ML20097A776
| ML20097A776 | |
| Person / Time | |
|---|---|
| Site: | Shoreham File:Long Island Lighting Company icon.png |
| Issue date: | 09/11/1984 |
| From: | Leonard J LONG ISLAND LIGHTING CO. |
| To: | Harold Denton Office of Nuclear Reactor Regulation |
| References | |
| OL, NUDOCS 8409130374 | |
| Download: ML20097A776 (13) | |
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/gg@,j LONG ISLAND LIGHTING COMPANY Leewuw e mmd SHOREH#,M NUCLEAR POWER STATION P.O. BOX 618. NORTH COUNTRY RO AD. WADING RIVER. N.Y.11792 JOHN D. LEON ARD, JR.
VICE PRESIDENT. NUCLEAR OPERATIONS September 11, 1984 SNRC-1077 Mr. Harold R. Denton, Director Office of Nuclear Reactor Regulation U.S. Nuclear Regulatory Commission Washington, DC 20555 TDI Diesel Generators Shoreham Nuclear Power Station - Unit 1 Docket No. 50-322
Dear Mr. Denton:
The Safety Evaluation Report, Transamerica Delaval, Inc., Diesel Generator Owner's Group Program Plan, dated August 13, 1984 (Owner's Group SER), was received at LILCO on August 21, 1984.
We have also reviewed the Staff letter to the TDI Diesel Generator Hearing Board, dated August 24, 1984, as well as the Staff testimony dated August 30, 1984.
LILCO understands that the Staff is considering whether any additional performance testing of diesel generator 101 or diesel generator 102 may be appropriate to provide added assurance regarding the crankshafts and the cam gallery area of the block.
The purpose of this letter is to provide you with LILCO's reasons for concluding that additional tecting is not required.
In addition, given that the loads on the diesel generators in the event of a LOOP /LOCA are now predicted to be lower than those stated in the FSAR, this letter sets forth the basis for revising the loads in the FSAR and defines the " qualified lead" pursuant to Section 2.3.2.3 of the Owner's Group SER.
Once the Staff has had an opportunity to review this revised load data, LILCO will revise the FSAR accordingly.
EDG Load As stated in the Owner's Group SER, a more realistic consider-ation of the maximum Emergency Diesel Generator (EDG) load requirements and the use of a qualified load would result in enhanced component design margin relative to operation at the nameplate rating.
LILCO concurs and believes that the imple-mentation of a qualified load which is less than the EDG O
SNRC-1077 Pags 2 nameplate rating will result in a more reliable machine, while still ensuring that all LOOP /LOCA service load requirements can be accomodated.
Accordingly, LILCO initiated an effort to refine the diesel generator required loads and presented in Table 8.3.1-1 of the FSAR.
The purpose of this effort was to confirm that the SNPS maximum emergency service load requirements for a LOOP /LOCA are substantially below the EDG nameplate rating and
-also to justify the establishment of a more appropriate qualified
)
load.
1 l
LILCO developed more representative diesel loads by using a combination of analytical and test methods.
A review of FSAR Table 8.3.1-1 was performed, together with an analysis that verified the feasibility of deleting the automatic start logic from one of two Reactor Building service water pumps on EDG 103.
The results of this analysis, reported to you in SNRC-1065, dated July 3, 1984, resulted in a substantial decrease in both the i
short term and continuous load requirements for EDG 103.
As SNRC-1065 indicated, bounding peak loads on the SNPS diesels during a LOOP /LOCA were as follows:
3475 kw continuous, and 3500 kw overload.
These figures are still excessively conservative because they do not consider measured load data from the Inte-greted Electrical Test (IET) and individual system / component tests.
SNRC-1065 did demonstrate, however, that the 3500kw/3900 kw estimates and safety loads developed during the construction permit stage were overestimated and are no longer appropriate.
It should be noted that the previous overload rating of 3900 kw for all three engines was based on short term load requirements on EDG 103 which was formerly 3881 kw.
Short term loads on the other two engines have always been below 3500 kw.
Thus, the reduction of short term loads on EDG 103, as described in SNRC-1065, makes it appropriate to lower substantially the i
overload rating for all three engines.
The second phase of the load evaluation used the measured values from the recently completed IET and individual system / component tests as the basis for confirming that the service loads during a LOOP /LOCA event are lower than the current FSAR estimates and the engine nameplate ratings.
The use of these test results to establish more appropriate diesel generator loads at the
' operating license stage of review is consistent with Regulatory Guide 1.9 and the Owner's Group SER.
Analysis of these test results indicates that the short term maximum loads for EDG 101, 102 and 103, representing conservative LOOP /LOCA service load requirements, are 3,291, 3,246, and 3,256 kw, respectively.
Table I, attached, provides details on the development of these loads.
Therefore, a short term maximum load of 3,300 kw will bound all three machines.
Even this figure is conservative because many loads were assumed to be at their maximum levels while in actuality this is unlikely to be the case.
Moreover, within twenty minutes after the start of an accident, loads lower than 3,200 kw for all three engines would likely be achieved by operator action to reduce core spray and RHR flow from runout to rated flow conditions.
L
SNRC-1077 Pegn 3 Crankshaft Testing As you know, preoperational testing and post-DRQR testing and inspections have been completed.
Both the Staff SER as well as the August 24, 1984 letter recommend additional confirmatory testing of a lead diesel for a total of 750 hours0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br /> of operation at qualified loads if credit is to be obtained for operation of the diesels above 185 BMEP.
As we understand the Staff's cuyrent view, this testing should be performed to achieve the 10 cycle demonstration for crankshafts.
On August 24, prior to receipt of the Staff testimony and the letter of August 24, I committed LILCO to the performance of a 750 hour0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br /> demonstration test for the purpose of confirming the acceptability of the crankshaft.
This testing was to be per-formed at a load of 3300 kw.
Based on recent discussions with the Staff concerning the crankshaft testing and in light of the discussion above on diesel loads, LILCO has concluded that there is no genuine technical need or justification requiring additional testing of the Shoreham diesels.
Sufficient testing at 3,500 kw has already been accumulated on the potential test engine (EDG 101) to more than satisfy the testing requirement for the overload rating.
Diesel Generator 101 has approximately 260 test hours at or above 3500 kw.
This far exceeds the requirement for 62.5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br /> at overload as required by the SER.
In addition, of the approximately 260 test hours at or above 3,500 kw, 30.75 hours8.680556e-4 days <br />0.0208 hours <br />1.240079e-4 weeks <br />2.85375e-5 months <br /> have been logged at or above 3600 kw.
Crankshaft inspections were performed with satisfactory results after 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> at or above 35g0 kw as part of the DR/QR Program.
It is immaterial to the 10 cycle test on crankshafts when during the 750 hours0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br /> the overload testing is performed.
Further, we are confident, based on our understanding of the Staff's consultants' methodology to determine crankshaft stresses, that they will determine that stresses on the crankshaft, at loads of 3300 kw and below, satisfy the DEMA standard.
It is also important to note that ABS has certified the SNPS 13" x 12" crankshaft design and manufacture for 3500 kw.
Significantly, the Saudi Arabian units (Rafha) have accumulated over 6,000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> at 3,300 kw (on one machine) without crankshaft failure (and many more hours at 3,200 kw on the others) as indicated in TDI latter to the American Bureau of Ships dated April 3, 1984 (attached).
This operating experience, coupled with the LILCO data at 3500 kw provides the required assurance that these crankshafts are adequate for the loads outlined above.
Finally, I further believe that the DR/QR final reports, when reviewed by the Staff, will provide the necessary analytical justification to qualify the crankshafts.
For all these reasons, therefore, I now conclude that this 750 hour0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br /> test, which would have cost LILCO approximately $1.4 million in materials, labor, consultants and fuel over and above the total Shoreham diesel recovery and DR/QR efforts of greater than $8 million, is not warranted.
L
SNRC-1077 Pcga 4 Cam Gallery The Staff has also indicated that some testing would also be helpfulinevaluatingthecamga}lerycracks.
As agreed in our conversations with the Staff, 10 cycle /750 hour testing is inappropriate and not required with respect to these cracks.
Metallurgical investigations by Failure Analysis Associates (FaAA) of the cam gallery cracks in the old EDG 103 block indicated that these are process cracks and have not propagated during engine operation.
The EDG 103 cracks are characteristic of-cracks found in the EDG 101 and EDG 102 cam galleries, although inspection reports indicate the cracking was more extensive in EDG 103.
Based on the superior microstructure of the EDG 101 and 102 blocks as compared to the old EDG 103 block, less cracking in EDG 101 and 102 was expected and in fact noted.
Moreover, even the cracks in EDG 103 had not propagated during more than 1200 hours0.0139 days <br />0.333 hours <br />0.00198 weeks <br />4.566e-4 months <br /> of engine operation, nor had they affected engine operation, though LILCO will continue to monitor the cracks in the cam gallery areas in accordance with the recommendations of the Owner's Group DROR Program.
Therefore, no additional testing is necessary with respect to the cam gallery area.
Conclusion I realize that this is a departure from our previous commitment.
However, the issuance of the SER, extensive subsequent discussions with your staff, development of a lower qualified load, consideration of existing Shoreham and other pertinent field data and the cost of conducting the 750 hour0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br /> test all dictate a different conclusion.
I appreciate the open dialogue and cooperation with your staff and remain available at any time to discuss any remaining concerns or aspects of this letter further.
Very truly yours,
,f '
f2.,-
2-7ve n
Leonard, Jr.
Vice President - Nuclear Operations BRM:ck Attachments cc:
P.
Eselgroth C. Petrone All Parties Listed in Attachment I
ATTACHMENT I
,\\-Lawrence Brenner Esq.
Herbert H. Brown, Esq.
Administrative Judge-Lawrence Coe Lanpher, Esq.
Atomic Safety and Licensing Alan R. Dynner..Esq.
Board Panel Kirkpatrick, Lockhart, Hill U. S.-Nuclear Regulatory Christopher & Phillips Commission ~
Washington, DC.
8th Floor 20555 1900 M. Street. N..W.
Washington, DC 20036 Dr. George A. Ferguson '
Mr. Marc W. Goldsmith Administrative Judge Energy Research Group Atomic Safety and Licensing 4001 Totten Pond Road Board Panel Waltham, MA 02154 School:of Engineering Howard. University 2300 6th Street, N.W.~
Washington, DC-20059 Bernard M. Bordenick, Esq.
MHB Technical Associates
-David A. Repka, Esq.
1723 Hamilton Avenue U. S. Nuclear Regulatory Suite K Commission San Jose, CA 95125 Washington, D. C.
20555
- For Federal Express Stephen B. Latham, Esq.
7735 Old Georgetown Road Twomey, Latham & Shea To Mailroom
- 33. West Second Street Bethesda, MD 20814 P. O. Box 398 Riverhead, NY 11901
. James Dougherty, Esq.
3045 Porter Street NW Fabian G. Palomino Esq.
Washington, DC 20008
-Special Counsel to the Governor Executive Chamber, Room 229 Ralph Shapiro, Esq.
State Capitol Cammer and Shapiro, P.C.
Albany, NY 12224-9 East 40th Street New York, NY 10016 Secretary of the Commission Atomic Safety and Licensing U.S. Nuclear Regulatory Appeal Board Panel Commission U.S. Nuclear Regulatory Washington, D.C.-
20555 Commission Washington, D.C.
20555 Atomic Safety and Licensing Robert E. Smith Esq.
. Board Panel Guggenheimer & Untermyer U.S.. Nuclear Regulatory 80 Pine Street Commission hew York, New York 10005 Washington, D.C.
20555 TDI Li
( '.
ATTACHMENT I i
).
Attachment I Page Two Jay Dunkleberger Esq.
Martin Bradley Ashare New York State Energy Office Attn:
Petricia A. Dempsey, Esq.
i Agency Building 2 Suffolk County Attorney
~!
Empire State Plaza H. Lee Dennison Building
{
Albany, New York 12223 Veterans Memorial Highway Hauppauge. New York 11788 Jonathan D. Feinberg, Esq.
Dr. Peter A. Morris -
New. York State Administrative Judge l
Department of Public Service Atomic Safety and Licensing Three Empire State Plaza Board Panel l
Albany, New York 12223 U.S. Nuclear Regulatory Commission Washington, D. C. 20555
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TDI
ATTACHMENT 2 - SNRC 1077 Tr:nstmarics Delavat Inc.
'ggggg Engins and Comprsssor Division Delaval
~
55o 85 a ^veave P.O. Box 2161
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Oakland. Cahlornia 94621 (415) 577 7400 kI April 3, 1984 American Bureau of Shipping' 65 Broadway.
New York, NY 10006 Attention:
Mr. Robert A. Ciuf fra
. Principal Surveyor, Machinery
Subject:
Report on Crankshaft Torsional Stresses Transamerica Delaval Model DSR-48 Serial No. 74010/12 for Long Island Lighting Company
Dear Mr. Giuffra:
As discussed during the meeting on March 14 in your of fice between gg -
yourselves, Mr. Gene Montgomery of LILCO,.Dr. Simon Chen of Power &
Energy International, Dr. Paul Johnston of Failure Analysis Associates Dl '-
and myself, I am sending you four copics of the " Report on Crankshaft Torsional Stresses" for the three DSR-48 engine generator sets at LILCO's Shoreham plant.
.You will note that the report has four sections and contains calculations, test data and operating experience'which we consider relevant material to establish the adequacy of these DSR-48 engine generator sets.
The similarity between the DSR-48 referenced in'the report are outlined in page 17 and 19.
On page 28 are operating hours logged for similar
. orthy of note are the Rafha engines which have operated between DSR-48.
W 5500 hours0.0637 days <br />1.528 hours <br />0.00909 weeks <br />0.00209 months <br /> to 8250 hoars at a load level between 3200 KT and 3300 kN.
Due to the time' constraint on this project, please give this matter your earliest attention. We look forward to receiving your approval.
Very truly yours, TRANSAMERICA DELAVAL INC.
Engine & Compressor Division C/
,(u.s Dh.
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' d Roland T. M. Yang
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-Manager Applied Mechanics G.}Montgomeryl Trussell cc:
RTY:dmh G.
P. Johnston nclosures ABS-San Francisco W.*.
ATTACHMENT s
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