results in an immediate shutdown of the EDG. The overspeed trip results in the injectors i being mechanically held in the no fuel position using mechanical components independent of those used to control the injectors during a normal or emergency shutdown. .i l 4.3.12 Cathodic Protection The addition of the two new EDGs and associated auxiliary systems requires installation of additional underground piping and tubing for the ] transportation of fuel oil, water and air. Even though cathodic protection systems can provide an effective means for corrosion control, there are other corrosion retardation techniques available which provide the required level of j protection. ') i An analysis of the DGAP underground piping systems materials-indicates that i the required level of protection can be provided utilizing alternate. corrosion retardation techniques. Specific installation and testing requirements as l well as epoxy-coal tar coating on carbon steel pipe; three different types of stainless steel alloys; copper pipe for certain applications, and cast iron pipe with polyethylene wrappings will be used for correcion control. It has been determined that the added underground piping for tue DGAP will have no j harmful effects on the existing PENP cathodic protection systems when the above described corrosion controls are utilized, l PBNP.WPF 39 May 24, 1994

~ .-~ Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL -4.4.2 Uporaded Fuel Oil Storace System 4.4.2.1

System Description

' The upgraded fuel oil system, which includes new fuel oil storage and transfer components, will provide long term storage of fuel for new EDGs G03 and G04 and existing EDGs G01 and G02. The-fuel storage components of the upgraded EDG fuel oil system will consist of two safety related EDG fuel oil storage tanks and one non-safety related fuel oil fill tank. The transfer components-will include transfer pumps, piping, instrumentation, and controls that will have'thefabilityf if(filled to maximum capacity,Joff.supplyingifuellto.theiEDGs for approximately'seven~ days of continuous operation at rated load ~(i'.e;;~2848 KW with'one of'the two EDGs supplied from each operable storage tank), without being replenished. The two storage tanks will be encased in concrete under the new diesel generator building. This configuration will provide protection to the tanks from tornado generated missiles and flood. It will also provide a 3-hour fire protection barrier between the tanks and the new EDGs and avoid the possibility of oil fume accumulation below the DGB. A fuel oil fill tank will be provided to receive and hold. fuel oil from delivery trucks for testing prior to placing oil in the fuel oil storage tanks. The fill tank will be located outdoors and mounted on a diked concrete pad northwest of the DGB The storage tanks will be filled by means of gravity flow from the ou door fill tank. The storage tank to be filled will be selected by manual valve operation. I i Each storage tank will be dedicated to the two train associated EDGs. Two l 100% capacity transfer pumps (sized for at least 6 times the engine fuel consumption rate at 2848 KW) will be connected to each storage tank with one pump supplying one of the four day tanks. The two day tanks of the same train 4 are capable of being tied together which will allow one pump to feed two EDG Day Tanks. This provides system flexibility to ensure operability of all EDGs under all potential single active failures of the Fuel Oil Storage System. 4.4.2.2 Tank Capacity 4.4.2.2.1 Diesel Generator Fuel Oil Storage Tanks Each EDG pair (G01/G02 and G03/G04) will be provided with onsite fuel oil storage that will have the ability;Jif the~tanksi are? filled totmaximum. capacity,-to allow operation of'either~EDG'for approximately;seven^ days at maximum rated load or both EDGs at partial load for'over~five days. Manual.. cross-tie of the fuel oil storage tanks will extend the available fuel to more than seven days for any one'of the diesels operating at full load orfany/ pair' operating at:partialEload. 2 In addition to level instrumentation, the level of each Fuel Oil Storage Tank will be able to be verified with a stick gauge which will be accessible through a nozzle in.tho1 engine rooms. 4.4 2.2.2 Fuel Oil Fill Tank . The fill tank will be designed to receive and hold fuel oil until it has passed all required testing for use. The tank will have a usable capacity of 15,000 gallons which is equivalent to two regular fuel oil truck shipments of 7,500 gallons each. PENP.WPF 41 May 24, 1994 L 2-

( .( Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 4.4.3.2 EDG Fuel Oil Storage Tank Enclosures The storage tanks will be installed in two Seismic Category I reinforced concrete enclosures and encased in concrete. The enclosures will be located ~ below grade level under the G03 and G04 EDG Diesel Rooms. The enclosures, in conjunction with the concrete encasement, will provide the re rated fire protection barrier for enclosed fuel supply tanks, quired 3-hour and in addition, will withstand the effects of tornado generated missiles, site flood, and buoyancy force considerations. Leak-proof hatches will be provided on top of the enclosures for tank internal inspection access and to allow removal of tank internal strainers and baffles and other appurtenances. Level instrumentation will be top mounted. The tanks will be externallp lined with High Density Polyethylene (HPDE) for l containing leakage of the tank contents. The lining will be piped to a sump, which will be monitored for leakage. Level instruments will be provided to alert operations to the presence of liquid in the sump. 4.4.3.3 Fuel Oil Transfer Pump Design .The transfer pumps will be of the rotary positive displacement type. The pump. casing wil1 be constructed of carbon steel or other materials that are compatible with diesel fuel oil. The transfer pumps will be located in the. G01/G02 Transfer Pump Room located adjacent to the G03 diesel room and in the i G03/G04 Transfer Pump Room located adjacent to the G04 diesel room. Elevation will ensure the available net positive suction herd (NPSH) will conservatively i envelop the required NPSH. The transfer pumps will be separated from the adjacent components / rooms by a 3-hour rated fire barrier. 4.4.3.4 Piping System All piping, fittings, strainers, valves, and associated components and supports connecting the storage tanks, transfer pumps, day tanks, and the emergency truck fill station will be designed and fabricated to the requirements of ANSI B31.1, 1989 with enhanced requirements. All piping and isolation valves protecting the safety-related pressure boundary will be located within the Category I diesel generator building where it is protected from tornado missiles and site flood conditions. Pipe i supports will be designed to the requirements of ANSI B31.1, 1989 Pipe support structural steel welds will be per AWS Code D.l.l. All piping and components associated witn the fill tank and connected beyond the safety-related piping pressure boundary isolation valves will be designed to the requirements of ANSI B31.1 and designated as non-safety related. Sample stations will be provided in the transfer piping to the Day Tank, at the Day Tanks and also on the fill tank. All stations are located inside the Day Tank rooms or at the fill tank to allow convenient fuel test sample retrieval for the required chemical testing of stored fuel. All fuel oil piping will be located inside concrete structures, over diked concrete slabs or buried underground in HDPE lined trenches with leak' detection. Containment curbs as required (dikes) and sumps will be provided-to collect all potential fuel leakage or spills to prevent ground contamination. The. transfer pumps and all fuel oil piping (except underground piping) will be designed to allow for inspection, maintenance and testing. Pump and valve maintenance envelope space requirements will be in accordance with manufacturer's recommendations. Flanges are permitted where required for maintenance (e.g. pump connections). Piping material will be of carbon steel having a minimum ANSI pressure-temperature rating of 150 lbs. Either storage tank will be able to receive fuel from the other storage' tank while the first storage tank is feeding its associated day tanks utilizing manual connections not normally in place to avoid train cross tie concerns. i PBNP.WPF 44 May 24, 1994=

= PBNP DIESEL PROJECT DESIGN SUBMITTAL High voltage station auxiliary transformer 2-X03 provides power to low voltage station auxiliary transformer 2-XO4 which in turn provides power to Unit 2 4160V buses 2-A03 and 2-A04 through two separate windings. Buses 2-A03 and 2-A04 in, turn provide power to the Unit 2 4160V safeguards buses, 2-A05 and 2-A06, respectively. 6.1.2.2 Standby Emergency Source Two EDGs G01 and G02, common to both units, are connected to the engineered cafeguards features buses of both units to supply emergency shutdown power in the event of loss of power from low voltage station auxiliary transformer 1- .XO4 or 2-XO4. The standby emergency onsite source for Train A buses 1-A05 and l 2-A05 is EDG G01. Similarly, the standby emergency onsite source for Train B buses 1-A06 and 2-A06 is EDG G02. Each existing EDG (G01 or G02) is capable of supplying power, in the event of a loss of off-site power (LOOP), to all the necessary safeguards equipment of one unit in an accident condition, plus the loads needed to place the other unit in a safe (hot) shutdown condition. Table 3-A depicts the presently evaluated EDG G01 and G02 loads for the above scenario. Each EDG is automatically started by either of the following events: ~ a. Loss of voltage on either or both of the associated 4160V buses (buses 1-A05 or 2-A05 for G01 and buses 1-A06 or 2-A06 for G02) ; ] b. Initiation of a safety injection signal from the associated Train (G01 starts on a Train A SI signal from either unit and G02 starts on a Train -l B SI signal from either unit), i AL degraded voltage' condition"(riotIasisevere asfunderiroltage)(willXbeidetected by 3-relays _ connected: phase torphase.to.a 4160V;safeguardsLbus,f;,Tofprevent" spurious actuation due to failure 7of onesrelay,(operation ofi anyitwoirelays will trip ' the normall emergencyl supply 1 breakers f rom A03[orf A04.jThef resulting undervoltage will then start thecassociatedfEDG. CAftimeydelayiassociated with degraded. voltage 1 relays prevents tripping l of ?theY supply /breakernduring : motor starting transients. ; oNormally thejtime delay is>approximately150(seconds,f buti with an SI' signal from the1 associated train ~of teither(unit,fthe~timejdelay will be lessfthan approximatelyjl0(secondsi With a loss of voltage on any of the four 4160V safeguards buses, the automatic voltage restoring sequence is as follows: Trip the normal emergency supply breaker and/or the tie breaker to the a. opposite train of the same unit (A05 to A06 tie breaker), b. Trip all 480V safeguards bus feeder breakers except for the component cooling pump motor, auxiliary feedwater pump motor, and the feeder breaker to the safeguards motor control center. c. Start the associated EDG. d. Af ter the EDG comes up to speed (as sensed by the EDG spbedfsuitch) and 4 voltage (as determined by generator field being present)', closethe EDG H output breaker and re-energize the safeguards bus. e. Upon re-energization of the safeguards bus, safeguards loads are sequenced on in the event of a safeguards actuation. After voltage is re-established on the subject 4160-volt bus, the EDG continues to run (loaded.or unloaded) until manually shutdown. Running loads, which are not de-energized by the load shed sequence and have i maintained contact circuitry in their starting circuits, will subsequently be re-energized when bus voltage is restored. Motors not running prior to the loss of voltage condition will not start upon restoration of vcitage, until manual or subsequent automatic action is initiated. PBNP.WPF 91 May 24, 1994 i

a y Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 6.1.3.2. Standby Emergency Source Separate normal and alternate standby emergency source EDGs for each of the four 4160V safeguards buses will be provided. The alternate standby emergency source for a given safeguards bus is the normal standby emergency source EDG for the opposite Unit in the same train. The standby emergency sources for Unit 1 safeguards buses 1-A05 and 1-A06 will normally be EDG's G01 and G03 (normal standby emergency source), and EDG's G02 and G04 (alternate standby emergency source), respectively. The standby emergency sources for Unit 2 safeguards buses 2-A05 and 2-A06 will normally be EDG's G02 and'G04 (normal standby emergency source), and EDG's G01 and G03 (alternate standby emergency source), respectively. Selection of the EDG that will automatically energize a 4160 V safeguards. bus upon an undervoltage condition is made by placing the associated EDG output breaker control switch in the Auto position. The alternate standby emergency supply that will not automatically energize the bus will have its output breaker control switch key locked in the Pull-Out position. i The differences between operation of the existing and modified Safeguards Electrical Distributicn System are as follows: a. The normal standby emergency power source for each of the four 4160 V safeguards buses (two for each Unit) is supplied by a separate EDG. b. The EDG that serves as the normal standby emergency power source for a train in one Unit is available as the alternate standby emergency power source for the same train in the other Unit. c. There are no longer tie breakers between the 4160 V safeguards buses for l each Unit'to open on bus undervoltage. (Existing Technical Specifications requires the A05 to A06 cross-tie breakers to be removed from their cubicles during operation), d. Two EDGs are started when voltage is lost on a safeguards bus.(the normal and alternate EDG's) instead of one. Loading of the preselected EDG is automatic. Loading of the EDG that was not preselected must be manually initiated. The load on the EDGs following LOCA, coupled with a loss of normal emergency power to both units, is summarized in Table 6-B. Page 1-of Table 6-B summarizes loading during the injection phase and Page 2 summarizes. loading during the recirculation phase. In determining this loading, it is assumed that only one EDG is available. The worse case loading for any of the four EDG's occurs on the B Train EDG's during the injection phase of.a LOCA on one Unit with the other Unit in cold shutdown._ This loading is 2902 KW 1asting l q for less than 1/2 hour which is less than the 200 hour rating"12951 KW). of the new EDG's. 'After the first half hour, the worse case loading.is reduced to 0578 KW which is less than the 2848 KW continuous (2000 hour) rating. l- .Noteil" Changes ltoVtheT1oadingiofttheldieselo?is(currentlpfunderwa91 Modifications'to addiandireduce doadEare"beingcperformed.9 Theinet result?of t the'modificationsfahows loadingifor?all theidieselsitoibeiless5than the72848kw-s 2000hr rating. Please;ref erj toj pages 13 fandy4 ! of stable &Bp ~ Upon loss of bus voltage or a sustained degraded bus voltage condition on the 4160 V safeguards buses in Units 1 or 2, a number of events will take place to restore proper voltage to the safeguards loads. These events' include tripping the normal-emergency supply breaker, automatic starting of the EDGs, automatic load shedding and a subsequent reloading using the emergency power sources. The existing control scheme will control these events. The only difference is that two EDGs will be started instead of one when an undervoltage. condition is sensed on any of the four 4160 V safeguards buses. Both the normal and alternate EDG for the bus will be started. I PBNP.WPF 94 May 24, ' 19 9 4 ~

u .. ~.. -.. Rov. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL When the EDG is up to speed (as sensed by an electric speed switch for EDG's G03 and G04) and up to voltage (as sensed by a voltage relay on the EDG output for G03 and G04), it will be connected to its normal. bus which has lost power, the other EDG will run unloaded until stopped manually if power to its normal bus is still available. Prior operator action will be required for automatic connection of an EDG to its alternate bus. This prevents automatic connection of two EDGs to a single bus. The offsite normal emergency source and onsite standby EDG existing and proposed voltage restoration sequences are summarized in Table 6-A. 6.1.3.3 125 V DC Power System Two new Train B 125 V DC distribution panels D28 and D40 will be installed in the DGB to provide control. power and DC auxiliary power for EDG G03 and EDG G04, respectively. D28 and D40 will also provide DC control power to the new 4160 V switchgear 1-A06 and 2-A06, respectively, DC panel D28 will be supplied from existing DC panel D04 while D40 will be supplied from existing DC panel D02. The new distribution panels will have an alternate feed that will come from the opposite distribution panel (ie. the alternate feed to D28 will be D40 and the alternate feed to D40 will be D28). Interlocks will be provided to disallow the panels from being energized by their normal and alternate feeders simultaneously. The new DC distribution panels will be 2 wire, ungrounded, with 250 VDC, 200A Main Bus, and 10,000A short circuit current withstand rating. Each of the EDG's will have a normal and an alternate DC power source as follows: EDG G01 D01 (Normal) D03 (Alternate) EDG G02 D03 (Normal) D04 (Alternate) EDG G03 D28 (Normal) D40 (Alternate) EDG G04 D40 (Normal) D28 (Alternate) Each of the 4160 V safeguards buses have a normal and an alternate DC power source as follows: 1-A05 D01 (Normal) D02 (Alternate) 1-A06 D20 (Normal) D40 (Alternate) 2-A05 D03 (Normal) D01 (Alternate) 2-A06 D40 (Normal) D2B (Alternate) Manual action must be taken to place any alternate DC source into service. Interlocks are provided to disallow energizing any circuit from its normal and alternate DC source simultaneously. 6.2 MODIFIED 480 V CONFIGURATION - SAFEGUARDS BUSES The configuration of the existing 480V safeguards switchgear buses will not be modified except the power source for the two 480V B Train buses will come off the new A06 buses rather than the.old A06 buses. Two new Train A 480V MCC's will be installed in the DGB to supply the EDG G01 and EDG G02 fuel oil. transfer. pumps and associated fuel oil transfer pump room safety-related heaters, These two new MCC's (1-B30 and 2-B30) will be-supplied from existing safeguards MCC's 1-B32 and 2-B32, respectively. The. two new MCCs will be of the indoor type, rated at 600 V, 60Hz, 3 phase, 3 wire, with 600A horizontal bus and 300A vertical bus, and a 22,000A short circuit current withstand rating. PBNP.WPF_ 95 May 24, 1994 ~~

.y. l Rev. 1 1 PBNP DIESEL PROJECT DESIGH SUBMITTAL Two new Train B MCC's will be installed in the DGB to supply the EDG G03 and EDG G04. auxiliaries as well as the DGB loads such as lighting. These two new MCC's (1-B4 0 and 2-B40) will be supplied from the new 4160 V switchgear buses 1-A06 and 2-A06 via two new 4160 V - 480 V dry type transformers 1-XO6 and 2-XO6, respectively. Each new B Train MCC will be divided into two sections, a Class-1E section and a non Class 1E section. The non Class 1E section will be fed from its associated Class 1E section via a circuit breaker that will be tripped on an:SIAS or an undervoltage signal from the associated 4160 V bus. l All safety related loads in the DGB will be fed from the safety related portion of the MCC's. The two new MCCs will be of the indoor type, rated at 600 V, 60Hz, 3 phase, 3 wire, with 600A horizontal bus and 300A vertical bus, and a 22,000A short circuit current withstand rating. 6.3 MAIN CONTROL ROOM " Col" AND "CO2" PANEL MODIFICATION The existing controls for the 345 KV switchyard and the 13.8 KV syst'em will be relocated to the rear of control room panel CO2 (common to both units) to make room for the controla required for EDGs G03 and G04 and their associated 4160 V buses. Status indication for the 345 KV switchyard and the 13.8 KV system will be duplicated on the front and back of CO2. J Control room panel Col will be modified to incorporate the modified fuel oil system. This will include the addition of fuel oil transfer pump controls for G01 and G02 only (the G03 and G04 transfer pump control vill be in the DGB). j l 1'l l i l l I pBNP.WPF 96 May 24, 1994

y m Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL Table l6.-BijPage:1'of-4 EMERGENCY DIESEL GENERATOR LOADING FOLLOWING LOSS OF COOLANT ACCIDENT Injection Phase Load (KW) Rating G01/G02 G03/G04 Accident Unit and Common Loads (Each) 1 Safety Injection Pump 700 HP 560 560 560 560 1 Residual Heat Removal Pump 200 HP 141 141 141 141 3 Service Water Pumps 300 HP 718 718 718 718 2 Containment Fans (See Note Below) 150 HP 164 164 164 164-l 1 Aux. Feedwater Pump 250 HP 207 207 207 207 1 Containment Spray Pump 200 HP 166 166 166 166 1 Component Cooling Pump 250 HP 207 207 207 207 1 Charging Pump 100 HP 83 83 83 91 1 Emergency Lighting Xfmr 30 KVA 27 27 27 27 2 Diesel Room Fans 20 HP 24 24 l 1 XYO6 Instrument Bus Xfmr 30 KVA 27 27 27 27 1 Battery, Room Fan 12 HP 4 4 4 4 4 l' B.A. Heat Trace Xfmr 112 KVA 112 112 1 Station Service Xfmr Losses 22 10 14 23 1 Diesel Generator Aux. MCC 8 0 102 102 Subtotal 235B 2346 2532 2549 Eqn-Accident Unit Loads (Hot Shutdown) 1 Component Cooling Pump 250 HP 207 207 207 207 1 Charging Pump 100 HP 83 83 91 83 1 Containment Accident Fan 150 HP 45 .45 45 45 1 Station Service Xfmr Losses 3 10 11 5 Total 2696 2691 2886 2889 l Non-Accident Unit Loads (Cold shutdown) 1 Component Cooling Pump 250 HP 207 207 207 207 1 Residual Heat Removal Pump 200 HP 141 141 141 141 1 Station Service Xfmr Losses 3 10 __12 5 Total 2709 2704 2890 2902 l Unit 1 Accident Unit 2 Accident i The above injection phase loading will last for about 1/2 hour. Note: The containment fan KW is different than those provided in FSAR Table. 8.2-1, since it is calculated based on' actual Brake Horsepower. The FSAR changes to this table is pending. Proposed Revision l PBNP.WFF 102 May 24, 1994

m v- ' Rov. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL Tablei6HB, ipa'ge72 eof 4 ~ EMERGENCY DIESEL GENERATOR LOADING FOLLOWING LOSS OF COOLANT ACCIDENT Recirculation Phase Load (KW) Rating Qpl/GO2 G03/G04 Accident Unit and Common Loads (Each) 1 Safety Injection Pump 700 HP 560 560 560 560 1 Residual Heat Removal Pump 200 HP 141 141 141 141 3 Service Water Pumps 300 HP 718 718 718 718 2 Containment Fans (See Note Below) 150 HP 164 164 .164 164 l 1 Component Cooling Pump 250 HP 207 207 207 207 1 Emergency Lighting Xfmr 30 KVA 27 27 27 27 2 Diesel Room Fans 20 HP 24 24 l 1 XYO6 Instrument Pus Xfmr 30 KVA 27 27 27 27 .I 1 Battery Room Fan 12 HP 4 4 4 4 1 Battery Charger 76 KVA 54 54 54 54 1 Battery Charger 112 KVA 75 75 75 75 1 Fuel Oil Transfer Pump ** 3 HP O O O O l 1 1 Security Battery Charger 51 KVA 36 36 36 36 1 Instrument Air Compressor 100 HP 93 93 93 93 1 Station Service Xfmr Losses 15 7 8 14 1 Diesel Gen, Aux. MCC __ll 11 105 105 Subtotal 2156 2148 2219 2225 Non-Accident Unit Loads (Hot Shutde d 1 Component Cooling Pump 250 HP 207 207 207 207 1 Charging Pump 100 HP 83 83 91 83 1 Containment Accident Fan 150 HP 45 45 45 45 1 Station Service Xfmr Losses 4 10 10 5 i Total 2495 2493 2572 2565 l j Non-Accident Unit Loads (Cold Shutdown) 1 Component Cooling Pump 250 HP 207 207 207 207 1 Residual Heat Removal Pump 200 HP 141 141 141 141 1 Station Service Xfmr Losses 4 10 10 5 Total 2508 2506 2577 2578 l Unit 1 Accident Unit 2 Accident These loads are included under Diesel Gen. Aux. MCC The above recirculation phase loading is considered continuous with respect to emergency generator loading. ) Note: The containment fan KW is different than those'provided it. FSAR Table 0.2-1, since it is calculated based on actual Brake Horsepower. The FSAR changes to this table is pending, Proposed Revision l 1 l l PBNP.WPF 103 May 24, 1994 l 1 J

Notid.: This 7 table ?is pr6Vided'foI;;?informatibn?od1pj LThe followingfisithe:resultioffrecalculationfofiloadingidue-fto modifications'for' additions 0and deletions ofCloads-aslwellSad changes duegto: conductor 11osses. Table 16l-BbPage13fof44 EMERGENCY-IDIE$ELTGENERATOR' LOADING FOLLOWING-LOSS OF COOLANT. ACCIDENT Injection'Pha'se i ;6adWKW ~ t Rat:Ing i yG01/G027 m003/G04 Accident Unit 1~an~d common l Loads: LE.g;Q

1. 5

• c c#-

1L? Safety Injection 1 Pump- _ _ 5700:HP} 15601 I560? 15607 7560 1 ;ResidualLHeatLRemoval' Pump. 5 200_; HP.; .l141 ' l 141' S1411 1241 '3 Service. Water: Pumps. . [300:HP; L:718l J718J 5718L }718 2' Containment Fans (See Note Below) s15 0 -EP -

164j T164L T164y :.164 250 HP:

E207 < 207:i-V207) :.207 1.1 Aux.:Feedwater;Pumpi.. 1200;HP jl66" ?1661 (1667 L.16 6 1. Containment Spray Pumpf 1.. Component CoolingTPump 1250fHP 7207e 3 2070 c207:2 L:207 1 ' Charging' Pumps.... '. '. f100-HP: 4 83i i83?

83!

E91 ~~ l' Emergency Lighting Xfer: .30lKVAL -27e

2 7,"

y272

727 2 : Diesel' Room' Fans:

,. 2 0 s HP 6 ^ c241

24

? 27.f L27/ ?:!279' 427 1!~XYO6:Inntrument' Bus?XfmrL 130 ? KVALL l' Battery Room Fan: 212.HP1 . ?4ll ,.f 41 . A41 /4 1T Station Service'Xfmr Losses-E22;l: bili Jiii l22' l' Diesel Generator: Aux.sMCCu L143 J ?128-_1128 Subtotalj

2364lj2353. : 2442 :: Q2462

((gn-Accidenti Unit Loads' (Hot ' Shutdown)) ' Total" Conductoi LosslBoth ; t) nits)s..... . L12? f131,$18f jf17' 1' Component. Cooling; Pump < ~

250?HP1

': 2 07 " 3207f A207J 1207

100?HP" (83J 783" i91F

-L 83 1 Charging-Pump).. -150.HP/ (4 5 : 451 f45? E45 1-Containment Accident: Fan-1:-Station; Service Xfmr.Lossen: 3- ' 9 ; _Jl 14 Total': 12715;r27107p2814?J2817 Mon 2 Accident' Unit Loads '(Cold" Shutdown)' < 327 113? ~P 8E.117 Total l Conduct'or Lossh(Both -Units)1 1 1m Component: Cooling. Pump'

250MHPH

?207i y 2 0.7J ?207) B207 IL: Residual: Heat Removal. Pump. 1200! HP : 01415 E141{ T.;1411- [141 1 LStation' Service Xfmr' Losses) E2 72_8_.l[27241 -:2820fy2831 +3 ?. ' 91 J. e4 ^ Total? { Unit 1; Accident

Unit 2s; Accident The'abovecinjectioniphaselloadinglwill?la~stifor?aboutji/2;ho06

' Nots i-The contsi'nment*f an? KW is"dif ferent i thanUthose p'rovided;{ in

• FSAR " Table 7

~ 8:.2-1,,since'itcisjealculatedibasedjon actual;. Brake lHorsepowerp4The(FSAR changen to this: table; is pending; ~~ " ^~ ~ lO3 A j

Notei TThinE table is provide'diforlinforma'tionTonlyE /!ThelfollowingiliEthe result:af: recalculation-of loading.due:to modificationsi!for?additionsjand deletions of loads as well as changes due to conductor?lossesi Table L6-BE Page c 4Mof {4 EMERGENCY DIESEli. GENERATOR! LOADING FOLLOWING LOSS OF, COOLANT.: ACCIDENT Recirculation > Phase , p ddd (KW)2 ' I ? ^ fRabici

G01/G02' 1G03/G04 Accident' Unit and' Common LoadF (Eaph)c 1l Safetp Injection: Pump

$7001HPj s

• $5604 s5607 45605 '560 11_ Residual Heat RemovallPump,

' 200 ;HP/ A410 E:141-::l ?141F (141 3' Service Water:Pumpsq

1. 3 00 ' HPj:

7718? A718L (718.: 4718 2' Containment; Fans (See: Note Beloid 150;HP1 ?164{ (164.:W.::164? /164 c 1 Component Cooling. Pump:L ':250 HP. 1207L (207 ' 12077 1207 1;: Emergency Lighting:Xfmr_ l: 3 0' KVA J 2 Discel'RoomtFana1 r20?HP2' , r27.? ?27f l275 $27 L24-' 724' l 1 'XYO6; Instrument Bus Xfmr" 130iKVA" 27:l 1273 E272 f27 [4 i . ;;;4 :.- ': 4

1. Battery; Room Fan :

1:12:HP4 . :: 4 :J 1 LBattery ChargerL 76:KVAV 541. F541 7547 "54 1.'. Battery Charger. L112iKVA f75:

751 E.7 5 ^

575 ~ :: 0 : t01 30 l' Fuel lOillTransfer! Pump **, -: 3 : HP,. 5 0J 1: Security l. Battery Charger'

$1' KVA'.

736 t: ?36: 936s ?36. 1. Instrument ~ Air 7 Compressor? 100,HP-i931 i93) l93i 93 1 ' Station: Service:Xfmr: Losses ~ 816' 11E ..9 :9 714 In'ControliRm: Filter Fan;

.7. 5

'HP -

. - 7f .17c , : 7.f .. H7

s 1-Control:RmLRecirc! Fan' 115LHP?

1130 :21 3 ? 113 :

13 i

1. : Diesel Gen. AuxM MCCJ

.n21. 83 : K2179:. : 22. 661 !,:2271 "17? '17; J1315 131 j - Subtota.l..1 Non-Accident Unit" Loads O(Hot" Shutdownl l ~ fi3; 3131 f::l20 18 Tota 3. Conductor:LossT(BothlUnits)i...... 1 ; component '. Cooling.: Pump. J 50"HP;; (207j; 0207" 3207? 2207 2 1' Charging Pump;.. ;;. l 100:HPL ?B3 1831 <91" "83 l' s Containment Accident Fan: J150:HPR f451 445i-1451 145 '5' D40

10 '..

J6 l', Station'ServiceaXfmr> Losses-12534.L2530 :2636.572628 Total-Non-Accident Unit fjoads (Cold" Shutdown)' Total Conductor tosa L(Both ; Units)! 1137.?133 7 20; T18 i ~ 1--Component Cooling Pump

2 5 0. HP '.

s:2 07 l (207{ l.207' 1207 i l' ResidualvHeat Removal Pump; s 200 : HP ': $1410 f-141) ?!141J 241 1 Station: Service.Xftnr Losses. {2547/(2543? 2641??2641 "5< E4: (10:: 16 ~ ~ ' Total'- 1

• 7

'Unitl1' Accident

Unit ~2' Accident

Then e floada, 'aref1ncluded] undes

. Diesel:, Gen.iAux. MCC Thel above" recirculation" phasel loading ^ isi corioidered ieontinuous?with7re specCto emergency generator-loadingi Notei C Theibontainment fatifKW -isfdiffOrentf thanEth'osel proYid$d fin ~ FSAR : Table C Bi2-1,1since itfia calculated; based:en actual. Brake? Horsepower; ' '"~ changesLtolthis tableLis,pending; ~ ~ ~ ' ' ' " ' ' ' ' RTheiFSAR l 1 Io1 B

.- ~.- t' Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 7.0 IMPLEMENTATION PLAN ".1 INSTALLATION PLAN 7.1.1 Control' Panel Modifications This work includes the modifications to the main control room control panels to l rearrange the existing controls and add the new diesel generator controls. Work began during the spring 1993 Unit 1 refueling outage and is scheduled to continue through the fa1111995'Unitl2 refueling outage. l 1 7.1.2 Diesel Buildinct Installation This work includes the-installation of all Civil, Mechanical and Electrical components in the new building and the installation of the underground electrical ductbank and fuel oil piping up to the existing security fence. 7.1.3 _P_la n t Interface Installation This work includes the installation of all Civil, Mechanical and Electrical components within the existing plant security fence up to the existing plant equipment. 7.1.4 Shore Protection Installation This work includes the extension of the existing shore protection to the north. The extension will be installed to provide shore protection for the new diesel generator building installation. Work is scheduled to be completed by October of 1994. 7.1.5 Security Modifications This work includes the installation of a new security fence, cameras, card readers, lighting and intrusion detection around the new diesel generator f acility.. This also includes the removal of the existing fence between the existing plant and the new diesel generator facility. Work is scheduled to be. completed by October of 1994. 7.1.6 Tie-in of GQ4 This work includes the connection of all power and control cables to allow G04 to provide emergency power to the 2A06 safeguards' bus. It alto. includes the removal of the G02 connection to the 2A06 bus. This work is scheduled to be> 'j completed during the 1994 f all Unit 2 refueling outage. Upon completion of this work, Point Beach will have 3 operable Emergency Diesel' Generators. The configuration will be as follows: G01 connected to 1A05 and 2A05, G02 connected to 1A06, and G04 connected to 2A06. 7.1.7 Tie-in of G03 .This work includes the connection of all power and' control cables'to allow G03 to provide emergency power to the 1A06 safegaurds bus. _ It also includes the-removal of the G02 connection to the 1A06 bus. This work is scheduled to be completed during the 1995 spring Unit I refueling outage. Upon completion of this work, Point Beach will have 3 operable Emergency Diesel. Generators. The configuration will be as follows: G01 connected to 1A05 and 2A05, G03 connected 1 to 1A06, and G04 connected to 2A06. 1 PBNP.WPF 104 May 24, 1994

Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 7.1.0 Petraininc of G02 This work includes changing all items associated with G02 in order to declare it an "A" train diesel. This work also includes the connection of all power and control cables to allow G02 to provide emergency power to the 2A05 safegaurds bus. This work is scheduled to be completed during the fall 1995 Unit 2 refueling outage (except' fori come testingi to declare'..G02Coperable to. theM1A05 safeguards bus). Upon completion of this work,.(and af ter G02 tis. tested.to,1A05E Point Beach will have 4 operable Emergency Diesel' Generators' connected"in'their final configuration. 7.2 PREOPERATIONAL/STARTUP TESTING 7 2.1 Oricinal Testing The original testing for the diesel generators was completed in 1976 per the requirements of IEEE Std 387-1974 The modifications performed on the DGs as outlined in section 4.3.1 above have impacted the original qualifications. A review of the modifications by the original manuf acturer has concluded that all of these modifications are considered " minor" as defined in IEEE 387. The basis for this conclusion is listed below However, Wisconsin Electric believes that even though these changes are classified as minor, there are sufficient changes to warrant retesting of the diesel generators as outlined below in sections 7.2.2 and 7.2.3. 7.2.1.1 Modififcation Descriptions 1) Engine Cooling System Modifications a. Replace heat exchanger with radiator (electric motor driven f ans), b. Use glycol in cooling water. c. Replace existing engine cylinder heads with EMD " Diamond 6" type. 2) Governor Replacement a. Replace EGA with 2301A. b. Replace EGB-C actuator with EGB-P. 3) Change Generator Output Voltage from 6900V to 4160V. a. Change generator from wye to delta connection, b. Replace PT's to accommodate lower voltage. 4) Flywheel Replacement a. Replace standard flywheel with larger inertia flywheel. 5) Turbocharger Rebuild a. Upgrade to high capacity turbocharger. PBNP.WPF 105 May 24, 1994

Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 7.2.1.2 ' Definition of Major and Minor Changes Paragraph 7,6 of IEEE 387-1984 requires that changes to a previously hualified diesel generator unit shall be analyzed to determine if the degree of change is . major or minor. Major changes require requalification while minor changes require analysis or testing (or both) for qualification. Examples of modifications that may change the capability or performance of a previously qualified diesel generator are listed as: Governor overall system flywheel effect Excitation system characteristics Type of Coolant Major changes are listed as: ) Differences in the number of cylinders changes in stroke or bore i Brake mean effective pressure i speed Unique or different diesel generator configuration l Minor changes are listed as: Component part substitutions 1 7.2.1.3 Classification Rational j i 1) Engine Cooling System Modification The engine cooling system modifications are considered to be " minor". The i performance of the cooling system can be verified by performing site load 1 testing. The design of the cooling system does not affect the capability of the diesel generator to start and accept load; therefore, it should not be necessary to have to perform the Start and Load Acceptance Tests of paragraph 7.2.2 (300 start test). 2) Governor Replacement The governor replacement is considered to be " minor". The new EGB-P l actuator is the same basic governor as the original EGB-C actuator except j for the electric coil. The new "P" actuator requires a proportional 'j voltage signal from the 2301A electric governor to change engine l. j speed / load while the "C" actuator used a compensating voltage signal from the EGA~ electric governor. The response time to load or speed change is j the same for both actuators. In addition, a diesel generator with an EGB-P actuator and a 2301 electric governor has already been 300 start tested by Power Systems; therefore, it is not necessary to have to requalify the system. The performance of the new governor system can be verified by performing the Performance Tests of paragraph 6.2.1.2.a (IEEE 387) and a transient load acceptance test. The transient load acceptance test will. consist of block loads of 0-25%, 0-50%, 0-75% and 0-100% of rated-continuous load which would be applied ' and rejected to demonstrate governor response. ) f 9 PBNP.WPF 106 ~May 24, 1994 j

Rev. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 6. Load Acceptance Test (Load Profile Test). See table below for information. Motor Size Voltage Normal Sequence A Sequence B (hp) Rating Sequence Safety Injection 700 4160V 0 0 0 Pump RHR Pump 200 480V 5 4 7 Aux Feedwater 250 480V 10 12 9 Pump Service Water + 300 + 200 480V 15 14 17 Containment Spray Pumps Service Water 300 480V 20 22 19 Pump Service Water 300 480V 25 24 27.5 Pump l l Containment 150 400V 30 33 29 Cooling Fan 1 Containment 150 480V 35 34 38.5 Cooling Fan CCW + RHR Pump 250 + 200 480V 60 60 60 l Base load 240kva' 480V O O O (Resistive) Comp Cooling 250 480V 0 0 0 Water Pump Radiator Fan 40 + 40 480V 0 0 0 Motors (2)

• This load may be adjusted so that the total. load equals 2950 kw.

NOTEt The 'above~ table' 'is represent!Ativefof the?; loading tised?duringlthe load. M profile' testing at:. the:. f actory.... The nloadsR-were ! ~ adjusted :: based :Fon subsequent : timing ' adjustments andSto obtain? a worstEcaseS. load profile. For.the actual load prof 11en.'used during the' testing <pleasefrefer,,toithe actual factory test; reports, 7. Margin Test per the IEEE Std. 8. Endurance Test. i Generator Tests ) Per section 6.2.2 Of ANSI /IEEE Std 387-1984 PBNP.WPF 100 May 24., 1994

Rov. 1 PBNP DIESEL PROJECT DESIGN SUBMITTAL 7.2.3 Site Acceptance Testino Site Acceptance testing will be completed per ANSI /IEEE Std 387-1984 section 6,3 and Reg. Guide 1. 9 Rev;l 3^ as follows : 1. Start Test .2. Load-Run Test 3. Fast-Start Test 4. Loss-of-Offsite-Pcwer (LOOP) Test 5. Safety-Injection-Actuation-Signal (SIAS) Test 6. Combined SIAS and LOOP Test 8 7.

' Singl'e7 Load l Rej ection. Test a

8.

FullfLoad RejectioniTest 9.

,-Endurance and Margin l Test" 10. Hot Restart Test 11. Synchonizing Test 12. Protective Trip Bypass Test I 40 Tect "cie Change 0/cr Tcct' 13. Redundant Unit Test NOTES: -A. Compliance:to' Reg.[Cuide"1.9 Rev! C 3 Lis7 for i.the? f actorp7and? site acceptance _ testing section'only. Reg'EGuide71.9'Rev;127isiusedifor other; portions of;this work as. outlined:in Appendix D of f thits Design Summary. ~ ' B. These :: teats /were.. sdecessf u1191::'aecomplishedVatV the sfactorp3.Faa indicated earlier. However,?Wisconcin? Electric Jwill) al'so perform portions -or. allLof these(tests ;during)the;LaiteTacceptance. testing. c, Thisttest' has been' deleted because' the design ofIthe'dontrolni;off the existing and ne'w; diesels.do not1 contain ;. this;-. function. l PBNP.WPF. 109 May 24, 1994"

VISCDNSI:3 ELECTRIC POWER COPANY 1' DIESEL CENERATOR ADO!!!ON PROJECT STANDARD REVIEW PLAkS COMPLIANCE SL98HARY ACCEPTANCE CRITERIA SRP ACCEPTANCE CRITERIA COMPLIANCE REFERENCE DISCUSSION / RESOLUTION YES NO 3.10 SEISMIC AND DYNAMIC QUALIFICATION OF MECMANICAL AND ELECTRICAL EQUIPMENT, REV. 2. July 1981 (cont'd) 3. GDC 1 of Appendix A and paragraph XVII of Appendix B to 10 X Auditable qualification records will be maintained by WE in CFR 50 establish requirements for records concerning the accordance with GDC 1 of Appendix A and paragraph XVII of qualification of equipment. In order to satisfy these Appendix B to 10 CFR 50. requirements, conplete and auditable records rust be available and maintained by the applicant, for the life of the plant, at a central location. Their files should describe the qualification method used for all equipment in suf ficient detail to doctanent the degree of compliance with the criteria of this SRP section. These records should be updated and maintained current as equipment is replaced, further tested, or otherwise further qualified. The equipnent qualification file should contain a list of at t systems equipment and the equipment support structures as defined in paragraph 2 of stbsection 1. The equipment list should identify which equipnent is NSSS supplied and which equipment is BOP supplied. The equipment qualification file should also include qualification stmnary data sheets for each piece of equipment, i.e., each mechanical and electrical conponent of each system, which sumarize the conponent's qualification. These data sheets should include the following information: a. Identification of equipment, including vendor, model nunber and location within each building. Valves that are part of the reactor coolant pressure botridary should be so identified. b. Physical description, including dimensions, weight and field mounting condition. Identification of whether the equipment is pipe, floor, or wall supported. c. A description of the equipment's function within the system. DGAP_B.WPF Appendix B - 101 May 24, 1994

UtStatSIM ELECTRIC POE R COMPANY 01ESEL GENERATOR ADDITION PROJECT STANDARD REVIEW PLANS COMP 1I ANCE

SUMMARY

ACCEPTANCE SRP ACCEPTANCE CRITERIA CRITERIA COMPLIANCE REFERENCE DISCUSSION / RESOLUTION YES NO 9.5.4 EMERGENCY DIESEL ENGINE FUEL Oil STORA i AND TRANSFER SYSTEM REV. 2 - July 1981 (cont'd) X The level of fuet is indicated and alarmed locally and alarmed remotely. Each Fuet Oil Storage Tank has a total capacity of 35,800 gations, of which approximately 34,000 gattons are usable. One storage tank is interconnected with both new EDGs (G03 and G04) to provide a sufficient surpty of oil for one or both EDGs for approximately five days (pormal' minirun tank levels'end'an emergency cross tie will assure a minimtm of seven days to either train on the failure of the opposite train). Each day tank (G03 and G04) has a 550 gatton capacity. of 2850 kW is less than 208 gations per hour.The EDG fuel conste X The site storage of approximately five days is dedicated to the EDGs. Fuel can be brought to 'the' site quickly from local sources located within 35 miles from Point 8each. X A single failure may result in toss of fuel to one EDG, the other units can provide sufficient capacity for emergency conditions, including safe shutdown of both reactors coincident with LOOP. X The EDGs will be qualified in accordance with IEEE 387 and R.G. 1.9 X The basis for the selection of the EDGs as related to the storage and transfer system meets the requirements of R. G. 1.9. b. Regulatory Guide 1.137 are related to the diesel engine fuel oil system design, fuel oit quality and tests. To assure quality and reliability of the fuel oil supplied X to the EDGs, certification will be required that the delivered oil conforms to the standards specified in ANSI N195. Sanples of delivered fuel will be tested to measure viscosity and percent of moisture anri sediment. of stored fuel is scheduled at 92 day intervals. Inspection Over limit indications require corrective action. Residual fuel in the fill tank witt be sample tested prior to fitt with new fuel. DGAP_B.WPF Appendix B - 124 May 24, 1994

~ WISCC;:SID ELECTRIC POER CupPt.NY D1ESEL GENERATOR AD0! TION PROJECT REGULATORY GUIDES COMPLIANCE SipMARY REGULATORY POSITION REGULA10RY GUIDE COMPLIANCE REFERENCE DISCUSSION / RESOLUTION i YES No Regulatory Guide 1.9 Selection, Desip, armf Omtification of X FSAR 8.2 The new instattation shall be in compliance with regulatory Diesel-Generator Units Used as Stancby 8.3, guide 1.9 unless noted otherwise below. (Onsite) Electric Power Systeams at Nuclear 13.2.2.1, Power Plants (Revision 2, 12/79) 15.4.6 .For1 Site'ecceptance testing purposes"only Rev. 3 of Reg. (Ref. 1) Guide 1.9 is used. See section.7.2 of the Design Sumary for details of conpliance. In addition to supplying sufficient power for shutting down the other unit, each EDG has enough capacity to start and run a fully loaded set of engineered safeguards equipment to adequately cool the core and maintain the containment pressure within the design value for any loss of coolant accident. EDG toads are known and are within the EDG's 200 hour rating for the first approximately 1/2 hour and within the EDG's 2000 hour rating thereafter. The EDG applications design incorporates all applicable service, envirorsnental, testing and design basis requirements. The EDG is provided with automatic and manual control both locally and in the Control Room. Surveillance instrunentation is provided. The EDG is tripped on overspeed or differe. al overcurrent or 2 out of 3 tow tube oil pressure after time delay. All other trips are bypassed under accident conditions. Regulatory Guide 1.12 Instrumentation for Earthquake (Revision X Ref. 2 Seismic instrunents were provided on the Unit 1 containment 1,4/74) base stab, in the switch yard and in the Energy Information Center Building of the PBNP. The instruments were instatted in 1970 to satisfy a comitment in the Point Beach FFDSAR in response to AEC ouestion 5.12. Two of the instruments were later relocated to the fourdation of the control Auxiliary Building at El. 88-G" and on the side of the Spent Tuel Pool. The instruments do not satisfy the Regulatory Guide 1.12 requirements. How ver, Wisconsin Electric is not required to meet these regairements since it was licensed prior to the issuance of this Regulatory Guide. No seismic instrumentation is required in the Diesel Generator Building. DGAP_D.WPF APPENDIX D - 2 May 24, 1994

WISCUISIO ELECTRIC POWER CD9ANY DIESEL GENERATOR ADDITICN PROJECT REGut ATORY GUIDES COMPT.! ANCE

SUMMARY

REGULATORY POSITION REGULATORY GUIDE COMPLIANCE REFEREtiCE DISCUSSION / RESOLUTION YES NO Regulatory Guide 1.32 Criteria for Safety-Related Electric Power X FSAR 8.1, The new safety related power system design is in conpliance Systems for %ctear Power Plants (Revision 8.2 with IEEE-308 principal and sumtementary design criteria. 2, 2177) (Ref. 1) The offsite power is outside the scope of this project. The DC system is outside the scope of this project except for DC feeder circuits which are used for EDG and switchgear breaker ccritrol. See R.G.1.75 discussion for "Indepmdence of Redundant Standby Sources" and Connection of Non-Class 1E Equipment to 1E Systems." See R.G. 1.9 discussion for " Diesel Generator Set Capacity." See R.G. 1.81 discussion for " Shared Electric Systems for Multiple-Unit Nuclear Power Plants." See R.G. 1.93 discussion for

• Availability of Electric Power Systems."

Regulatory Guide 1.41 Precperational Testing of Redtswiant On-Site X FSAR 8.3 The' modified ort-site electrical power' system will be Electric Power Systems to Verify Proper Load 13.2.2.1 subjected to pre-cperational tests to verify the existence Group Assignaents (3/73) 15.4.6 of independence among redtsdent on-site emergency power (Ref. 1) sources and their lead groups. -These tests will consist'of cable continuity tests and actual start-run-load tests. Redundant' toads groups wil8 L irAltored to verify that no unanticipated or spurious e",Jtion'~ occurs.. The. redundant emergency power; sources and their. load groups willlnot be' disconnected. Regulatory Guide 1.47 Bypassed and Inoperable Status Indication X FSAR 8.2.3 System level annunciators are provided for each of the new for Nuclear Power Plant Safety Systems (Ref. 1) EDGs (G03 and G04). To assure compliance with IEFE 279-(5/73) 1971, the annunciators located in the control room will automatically actuate if the EDGs, its mechanical or electrical auxiliaries are bypassed or rendered ir.aperative. DGAP_D.WPF ' APPENDIX D - 4 May 24, 1994

MISCONSIS ELECTRIC POWE2 CDePANY DIESEL GENERATOR ADDITION PROJECT

1. EGULATORY GUIDES COMPLI ANCE SLMARY REGULATORY POSITION REGULATORY GUIDE COMPLIANCE REFERENCE DISCUSSION / RESOLUTION YES NO i

tegulatory Guide 1.100 Seismic Qualification of Electric and X TVA DCN No. The seismic qualification of Electric and Mechanical Mechanical Equipment for Nuclear Power E6-90-D707 Equipment of the Diesel Generator Project either conforms Plants (Revision 2, 6/88) (Ref. 23) to the requirements of IEEE Std. 344-1975 or IEEE Std. 344-1987 as follows: l Switchgear IEEE Std. 344-1987 All other Class 1E Electric IEEE Std. 344-1987 Diesel Generator Control Panel IEEE Std. 344-1987 Diesel Generators and Mechanical IEEE Std. 344-1975 Equipment (already procured by WE) All other Class 1 Mechanical IEEE Std. 344-1987 Equipment including Tanks As an alternative, some of the Class 1E electric or Class 1 Mechanica! Equipment is seismically qualified using the US! A-46 (GIP) methodology. IEEE Std. 344-1987 accepts the use of experience data for equipment qualification. NRC has accepted the GIP methodology for PRNP equipment and corponents. This methodology is part of the design basis for the Diesel Generator Project. Regulatory Guide 1.102 Flood Protection for Nuclear Power Plants X FSAR 2.5 Section 2.5 of FSAR provides information on the most (Revision 1, 9/76) (Ref. 1) plausible flooding hazard at the site. The site is 20 or more feet above normal lake level and there is no record that it was flooded by the lake at any time. Natural drainage of the site, a storm sewer system in the plant yard, and an interceptor ditch discharging to take Michigan provide protection against local flooding. Regulatory Guide 1 105 Instrument Setpoints for Safety-Related FSAR 15.2 Not applicable to this modification. systems (Rev. 2. 2/86) (Ref. 1) Regulatory Guide 1.106 Thernet Overload Protection for Electric Not applicable to this modification since no new MOVs or Motors on Motor Operated Yalves (Revision 1, MOV controllers with thermat overload protectfon will be 3/77) installed. The m dification to the existing MOV circuits is timited to relocating the power supply for one valve. DGAP_D.WPF APPENDIX D - 12 May 24, 1994 -}}