ML20076N123
| ML20076N123 | |
| Person / Time | |
|---|---|
| Site: | Vogtle  |
| Issue date: | 03/18/1991 |
| From: | Lisenby J GEORGIA POWER CO., SOUTHERN COMPANY SERVICES, INC. |
| To: | |
| Shared Package | |
| ML20076N108 | List: |
| References | |
| 90-617-03-OLA, 90-617-3-OLA, OLA, NUDOCS 9103280108 | |
| Download: ML20076N123 (30) | |
Text
__._.
4 UNITED STATES OF EMERICA NUCLEAR RBOULATORY COBOLISSION ATONIC SAFETY AND LICENSING BOARD In The Matter of a
Georgia Power Company, 8
31 31.
t I
(Vogtle Electric DOCKET NO. 50-424-03 Generating Plant, 3
50-425-OLA Units 1 and 2) t ASLEP No.
90-617-03-OL%
AFFIDAVIT OF J01DI DAYS LISENBY IN SUPPORT OF APPLICANT 6' RESPON8S TO THE BOARD'8 MEMORANDUM AND ORDER OF JANUAkT 22. If 91
- I, John Dave Lisenby, having first been duly sworn, hereby depose and state as follows:
1.
I am currently employed by Southern company Services, Inc. as a Senior Engineer in the Nuclear Plant Support -
Vogtle Department.
My office is located in Birmingham, Alabaua.
Southern Company Services is a subsidiary c; Sta Southern Company, and currently provides technical support services to its affiliates, including the Southern Nuclear p[ bo ft
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6 i
operating Company, Georgia Power Company and Alabama Power Company.
2.
I graduated from the University of Alabama in 1980 with a Bachelor of Science degree in Mechanical Engineering.
I was employed by Georgia Power Company in 1980.
My first position was a Junior Engineer at the Vogtle Electric Generating Plant ("VEGP").
However, I was assigned to the Edwin I. Hatch Nuclear Plant and worked as a system engineer
-for an interim-period until Plant Vogtle was ready for start-up.
I held this position at Plant Hatch for one year, after which I transferred to Southern Cospany Services and performed mechanical design work in support of Plant Hatch.
In 1984, I was transferred to Plant Vogtle where I held the position of a start-up test supervisor.
In this position, I assisted Georgia Power personnel at the VEGP in the pre-operational testing and start-up of the diesel generators.
In.1986 lt was transferred into the Southern Company l
Services /Bachtel Project field design support group,-where I worked until August, 1996.
In August, 1986, I left Southern company Services-and went to work with Franklin Engineering in Panama City, Florida.
At Franklin Engineering I was responsible for performing mechanical failure analysis.
This involved investigating-failures of mechanical components and 4
systems 1to determine the cause of the failure as well as to-2
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da?. ermine if proper codes and standards were applied to the original design.
On occasion I would also provide recommended design changes to repair the failure.
In August, 1989, I came back to work at Southern Company Services in the Nuclear Plant Support - Vogtle Department, where I hold the position of Senior Engineer.
My mechanical design experience includes application of Nuclear Regulatory Commission requirements and recommendations to proposed modifications of the mechanical systems of the VEGP.
I hold Professional Engineer's licenses from the States of Alabama, Georgiu and Florida.
3.
In my present position I provide design analysis and evaluations for proposed changes or modifications to VEGP
- systems, tapending upon the nature of the proposed change, the mechanical discipline may have the lead in reviewing the proposed change relative to NRC requirements, industry standards and prudent engineering judgment.
This review is reflected in " Design Change Packages," commonly referred to as "DCPs."
The DCP process provides for a structured, comprehensive, inter-disciplinary review of proposed changes.
Extensive discussion between the disciplines and with plant site representatives associated with this review are undertaken to identify and address the safety-related impact, if an/, anscciated with a particular design change.
3 l
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t 4.
Shortly after the March 20, 1990 event at Unit 1 of i
the VEGP, I was assigned to review the trip logic for the High Jacket Water Temperature ("HJWT") trip on the emergency i
diesel generators in the nuclear industry, including those manufactured by the vendor of the VEGP diesel generators.
I also personally reviewed the procurement specification for the diesel generators at the VEGP.
Thereafter, Bechtel Power Corporation was retained to examine more formally the trip functions'for the VEGP relative to'those functions at other plants.
The Bechtel review concludes that the VEGP dissal generators were unique in their trip logic for loss of L
station power ("LOSP")
(i.e., protective trips for high lube oil temperature, low jacket water pressure, high bearing
{
temperature and several non-essential trip functions were active for LOSP).
As one of many approaches to enhance the
^
operation of the VEGP diesel generators, the VEGP trip logic was modified so that,-today, during an emergency 14SP start L
signal the diesel generators do not trip for the non-essential trip functions.
5.
In addition to modification cf the LOSP trip logic, I was responsible for contacting licensed facilities to determine whether the HJWT trip on diesel generators manufactured by the same manufacturer as the VEGP diesel generators was " active" or operational during emergency 4
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starts.
The results of my efforts are summarized in an October 11, 1990 letter from W.C. Ramsey to Mr.
C.C. Miller, which is included in Exhibit 9 of the Applicants' Supplemental Statement dated November 14, 1990.
These types of data, together with experience with "Calcon" temperature sensors, lead to the licensee's deciolon to examine whether a bypass of the HTWT trip logic during emergency starts complied with regulatory / licensing requirements.
I was the Lead Discipline Responsible Engineer for the DCPs which address the renoval of the HJWT trip from the diesel generator trip logic during emergencies.
The DCPs are included as Exhibit 1 to the Applicants' Supplemental Statement.
The Safety Evaluation in these DCPs conclude, among other things, that the proposed change does not increase the probability of or consequences of the " design basis" accidents described in the VEGP's Final Safety Evaluation Report ("FSAR") and does not decrease the margin of safety defir.ed in the " design basis" indicated in the VEGP's Technical Specifications.-
l 6.
This Board, in its January 22,-1991 Memorandum and order, poses the question whether the applicants intended to use "a mandatory term such as 'will' or 'must,' at DCP V1N0138-0-1, page 1 of 2, and DCP-90-V2N0166-0-1, page 1 of 2".
The answer le "no"; the word "should" as used in the DCP 1
l
cited Narrative Design Summaries is used correctly.
The DCP's analysis and conclusions are not dependent upon the dispatch, or presance, of a local operator at the emergency diesel generator control panel to meet regulatory requirements.
More specifically, under all design basis analysis the control room operator has sufficient time to take copropriate action without reliance on the dispatch of a local plant equipment nr licensed operator to che diesel generator.
If the DCP analysis had indicated that a local operator was required to meet design basis requirements, the word "will" would have been used and a regulatory obligation made to dispatch the operator.
7.
The reason the discussion of a dispatch of a plant equipment or licensed operator is included in the DCP is a recognition of the real-world practice, and the associated additional flexibility, of response actually available to the control room licensed operators.
In other words, the DCP's references to the dispatch of a local operator places in context the elements of the design basis analysis.
The i
relevant Narrative Design Summary wording, stripped of this context language and edited for clarity, would read as follows:
This change will prevent the diesel generator from i
tripping on High Jacket Water Temperature (200*F) during emergency starts.
However, the High Jacket Water Temperature alarm (190*F, window C04 on Annunciator Light 6
l
Board 35) will remain operable and still annunciate.
If a high temperature alarm is received, the licensed operator in the control room will be required to evaluate the cause of the actuation of the High Jacket Water Temperature (190'F) alarm's annunciation and take appropriate action or trip the diesel from the control room.
Except for a design basis fire scenario, the design basis of the plant assumes LOSP and the ability to lose one diesel generator, and the other diesel generator would still be available.
The length of time, therefore, for heat-up from 190'F to damage of the diesel generator is not a factor under design basis analysis of the Plant except a control room fire scenario.
For the most limiting design basis scenario (i.e.,
control room fire where only one diesel generator is assumed available), all annunciation in the control room will be lost, and there in no annunciation at the remote plant shutdown panel to which the licensed operators would move.
The NSCW flow to the jacket water heat exchanger could also be reduced in this scenario.
Therefore, operator Tction may be required to establish adequate NSCW flow to tae jacket water heat exchanger within thirty (30) minutas of the control room fire.
8.
Calculations in support of the DCP were developed and approved which octablished that the diesel generators can operate for thirty (30) minutes with the potential reduced NSCW flow of 500 gpm at a temperature up to 100'F for the NSCW water without damage to the diesel generators.
Mr. Patrick M. Madden, in his affidavic filed with this Board in the NRC Staff's Comments of January 11, 1991, discusans his review of this calculation (page 4, Item 4).
9.
Subsequent to the development of the DCP, the NRC Staff in December, 1950 requested a determination of the time available for the control room operator to take action following receipt of the high jacket water alarm at 190'F and 7
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l prior to the time the jacket water temperature reaches 200*F, L
assuming loss of cooling.
This request is referenced in Mr. Ralph E. Archittel's affidavit (pages 6 and 7) submitted with the NRC Staff's Comments of January 11, 1991.
The Board i
should note that engina damags is not likely to occur without i
extended operation above 200'F, and such factors as load, duration of operation prior to alarm and initial water temperature will affect temperature rise above 200*F.
In responding to the Staff's request to determine the rate 1
. of temperature rise and operator time available, I obtained a 1980 vendor calculation applicable to a forelan plant with
- the same model diesel generators and, using data for the VECP diesel engines (e.g., generator output of $517 Kilowatts and with no NSCW flow), calculated a temperature rise of approximately 10'F/ minute under maximum LOSP. loads.
[
Attachment A, attachment 3, to this Affidavit sets forth that calculation-(the 1980 calculation determined the jacket water temperature after running three (3) minutes with no raw water circulation at 110% load.
That calculated ten arature was 204'F.-
Applying-the historic-calculation for a 10'F rise yielded 1.03 minutes).
The 10*F/ minute rise also would apply to-temperatures below 190*F-(e.g., 160*F to 110'F, 170*F to 180*F,_etc.)_
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10.
In reality, additional assurance exists that those scenarios examined by the DCP will be handled in a manner which sssures alternate supply of electric power for the plant's safety systems.
My understanding is that plant practice is for a plant equipment or licensed operator to bc i
dispatched to the diesel generators upon an automatic (emergency) diesel start to monitor the diesel generator locally, including HJWT.
If a high temperature alarm is received, the dispatched operator will be monitoring the temperature at the local engine control panel and, if the temperature in the jacket water system exceeds 190'F, the dispatched operator (who is dispatched upon emergency start, when the jacket water temperature is in the range of 145'F to 165'F) or control room operator will have adequate ti9e to trip the diesel.
Moreover, as recognized by the DCP (page 5 of the Safety Evaluation) and the NRC's Ralph E. Architzel (pages 7-8 of his January 11, 1991 Affidavit), if an HJWT event were to occur and the diesel was damaged, the other trei.n would be available under single failure scenarios to safely shut down the plant.
11.
In its January 22, 1991 Order the Board also requested information on "the observed frilure rate in the industry of the three way valve that bypasses the NSCW/ jacket-water heat exchanger."
The Applicants are aware of only one i
9 l
.=..
failure of this thermostatic control valve to open in application at a nuclear facility, which occurred in May, 1986, at a domestic facility.
The failure occurred while the diesel generator was undergoing surveillance testing and, after running four (4) minutes unloaded and loaded to 5800 Kw for eleven (11) minutes, the operator in the Control Room manually shut down the engine after receiving high vibration, high jacket water temperature trip, high engine bearing and high jacket water inlet temperature alarms.
The failed thermostatic control valve was caused by a failed " power assembly."
(The " power assembly" la a container filled with wax pellets which melt and expand to open the valve at a prescribed temperature.
The event was formally reported to the NRC by a Special Report dated June 18, 1986).
The domestic licensee at that time conducted discussions with the valve manufacturer whIich indicated no previous power assembly failure in the industry.
The engine was not damaged by this event (e.g., no bearing damage).
In February, 1991 we contacted Cooper InoJatries (the diesel engine manufacturer) and, in the time available, made contact with knowledgeable representatives at six of the domestic nuclear plants with diesel engines manufactured by Transamerica-Delaval Industries / Enterprise Engine Division l
(the corporate predecessor of Cooper Industries).
A search i
10
- ~ ~.
of NPRDS data was also conducted for reports of Anot (the valve manufacturer) three-way valve problems, regardless of diesel generator manufacturer.
Our investigation found that the May, 1986 three-way valve failure was the only failure where the valve did not open (in addition, four plants had experienced nine separate occasions in which the valve, while permitting adequate flow, failed to limit flow.
As a result, additional cooling occurred).
Based on the fact that only one failure of the three-way valve is known to have occurred where the valve failed closed, the duration required for heat-up to alarm on that occasion (over eleven minutes under load', and the high frequency of surveillance testing of the diesel engines in the industry (at least once per 31 days per diesel), the reliability of the valve han been demonstrated to be very high and the likelihood of a three-way valve failure causing a complete loss of coolant flow to the jacket water heat exchanger and resultant diesel engine damage is remote.
12.
I have reviewed a calculation s'abmitted by GANE's letter of January 22, 1991 to this Boa.
iich purports to calculate the temperature rise of the diesel engine's jacket water upon total loss of NSCW cooling.
GANE's calculation is premised on a " heat load" which is wrong for several reasons.
Foremost, the heat. load of approximately 24.6 million BTU /hr.
11 i
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assumed by GANE is really the coolina cacability of the NSCW flow through the heat exchanger, assuming a 100'F inlet temperature and a 133*F outlet temperature.
GANE incorrectly assumed that this value was the heat eenerated by the diesel engine (i.e., no margin).
The heat being rejected to the jacket water by the engine under maximum LOSP load of 5517 Kilowatts, however, is actually around 10.9 million BTU /hr.
See, April 12, 1990 letter from Cooper Industries (Attachment 1 to Attachment A, p. 1 of 3).
Thus, the NCSW flow as calculated by CANE is capable of cooling over two times the heat rejected by the diesel to the NSCW flow.
The temperature rise per minute estimated by GANE, therefore, is in gross error -- comparable to calculating the temperature rise of a reactor of a plant by determining the cooling capability of the plant's cooling water capacity.
13.
Actual data from VEGP diesel generator runs taken from diesel generator operating logs (VEGP Procedure 11885-C), including NSCW inlet and outlet temperature and NSCW flow, were analyzed independent of my calculations to determine the observed " heat load" rejected by the diesel engineu to the NSCW.
The analysis estimated 13.48 million BTU /hr. actually rejected under generator loads of, approximately, 7,000 Kilowatts.
Extrapolating from this observed heat load to the heat load from the engine for 12 4
e maximum LOSP generator load of 5517 Kilowatts yields approximately 10.7 million BTU /hr (= 13.48 x 106 BTU /hr. x 5517 Kilowatts /7000 Kilowatts), and verifies the Cooper Industries value of 10.9 million BTU /hr. (Attachment 1 to Attachment A, p. 1 of 3).
The foregoing is true and correct to the best of my knowledge and belief.
'Eb
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A'UZ4l@l,
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/bbn Dave Lislienby g
Fworn to and subscribed before me this /f( day of Jawed-.
, 1991.
fn [A Notar)OPublic W00 Wit $10N EXPtRES JANUARY 12,1M3 z
13
ATTACHMENT A SouthernCompanySenices A calculatbn cover sheet tion Number CaicudtY C203Vw DiscNi lireI ccJ4 Pr ojec t~Plsryr %-nr tiol+s It2 Objectwe Elf. Num ber htermh he er 7W Twp b i,nfom u)ML po 05ttd V4-0047
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4 Summary of Conclusions
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Dale DIESEL GENERATOR JACKET WATER E' d' N86!9I Caicuistion Numtiet Sneet TPMprRATitRE RTEP AT No NEcW rifW Yac2403V06 1 o' 10 PURPOSE:
The purpose of this calculation is to show that the operator has sufficient time (a minimum of 1 minute) to trip the diesel generator from the control room between the time a high jacket 0
water temperature alarm (190 FatTC-22gisreceivedandwhen the jacket water temperature reaches 200 F at TC-22.
BACKGROUND:
During an HRC audit in December, 1990, we were requested to determine the time available for the control room operator to take action following receipt of the high jacket water alarm at 1900 F and prior to the time the jacket water temperature reaches 0
200 F, assuming a loss of NSCW cooling to the emergency diesel jacket water.
In response to the request we obtained a calculation from Cooper Industries which they had performed on Maanshan on December 22, 1980, which were the same size and model engines, and the generators were also the same capacity as the emergency diesel generators used at the VEGP.
Per Cooper Industries, the differences in the twp emergency diesel generators would be the routing of the auxiliary piping which could have an effect on the total volume of jacket water.
Other than this the emergency diesel generators are basically the same.
Using a Maanshan calculation as the bases, we extrapolated a time of approximately 1.03 minutes or 61.8 seconds (see attachment 3).
Tollowing the December, 1990, audit, this calculation was l
generated specifically for the VEGP using the actual data from the VEGP emergency diesel generators.
REFERENCES:
1.
April 12, 1990, letter from C. R. Carmichael (Cooper Industries)-to David Lisenby (SCS) (attachment 1) 2.
Vendor Manual AX4AK01-510 Rev. 5 3.-
H' eat Dransfer, bcGraw-Hill, J.
- p. Holman, 1976 4.
Vendor Drawing 1X4AK01-344 Rev. 3 5.
Vendor Drawing 2X4AK01-345 Rev. 2 6.
Vendor Drawing 1X4AKO1-346 Rev. 2 7.
Vendor Drawing 2X4AK01-347 Rev. 1 Form No. 9 324 A i.
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REFERENCES (CONTINUED):
8.
Fax from C. R. Carmichael to David Lisenby, dated February 20, 1991 (attachment 2) 9.
Instrument Satpoint Index CX5DT101-40 Rev. 8
- 10. Vendor Manual AX4AK01-564 Rev. 16 1
- 11. Crane Technical Paper 410, 1981 J
- 12. Maanshan calculation (attachment 3)
ASSUMPTIONS 1, 1.
Jacket Water Temperature in the engine jacket water return header at thermocouple TC-22 is 190 F at thi beginning of the time interval (notes the temperature in the nuxiliary piping will be at a lower temperature than 190 F when a loss of NSCW flow occurs and the temperature will increase to 190 F at TC-22 as it exits the engine jacket.
TC-22 is located in the return piping which connects the engine jacket to the jacket water standpipe.).
It is assumed that the jacket water temperature increases at a uniform rpte (i.e.
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sufficient time has elapsed since initial start of loss of w
NSCW flow that the temperature profile around the cooling water loop has become fully developed and is increasing at a uniform rate).
2.
The generator output is assumed to be 5517KW which is loss of offsite power load.
This is the maximum generator loading required per FSAR Section 8.3 Table 8.3.1-2.
Per the manufacturer (Reference 1), the equivalent engine brake horsepower for this generator loading, assuming the generator efficiencies is 7785 BHP.
3.
Per the diesel engine manufacturer, the fuel consumption of the engine at 7785 BHP is 0.35 lb/ BHP-HR of 18,190 BTU /lb standard. fuel providing a total quantity of 49,563,202 BTU /HR (Reference.1).
4.
Per the diesel engine manufacturer, the heat rejection to jacket water, including jackets, lube oil and air coolers equal 12% + 4% + 6% (Reference 1), respectively, which is (note: the heat input from the engine driven jacket water pump is assumed to be negligeable):
(4 9,563,202 BTU /HR) * (0.22) = 10,903,484 BTU /HR = Q.
5.
No NSCW' flow exists to the diesel jacket water heat exchanger -
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$neet TEMPERATURE RISE AT NO NSCW FI4W X4C2403V06 3 o'10 ASSUMPTIONS ( CONTINUED) !
6.
We calculate the heat transfer between the jacket water and the auxiliary piping metal, however, we assumed no heat transfer between the jacket water and the engine block (i.e.
as the temperature of the water increases, the metal in the engine block will also increase.
The increase in the metal temperature will be the result of the water giving up heat to the metc.1.
This process will remove BTU's from the jacket water that were input from the engine.
However, by assuming no heat transfer from the jacket water to the metal is conservative for this calculation.)
7.
No heat loss to the environment is assumed (i.e. the piping is not insulated and therefore, some heat will be lost to the environment as the jacket water passes through the piping and the piping is heated by the jacket water.
Heat will also be lost from the engine block to the environment.
However, by assuming no heat loss to the environment the calculatiors is conservative.)
8.
Assumed no heat transfer to the NSCW in the tubes of the heat exchanger (i.e. the NSCW will be at a lower temperature than the jacket water.
Therefore, heat will be transferred from t4*,acket water to the NSCW.
However, by assuming no heat crar.sfer the calculation is conservative,),
9.
1 minute is an acceptable time for operator actions (based on discussions between site personnel (operations) and the NRC).
1
SUMMARY
OF CONCLUSIONS:
With no NSCW flow to the emergency diesel generator jacket water L
heat exchanger, an operator will have adequate time, based on the l
criteria used in this calculation, to respond to a high jacket I
-water temperature alarm and verify the other diesel is running or, if not-running, start the other diesel generator, and secure the failed diesel diesel engine' generator before more serious damage occurs to the r
as a result of the*high jacket wa'ter temperature.
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e' 10 CALCULATION:
TOTAL COOLING WATER VOLUME Per Reference 8, the volume of water in the engine jacket (Vengine) is approximately 920 gallons (123 Ft ).
Per References 4, 5,
G, and 7, the volume of water in the shell sido of the jacket water heat exchangeg and the tube sideoftgelubeoilheatexchangeris29Ft (216 gallons) and 28 Ft (209 gallons).
These volumes were calculated as shown below:
For the jacket water heat exchangers, Per References 4 and 5 there are 466 3/4" O.D. tubes inside the shell of the jacket water heat exchanger.
Each tube is 22' long.
There are 90 1/2" O.D.
spacers which are 22' long.
There are 18 baffles 1/4" thick and 23.25" in diameter (note that the baffles are not solid but havt holes in them.
However, for conservatism, we will assume the baffles are solid.).
The shell of the heat exchanger is 23.25" in diameter and 22' long in the shell area.
The volume of water in the shell side of the heat exchanger will be:
try( 23. 2 5 / 2 4 ) 2 X (22) = 64.86 Ft (shell) 3 3
t,/(0.75 / 24)2 X (22) X (466) = 31.45 Ft (tubes)
T x (0.5 / 24)2 X (22) X (90) = 2.7 Ft (spacers) 3 yx(23.25 / 24)2 X (0.25 / 12) X (18) = 1.11 Ft (baffle) 3 l
Total volume = 64.86 (31.4% + 2.7 + 1.11) l Total volume = 29.6 Ft3 3
Therefore 29 Ft is conservative l
For the lube oil heat exchangers, Per References 6 and 7 l
there are 400 3/4" O.D. tubes (I.D. for the tubes is O.652").
Each tube is 22' long.
There are 2 ends on the heat exchanger which contain jacket water.
Each end is 22" O.D.
(assume 20" I.D. for conservatism) and approximately 22" long.
The volume of water in the tube side of the heat exchanger will be:
1 Form No. 9 324 A
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,qALCULATION (CONTINUED)t 3
lf X ( 0. 6 52 / 2 4 ) 2 X (400) X (22) = 20.4 Ft (tubes)
T y (20 / 24)2 x (20 / 12) X (2) = 7.2 Ft (ends) 3 Total volume = 20.4 + 7.2 3
Total volume = 27.6 Ft The following is a breakdown of the vc ume of. water in the auxiliary piping as given in Reference 2:
Vendor Drawing Number 102138 47.0' of 8" pipe e
18.0' of 6" pipe Vendor Drawing Number 102140 6.0' of 10" pipe Vendor Drawing Number 102141 31.0' of 6" pipe Vendor Drawing Number 102144 4.0' of 8" pipe Total volume of water in the auxiliary piping is:
For.6" pipes Ti(6.065/24)2 X 49-= 9.83 Ft 3
For 8" pipet y y (7.98/24)2 X 51 = 17.71 Ft3 For 10" pipe:
?f X. (10. 02/24 ) 2 ' X 6 = 3. 29 Ft3-Vpipe =
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oilo CALCULATION fCONTINUED)!
Per Reference 2 the jacket water standpipe is 30" inside diameter and the water height in the standpipe is 180" (Reference 9).
Therefore, the volume of water in the standpipe is:
3 Vstpipe = T/(30/24)2 X 15 = 73.63 Ft There are two air intercoolers for each engine and, per Reference 10, each intercooler has 512 3/8" tubes (0.025" wall thickness) and are 42" long, The total volume of water in the intercoolers ist inter =$0.325 / 24)2 X (42 / 12) X 512 X 2 V
3 Vinter = 2.06 Ft Total volume of jacket water in the emergency diesel generator engine jacket water system is:
Vtotal " Vengine + Vjwhx + Vlohx + Ypipe + Vstpipe
+Vinter Vtotal = 123 + 29 + 27.6 + 30.83 + 73.63 + 2.06 3
286.12 Ft
=
Converting the volume of water to mass of water gives:
3 3
M = 286.12-Ft X 60.23 Lb/Ft (assume water density at 0
j 195 F)
M = 17,233 Lbs l
~
0 Calculating the time for the jacket water to increase 10 F
0 0
'(from 190 F to 200 F) gives:
Q = (M/t) X C X T-Where: Q = Heat Transfer'= 10/903,484 BTU /HR X (1 HR/60 Min) 181,724.73 BTU / Min
=
M = Mass of water = 17,233 Lbs t:= Time C = Specific Heat = 1 BTU /Lb OF 0
T =.. Temperature increase = 10 F
I Form Peo,9 J24 A
,.. - -, -., = ~,, ~, -... -,
, - ~,,.
. -, -. - _ - - -,... - - ~ - - - - - -.
11
SouthernCompanyServkes A Design calculatlOns b
P /
s 9[
lant VoQtle Units 1 and 2 l[
LA CReviewed By Date
$wtyec t /Titie DIESEL GENERATOR JACKET WATER dMkmfbtE 7b#b/
Caiculation komtier sneet TEMPERATURE RISE AT NO NSCW FIDW X4C2403V06 7 of 10 SALGUIATION (CONTINUED)!
Therefore:
t = (M X C X T) / Q t=
(17,233 X 1 X 10) / 181,724.73 t = 0.948 Minutes = 56.9 Seconds Due to the fact that all of the jacket water piping (part of the piping to the intercoolers, piping to the turbochargers, and water in the turbochr.rgers) was not included in the above calculation, the 56.9 seconds is conservative and will be taken to be 57 seconds.
Some of the_ heat will be used in raising the temperature of the metal in the piping and engine block.
The heat required to raise the temperature of the metal 10 F in the auxiliary piping is:
For the 10" schedule 40 piping, there is 6 feet of piping.
Therefore:
Volume of 10" piping = ((10.02 + 0.365) / 12) X 7f ) X (0.365 / 12) X6 3
= 0.49 Ft For the 8" schedule 40 piping, there is 51 feet of piping.
Therefore:
Volume of 8" piping = ((7.981 + 0.322) / 12) X 7f ) X (0.322 / 12) X 51 3
= 2.97 Ft For the 6" schedule 40 piping, there is 49 feet of piping.
Therefore:
Volume ~of 6" piping ~= ((6.065 F 0.280) / 12) X T )'X (0.280 / 12) X 49 3
l
= 1.9 Ft l
For the standpipe, per Reference 2, we will use a height of 15'-and an inside diameter of 30" and a wall thickness of 0.375" Form No. 9 324 A
- ~. - -
Dnion calculations Southern CompanyServkes 1 '
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Plant Voertia Unita 1 and 2 4!/.1/4
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Subsectnatie R (.ie Kec ti Date[8FI'ii U
I' W-5 DIESEL GENERATOR JACKET WATEP.
Caicuistion Numt.ee Sheet TEMPERATURE RISE AT NO NSCW FLOW X4C2403V06 8 o'10 CALCULATION (CONTINUED)!
Volume of standpipe piping = (30 / 12) X T X (0.375 / 12)
X 15 3
= 3.68 Ft For the jacket water heat exchanger, per References 4 and 5, we will use a length of 22' and an inside diameter of 23.25" and a wall thickness of 0.375" Volume of Htexch piping = (23.25 / 12) X T X (0.375 / 12)
X 22 3
4.18 Ft
=
The total volume of pipe will be:
Total Volume = 0.49 + 2.97 + 1.9 + 3.68 + 4.18 3
13.22 Ft ~
=
The density of the piping will be (based on 10" schedule 40 L
pipe.
Reference 11):
Density of 10" piping = 40.48 Lbs/Ft / ( ( (10. 02 + 0.3 65) /
- 12) X'n X (0.365 / 12))
j 3
= 489.5 Lbs/Ft The mass of the_ piping ist-3 3
~
Mass = 489.5 Lbs/Ft X 13.22 Ft 6,471 Lbs.
=
(
l' F orm,40, 9 324 A -
SouthemCompanyServkes A Design Calculations m
f r
a
. f flant Vo cy t l,* fin i t e.
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.I Su bsect /T itle 4esewed by j'
Da t'e DIESEL GENERATOR JACKET WATER d
W' 3 / i h[1r C4ituistion. Number Snett TEMP 'oATt'nt nTsr AT No uscw rinw v g nwnr, e
c' 3 n CALCULATION (CONTINUED):
Calculating the heat transfer rate to the piping for a piping 0
temperature increase of 10 F:
q=MXCXT Where: q = Heat Transfer = BTU M = Mass of steel = 6,471 Lbs t = Time C = Specific Heat = 0.113 BTU /Lb OF (thic is at 0
63 F.
As temperaturn innreases this va? m increases therefore, this value is conservative.
Re f erencAt 3) 0 T = Temperature increase = 10 F
Therefore:
q = 6471 Lbs. X O.113 BTU /Lb OF X 10 T
0 q = 7312 BTU The time to heat the metal will take:
t = 7312 BTU / 181,724.73 BTU / Min t = 0.04 Min.
2.4 seconds
=
Therefore, the temperature of the jacket water at'TC-22 will increase from 190 F to 200 F in approximately 59 secon.ds by assuming the heat generated by the engine is transferred to the jacket water and the metal in the auxiliary piping system.
This v'orm No. 9 324 A i
Design calculations SouthernCornpanysenices A Jh m
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P1 ant Vogt1 e 11n 4 e et i a nel 9
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SubltCt/ Title A f v't **d b y Odit DIESEL GENERATOR JACKET WATER.
8 W I
Cattutmon Nr nt*tt
$$tet TEMPERATURE PTME AT No NMt*W rf_Db Yac'd03V06 io O'1 0 e
4 CALCULATION (CONTINUED)!
does not consider any heat lotit to the engine piping (jacket water return piping which is considsired part of the engine piping,
-intercooler piping, turbochar<Jer piping, etc.) or to the engine block material.
This calculation r.lso does not-take credit for any heat transferred to the NSCW in the tube side of the jacket water heat exchanger.
Considering the fact that these heat dumps were not considered in the calculation, it can be concluded that the time for 0
the temperature in the jacket water system to increase from 190 F to 200 F will be at least 1 minute.
Therefore, based on the criteria of 1 minute being adequate time for operator action as stated in the assumption section of this calculation, an operator will have sufficient time to trip the diesel generator from the control room from the time a high jacket water temperature alarm (190 F at TC-22) is 0
received and when the jacket water temperature reaches 200 F at 0
TC-22 (this is a 10 F per minute temperature rise of the emergency
' diesel generator jacket water at I.cS? load),
CONCLUSION Based on the above c'alculation and discussion, an operator will have sufficient time to trip the diesel generator from the control room between the time a high jacket water temperature alarm 0
(190 F at TC-22) is received and when the jacket water temperature resches 200 F at TC-22.
l l
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l Form No. 9 324 A
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ENERGY SERVICES GROUP m. 3.,
April 12,1990 Southern Co. Services P.O. Box 2625 Birmingham, AL 35202 Attention:
Mr. David Lisenby tle NGS
Subject:
Georgia Power, P%nt Vog/24 Enterprise En:ines 76021 Operation on )_imited Service Water Enterprise Jab. No. S88841 Rc/crences:
Telecons of April 7,8 and 9,1990 with D.Lisenby, R. Patrick, and C.R.
Carmichael Gentlemen:
This is to confirm and summarize information given to Mr. David Lisenby on April 9,1990, concerning diesel generator nneration at the Vogtle plant with limited cooling water avaihbility.
Based on information given to Enterprise, an analysis was made of engine conditions to determine if the unit could operate with interrupted, then reduced, service water flow to the jacket water cooler.
1.0 ANALYSIS S11A1 L DETERMINIh A.
Time that engine could operate with service water completely shut off to the jacket water cooler.
B.
If engine can operate for 30 minutes with service water flow to the cooler reduced to 500 GPM and at e temperature of 95c F.
2.0 OPERATING CONDITIONS 2.1 J.W. temperature at load initiation is 145' F.
2.2 Engine load wiu increase to 5517 KW, equal to 7785 BHP.
2.3 Fuel consumption is 0.35 lb/ BHP HR of 18,190 BTU /Jb standant fuel providing a tote.1 quandty of 49,563,202 BTU /HR.
2.4 Heat rejection to J.W., including jackets. lobe oli and air cooling, equals 12r7c + 49c + 69'c, or 10,903,484 BTU /HR.
ENTERPA!SE ENGINE SEFMCES 14490 Cata9na Street P O Box 18P San Leancua CA 945t7
- 4 f 5) 610400 Fax (415) 614 7409
(
AAK' *COBERA40 *CGOPER BESSEMER *
- ENTERPRtSE** ENTRONIC*
- PENN9 SUDEPOP' *TEXCENTRIC* PHooVCTS i
WAN//lDN f
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app 6 vggg gg pp3e 7,,y$ 3 Page 2 2.5 500 GPM of service water enters J.W. co oler at 950 F after approximately two minutes from start.
2.6 Based on a given mixed water temperature of 1500 F to lube oil cooler, calculation provides overall heat transfer coefficient U, of 178.94 for J.W. cooler under the given conditions, 2.7 Lube oil cooler U remains at S8.4 since only temperature change slightly, not flows. L.O. enters cooler at 1800 F, exits at 1650 F; J.W. enters at 1504, exits at 1590 F.
3.0 J.W. COOLER ANALYSIS (B)
Calculating new temperatures, ~49 GPM maximum of 1650 F J.W. is reduced to 1350 F, ta mix with approxiru ely 760 GPM of 1650 F water to provide a mixed temperature of 1500 F. This provides a new LMTD of 30.27 per the TEMA chan.
Capacity QJw =
c 178.94 x 2013 x 30.27 - 10,903,484 BTU /H3 Required capacity = 10,903,454 BTU /HR so cooler is adequate on this basis as expected. The new coefficient is very conservative since t.Le tube velocity is still ocarly 2 f t/second and the new inlet temperature is 950 F.
4.0 LO. COOLER ANALYSIS (C)
The lut>e oil cooling load is 4Fc of 49,563,202 or 1,982,528 BTU /HR. Finned tube a rea = 4365 sq.ft., new LMTD for L.O. cooler is 15.6 by TEMA chart.
Catecity QLo =
= 53.4 x 430' x 15.6 = 3,976.690 BTU /HR nequired capacity = 1,982,582 BTU /HR. coc!:r is adequate.
5.0 IIEAT TRANSFER COEFFICIENT.. VERIFICATION After our telecon of Monday, April 9 it was felt that we should have manufacturers verification of the capability of the jacket water cooler under the new conditions. Consequently, our marketing department applied for and received permission to have a computer calculation made for the cooler.
The attached data sheet shows that ubder the new conditions, the cooler would have a U coefficient of 225.57, a new LhflT) of 24.27, and a new capacity of U x A x LMTD = 11,222,052 BTU /HR, which is greater than required so the ceclusion in 3.0 is correct.
i b
ENERCY SERVICES oROUP
=
l&f8[t.N David Liseeby/ Southern Co. Scivices April 12,1990 Me.
X C.2403 VOG
~
.Page 3 hAae, 3 d.3 J
5.0 (Continued) -
The diffe c.nce between the LMTD of 30.27 given in Section 3.0, and the 1
attached data sheet is assurned to be due to the jacket water cooler being a two pass unit rather than single pass.
This reduces the efficiency by approximately 10%.
Trusting that this is the information yau require, we are, Very truly yours, C.R. Carmichael Senior Engineer CRC:dji Enclosure (Ref. No. EA 197) cc:
Greg Desin 3
Allen Gillette 1
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TELECOPIER COVESSHEET To:
From:
Name: M. Devlb LJRTMEV ynme.:
O remwCmet Firm: sourneau AnanAnv ordyttts Enctgt ervices Orotry,:es S
,. Enterprise En5 ne Servu i
City: AstMIAuke Aa. A LABAluA
.,14490 Catalinn Street Sani.candro,CA 94577 Fax P5oner fos *??
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