ML20098C754

Forwards Revised Responses to Listed FSAR Questions.Revs Will Be Incorporated Into FSAR Amend 8

ML20098C754
Person / Time
Site:	Hope Creek
Issue date:	09/25/1984
From:	Mittl R Public Service Enterprise Group
To:	Schwencer A Office of Nuclear Reactor Regulation
References
NUDOCS 8409270181
Download: ML20098C754 (53)

Text

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I)#S G Company Electnc and Gas 80 Park Plaza, Newark, NJ 07101/ 201430 8217 MAILING ADDRESS / P.O. Box 570, Newark, NJ 07101 Robert L. Mitti General Manager Nuclear Assurance and Regulation September 25, 1984 Director of Nuclear Reactor Regulation U.S. Nuclear Regulatory Commission 7920 Norfolk Avenue Bethesda, Maryland 20814 Attention: Mr. Albert Schwencer, Chiet Licensing Branch 2 Division of Licensing Gentlemen:

HOPE CREEK GENERATING STATION DOCKET NO. 50-354 POWER SYSTEM BRANCH Pursuant to discussions with the Power System Branch (PSB),

the responses to the FSAR Questions listed in Attachment I have been revised and are enclosed for your review and approval (See Attachment 2).

The revised FSAR question responses are scheduled to be incorporated into Amendment 8 of the HCGS FSAR.

Should you have any questions or require any additional information on these responses, please contact us.

Very truly yours ,

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Attachments C D. H. Wagner USNRC Licensing Project Manager W. H. Bateman USNRC Senior Resident Inspector MA 19 01-B The Energy People 8409270181 840925 PDR ADOCK 05000354 A PDR c,. ,, u n'e s t e

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< .t QUESTION NO.' - FSAR SECTION

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, 430.62; (Rev.,2) 8.3 7 .f. 430.65 .Rev.

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4 OUESTION 430.62 (SECTION 8.3)

Periodic testing and test loading of an emergency diesel generator in a nuclear power plant is a necessary function to  ;

demonstrate the operability, capability and availability of the unit on demand. Periodic testing coupled with good preventive maintenance practices will assure optimum equipment readiness and availability on demand. This is the desired goal.

To achieve this optimum equipment readiness status the following requirements should be met:

1. - The equipment should be tested with a minimum loading of 25 percent of rated load. No load or light load operation will cause incomplete combustion of fuel resulting in the formation of gum and varnish deposits on the cylinder walls, intake and exhaust valves, pistons and piston rings, etc.,  !

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_and accumulation of unburned fuel in the turbocharger and exhaust system. The consequences of no load or light load operation are potential equipment failure due to the gum and varnish deposits and fire in the engine exhaust system.

2. Periodic surveillance testing should be performed in accordance with the applicable NRC guidelines (R.G. 1.108),

and with the recommendations of the engine manufacturer.

. Conflicts between any such recommendations and the NRC guidelines, particularly with respect to test frequency, loading and duration, should be identified and justified.

3. Preventive maintenance should go beyond the normal routine adjustments, servicing and repair of components when a malfunction occurs. Preventive maintenance should encompass

( investigative testing of components which have a history of repeated malfunctioning and require constant attention and repair. In such cases consideration should be given to replacement of those components with other products which l- have a record of demonstrated reliability, rather than repetitive repair and maintenance of the existing components. Testing of the unit after adjustments or repairs have been made only confirms that the equipment is operable and dces not necessarily mean that the root cause of the problem has been eliminated or alleviated.

4. Upon completion of repairs or maintenance and prior to an actual start, run, and load test a final equipment check should be made to assure that all electrical circuits are functional, i.e., fuses are in' place, switches and circuit breakers are in-their proper position, no loose wires, all .

test leads have been removed, and all valves are in the proper position to permit a manual start of the equipment.

After the unit has been satisfactorily started and load 430.62-1 Amendment 4

l HCGS FSAR 1/84 tested, return the unit to ready automatic standby service and under the control of the control room operator.

Provide a discussion of how the above requirements have been implemented in the emergency diesel generator system design and i how they will be considered when the plant is in commercial cperation, i.e., buy what means will the above requirements be cnforced. (SRP 8.3.1, Parts II & III).

RESPONSE

1. Minimum load requirements for SDG testing will be identified in OP-SO.KJ-001, Diesel Generator Operation. Ad/ orssere :L

2. See response to Question 430.15. ((jEar the sn6 in cor poradeS])

3. A comprehensive preventive maintenance (PM) program,[is:

currently being develeped :nd thic pregr will ceneiet ef"'--

the latest vendor recommendations and the requirements of Chapter 16. One SDG can be taken out of service, in accordance with 8.3.1.1.3, enabling periodic maintenance and/or rework to be performed,in timely anner. - -

- meliebility enitcring progr:- "i!! he

• D @ Additionally,ent:f -te z; nit:r and trend repetivi >c ::;_.,_.- at ;ni'er %_

c;;pcnent f rilurcs, In this' manner, the root causes of ystergmalfunctions can be more readily identified and Q4 orrective actions taken as necessary.

4. The supervisor in charge of the work will verify for completeness, and administrative controls will be implemented to ensure the system is restored to its operable condition prior to any start, run, or load test on the SDG.

The following procedures will reference this topic:

MD-PM.KJ-001(O) Diesel Engine PM MD-PM.KJ-002(O) Starting Air System PM MD-PM.KJ-003(O) Generator PM MD-CH.KJ-001(Q) Diesel Engine Overhaul and Repair MD-CH.KJ-002(O) Starting Air Compressor Overhaul, Repair and Replacement MD-CH.KJ-003(0) Generator Overhaul and Repair Station Administrative Procedures 17, 21, 22, 23, and 26, as discussed in Section 13.5.

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430.62-2 Amendment 4

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L.oa.diny Fsguirem ends w: N a'n corpora /e +he c/i es e/

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co rnpo n enfs or -6h e e.ng in e exh a u.s f s y.sf em .

See o.lto the respnse & QM If3o.2.2 -fix -fu/4het' inbemn% m ns load and light isd operoHoe of ih' H CGS d;e.rel cy n eradors .

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Insert 430.62 yg,.ym y y, e.e.Itm.4:/ /y s.*niMn3 prog ra-. w: Il b

• I"!* t et *0 ** O6 5' The HCGS reliability program enhances SDG reliability by:

1. Analyzing machinery history record for recurring problems or failures of the SDG or supporting auxiliary systems or components.

2. Tracking operating experience reports, circulars, letters and notices of failure or problems given to all diesel generators.

3. Use of the HPRDS data base system.

4. analyzlaa s u r ve i l.l.ia ncq tes t in g results.

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lWssur A  %.62 ThtSS mair1ltnerne procedum Q:tl rvguire, that after a cumulative four hours of operation at light load, i e., .

less'than 20% of rated, on any diesel, that diesel will be oper-ated for one hour at a minimum of 50% rated load as per the diesel manufacturer's recommendations.

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.- RCGS FSAR j im l 00ESTHht 430.65 (SECTION 9.5.2) bVA 1

l The informatien regarding the onsite communications system (Section 9.5.2) does not adequately cover the system capabilities l

during transients and accidents. Provide the following i . informations

a. Identify all working stations on the plant site where it may be necessary for plant personnel to communicate with the control room or the emergency shutdown panel l

j during and/or following transients and/or accidents (including fires) in order to mitigate the consequencet l

l of the event and to attain a. safe cold plant shutdown. <

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b. Indicate the maximum sound levels that could exist at l each of the above identified working stations for all  :

transients and accident conditions.

c. Indicate the types of communication systems available at each of the abovr identified working stations.- e

d. Indicate the maximum background noise Itiel that could exist at each working station and yet reliably expect

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effective communication with the control room usiner

1. the page party communistions systems, and

2. any other additional communication system provide.

that working station. .

e. Describe the performance requirements and tests that the above onsite working stations communicat'. ion syster.

will be required to pass in order to be assured that effective communication with the control room or emergency shutdown panel is possible under all conditions.

f. Identify and describe the power source (s) provided for each of the communications systems.

(SRP 9.5.2 Parts II & III).

RESPONSE 3 85 . ._

identification of all working statio N

a. .

I be ne for plant personnel to ate with ing transients the control r ing and/or in ed because all necessary and/or accidents is n tions are located

- plant shutdown control and necessity of within the co3ts W room which prec

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having personnel located at any par If, however, plant shutdown is contro . . . . .

ar 430.65-1 Amendment 4

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emergency shutdown panel, then it may be ve plant personnel able to co p cate necessary controls  :

from three work ations which have '

s are at the and indications. Thes ree at panels rooms (4 total),

diesel generator remote co tal), and at the the Class 1E switchge as s erator set reactor protecti stem (RPS) moto vent of fires, the fire be reports area. In ist to th ected area (s) and the areas are 5 on 9.5.1.2.15. _, ,_ ._

azimu sound evels ave no been de ned fc the

b. The fective se of he a ve rking atio I co uni tion s ytem(s will demonst ted du ing e pre pera ina=' -M mwa ==c?nt.r. t;:t r coram_ of Chap er 1 (nsert 15 ]

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c. The page party communication system Inisaddition, available aattwo- or nearby the above working stations.

way radio communication system is available as a backup

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the steti:n: fer eerun!:stin; eith th- cent:01 :::: -

The communications systems

--he net 5:;i. c:t blich '.

provided on BCGS are of proven design as used in previously approved plant.s. In addition, the communication system will be tested as described in Part (e) of this response. urf P]

-> e. See response to Question 430.68, communication systems '

performance requirements and tests. In-plant communication tests areThe alsotest described methodinstates that Section 14.2.12.1.38.

communication is checked between the control room and I

l the remote shutdown panel. $ see.4 g -

f. The power source to the page party communication system is from an uninterruptible power supply feeding the public address system distribution panel 10D496 which -

in turn supplies the public address system cabA sarf f 10C685, as shown on Sheet 2 of Figure 8.3-11 430.65-2 Amendment 4

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Table 9.5-17 identifies all necessary working stations where it may be necessary for plant personnel to communicate with the control room or the emergency -shutdown panel during and/or . following transients and/or accidents (including fires) in order to mitigate the consequences of the event and to attain a safe cold plant shutdown. .The identified working stations or areas in this table are selected f rom the Fire Hazard Analysis presented in Appendix 9A wherein all areas containing safe shutdown equipment and cables are evaluated for effect of fire on the ability to achieve and Saintain cold shutdown. The areas shown on Table 9.5-17 are those which contain equipment required for shutdown, areas containing only raceways and cables are not shown.

' Insert B -

The locations of public address loudspeakers and handset / speaker amplifier are selected to provide effective communications and to accommodate areas with high noise levels during normal plant operation and accident condition, including fire. The design of these public address components includes provisions for volume control of the loudspeakers, adjustment in loudspeaker mounting to provide maximum ,

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coverage, and special noise-cancelling handset which are ef fective in high ambient noise areas without use of acoustic booths. As indicated in Section 14.2.12.1.38, the public address system will E be tested with area equipment. running. Any relocation and adjustment of'the public address components will be provided as necessary as result a of the testing. Estimates of maximum sound levels are provided as indicated on Table 9.5-17 These estimates are based on equipment being energized or running.and based on no sound level attenuation which would result from accounting for room

, constant and distance and location of the noise source (s) .

Insert C j' Table 9.5-17 also shows for each of the safety-related rooms the i types of communication system components available with the associated l maximum sound levels within the room. All of the communication components have the capability to function in the sound environments that are listed. in the Table 9.5-17. The table 9.5-17 defines the maximum sound level capability for each communication component.

l Insert D

!. As part of Table 9.5-17, the maximum noise levels are estimated for the areas where personnel will be communicating with the control room or remote shutdown panel room. Generally, PA handsets and

. telephones are not located in areas with high noise levels. The maximum noise' levels are estimated based on the type of operating

( equipment in the area with the sound defined by industry standards, l such as NEMA Publication MG I and IEEE standards. If several types of equipment are in the same area, then the noise level associated with the noisiest equipment is shown on this table.

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(p a g o. i Insert E The communication systems are preoperationally tested to demonstrate that the public address system is effective in areas with high noise levels and that other communication systems are e f fective between the control room or emergency shutdown panel and working stations as indicated in Table 9.5-17.

Inser't F This uninterruptible power supply (UPS) is fed from Class lE, Channel A, distribution buses. The UHF radio system is also supplied with a non-class 1E uninterruptible power supply. The design of each UPS, as shown on Figure 8.3-11, is such that there are three input power f eeders - two f rom 480V ac motor control centers and one f rom a 125V de switchgear. In the case of the UHF radio system, the non-class lE 480V ac motor control centers, which are connected to Class lE 480V load centers, are tr ipped on a LOCA signal. The radio system will be powered from the non-class lE batteries (4 hour4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> rated) through the UPS under all accident cases. After a LOCA the operator can manually reconnect the non class lE UPS to the Class lE load center that is powered from the stand-by diesel generator. The UHF radio system will be powered at all times during any power distribution transfers. The non-class lE UPS, batteries, and . associated electrical distribution equipment that supply power to the radio system were purchased under the same technical specifications as the Class lE equipment and are located in Seismic Category I structures.

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Quastion 430.65 Table

. *s-Notes for Table 9.5-17 "1. . These' lighting levels are at the panel or equipment surface.

2. -The:following are.the maximum sound levels (db) that the

. communication ' components are capable of producing or operating in.

w Component Sound Level j - PA. speaker 120 (driven by 30w amplifier)

PA headset- 110 UHF radio portable set 80 Telephone 70

13. - In these rooms the UHF radio sets' sound capability is below

. the maximum sound level that could be experienced in the room.

In'these rooms the adjacent hallway can be utilized for

- communication with'the UHF radio set.

4. - The work' stations identified on the table are areas that may be required'to be manned during design basis-accidents or-during the. improbable. event of a loss of all ac power.

5.- These rooms have-a PA-handset for two way communication in the adjacent' hallway, corridor or room (within approximately 50 ft of these rooms).

i, G.- AllfClass i lE-batteries are passive. electrical components and do not require.any inspection during a station blackout per the HCGS station blackout procedures. T1 ) electrical status of the Class lE batteries is available.in t!e control room.

7. All Class lE dc switchgear (HPCI, RCIC, etc), inverters and battery chargers can be monitored sc the control room and require noflocal control per the HCGS station blackout procedures.

8. These rooms and ' equipment are not required to be locally L - monitored or areLnot required during the station blackout.

- condition per'the HCGS procedures.

9.- The 2 ft candle lighting' level is a design' intent which will b cover.a sufficient area of the corridor to provide safe ingress

.:and agress routes. _ Any hazards within the -corridor will be lighted'to provide safe passage.

>> 10. In' addition to areas of the plant which have at least 10 ft I candles of emergency lighting, trouble shooting

- during.a station

- blackout may'beErequired in the diesel fuel oil storage tank and pump rooms and _ the diesel generator battery

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TABLE 9.5 - Il . .

ArtD E M t AtilNGY LA A HTIN <1 C'f577 m 5 FOR S AF E S H d T C 6te rf A4 41 CAMMONIC418 8M'. . - - -

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4) , U f1 HCGS(FSAR #10 "g " / g j ;),

' QUESTION'430.73 (SECTION 9.5.3);

j'/

You' state in~ Sections 9.5.3.1 and 9.5.3.3 of the FSAR that illumination levels ~provided inathe.various ' areas of the, plant either conform to

-- or--exceed that requihed in the !Illuminatiori Engineering Society l Handbook. LThis statement is too generalpparticularly for emergency Iighting. The. staff-has. determined:that a minimumiof 10 foot d candles at'the'worke, station is required <to adequately control, 1

- monitorc and/or; m.dintain safety related equipoment during accident

~

4 and transientJconditions and a minimum of 5 foot candles in the 1 corridors which provide access to and egress from these areas. For y those safety,related areas listed in requests 430.65 and 430.70

.above and Lillunii~nated by the de lighting / systems only verify that

~

- the , minimum,ot110 foot candles at the work station is'being met.

~

Also verify'/that the 10; foot candles minimum at the work station is i

-being[a{et by t_ hose. safety related'areaspilluminated by the ac C .,  : emerge ncy.Esys tem. Verify that the access ~and egress corridors are illuminated

$ i7 necessa @. 'f(SRP 9.5.3, Part by a minimum of 5 footi candlis( Modify your design as I & II)=. {

d. , 1 -

pg. ' RESPONSE" , g ',

Dy 'j/

s-Revised ~TabIb 9.5-17 identifies areas that are manned work stations 4

.during- design basis accidents or during a' loss of all ac power at the.. plant . At these particular locations (control room, remote

! shutdown panel. room, and each diesel generator switchgear room) the lighting levels will be 10 ft candles from either the essential ac jlighting system'or the emergency 8-hour' battery pack system. These

~

[,,O!Lp~ articular work staticns are areas where specific equipment require manual operation or monitoring of instrumentation meters.

. .. r 3, The.other; safety-related, areas that contain safety-related equipment ir C have' lighting. levels less than 10 ft candles as; identified on NQ ~ Table ~9.5-17. If safety-related equipment in $reas that have less lighting require repair or

, gM n# f,than -10'f t candles ,of emergency ac[ident, portabla lighting will be K!g/"t

• b maintenance during .or af ter to-accommodate thean acc to be the equipment. The portable repaid c

Lutilized;will' lighting be stored onsite for,such. emergencies and will be A . . maintained andLtested in accordance with the manufacturers recommended R : proce ~duressand frequencies. This' portable lighting will provide a minimum of.10 ft candles to the safety-related area.

a

l. ,

=

- zThe Hope.' Creek ingress and egress routes.are listed in the Table

'9.5-17.' These ingress and egress routes have a' lighting level of J/; fronN2' t'o 5 f t . candles ' when ' the lighting is . powered from the L essential-ac-lighting systems 'During a station' blackout, all

[

Lg

= stationac power is not available.. In this condition, the HCGS cingre's"~and s egress ~ routes have lighting from the 8-hour battery l: 7' ,+ pack units.and emergency lighting in the stairwells powered from theistandby de lighting system. The minimum illumination levels in 7 [d Lthe . ingress and egress areas will be approxirately 2 f t candles.

Th{silevel of lighting.within the ingress ano egress areas is the

f. / ' design intent. The preoperational testing of the lighting system l: ?) will determine whether the lighting'is sufficient.

r n

g e 'y r co.rs - i g

? b - -

_m..._ , _ . , _ , _ _ , . _ . . . _ . _ _ , _ _ . _ , _ . . _ . _ _ _ _ _ , , , _ _ _ ,

• 6 il 9-15-24 HCGS FSAR f? e. V El QUESTION'430.75 (SECTION 9.5.3)

In Section 9.5.2.4 of the FSAR you state that inservice inspection tests, preventative maintenance, and operability checks are . performed periodically to prove the availability of the communication systems.

However no description is provided for the inservice inspection tests, preventative maintenance and operability checks to prove the availability of the' emergency lighting systems. Describe the tests and checks that will be performed on the emergency lighting systems and their" frequency. (SRP 9.5.3, Parts I-& II).

RESPONSE

~

The emergency lighting systems will be demonstrated operable by

' energizing the lighting systems. Visual inspections will be performed : (1) Semiannually for those areas of the plant that are accessible; and (2) Within 72 hours8.333333e-4 days <br />0.02 hours <br />1.190476e-4 weeks <br />2.7396e-5 months <br /> of achieving cold shutdown for those areas of the plant that are not accessible during plant

' operation,. unless emergency lighting operability has been demonstrated in those areas within'the past six months.

LTesting'of 'ae Class lE feed will be performed in conj unction with -

the standby diesel generator. load testing.

Additionally the dc emergency battery pack lighting units, as well

-as stored onsite portable de lighting packs, will be tested on an 18 month interval in accordance with manufacturers-recommendations to insure that rated illumination is available. As a' minimum this

-will include the following:

a.- Check of. battery voltmeter, b.' Functional test of the unit by an installed push button to verify lamp operaticr, power transfer, and battery operability.

The1 lighting pack consists of two sealed, 6 volt, lead acid,

. rechargeable batteries with automatic, continuous float charge operation. There is no need for a battery discharge test because the inplace voltmeter indicates the battery voltage. If the voltage drops below the- manuf acturers requirements, the batteries will be replaced. The batteries have a 5 year warranteed life and will be

-replaced in accordance with manufacturers' recommendations or after four and one-half years of service.

43o715 - t

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HCGS FSAR #21

~ QUESTION-430.83 (SECTION 3.2)

The FSAR text and Table 3.2-1 indicates that the components and piping systems for the diesel generator auxiliaries (fuel oil system, cooling water, lubrication, air starting, and intake and combustion: system) that are mounted on the auxiliary skids are

' designed seismic Category I and are ASME Sec . ion III, Class 3. The

engine mounted components and piping and certain other components listed in the various Sections of 9.5 and Table 3.2-1 are designed and' manufactured to DEMA standards and/or manufacturer's standards and are-seismic Category I. This is not in accordance with Regulatory Guide 1.26 which requires the entire diesel generator auxiliary systems be designed to ASME Section III Class 3 or Quality Group C.

You also state that the figures in Section 9.5 show where quality

! group classification changes are. The figures do not provide this ninformation. Provide the following: (a) the industry standards that_were used in the design, manufacture, and inspection of the engine mounted piping and components, (b) show on the appropriate P&ID's where the Quality Group Classification changes from Quality Group C, and where the Seismic Category I portions of the system are located.. Sections 9.5.4 through 9.5.8 and Table 3.2-1 define certain-pumps, filters, strainers, valves, and subsystems in the

' diesel generator' auxiliary systems as Quality Group D or not applicable with regards to Quality Group Classification. It is our position that all components and piping in the diesel generator

- auxiliary _ systems be designed to seismic category'I ASME Section III Class 3 requirements. Comply with-this position or justify noncompliance. (SRPs 9.5.4 - 9.5.8, Part III)

RESPONSE

a. -The engine mounted piping systems (such as the lube oil headers,

.w ater headers, cylinder heads, etc) are manufactured to the manuf acturer's proprietary design reqc!: aments which do not

~necessarily meet the requirements of ALME Section III or ANSI B.31. . The components used are pressure tested and the manufacturing processes are monitored as part of the supplieds approved QA program. The major components are included in the

seismic analysis.

The diesel engine and piping integral to the engine (mounted on

,the engine and provided with the engine) are designed to Seismic

. Category I_ requirements and proven designs based on the manufac-turer's knowledge and experience. Regulatory guide 1.26 states that "other systems not covered by this guide, such as. . .

-diesel engine and its generators and auxiliary support systems, fuel ' oil . . . should be designed , fabricated, erected and tested to~ quality standards commensurate with the safety function to be performed ." The desel generator engine piping is highly reliable and of proven quality and design and therefore meets the requirements of the-regulatory guide. The Standard Review

' Plans (SRP) (Sections 9.5.4, 9.5.5, 9.5.6, 9.5.7, and 9.5.8) require review for quality group application and other features for piping, valves, and other components only up to 430.23 -l

m. .. _ _ . _ _ _ _ . . . _ . _ _ . . _ _ _ _ . _ _ _ . , _ . _ , . _ , _

P;gn two the " engine interface". This is further clarified as being the interface "as defined by the engine manufacturer". The manufacturer for the Hope Creek Generation Station diesel generators has defined these coundaries; the piping up to this interface is designed to Qualify Group C requirements as discussed in part b below. The applicant considers that the design for the engine, including the portions of pipe that are integral to the engine as the most prudent and the safest avail-able. The design is proven and tested and is based on the years of experience of the engine manufacturer.

Furthermore, as requested, the applicant has made a comparison of those portions of piping and tubing that are integral to the engine with the design requirements of ANSI B.31.1 and ASME Section III, Class 3, requirements for allowable design pressures.

Because the allowables for materials under the ASME Section III Class 3 code are the same or greater than the allowables under the rules of ANSI B.31.1 for the same material, the more conservative ~(that comparison that resulted in the lower allowable design pressure) is provided in Table 430.83-1 along with the piping description. Piping integral to the engine is moderate energy pipe.

Comparing the working pressure with the maximum design pressure in the table, it is evident that the manufacturer's standards are conservative when examining the pressure retaining capability of the pipe and tube.

(It should be noted that the DEMA standard is not a design specification, but gives guidance as to what should be included in a performance type specification.)

b. The figures in Section 9.5 can be used to determine quality group classification and seismic boundaries. The diesel engine auxiliary system P& ids (Figures 9.5-22, 25, and 28) indicate the piping line classes and the piping specification changes as defined on Figure 1.13-1, sheet 1 (P&ID legend). The third letter of the three-letter piping line class code indicates the code to which the piping and components are built. Tables 3.2-2 and 3.2-3 can then be used to determine the quality group classification based on the applicable code.. The Seismic Category I boundaries are indicated by the 0-flags as indicated in Section 3.2.1.

Section 1.8.1.26 has been revised to include a clarification of Regulatory Guide 1.26,. Revision 3, position C.2.b with regard to engine mounted components and piping.

The diesel generator auxiliary systems were designed for the most

~

part during the period from 1974 to 1977. Careful consideration was given to classifying essential system piping as ASME Section III, Class 3. This intent was reviewed at the construction permit L

stage and is reflected in Table 15.4-2 of the PSAR which specifies that the " diesel fuel oil pumps, piping , and valves" are Quality 430.33 -2

P;gs thr@o Group D. In addition, paragraph 15.4.3.3 of the PSAR further clarifies that the " diesel generator fuel supply piping from seven day storage tank to engines" is to be classified as Qualify Group C. It should be noted that it does not include other piping such as the diesel generator fill line. The guidance of Regulatory Guide 1.26 stated that systems not covered by this guide [ include]

diesel engine and its generators and auxiliary support systems, diesel fuel,..." and that these systems should be designed to quality standards " commensurate with the safety function to be performed."

The-position with respect to the diesel generator storage tank fill lines was that they were not essential in that lengths of hoses would be available to be positioned such that fuel oil could be transferred directly to the tank through the manhole or the spare flange connection (see the response to Question 430.93).

During the construction of the station, and following procurement of the piping for the fill lines (in early 1977), an evaluation was made regarding the design of the fill lines. In light of the NRC's interest in this particular fill line on other dockets, a decision was made to upgrade the emergency fill piping down to the tanks to withstand the effects of an SSE. This piping was subsequently reanalyzed and supported similar to other seismic Category I piping.

In addition, the piping support installation has been inspected by the construction quality control organization under a 10 CFR 50, Appendix B, quality assurance inspection program.

The diesel fuel oil fill line, although not designed to the require-ments of ASME Section III, Class 3, is designed, fabricated, and

' inspected commensurate with its safety function and provides an adequate level of safety based on the following:

1. The piping is designed to the standards of ANSI B.31.1.

The material specified is ASTM A106, GrB which is identical to the comparable ASME SA-106.

2. The piping is designed to withstand the effects of an SSE without loss of function.

3. Installation of the supports for the pipirg are inspected under an 10 CFR 50, Appendix B, quality assurance program.

4. The fill line will experience little pressure du-ing filling operations and is not pressurized when not in use.

5. The line is not critical in the early stages of an emergency and in the unlikely event it becomes unusable, sufficient time will likely be available to effect repairs. This is justified in that a normal seven day supply of fuel will be on site and available for use for each diesel generator.

43o,13-3

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6. The capability exists to fill the tanks with hoses that can be positioned to fill the tanks directly. Procedures shall be written to detail this emergency operation which will include the requirement-for a dedicated fire watch who: shall periodically patrol among the spaces containing the fill hoses when in use.

7. ' The piping shall be visually inspected on an inspection interval equal to the requirements of ASME Section XI for ASME III, Class 3, piping.

8. The piping shall be placed under the operational OA

~

program for-the station.

430.13 'I

n -

(Sheet 1 of 3)

Table 430.83-1 LUBE OIL SYSTEM Working Pressure 120 PSI Pipe ~& Fittings Material Max. Design OD Wall Thickness- Material Spec. Pressure (PSI)(1) 3.5 .120 MT1018 681

-1.625 .25 MT1018 3060 1.5 .120 MT1010 1224

-1.25- .25 MT1018 3978 1.1875 .156 MT1018 2605 1 .095 MT1020- 1816

.75 .065 MT1010 1326

.625 .065 MT1010 1591

.375 .065 -MT1010 2652

.5 .065 MT1010 1989

.25 .049 MT1010 2998 c

TURBOCHARGER WATER PIPES Working Pressure 60 PSI Pipe & Fittings Material Max. Design OD Wall' Thickness Material Spec. Pressure (PSI)(1) 4 .188 MT1018 989 c2.375 .154 A120-S 862

= 1.' 6 4 6 .140 Al20-S 1134 1.375 .133 Al20-S 1292

.1 .188 MT1018 3955 INJECTOR COOLING SYSTEM Working Pressure 50 PSI Pipe & Fittings Material Max. Design OD Wall Thickness Material Spec. Pressure (PSI)(1) 1.316 .179 Al20-S 1816

, 1.125 .065 MT1010 384

! .375 .065 MT1010 2652 4

(Shact 2 of 3)

Tablo 430.83-1 AIR STARTING SYSTEM Working Pressure 250 PSI Pipe & Fittings Material Max . Design OD Wall Thickness Material Spec. Pressure (PSI)(1) 2.375 .218 A53 1632 l.9 .145 Al20XS 1015 1.875 .188 MT1020 2028 1.75 .156 A513 1360

.625 .049 A254Cl 657

.375 .049- MT10iG 1994 JACKET WATER SYSTEM Working Pressure 60 PSI Pipe & Fittings Material Max . Design OD Wall Thickness Material Spec. Pressure (PSI)(1) 4 .188 MT1018 989

.375 .095 MT1010 3876 FUEL OIL SYSTEM Working Pressure 35 PSI Pipe & Fittings Material Max. Design OD Wall Thickness Material Spec. Pressuire (PSI)(1) 1.5 .120 MT1018 1591 1 .065 MT304 1551

.75 .095 MT1010 1938

.5 .049 MT304 2333

.25 .035 MT304 3341

- - (Shoot 3,[of 3)

Table 430.83-1 (1) ' Assumptions:

a. _ Normalized tubing

b. Allowables are assumed to be 1/4 ultimate stress valves.

c. Weld factor = 0.85 ERW

d. Because the fluids are not capable of causing any loss of strength by corrosion, no allowance is required.

e.- A 10% manufacturer's tolerance on wall thickness except as noted otherwise.

f. For metal tube products, the allowables are derived

'from 1/4 ultimates:

MT 1010 = 10,000 psi MT 1020 = 12,500 psi MT 1018 = 13,000 psi MT 304 = 15,600 psi

g. Allowables for other materials are:

Al20-S = 9,000 psi (mfg. tolerance = 12.5%)

A254Cl = 5,500 psi A53 = 13,000 psi A513 = 10,000 psi

h. Piping temperatures are less than 200 F.

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• 9'l$ < EN #46 HCGS FSAR' QUESTION 430.115 (SECTION 9.5.6)

~

Describe the instrumentation, controls, sensors and alarms provided for monitoring the diesel engine air starting system, and describe their function. Describe the testing necessary to maintain a highly reliable instrumentation, control, sensors and alarm system and where the alarms are annunciated. Identify the temperature, pressure and level sensors which alert the operator when these parameters exceed the ranges recommended-by the engine manufacturer and describe any operator actions required during alarm conditions to prevent harmful effects to the diesel engine. Discuss system interlocks provided. Revise your FSAR accordingly. (SRP 9.5.6, Part III)

RESPONSE

The instrumentation, controls, sensors and alarms are described in

-Sections 9.5.6.3 and 9.5.6.5.

For the testing frequency and where the alarms are annunciated see response to Question 430.104.

Only pressure controls and instrumentation are supplied air by the starting air system; temperature and level sensors are not applicable.

A summary of the equipment and surveillance frequency is provided on Table 430.115-1.

As . described in Section 9.5.6.3 a low pressure alarm on each of the air trains alerts the operator of system trouble in the control room. Operator response to diesel engine starting air system alarms is summarized in Table 430.115-2. Safety relief valves on the receivers / air trains protect the' system from overpressure.

A high pressure alarm is not provided because the relief valves are oversized, 450 scfm, compared to the compressor output of 25 scfm, and if a compressor fails to shut off at its high pressure setpoint,

-the plant operations personnel would easily hear the relief va'.ves operating to relieve the overpressure condition.

The diesel engine air starting system air compressor starts auto-matically when air accumulator pressure decreases to 280 psi, and shuts off the compressor at 425 psi. The system is disabled by the barring gear interlock which is used to prevent diesel engine operation during maintenance. >

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-QUESTION 430.120'(SECTION 9.5.6) fd EL V Ok

.Section 9.5.6.2 of the FSAR defines the air starting system for

'your. plant as a high energy system. A high energy line pipe break in the Lair starting system of one diesel generator, plus any single active failure in any auxiliary system of any other diesel generator 1will result in loss of sufficient onsite AC power so that the plant cannot safely shutdown. This is unacceptable.. Provide the following information:

a. . Assuming a pipe break at any location in the high energy portion of the air start system, demonstrate that no damage from the - resulting pipe whip, jet impingement, or missiles (air receivers, or engine mounted air tanks) will occur l on any of the four diesel generators or their auxiliary systems.

l b.- Section 9.5.6.2 states that the air receivers, valves, a nd piping to the engine are designed in accordance with ASME section III class 3 (Quality Group C) requirements. This o is partially acceptable. We require the entire air starting l' system from the compressor discharge up to and including all engine mounted air start piping, valves and camponents be designed to Seismic Category I, ASME Section III Class 3 (Quality Group'C) requirements. Show that you comply with this position. (SRP 9.5.6, Part II and III)

RESPONSE

a. For the purposes of pipe break and jet impingement analysis the emergency diesel generator and its associated auxiliaries are considered a single system. As a single system a single failure is only required to be postulated in one system. Separation of the diesel. generator rooms by 18 inch reinforced concrete walls protects other diesel generator units and auxiliaries from damage due to a pipe break in adjacent diesel generator rooms. Therefore, a pipe break in any one of the diesel generator rooms will not affect the remaining diesel generator units and their associated auxiliaries.

b. All of the air start piping, valves and receivers from the check valve on-the air receiver inlet (including the check valve) to the air start solenoid valve on the engine are designed to Seismic Category I, ASME Section III, Class 3, requirements. Refer to Figure 9.5-26 for component descriptions.

The compressor, air dryer, and piping up to the air receitrer inlet check valve are not built to meet ASME code requirements because they do not serve a safety-related f unction. The air start valves, air distributors, and the diesel engine cylinders are all pressure retaining parts downstream of the air start solenoid valves .which do serve a safety-related function and are non ASME code items built to Seismic 436. rlo -l

Category I requirements. The air start solenoid pilot valves reduce the starting air pressure to approximately 250 psi, therefore these camponents, which are downstream of the air start solinoid pilot valves, are actually located in a moderate energy portion of the system (See the response to Question 430.83). The non-ASME III pipe l in the air-start system is designed to Seismic Category 1 l requirements. These are specialty items that are not available as ASME components but which are built to the SDG manufacturers own critical specifications (see Table 3.2-1, Tem XII.b.) Refer to the response to Question 430.82 for further discussion of the air start piping and the applicable design requirements.

A postulated break in the starting air system is not considered to occur concurrently with, nor to cause, a loss of offsite power. Therefore a single failure in another of the standby diesel generators is not of consequence. In addition, the effects of postulated breaks in the non-safety related compressor air dryer piping up to the ASME Section III, Class 3, air inlet check valve have been examined. The postulated failures will not effect the function of any safety related component.

Also, the effect of any postulated pipe break from any of the normally pressurized safety related air start piping will not damage any component that would cause its associated engine, if running , to shutdown.

430.120-2,

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. HCGS FSAR d G2).

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OUESTION 430.135 (SECTION 9.5.7) 1 You state in Section 9.5.7.2 of the FSAR and shown in i Figure 9.5-27 that lube oil is added to the diesel generator lubricating oil system from a 250 gallon lube oil make-up tank.

Provide a discussion on the measures that have been taken to prevent entry of deleterious materials in the lube oil make-up tank. Also discuss what measures have been taken to prevent entry of deleterious materials into the lube oil make-up tank due i to operator error during filling operation.

In addition address the following:

a. Discuss the means for detecting or preventing growth of algae in the lube oil make-up tank.~ If it were I detected, describe the methods to be provided for  ;

cleaning the affected storage tank. '

b. Provide an explicit description of proposed corrosion protection for the lube oil make-up tank. Where corrosion protective coatings are being considered for the piping and tanks (both external and internal) include the industry standards which will be used in their application.

c. Figure 9.5-27 of the FSAR shows that the diesel '

generator lube oil make-up tank is provided with an

individual fill, vent, and emergency pressure relief vent lines. Indicate where these lines are located (indoor or outdoor) and the height these lines are terminated above finished ground grade. If these lines are located outdoors discuss the provisions made in your design to prevent entrance of water into the make-up tank during adverse environmental conditions, and the tornado missile protection provided.

d. Assume an unlikely event has occurred requiring operation of a diesel generator for a prolonged period '

1 that would require replenishment of lube oil in the sump without interruping operation of the diesel l generator. What provisions have been made in the lube oil transfer system design from the lube oil make-up tank to the engine sump to prevent carryover of i sediment, water, and scale that may accumulate in the clean lube oil stordge tank. What provisions have been ]

made for the removal of accumulated sediment, water, i and other deleterious material that may collect at the l bottom of the storage tank. (SRP 9.5.7, Parts II & l III) 430.135-1

o

" HCGS FSAR

RESPONSE

Deleterious material is prevented from entering the diesel engine lube oil make-up tank by:

a. Procuring high quality, high purity lube oil with lubricating properties in accordance with the manufacturers' recommendations.

b. Insuring that filling operations to increase make-up tank level are performed through the installed basket strainer in the fill line.

The. lube oil make-up tank conservation vent permits tank venting when required and prohibits airborne impurities from continuously entering the tank.

Make-up tank filling will be accomplished in accordance with a written procedure. A controlled copy of the procedure will be posted.in the vicinity of the lube oil fill line. The lube oil fill line will be labeled to identify the fill line connection purpose and a reference to the applicable procedure.

a. Algae formation may occur due to condensate accumulation in the make-up lube oil tank. Prior to diesel engine monthly operability testing, and in accordance with plant technical specifications, the lube oil make-up tank drain will be opened to remove any water, sediment, algae or other deleterious material. If lube oil purity is degraded any of the following methods can be implemented to restore lube oil purity in the make-up tank:

1. All deleterious material may be removed by draining lube oil through the drain line.

2. The lube oil make-up tank can be drained, cleaned and refilled with fresh lube oil.

3. A chemical additive can be added to remove sigae or other biological growth if advised by a tribology specialist.

b. The standby diesel generator lube oil make-up tank material is carbon steel, SA 515 GR. 70. The exterior of the tank is coated using Colt Industries standard protection system. The system consists of a primer of Gordon Bartells 13409, yellow, and a finish coat of Gordon Bartells14-811, suede grey, both applied according to the paint manufacturers recommendations.

The interior of the tank is not coated because the lube oil is non-corrosive. Corrosion of the SDG lube oil make-up tank in the unfilled areas is prevented by lube oil vapor coating, normally found on unflooded sections of lube oil tanks.

i, Prevention of corrosion of the lower head of'the SDG lube oil makeup tank due to moisture accumulation is addressed in'the second paragraph to part d of this response.

c. The vent _ and emergency pressure relief vent are terminated

-indoors, directly above the tank. .The fill line is

' routed to the outside (west) of ~ the auxiliary building

.at elevation"105 feet 0 inches, 3 feet above grade.

The -line is capped and has a normally closed isolation valve located in the building to prevent water from entering the line. It is not protected from missiles and tornadoes._ because it is not safety-related.

d._ In accordance with. technical specifications, twenty 55-gallon -drums of diesel engine lubricating oil are stored and .available .for use if diesel operation is

-required for a prolonged period. Additional information on lube oil make up requirements is provided in the response to Question 430.131.

' The lube oil makeup tank bottom is hemispherical. The line to,the diesel generator-sump is approximately 1.75 inches above the bottom of .the dish and is located ten inches off the centerline of the tank, reference figure 430.135-1. ~Should there be 'any carry over into .the transfer line, it would be trapped in the strainer and/or filter af ter entering the engine sump.

- A'normally closed drain valve is provided at the low point of the tank, reference Figures 9.5-27 and 430.135-1.

The drain ' valve will be opened in accordance with plant operating procedures to remove any deleterious sediment, water or other material that may accumulate in the bottom of the' tank.

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HCGS TSAR 9 zs-74

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OUESTION 430.143 (SECTION 9.5.8) b*

Show by analysis that a potential fire in the diesel generator building or any of the other surrounding buildings (reactor buildtng, control building, etc.) together with a single failure of the fire protection system for that area will not degrade the quality of the diesel combustion air so that the remaining

- diesels will be able to provide full rated power. (SRP 9.5.8, Parts II & III)

RESPONSE.

A 3-hour-fire-barrier has been added to separate the diesel combustion air intakes by saEe shutdown division. Since the divisionalized intakes are in separate rooms, a fire in one zone, and an automatic closure of the fire door will not affect the remaining diesels ' combustion air . Therefore, the remaining two diesels will be able to provide full rated power. This analysis was performed as part of the Appendix R fire hazard analysis (see revised Appendix 9A).

The Appendix R analysis shows that a fire in any one fire area of the control, diesel or reactor buildings will affect no more than one division of the diesel generator intakes. Ths Appendix R analysis assumes a failure of any automatic fire protection system for that area.

The SDG HVAC systems exhaust f rom missile protected areas located at elevation 198'-0". The possibility of significant quantities of smoke or other combustion by-products bypassing dampers or f a i l ed dampers from any of the areas and exiting at the 198 ft elevation and consequently being drawn down to other diesel generator intakes at the 130 ft elevation is not credible.

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'430.143 - Insert 1 l With a postulated failure of the automatic fire suppression system in one diesel area, the fire damper would close to contain the fire. Failure of the damper, since it is a UL listed device and

-uses only the physical properties of the fusible link to operate, is not considered credible. However, failure would release smoke into the large volume common corridor, but the HVAC system design would prevent any smoke from affecting more than one diesel.

Section 9.4.6 describes how the system consists of 1004 recircu- '

lating fan coil units with only a minimal of air exchange from tte common corridor during diesel generator operation. Thus,

-cdlling of the diesels would not be significantly affected.

During normal plant operations, thus no diesels operating, the diesel area ventilation will exhaust air from each diesel compart .

ment and out of the roof vent. smoke from one compartment would have to exit to the large volume common corridor through the fire damper. It could then entar the other diesel generator compart-ments through that compartment's fire damper. The manufacturer

, has stated that the diesel generator itself is insensitiv6 to smoke in the compartment. Should the temperature rise the recirculation coil units would automatically start 66 4 4 6. 2.gh - -

m The diesel control panels are NEMA 12, dust tight, panels. The protective relays inside the panel are further encased. The t- ' panels do not contain sensitive integrated circuits. The room

, temperature,'evon if smoke filled, is mainteined by the racircu-lation coil units as stated above. Therefore, the diesel generator panels will not be affected by smoke (either temperature or particulates) in the diesel generator room.

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