ML20087C223

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Forwards Response to Comments Re Util Revised Analysis of Ambient Air Temp Effects on Edgs,Nrc Previous Request for Addl Info,Status of Recommended Improvements & ERF Group Trend Rept Generator Loading for 900625
ML20087C223
Person / Time
Site: Fort Calhoun Omaha Public Power District icon.png
Issue date: 01/09/1992
From: Gates W
OMAHA PUBLIC POWER DISTRICT
To:
NRC OFFICE OF INFORMATION RESOURCES MANAGEMENT (IRM)
References
LIC-91-319R, NUDOCS 9201140128
Download: ML20087C223 (84)


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-Ae Omaha Public Power District January 9. 1992 444 South 16th Street Mall L1C-91-319R Omaha, Nebrana GE.02-2247 402/63G2000 U. S. Nuclear Regulatory Comission Attn: Document Control Desk Mail Station PI-137 Washington, DC 20555

References:

1.

Docket No. 50 285 Dask) dated September 3, 1991)(LIC-91 234R)to NRC (Document Cont Letter from OPPD (W. G. Gates 2.

Gentlemen:

SUBJECT:

Elevated Ambient Air Temperature Effect on fort Calhoun Station Emergency Diesel Generators (EDGs)

On November 4, 1991, Omaha Putlic Power District (0 PPD) personnel participated in a telephone conference call with the NRC staff to discuss previously provided NRC comments regarding Reference 2.

These six comments resulted from NRC staff review of the Reference 2 sebmittal whien provided the revised OPPD analysis of elevated ambient air temperature effects on the EDGs and responses I

to previous NRC requests for information.

Because resolution of the comments could not be reached during this call, the NRC staff met with OPPD representatives on November 13 and 14, 1991.

Although the meetings resolved the outstanding issues for the staff's review, it was agreed that 0FPD would submit additional information necessary to support its calculational approach.

This was to include the status of recomm:nded improvements provided by Young Radiator. Attachment 1 3rovides a response to each of the six comments, while Attachment 2 provides tie status of the recommended improvements, if you should have any questions, please cantact me.

l Sincerely, l

ov. JJ. 4%

W. G. Gates Division Manager Nuclear Operationt WGG/sel Attachments (2) c:

LeBoeuf, Lamb, Leiby & MacRae, w/o Attachments R. D. Martin, NRC Regional Administrator, Re D. L. Wigginton, NRC Senior Project Manager,gion IV, w/o Attachments.

w/o Attachments R. P. Mullikin, NRC Senior Resident Inspector, w/o Attachments

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f LIC-91-319R RESPONSES TO NRC COMMENTS Wote: Descriptions of NRC comments are paraphrased and condensed from the 43 page package provided by the NRC staff.

EC Comment 1 OPPD responses to previous questions on engine loading during tests do not appear consistent with each other or with test run data sheets; what loading was acceptable?

DPPD Resoonse 1 1he testing of each diesel generator conducted in 1990 was based on 2500 kW load.

For this testing, the engine was pro warmed and then loaded manually.

For the data in question, the engine was started at 1438 hours0.0166 days <br />0.399 hours <br />0.00238 weeks <br />5.47159e-4 months <br />, the load was at 20% of 2500 kW (approximately 486 kW) at 1445 hours0.0167 days <br />0.401 hours <br />0.00239 weeks <br />5.498225e-4 months <br />, and 90% of 2500 kW at 1447 hours0.0167 days <br />0.402 hours <br />0.00239 weeks <br />5.505835e-4 months <br />. The engine would have been at 2500 kW in approximately one more minute.

A portion of engineering analysis EA-90 062. Rev. O, evaluated output capacity as a functira, of time and jacket water LJW engine reaches full load in approximately o)ne minute. temperature.

InaLOCA{artirg the The T = 0 s time) was selected at 90% of 2500 kW.

The engine was then loaded (to 2500 kW which is within the surveillance test tolerance.

This represents a conservative approximation of sequential loading of the diesel generator in response to a DBA (0 to approximately 2500 kW).

The 2500 kW loading is considered consistent with other tests.

The ERF group trend report for June 25, 1990 which show generator loading is attached for NRC review as discussed in the November 13, 1991 meeting.

NRC Comment 2 Assumption 5.6 (i.e., at elevated temperatures of >95'F, does not appear to be inlet air to the radiator fan is the same temperature as outdoor ambient) supported by the data. Also 96*F ambient temperature stated for 6/26/91 testingofDG1isnotclearlydocumentedintestdata.

OPPD Response 2 Greater than 95'F was used as an example of elevated temperatures.

Due to the DG room configurations, a high volume of air (>100,000 scfm) washes through each room and enters the radiator tan inlet without picking up any significant amount of heat from the engine or components. When outdoor temperatures are balgy indoor ambient temperatures, some heating of the air ny occur, but would be insignificant. Temperatures of 95'F to 96*F were only reached during the 6/26/91 test run as stated in the NRC staff comment.

The 95'F in the assumption had little significance the assumption could have stated 'at outdoor temperatures in excess of Indoor ambient temperatures, inlet air to the radiator fan is considered to be the same temperature as outdoor ambient."

LIC-91-319R Thermocouples ) laced at the edge of the fan shroud (channels 510? did show higher than am)ient temperatures.

This phenomenon )rompted additnonaT air temperatures to be taken with a hand held digital tiermometer, it was noted that the outside perimeter of the fan shroud had an area where the turbulent air flow dentd off the blade tips was much warmer than the air flowing upward, towards the core. This fan blade tip recirculation effect was drawing back some of the air heated by the radiator core and discharging it into the room.

Page 9 of 15 of EA 90 091 Rev. O, shows that temperatures taken at various locations awa fromthelhermocou)lescorrespondedquitewellwith outdoor temperatures channels 14 19 on sleet 3 of 15 of that analysis).

Confirmatory testing performed 6/26/91 and 8/27/91 showed that a AT (outdoor air vs. radiator inlut) of O'F to l'F existed for DG 2, while an approximate 1*F to 3'F AT existed for DG 1 due to differing room configurations. A portion of this difference may still be attributable to a mixing action of the recirculated air with the inlet air at the point where temperatures are measured. Radiator inlet air temperature is not a critical parameter in derating methodology, but is important in predicting expected radiator performance. Data received from Young Radiator r. hows that si still exists in maintaining jacket water temperatures at 208'gnificant margin F when outdoor temperature is 110'F and the small ATs measured are applied.

For reasons stated above, no impact from the small ATs would be realized on Young Radiator calculations.

As noted previously, All tests utilizing thermocouples or hand held thermometers to measure air temperatures in the outer one foot perimeter of the fan inlet showed a significant AT. As a result, radiator inlet temperatures were subsequently taken at locations that more accurately reflected actual ambient air temperatures. Anomalous thermocouple placement practices in early tests combined with substantial instrument uncertaint (nearly 4*F), prompted OhPD to abandon the use of thermocouples for diesek testing in favor of more accurate digital thermometers for testing performed after 7/17/90.

Attached is the computer printout of the Fort Calhoun Station weather tower hourl averace temperatures during the 6/26/91 DG-1 test surve llance test show 96'F at 1700 hours0.0197 days <br />0.472 hours <br />0.00281 weeks <br />6.4685e-4 months <br />.perature reading (95.5'F hours.

Hanc held digital thermometer tem s for the NRC Copent 3 l

Details of Modification FC-90 073 (Exciter cabinet coolers)d and ha are requested:

where is heat exhausted to and (2) what is the new A/C loa added to the worst case L0dA load profile?

OPPD Resoonse 3 The heat is exhausted in front of the Al 137, cabinets, in the vicinity of the generator. No resultant significant change in temperature in the vicinity of the turbochar conservative.ger inlet was noted.

Projected turbo inlet temperatures were See the data sheet in response to Comment 6.

~

LIC 91 319R The A/C load (2.4 kW) was added to the worst case LOCA lead profile at the time of the analysis.

The total was co m red to the margin and was jud acceptable with the appropriate actions utich were taken )er procedure.ged The changes will be included in the next formal revision of t io load calculation LFC03382).

This document will be updated prior to the end of the refueling 1992 outage.

t(E Comment 4 Projected temperatures from the FCS computer model do not appear to be supported by the actual test datal the opertting limit for DG 1 was based on p' jected, jacket water heat up periods due to cleaning and coolant changes.not empirica extending OPPD ResRontt_(

ThetestofJune25[heengineandroomheatup.1990 was used to determine typical ATs at the turbocharger while These Als were then added to 110'F to derating. predict turbocharger inlet temperatures for use-in determining Review of several test runs determined that 30 to 40 minutes was the typical per.d required to reach JW temperature equilibrium conkolled valve elements fully open) and, barring lo(with thermostatically ad changes or ambient temperature changes, the JW temperature remained constant.

lising 20 minutes instead of a longer time period is conservative, since moving from the 190*F deratingcurvatothe 200-210'F curve ecrlier in the test run causes more severt verating at a time when post LOCA loads have not yet dropped e

significantly.

No correlation to a clean radiator or water as the coolant was implied.

Section 6.9.1 of EA 90 062 Rev. 2 could have been worded more clearly, e.g.,

"JW temperature is expected to be 208'F at some point in time 20 minutes gt morg after a cold start.

On the next revision to EA 90 00, the wording in D.1 will be clarified.

The DG operating limit was essentially calculated by the same method as CA FC-90 062 Rev. O. Section 6.9.2, page 23.

A self-imposed operating limit goal of 110'F was established by OPP 0.

This figure corresponds to the highest recorded Omaha temperature since fert Calhoun Station initial commercial operation in 1973.

The maximum AT for jacket water to ambient air (seo data sheet in response to Comment 6) is calculated as 208'F

'10*F = 98'F.

As can be seen from post-analysishotweathertestingforDG2and94*-95'FforDG-1,lessthanthe98'F the maximum t.T (JW outlet to outdoor ambient) experienced was around 93*F calculated maximum. The Young Radiator ex)ected performance analysis predicted that JW could be maintained at 208'F or below even at-temperaturcs in excess of Il0*F.

By using past test data vendor information jacket water and turbocharger heat up rates OPPD analytically determined,that the FCS Emergency Diesel Generators can perform their design basis function at 110'F outdoor ambient temperature.

Attathment 1 LIC 91-319R MBC CMMILE The MK Power Systems (MK) derating calculation is not in agreement with the derating curves.

If the curve is used for HP derating (Comment 6 instead of the calculnted relationship AT 10'F 100 HP, the required generator) load value exceeds the available HP at the 2000 hour0.0231 days <br />0.556 hours <br />0.00331 weeks <br />7.61e-4 months <br /> rating.

OPPD Resggntg_h The relationship of 10'F to 100 HP deration holds true when considering the engine duty or service cycle is in continuous operation (3600 BHP available).

At other duties, such as the 2000 hour0.0231 days <br />0.556 hours <br />0.00331 weeks <br />7.61e-4 months <br /> / year rating that the Fort Calhoun Station diesels utilize, the curve is always utilized in calculating derating and ultimately generator output. Use of the curve is therefore conservative, in that derating in excess of 100 HP per 10*F is applied in OPPD calculations.

As an example, the curve was consulted for the following case:

1.

0.973. yields a derating (percentage of standardized rating) of 100*F 1 - 0.973 - 0.027 x 3600 BHP continuous a 97.2 BHP or approximately 100 BHP as stated in the MK data.

For the 2000 hour0.0231 days <br />0.556 hours <br />0.00331 weeks <br />7.61e-4 months <br /> / year rating, 0.027 x 3950 106.7 (more than the 100 HP from the MK sheet).

2.

Similarly, for 110'F a curve obtained derating percentage of 0.944 is used.

1 - 0.944 - 0.056 x 3600 BHP continuous = 201.6 BHP (= 200 HP per MK data)

For the 2000 hour0.0231 days <br />0.556 hours <br />0.00331 weeks <br />7.61e-4 months <br /> more conservative / year rating, 0.056 x 3950 = 221.2 BHP, again The only time that the 100 BHP )er 10*F was used in the analysis was to help determine the heat input into tie engine coolant. This was supplied to Young Radiator for a computer model of expected radiator performance.

When analyzing fr,r operation at 110'F, derating factors applied to generator output were always taken from the curves multi > lied by gross available kW to determine net available power, and compar,ed to.0CA load demands for acceptability.

NRC Comment 6 Increase in turbo intake vs. ambient temperature is not adequately addressed in the DG-1 calculation of heat input to engine coolant.

Use of DG-2 test data (7/16/90 and 7/17/90) does not seem appropriate since air flows around each engine are different, e

D x___

i LIC 91 319R OfED Response 6 Data from the 7/16/90 and 7/17/ jacket water and turbocharger inlet 90 runs were only approximating heat up rate for temperatures.

Since high ambient temperatures are more detrimental on DG-2 than on DG 1, use of this dats 's conservative.

A chart (attached)ddress this issue. comparing projected performance vs. actual test data has been prepared to a Additionally, BilP was utilized in the analysis only for heat input determination and the remainder of the analysis used the derating percentage applied to base kW.

. ~... _, _ _., _. -

LIC 91 319R STATUS OF RECOMMENDED. P ROVEMENTS 1.

Steam Clean Radiator A modification to add access doors to the radiator exhaust duct was completed in March 1991. This allowed maintenance personnel to steam clean and straighten the radiator core cooling fins, restoring them to a near new condition.

Subsequent flow and performance testing showed marked improvements.

In addition to providin increases for EDG 1 and EDG-2, respectively, g 2% and 7% air flowthis work improve heat transfer capabilities substantially by removing the fouling layer from the cooling fin surfaces.

Periodic radiator inspection and cleaning will become a regular preventive maintenance (PM) activity to ensure optis cooling system performance.

The frequency of this PM will be evt.lu.;ed by OPPD and the evaluation conclusion will be communicated to the NRC by June 30, 1992, 2.

Change fan blade pitch Extensive testing during March 1991 usi 18' and 25'

31tches, showedthattheexistingconfiguratIon(n$'12'lch)yieldedtlemaximum flow potential of the radiator cooling fan. pi 2

3.

Reduce Fan Tip Speen The manufacturer had stated that the factor of safety (at le at the current fan tip speed was reduced from the factor o, safety (4 desired by ) resent day design standards.

The manufacturer recommen e the new 12-? lade replacement fans.

The recommended fans purchased incorporate heavy duty clamp blocks L4 Solt vs. 2 bolt), provision for installation of stake bolts and collar / stops on the b ade shaft ends to prevent pull out.

Themanufacturerstdedthatthenewfansmeet current industry standards.

The new fans are scheduled to be installed as 1992 outage work.

1.

Reduce Tip Clearance to 3/8" The new 12-blade fans were ordered with +1/8", -0" diameter tolerance.

A step to shim adjust the fan shroud for gap uniformity will be included in the fan installation instructions. Minor improvement in fan perfor. nance is expected to result from these changes.

5.

Effect of Screen Location with the screen in-place a(nd removed.firstquarter,1991)lficantdifferencewas During fan pitch testing flow was checked both No sign noted.

The screen is now in place-and will remain in place as a personnel safety device.

6.

Install Elliptical Duct ~ on Inlet This option was considered, but was not dee.ned practical due to interferences and lack of available space.

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Add Flow Turning Yanes l

A temporary flow straightening device was installed and tested, but only minimal improvement in flow was noted.

The flow straightening device was subsequently removed.

8.

Investigate 12 Blade Replacement To improve flow, static pressure capabilitics, and safety margins, 12 blade replacement fans will be installed.

kn items 3 and 4 above.

9.

Use Water with Inhibitor lhe current practice is to use a 1:1 water / glycol solution during winter months and all water with amoltrol inhibitor d, iring summer months. MK Power Systems states that a 180 HP " credit" can be added to available horsepower when only water is used as the engine coolant.

The benefit of this credi; is that 130 kW can be addet' 10 base generator output,h reducing " a effect of temperature related cerating and allowing eac generator to meet pcst-LOCA load requirements at outdoor temperatures up to 110*f. A PH will be genersted to ensure that the seasonal coolant changeout vill be maintaineo to assure hot weather capability of the EDGs is maintained. This will occur by June 30, 1992.

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si #

lurto Drrate Derate Denard (l.it t )

i ter Artiterit Ihlet furto 0V1 W at t ri Iatter hver Load Load Atr.110 0(1620) 95 99 4

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!$31 2536 20(1640) 95 107 7

167 92 202 117

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!$75 2512 25t0 30(1650) 95 103 0

169 94 204 110

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!$12 2492

!$46 40(1703) 96 105 9

191 95 705 119

.92 2561 ft92 7556 50(1710) 96 105 9

190 94 204 119

.92 2561 2492 2507 60(1720) 96 106 10 190 94 104 120

.917 2652

!!37 2492 70(1730) 96 106 10 190 94 204 120

.917 2552 2237 2500 90(1750) 96 107 11 183 ?? 197 121

.915

!$47 2237 7200 120(1820) 95 107 12 188 93 203 122

.913

!$41 2237 2200 DC ?

B/27/91 lett Post LOCA Actual Outdoor lutto 41 Ji' 41 lurtio Derate Derate t w erd (1est) line Antiter;t inlet furtio OUT W.Atr at 110'I factor Power Load Load 110'r 0(1420) 66 93.3 0

106 20 130 118 1.0 2764 2421 0

10(1430) 66 98.7 13 160 74 184 123 1.0

!?B4 2410 20(1440) B6 101 15 174 88 198 125

.905 2520 2399 2554 30(14:,0) B6 103 17 178 92 202 127

.90 2505 7388 2467 40(1500) 87 103 16 180 93 203 126

.90 2505 2308 2448 50(1510) 87 105 IB 180 93 20) 128

.893 2486 2388 2513 60(1520) 87 100 10 100 93 203 129 409 2477 2131 2392 70(1530) 87.5 106 19 180 92.5 203 129

.89 2477 2131 2389 90(1550) 87.5 107 20 180 92.5 203 130

.09 2477 2131 2400 120(1620) 68 108 20 181 93 203 130

.89 2477 2131 2345

A Diesel Generator Performance Vs. Actual Test Data DG.)

6/26/91 lest Pest LOCA Actual Outdaor turbo 41 JW al JW furtio Derate Derate toend (lett) 11w let) tent inlet lurbo OU1 JW at in factor Power load load Air.110 0(1620) 95 99 4

149 54 164 114 1.0 2184 2551 2336 10(1630) 95 100 5

101 06 196 115

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181 92 202 117

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189 94 204 110

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191 95 205 119

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190 94 204 119

.92 2561 2492 2501 60(1720) 96 106 10 190 94 204 120

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.917 2552 2237 2500 90(1750) 06 101 11 183 87 197 121

.915 2547 2237

??00 120(1820) 95 107 12 168 93 203 122

.913 2A41 2237 2200 DC-2 8/21/91 lest Post LOCA Actual Outdoor turbo iT JW 41 JW lurbo Derate Derate Downa (1est) i tne Ant; tent inlet lurbo OU1 JW. Air at 110*l factor Power load Load 110*f 0(1420) 85 93.3 8

106 20 130 118 1.0 2184 2421 0

10(1430) 86 98.7 13 160 74 184 123 1.0 2784 2410 20(1440) 86 101 15 174 88 19B

!!S

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.90 2$05 2388 2467 40(1500) 87 103 16 180 93 203 126

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.89 24??

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