ML20072E942
| ML20072E942 | |
| Person / Time | |
|---|---|
| Site: | Limerick  |
| Issue date: | 06/21/1983 |
| From: | Bradley E PECO ENERGY CO., (FORMERLY PHILADELPHIA ELECTRIC |
| To: | Schwencer A Office of Nuclear Reactor Regulation |
| References | |
| NUDOCS 8306270212 | |
| Download: ML20072E942 (10) | |
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PHILADELPHIA ELECTRI,C COMPANY 2301 M ARKET STREET P.O. BOX 8699 PHILADELPHIA. PA.19101 EDW ARD O. B AUER, J R.
vaca enssiosur AgeO SsNuR AL COUNesk
- EUGEN E J. BR ADLEY Assocents essesmas counset
- CONhLD WLANNEN M*JDOLPH A. CHILLEMI E. C. MI R K M ALL T. H. M AM E R CO R N ELL PAUL AUERBACH assistant emmunAL counsuk
]
EDWARD J. CULLEN, JR.
THOM AE H. MILLER JR.
June 21, 1983 13iE N E A. Me t(EN N A assasvant cownsso Mr. A. Schwencer, Chief Licensing Branch No. 2 Division of Licensing U. S. Nuclear Regulatory Commission
-Washington, D. C. 20555 Subj ect:
Limerick Generating Station, Units 1 & 2 Power Systems Branch Open Items
Reference:
Telephone conversation with the Power System Branch Reviewer, E. Thomlinson and Philadelphia Electric Company on June 7,1983 s
Dear Mr. Schwencer:
.The attached documents are revisions' to Se tions 9.5.6.3,
- 9. 5. 7. 2, 9. 5. 8. 3, and Figure 9.5-10 in the FSAR.
+
The 'nformation contained on these draft FSAR page changes i
will be incoiporated into the FSAR, exactly as it appears on the attachments, in the revision scheduled for July, 1983.
Sincerely, l
/
Euge JJH/cmv/B10 e306270212 830621 PDFt ADOCK 0500035 Attachment A
Copy to:
See Attached Service List I
4 L
e cc Judge Lawrence Brenner (w/o enclosure)
Judge Richard F. Cole (w/o enclosure)
Judge Peter A. Morris (w/o enclosure)
Troy B. Conner, Jr., Esq.
(w/o enclosure)
Ann P. Hodadon (w/o enclosure)
Mr. Frank R. Romano (w/o enclosure)
Mr. Robert L. Anthony (w/o enclosure)
Mr. Marvin I. Lewis (w/o enclosure)
Judith A. Dorsey, Esq.
(w/o enclosure)
Charles W. Elliott, Esq.
(w'/o enclosure)
Jacqueline I. Ruttenberg (w/o enclosure)
- Thomas Y. Au, Esq.
(w/o enclosure)
Mr. Thomas Gerusky (w/o enclosure)
Director, Pennsylvania Emergency Management Agency (w/o enclosure)
Mr. Steven P. Hershey (w/o enclosure)
Donald S. Bronstein, Esq.
(w/o enclosure)
Mr. Joseph H. White, III (w/o enclosure)
David Merstn Esq. '
(w/o enclosure)
Robert J. Sugarman, Esq.
(w/o enclosure)
Martha W. Bush, Esq.
(w/o enclosure)
Atomic Safety and Licensing Appeal Board'.
(w/o enclosure)
Atomic Safety and Licensing Board Panel (w/o enclosure)
Docket and Service Section (w/o enclosure)
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LGS FSAR Each diesel generator unit is protected against the effects of natural phenomena such as tornadoes, hurricanes, and floods.
Evaluation of the diesel generator starting system with respect to the following armas is discussed in, separate FSAR sections as indicated:
a.
Protection against wind and tornado effects 3.3 b.
Flood design 3.4 c.
Missile protection 3.5 d.
Protection against dynamic effects associated with the postulated rupture of piping 3.6 e.
Environmental design 3.11 I
f.
Fire protection 9.5.1 The starting air compressors are tripped during loss of offsite power; however, adequate compressed air for each diesel is stored in its associated air receivers.
Each air start system holds sufficient air to start the diesel five times under a no-load l
condition without compressor assistance.
[
g,p Air consumption and associated air receiver pressure drop are permitted only by the start and the cranking time control relays as described in the starting sequence (Section 9.5.6.2).
With an initial pressure in the receiver of 250 psig, tests have proved that one air receiver can sustain up to 14 unsuccessful starts l
and still successfully start the diesel.
However, both air receivers are used simultaneously.
Successful starts are not possible when the air receiver pressure drops below 80 psig.
Two solenoid air start valve trains are installed on each diesel.
Each train supplies air to half of the cylinders.
If one valve train fails, the other valve train supplies sufficient starting air.
In addition, manual air start valves are supplied on both air-start valve trains.
Failure of the compressors is indicatsl by an air receiver low pressure alarm and a common trouble alaca in the control room.
This alarm is initiated by the receiver pressure falling below 200 psig, and is reset when the pressure i
increases above 215 psi ~g.
An operator will investigate the control room alarm and institute corrective action or declare the diesel inoperable.
No harmful effects to the diesel. engine will occur even if no operator action is taken, A single active failure in either air starting system would not compromise the ability of the systems to accomplish their r]
~ function.
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The filter is sized to ensure ontinuous full-flow operation for l
e minimum of 175 hours0.00203 days <br />0.0486 hours <br />2.893519e-4 weeks <br />6.65875e-5 months <br />, using disposable cellulose cartridges.
The filter elements are designed to remove particles down to 25-micron size and to absorb water.
The filter is provided with a differential pressure indicator and a-pressure switch that initiates an alarm on high differential pressure across the filter.
A manual bypass is provided.
The lubricating oil cooler is a shell-and-tube heat exchanger' with a removable tube bundle and floating head design.
The tube may be cleaned without removing any piping.
The strainer is a dual element type sized to ensure continuous full flow operation.
All pumps are of the positive displacement type.
The engine-driven pump has sufficient capacity to provide all lubricating oil rec:uirements under full load operating conditions.
The'ac motor-6 riven prelube pump, fed from a Class 1E 480V bus, will lubricate all wearing parts prior to a manual start.
The circulating pump circulates lube oil from the sump through the electric immersion heater and back to the sump.
The immersion heater is provided to maintain the lube oil temperature at a preset value during standby periods..
The lube oil makeup tank is of the vertical construction type and of sufficient capacity to supply lube oil for at least 175 hours0.00203 days <br />0.0486 hours <br />2.893519e-4 weeks <br />6.65875e-5 months <br /> of continuous diesel generator operation.
During diesel generator operations, the lubrication system operates automatically, excluding the makeup and storage provisions.
The engine-driven lube oil pump takes suction from the diesel generator sump and delivers the oil through the filter to a three-way thermostatically controlled valve that directs the oil through or around the oil cooler.
The oil then flows through l
a full-flow strainer and back to the engine passages.
There are two methods of manual operation of the diesel generator, local and' remote.
These are normally used for surveillance exercising.
In local manual operation, the operator will start the prelube pump, which will operate for 2-1/2 to 3 minutes and then automatically shut down.
The operator will then
-start the diesel generator.
In remote manual operation, the operator will place the switch in " start".
This will start the prelube pump, which will operate for 3 minutes before an l
interlock permits the diesel generator to start.
On emergency
~ diesel generator start, the prelube pump does not operate because 1t is not required and would delay tie diesel engine start.
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start without damage to the engine internals, and the engine-The nower source -
driven oil pump will maintain the lubrication.
'I for the nea'rt: p. ;_pnter in c Class IE bus,# fee motor-driven circulating pump takes oil from the sump ano directs it through i
the immersion heater and back to the sump to keep the engine in a warm standby mode for quick-start operation.
ThJs pump recirculates 13 gpm of lube oil and is pokered whenever the A thermostat downsteam of the diesel generator is shut down.
I heater controls the oil temperathre between 130 and 1350F by l
energizing and de-energizing the heater.
The power source for both the pump Snd the heater is a Class IE 480V bus, fed from The switches controlling the lube either of two offsite sources.
oil heater and the lube oil circulating pump must both be placed in auto or the " SWITCH NOT IN AUTO" alarm on the local control pnel and the "D.G. TROUBLE" alarm in the main control room will Mth be annunciated.
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Lube oil vapors originating in the upper and lower crankcase compartments are drawn out of the engine by the crankcase l
This built-in system evacuation system (Figure 9.5-12).
maintains a subatmospheric pressure in the crankcase to minimize It consists of an leakage of oil through the crankcase gaskets.
oil separator and air ejector connected to the crankcase. breather I
The ejector is operated by compressed air from the housing.
The flow of scavenging system air receiver (Section 9.5.8.2).
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air through the ejector draws crankcase vapors through the separator; the mixture is then carried to the ejector outlet and The is discharged into the combustion exhaust cutlet piping.
i lube oil collected by the separator drains back to the crankcase.
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i 9.5.7.3 Safety Evaluation The diesel generator lubrication system and the crankcase evacuation system are designed to. seismic Category I requirements as discussed in Section 3.7.
The systems are located within the diesel generator enclosure that is designed to seismic Category I requirements as discussed in Section 3.8.
i The diesel generator lubrication system is an in'tegral part of the diesel generator.
The system meets the single failure critorion in that, if a failure in this system prevents the estisfactory operation of the associated diesel generator, the
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other three diesel generators will provide adequate power to safely shut down the plant or to mitigate the consequences of the postulated accidents.
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f LIMERN:K GENERATING STATM)N UNITS 1 AND E FINAL SAFETY ANALYSIS REPORT DIESEL GENERATOR STARTING SYSTEP.1 i
l FIGURE 9.5-10 REV 19. 04/B3 l
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% cause of the above es cribed c56f @iguration and becaus
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specific gravity of the exhaust gases leaving the enhaust duct is approximately one-third of the standard air specific gravity, I
exhaust gas contamination of air at the enclosure intake opening will be nagligible irrespective of outdoor ambient temperature, The exhaust duct extension, beyond the wind speed, or direction.
diesel generator enclosure roof, further improves exhaust gas This extension is considered non-safeguard in that dispersion.
it is not required to meet the system design requirements, and in that its failure will not interfere with the exhaust duct gas l
flow and consequently the performance of'the diesel generator.
1 If the cast iron exhaust pipe were broken by tn nado or turbine
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missiles, small pieces of metal might drop in's the exhaust duct, l
but would not reach the turbocharger because of the duct
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arrangement and the presence of the exhaust silencer.
pieces of metal or the entire cast iron pipe might fall on the enclosure roof but would have no destructive effect because the For roof is designed to withstand tornado and turbine missiles.
the low probability event of the cast iron pipe breaking off, the vertical discharge velocity and low specific gravity of the exhaust ensure that recirculation would not be a problem.
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engine silencers are provided with drains for removal of The The drains will condensation that might collect at this point.
be opened periodically at intervals to be determined by operating Any dust that might accumulate in the exhaust piping experience.
will be blown out by the exhaust gases during periodic testing.
l The. engine is not equipped with alarm or shutdown sensors for abnormal conditions in the intake and exhaust systems because the engines are designed to operate under all specified operating
-conditions.
9.5.8.4 Tests and Inso'ctions e
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~ 'The system is preoperationally tested in accordance with the
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requirements of Chapter 14 and periodically tested in accordance l
Operability of the with the requirements of Chapter 16.
combustion air intake and exhaust system is. checked during the k'
~ periodic testing of the diesel generator system.
9.5-58 Rev. 19, 04/83
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