Text

Forwards Responses to Open Item 23 & FSAR Questions,Per 840906 & 07 Meetings For,Review & Approval.Revised FSAR Question Responses Scheduled to Be Incorporated Into FSAR Amend 8
	ML20098H296
Person / Time
Site:	Hope Creek
Issue date:	09/10/1984
From:	Mittl R; Public Service Enterprise Group
To:	Schwencer A; Office of Nuclear Reactor Regulation
References
	MA-19-01-A, MA-19-1-A, NUDOCS 8409120341
	Download: ML20098H296 (194)
	v • d • e

5 Public Service Electnc and Gas Company 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 Regulatica September 10, 1984 Director of Nuclear Reactor Regulation U.S. Nuclear Regulatory Commission 7920 Norfolk Avenue Bethesda, Maryland 20814 Attention: Mr. Albert Schwencer, Chief Licensing Branch 2 Division of Licensing Gentlemen:

HOPE CREEK GENERATING STATION DOCKET NO. 50-354 POWER SYSTEM BRANCH v

Pursuant to the meetings held on Septembar 6 and 7, 1984, with R. Giardina of the Power System Branch (PSB), the responses to PSB Open Item 23 and the FSAR Ouestions listed in Attachment I have been revised and are enclosed for your review and approval (See Attachment 2).

The r_evised 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, flo(M5tt' g mTaa'aM)h P

Attachments f0 0 1 C D. H. Wagner USNRC Licensing Project Manager W. H. Bateman USNRC Senior Resident Inspector MA 19 01-A The Energy People 9M)12 MW 4 84

ATTACHMENT 1 Question Section Question Section No. No. No. No.

430.62 8.3 430.115 9.5.6 430.63 8.3 430.117 9.5.6

.- 430.65 9.5.2 430.120 9.5.6 430.66 9.5.2 430.122 9.5.6 430.67 9.5.2 430.125 9.5.7 430.69 9.5.2 430.127 9.5.7 430.69 9.5.2 430.128 9.5.7 430.70 -9.5.3 430.131 9.5.7 430.71 9.5.3 430.135 9.5.7 430.72 9.5.3 430.137 9.5.7 430.73 9.5.3 430.138 9.5.7 430.74 9.5.3 430.140 9.5.8 430.75 9.5.3 430.142 9.5.8 430.76 9.5.4 430.145 8.3.1, 9.3.6 430.80 9.5.4 430.81 9.5.4 430.82 9.5.4 430.83 3.2 430.86 9.5.4 430.96 9.5.4 430.100 9.5.5 430.101 9.5.5 430.104 9.5.5 430.108 9.5.5 430.113 9.5.5 MA 19 03-A

9 0

+

ATTACHMENT II

o. _. . _ _ _ _ ... . .. . _. . _ __

L__

PSB Itn 23 HCGS' Standby Diesel Generator Fuel Consumption The following information will be added to the HCGS FSAR Section 9.5.4.2 in a future amendment:

The standby diesel generators installed at HCGS use Colt 2.3 12-Cylinder engines which have a maximum fuel consumption rate of 5.2 gpm at the diesel's rated load of 4400KW.

HCGS FSAR 1/84

, 1 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 equipnient 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.,

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 9

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 hictory 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

, 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 does 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 i' 430.62-1 Amendment 4

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 how they will be considered when the plant is in commercial operation,-1.e., buy what means will the above requirements be enforced. (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. AJ/ essere 5.

2. See response to Question 430.15. ].,. the s a s, incor peecdeh

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

-currently being de" ele;:d :nd thi pr gr:r will reneist 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 t and/or rework to be performed,in ; timely rnner -

Additicaally, . meliebility tenitering pr;gr:r =ill he ~~

8M*d d -F rple crt:f-te ;; nit:r and trend repetiviv: :s_ _;;;at ;ni'er i

cong;n nt f;il;r:0, In this' manner, the root causes of ystem) malfunctions can be more readily identified and fue 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 pr'.or to any start, run, or load test on the SDG.

The following procedures will reference this topic:

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

A cid t n5 c_r-t A.

L I

430.62-2 Amendment 4

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1 z nserf L _-.

Loading Feguirern en/s w: H in corpora-/e +he c//esel e.ng in e inan u fae+u.e e r s ' ne e. omm en da.+ ion s -fc p ree. lade 3um and yarnish depo s Vs on enej in e.

sornpo n enfs or -dh e e ng in e e.xh a us f s y sf em .

f 1

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. . . _ _ _ _ _ , . . _ - _ . _ . - . _ . . . _ . . _ _ - - . . _ _ . _ _ . _ . _ - _ _ . . _ . . _ - ,.__ _ _ . _ _ . _ _ _ _ . _ _ _ _ . _ . = _ .

Insert 430.62 *f 0c65' 3gg;pa //y, a r.s /is.4 /.*/y soonNodn3 pro 3 ra-. w: II b * *. *P'***t*0 I The HCGS reliability program enhances SOG reliability by:

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

2. Track ing operating experience repor ts, circulars, letters and notices of failure or problems given to all diesel generators.

3. Use of the NPRDS data base system.

4. Analyzima surveilliancq testing results.

o. r. e o. n c o n +; n u o

s tes Pon*

b' ' Y rgse S- v.n e Ho n s ongoing o.nd op yn e. 'Ie cA nic a-I 3epo.r-t os e.nt 2+ =. m s whicA ma-y o.d ver s e l y

,.n p o.e t +he sa f e.hy fu.a c +io n a f h e oli e s e.1 a.g in e s 4. % c.

s + o. + .' o n wi l\ r e c e.h' t. N m e d .'a.+ c. a.M en +to ^ o d e.+ v. ,ni n e. o, plo.n o f o. e.+s' e n . E s w+i n e Feed bo.e k :ss u e s a.r e r-s a: e.us e d as r e ce.i dtd. A ll ,,, o +c r io. I Ye.vieused os p o.r b o f % e-f ecel bo.c.k. p r o3 r-am is +r o. c.5 ed on o. c.o m p u.+.e.r i r. e d

-t ,.o. e j.i n g 3 3 s + =. m to n s w e e. rv, a + =.r-l a 1 is re vi ew ed Anol ol; s ju o s M-i on e cI .

i 1

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Q A

= Insert / 430.62

- These maintenance -procedures will- incorporate the manufacturer 's recommendations ~ for loading the diesel engine above -50% capacity for a l hour ~ perlod ' if engine t cubic-han* f ag r ^ q u i :' = ^ i

h a - -

~

e s

r- +ns fort

1. 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months continuous operation at less than 20% capacity,

2. 12 hours1.388889e-4 days 0.00333 hours 1.984127e-5 weeks 4.566e-6 months intermittant operation at less .than 20% capacity.

J 4

1 l

HCGS FSAR 1/84 QUESTION 430.63 ('SECTION 8.3)

The availability on demand of an emergency diesel generator is

dependent upon, among other things, the proper functioning of its controls and monitoring instrumentation. This equipment is generally panel mounted and in some instances the panels are mounted directly on the diesel generator skid. Major diesel Lengine damage has occurred at some operating plants from vibration instrumentation. induced wear on skid mounted control and monitoring withstand and function This accurately sensitive instrumentation is not made for pr.olonged periods under to continuous vibrational stresses normally encountered with internal combustion engines. Operation of sensitive instrumentation under this environment rapidly deteriorates calibration, accuracy and control signal output.

- Therefore, except for sensors and other equipment that must be directly mounted on the engine or associated piping, the controls and monitoring instrumentation should be installed on a free standing floor mounted panel separate from the engine skids, and located on a vibration free floor area. If the floor is not vibration mounts. .

free, the panel shall be equipped with vibration Confirm your compliance with the above requirement or provide 1

justification for noncompliance. (SRP 8.3.1, Parts II & III).

RESPONSE All of t generat safety related ins rumentation for the CGS diesel equipm controls, with the execption of the sen ors or are i t that must be dire tly mounted on the e gine or piping, talled in floor mou ted control panels r moved from the ;

in< erb A ? '

i All of the instrumentation and control equipment used in these applications are carefully selected for use by Colt Industries for the expected vibrations' associated with diesel equipment.

l Their use in the HCGS units is based on satisfactory performance

{

L proven in other similar nuclear power plants.

In addition, all process and control connections leaving the engine skid have flexible couplings. The diesel manufacturer does vibration testing of all skid units during their break-in shop testing to assure proper rotational balancing measured against response of similar previous skid units.

l 430.63-1 Amendment 4

INSERT A 430.63 Colt Industries has-confirmed that the only sensors on the diesel skid unit are those which must be mounted on the engine or associated piping, as excepted by the second paragraph of question 430.63.

These sensors consist of temperature and pressure sensing switches, level .and flow switches, and pneumatic transmitters. No vibration sensitive instrumentation is used or provided by Colt, Relays and other control devices are in control panels which are not mounted on the~ engine.

The instrumentation that is mounted on the skid unit is qualified per Colt's lE Qualification Program in accordance with IRRR 323 and considers the expected engine induced. vibrations. This instrument-ation includes 15 pressure switches, 13 tempera ture switches , 3 limit switches, 4 solenoid valves, 2 RTD's, 9 CT's 17 thermocouples.

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fC-33 e ng inss aee f rapsely t-ellec+ed in

%e } a.a l l b.' t cufi o n o9 %e e.o n pan e n +s -

^

1 MM 1/34

//y 00ESTMht430.65(SECTION9.5.2)

The information regarding the onsite communications system (fution 9.5.2) does not adequately cover the system capabilitter during transients and accidents. Provide the following

. informations

a. Identify all working stations on the plant site where it may be necessary for plant personnel to communicate i with the control room or the emergency shutdown panel during and/or following transients and/or accidents j (including fires) in order to mitigate the consequencet ,

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

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

transients and accident conditions. I

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

d. Indicate the maximum background noise level that could exist at each working station and yet reliably espect effective communication with the control room using:

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 communication syster.

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

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

l (SRP 9.5.2; Parts II & III).

RESPONSE 385 ----

identification of all working stations W N

a. .

cate with I be ne for plant personnel to e the control r ing and/or 4 ing transients M ed because all necessary and/or accidents is n tions are located 1 - plant shutdown control and necessity of within the co3trorroom which pree

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

,i ,

d30.65-1 Amendment 4

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d fnW BCGS FSAR [ 1/34

'Y r

emergency shutdown panel, then it may be M necessary ve plant personnel able to co cate from three work ations which have p controls and indications. Thes ree at a are at the diesel generator remote co panels rooms (4 total),

the Class 1E switchge as tal), and at the ,

s erator set J reactor protecti stem (RPS) moto vent of fires, the fire br eports l area. In ist to th ected area (s) and the areas are 5 on 9. 5.1. 2.15.

azimu sound evels have no been de ned fo the b.

a ve rking ationst The feet.ive as of he i

demonst ted du ing e co uni tion a = tem (s will pre pera iaaa' mwe ==c=aa. n ::t a core =_ of f _

y Cha e1 (,tScrf &] .

c. The page party communication system is available at or In addition, a two-nearby the above working stations.

( way radio communication system is available as a backup

system. g

. ire !="el thrt :: eld :;i.;. ;.-

d. -The :::1-"- '=c60r^"-f

(

- the stetica: fer : x=!catin; eith th- ee-trel r::: - The communications systems l

provided on BCGS are of proven design as used in In addition, the previously approved plants.

communication system will beJested as described in Part (e) of this response. up ,. { p]

- > e. See response to Question 430.68, communication syst, ems performance requirements and tests. In-plant communication tests are also described in -

Section 14.2.12.1.35. The test method states that communication is checked between the control room and the remote shutdown panel. Q ge,.4

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 serf f 10C685, as shown on Sheet 2 of Figure 8.3-11 l

430.65-2 Amendment 4

Gla 5 u. G i i i

Insert A )

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 f or ef fect of fire on the ability to achieve and maintain cold shutdown. The areas shown on Table '). 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 ampli fier are selected to provide ef f ective 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 co ve r a ge , 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 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 r,aximum 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 fistance and location of the noise source (s) .

Insert C Table 9.5-17 also shows for each of the sa fety-related rooms the types of communication system components available with the associated maximum sound levels within the room. All of the communication components have the capabilihy 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.

Insert D As par t 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, 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.

.;;' gp3 u. - 3 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 ef fective between the control room or emergency shutdown panel and working stations as indicated in Table 9.5-17.

Insert F This uninterruptible power supply (UPS) is fed f rom Class lE, Channel A, distribution buses. The UHF radio system is also supplied with a non-class lE uninterruptible power supply. The design of each UPS,,as shown on Figure 8.3-11, is such that there are three input power feeders - two f rom 480V ac motor control centers and one from a 125V de switchgear. In the case of the UHF radio system, the non-class lE 480V ac motor control centers, which are connected t'o Class lE 480V load centers, are tripped on a LOCA signal. The radio system will be powered from the non-class lE batteries (4 hour4.62963e-5 days 0.00111 hours 6.613757e-6 weeks 1.522e-6 months rated) through the UPS under all accident cases. Af ter 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 1E equipment and are located in Seismic Category I structures.

Q d3 0. O i TAG':

Notes for Table 9.5-17

1. . These lighting levels are at the panel or equipment surf ace.

2. The following are the maximum sound levels (db) that the communication components are capable of producing or operating in.

Component Sound Level PA speaker 120 (driven ~ by 30w amplifier)

PA headset 110 UHF radio 90 portable set Telephone 70

3. 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 bases accidents orythe improbable event of a loss of all ac power.

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HCGS FSAR 1/84 OUESTION 430.66 (SECTION 9.5.2)
Discuss the protective measures taken to assure a functionally operable onsite and offsite communiation system. The discussion should include the considerations given to component failures, loss of power and the severing of communication lines or trunks as a result of an accident or fire. (SRP 9.5.2, Part II)
RESPONSE ,
C'l Protective measures provided to assure a funcMonally operable onsite and offsite communication system include:
a. Powering each communication system from a separate and independent power source so that a loss of one power source only affects one communication system.
(Additional discussion on the power sources is provided in response to Question 430. )
b. Locating central components of the communication system in dif ferent areas of the plar4t so that a fire cannot damage more than one system.
c. Providing separate and dedicated raceways for each of the communication system's wiring so that each communication system circuit is physically separated from the other.
d. Immediate detection of component failures for the onsite communication systems of page party public address, telephone and two-way radio systems because of their regular use in the day-to-day plant operation.
__~- -3_t: n .;; ~ A % wily _
hj' _ _ 2 . Z T --- 2 _ _- _1__7.- g % e5,efd^ i 5 (ar'f-her ca dc/rcJJ'N y
A r es pons e, p o q g g ,'o n Although the onsit and offsite commu ication syst 'ns are '
4 3o '14'.
ndependent of each other, there are c ses where in ividual l c mponents of each s stem are located i the same a a, e.g.,
co trol room, because of operational con 'deration. n the event l
of vering of communi tion lines as a r uit of an cident or fire, the two-way radio ystem serves as t backup co unication system to the hard-wired ommunication syste.s. g e f.
Se c. % s . o ' hevans
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l i nsch A ti-o.e hm e nh A. Amendment 4 430.66-1 J
ATTACHMENT A
e. Additionally where non-lE MCC's are used as the power f source for the onsite communication system, this i equipment was purchased under the same specification, purchase order as used for the Class IE equipment.
Therefore, the non-IE equipment is the same model number, design and construction as its IE counterpart.
Although the onsite and offsite communication systems are independent of each other, there are cases where individual components of each system are located ~in the same room, e.g., control room, because of operational consideration. In the event of loss of communication lines as a result of an accident or fire, the two-way radio system serves as the backup communication system to the hard-wired communication systems for that room. .
A fire in a single room can not cause a total loss of the public address system and the telephone system because their major conponents including power supplies are not located in the same room. The separation of the conduits used for routing of each communication system mitigate the potential for loss of all communication system due to a single failure in the conduit system.
A partial loss of the hard-wired communication systems may result from a fire in a single room if there are conduits of both systems located therein but because the communication circuits are designed and routed in branches, a common loss of one branch of both systems only affects that fire area.
The onsite-handheld radios (transceivers) have provision for transmitting and receiving independent of the base station such that communications can be maintained in the event that the base station or remote control consoles are lost due to a fire or to loss of power.
As indicated previously, the Hope Creek onsite radio system provides an overall backup to the other onsite hardwired communication systems.
HCGS FSAR 1/84
/
\
OUESTION 430.67 (SECTION 9.5.2)
The description of the intraplant and interplant (plant to offsite) communication systems is i Provide a detailed descriptionforeachcommunication,pdequate.
system listed in Section 9.5.2.2 of the FSAR. The detailed description shall include an identification and description of each system's power source, a description of each system's components (headsets, handsets, switchboards, amplifiers, consoles, handheld radios, etc.),
location of major components (power sources, consoles, etc.) and interfaces between the various systems. (SRP 9.5.2, Parts II &
III)
RESPONSE
. f Seenon 9.5.2.2 has.been revised to include additional description for each communication systemj In c/u//ny T offSWe. communica.fians sysyms and power- suff ia.s l , ,
M M A tra cHeb a
l 1
i i
i .
\.
t 430.67-1 Amendment 4 i
< l
430.67
Response
As identified in Section 9.5.2.2 the Hope Creek two-way radio communication system has an interfaca capability for connection with the Salem system. The system interconnection is designed as follows:
There are_three designated channels, one channel for each nuclear unit, with each having a different UHF carrier frequency.
Salem 1 -
Channel 1 Salem 2 -
Channel 2 Hope Creek -
Channel 3 A dedicated radio remote control console is provided in each of the Hope Creek and Salem units' control rooms. The radio system is used for two-way communications by station operating and maintenance personnel and is controlled by the consoles in each unit. The system is designed so that the radio systems provide segregated communications for each nuclear unit.
The only instance where interplant or inter-unit radio systems are intertied is when a conversation or instraction is necessary to be transmitted to the fire fighting emergency personnel.
HCGS FSAR 1/84
" Merge-Isolate" capability for the plant and refueling platform PA systems is provided at the communication cabinet located in the main control room.
. The telephone system of Section 9.5.1.2.2 can be patched into the PA system page channel to enable communications to be conducted ,
between telephone and PA handset locations. I The radiation alert signal and the fire alarm signal are transmitted over the paging channel of the PA system, overriding its normal u?a. The PA system is fed from an uninterruptible power source, as shown on Figure 8.3-11.
< =up 9.5.2.2.2 Telephone System g
. ms GR.T 'A" f The automatic telephone system is furnished and maintained by the 1 New Jersey Bell Telephone Company. The system has a capacity of approximately 300 lines. The power supply for this system consists of an independent charger and battery with a capability of operating the entire plant telephone system for a minimum of ,
8 hours9.259259e-5 days 0.00222 hours 1.322751e-5 weeks 3.044e-6 months after a loss of the' normal ac supply. Direct lines, including the emergency notification system (ENS) to the Nuclear Regulatory Commission offices, are powered from a station inverter to ensure continued direct communications during loss of offsite power-(LOP). Drawing Number E-1467-0 (drawing referenced -
in Section 1.7) illustrates the location of the components in a riser diagrammatic form.
J 9.5.2.2.14 Two-Way Radio Communications System Two radio communication systems are provided. One System is for security personnel use and it is described in Section 13.6. The other system is for station personnel use as described herein.
This radio communication system serves as an alternate-communication system'to the public address and the telephone systems. This system consists of three remote control consoles, a primary and a backup base repeater stations with manual switchover provision, handheld transceivers (radios) and antenna divider network with antennas and transmission lines distributed throughout the power block.
The radio system is used by the fire brigade, described in Section 9.5.1.5.2, and by other station personnel. However, during the preoperational testing phase of the plant, the radio system is used by startup personnel. The radio system also has ir.terf ace capability for connection with the Salem radio system.
9.5-65 Amendment 4
.- _ - .z-_ - _ _ .
r.
? Q A30* 07 g 9.5.2.2.2 Telephone System The telephone system at Hope Creek Generating Station is a Private Automatic Branch Exchange _(PABX) supplied and installed by the telephone company. The system is equipped with the latest software package and dual processing for back-up reliability.
The Hope Creek Generating Station telephone communication system is designed to ' provide reliable intraplant and interplant (plant-to-offsite) communications under both normal plant operation and accident conditions.
The telephone equipment allows communication throughout the plant by dialing the appropriate four digit extension number. Communications on site, of f site or with the Emergency Operations Facility (EOF) is accomplished by dialing the appropriate tie line code (s). -The communications network connects both public and private f acilities to the site. It is tied directly to the site switching network with multiple Telephone Company systems, central office tie lines, private PSE&G tie lines and microwave channels.
i The tel'ephone system provides sufficient equipment of various types and in various locations so that'the plant has adequate telephone communications to start up, continue safe operation, and safely
-shut down.
Hope Creek primary communication paths entering the PSE&G Network, i*ncluding the EOF (Emergency Operations Facility), will be through PSE&G's private Microwave System. The lines to the corporate headquarters in Newark and the Salem EOF will.be routed "first-choice"
~
through the PSE&G Microwave System. PSE&G's microwave is equipped with its.own_ battery chargers and emergency 8-hour batteries, and backed up with UPS (Uninterruptable Power Supply) and diesel generator.
Communication channels may-also enter or exit-Hope Creek Generating Station via two additional paths, provided by the telephone company.
These paths will enter the Salem'C.O. (Central Office telephone company) through either a hardwire link or the telephone company's microwave system. The Salem Generating Station switch (PABX) is equipped with a UPS system and diesel generator. The Hope Creek switch (PABX) will also be equipped with a UPS system and diesel
-generator.-
- Upon f ailure of telephone equipment or in emergency situations, necessary telephone communications for pertinent personnel will be maintained. These communication channels will be available in the formiof Newark Centrex extensions via Microwave which will be placed at strategic locations.
L
9.5.2.2.3 MICROWAVE SYSTEM
-The Public Service Electric & Gas Co. microwave system provides Hope Creek Generating Station with a reliable telecommunications medium. The microwave system links Hope Creek Generating Station into the various facilities within the Public Service Electric &
Gas Co. service area including the Load Dispatcher Command Center in the Newark, N.J. Corporate Headquarters. The microwave links are a combination of general use communication channels and dedicated voice channels for operational communications and emergency communications.
The microwave system uses frequency-modulated low-power radio signals'that operate in the 6,000 MHZ band, which is the industrial microwave frequency bands established for industrial users by the Federal Communications Commission. The system is equipped with its own battery chargers and emergency 8-hour batteries, and backed up with UPS (Uninterruptable Power Supply) and diesel generator.
The microwave electronic equipment has built in redundant equiupment in the hot standby mode in case of failure, and two transcievers in-parallel for redundant transmitting and receiving capabilities. The microwave tower also contains a dish antenna in addition to the Public Service Electric & Gas Co. antenna for the Telephone Company microwave system which is used for additional site communications and redundancy. The load dispatchers office contains alarms which give inlication of microwave trouble. This
.is also alarmed locally.
-The microwave equipment is contained in a separate building separated from the telephone equipment building, these structures are located on the Salem Generating Station site. These equipment buildings and the mircowave tower are located a considerable distance from the Salem Generating Station power block, Hope Creek Generating Station power block and the Hope Creek Generating Station telephone equipment building.
HCGS FSAR 1/84 One of the remote control consoles is located in the main control room for operators use and another is located in the fire brigade room. The third remote control console is available as a spare unit. The repeater stations are located within the auxiliary
, building. Antenna networks are located throughout the power block in order to achieve maximum coverage.
The power source is an uninterruptible source. This supply is the security system ac power supply OAD495 as shown on sheet 2 of Figure 8.3-11.
i 9.5.2.2.\ Remote' Shutdown Panel The remote shutdown panel room has both a telephone and a PA handset station for communication link with other plant locations.
9.5.2.3 System Evaluation System design considerations include diversity and operational reliability. The inplant communication systems are provided with r reliable, uninterruptible power supply for uninterrupted communications between all areas of the plant.
The PA' system is the primary means of intraplant communication l
for plant operations. The telephone system is used as a backup in the event of a failure of the public address system. The telephone system is also used for special communication l requirement = and normal offsite communications. A two-way radio l communication system provides backup to intraplant communication I in the event of total loss of both systems.
The communication systems have adequate flexibility to keep the plant personnel informed of plant operational status at all times.
l The integrated design of the system provides effective communication between plant personnel in all vital areas during
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.- HCGS FSAR 1/84 OUESTION 430.68 (SECTION 9.5.2)
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. Provide the frequency of these tests.
(SRP 9.5.2, Part II and III).
RESPONSE 4 0
[Teconventionalpage nd phone systems are i frequent use and wi require no periodi maintenance o testin . The HCGS Main enance Department wt I replace and/or rep ir components that fail ring normal use.
Periodic ests and operability checks of infreque tly used communicat ons system will be performed in accordaye with the frequencies pecified in Sectio +3-P. /5 o , Cerc/89 ed 1,.//45, of M 'HC A -
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' All-of -the stations comprising onsite communication systems used
- a t Hope Creek -~are in-frequent use during normal plant operations.
no specia t. p*.rodic maintenance or surveillance testing is rencired for this. communications system.
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HCGS FSAR 1/34 4
{ - OUESTION 430.69 (SECTION 9.5.2)
Section 9.5.2 of the FSAR describes the intraplant communication system at Hope Creek which is composed of three subsystems. They are Public Address (PA), Telephone, and Two-Way Radio Systems. A number of areas in the plant are served by one or more of these systems. All these systems are classified non-Class 1E. The PA system is powered from Division A of the Vital Class IE station batteries; the power sources for the other systems are undefined.
Assuming a failure, non-availability due to loss of power, or in ability to use a system due to its interference with control instrumentation or equipment such as the radio system of any or all of these systems following a seismic event, it is possible that portions of the plant may be without adequate communications for an extended period of time during the design basis event.
1This is unacceptable, it is our position that adequate communications be provide to all vital, hazardous and safety rgl_ated areas needed for the safe shuTdowh of~the reac15r and the evacuation 6Y personnel in the event of a design basis event.
Modify your design to provide the necessary communication for ,
4 g' postulated conditions above or justify the present design.
(SRP 9.5.2, Parts I & II) i .
RESPONSE
\ Section 9.5.2.3 has been revised'to provide evaluation of seismic event on the communication systems. The power sources for thq other systems are discussed in the response to Question 430. .
Ac { revisel Stefien 9 5 . 7_ .
9 l
e 430.69-1 Amendment 4 l
i
HCGS FSAR Q 1/g4 l
" Merge-Isolate" capability for the plant and refueling platform !
PA systemp is provided at the communication cabinet located in l the main control room.
The telephone system of Section 9.5.2.2.2 can be patched into the PA system page channel to enable communications to be conducted between telephone and PA handset locations. ,
The radiation alert signal and the fire alarm signal are transmitted over D e pacino channel of the_PA system, overridin its_ normal use / The PA system is fed from an uninterruptible '%g g
-ga- power source, ae shown on Figure 8.3-11, sheet L, 4s, pwr sspely g 10 b4%.
f Telephone System j
9.5.2.2.2 q- __
The automatic telephone system is furnished and maintained by the New Jersey Bell Telephone Company. The system has a capacity of approximately 300 lines. The power supply for this system consists of an independent charger and battery with a capability of operating the entire plant telephone system for a minimum of -
8 hours9.259259e-5 days 0.00222 hours 1.322751e-5 weeks 3.044e-6 months after a loss of the normal ac supply. Direct lines, including the emergency notification system (ENS) to the Nuclear Regulatory Commission offices, are powered from a station, inverter to ensure continued direct communications during loss of offsite power (LOP). Drawing Number E-1467-0 (drawing referenced in Section 1.7) illustrates the location of the components in a riser diagrammatic form.
9.5.2.2.3 Two-Way Radio Communications System
' Two radio communication systems are provided. One Iystem is for security personnel use and it is described in Section 13.6. The other system is for station personnel use as described herein.
This radio communication system serves as an alternate communication system to the public address and the telephone systems. This system consists of three remote control consoles, a primary and a backup base repeater stations with manual i
switchover provision, handheld transceivers (radios) and antenna distributed throughout the 40mber E - M M- r u in et &r m el
> divider networkis used by with wer block.
in *aed ie n t. L ) it os4rdes, The radio system ec t o Dead.a$
antennas ed ie *t of "e described inand Sectiontransm 35(A u l ('P* ara 45ig4 riseg the fire brigade, 9.5.1.5.2, and by other station personnel. However, during the preoperational testing phase of the plant, the radio system ii
- used by startup personnel. The radio system also has interf ace capability for connection with the Salem radio system. 4 9.5-65 Amendment 4 d:rydmedi rm.
, HCGS FSAR 1/g4
/
One of the remote control consoles is located in the main control room for optrators use and another is located in the fire brigade room. The third remote control console is available as a spare unit. The repeater stations are located within the A,uriliary building. Antenna netwcrks are located throughout the power block in order to achieve maximum coverage.
inMrdeentaLN#n power source is an uninterruptible source.
The(et:;;ity;ystemacpowersupplyOAOd^5asshownonsheeteof the This supply is Figure 8.3-11. IEJ4%i 5 9.5.2.2.4 Remote Shutdown Panel The remote shutdown panel room has both a telephone and a PA handset station for comminication link with other plant locations.
9.5.2.3 System Evaluation System design considerations include diversity and operational reliability. The inplant communication systems are provided with
.. reliable, uninterruptible power supply for uninterrupted communications between all areas of the plant.
The PA system is the primary means of intraplant communication for plant operations. The telephone system is used as a backup in the event of a failure of the public address system. The telephone system is also used for special communication requirements and normal offsite communications. A two-way radio communication system provides backup to intraplant ecmmunication in the event of total loss of both systems.
The communication systems have adequate flexibility to keep the plant personnel informed of plant operational status at all times.
l The integrated design of the system provides effective communication between plant personnel in all vital areas during 9.5-66 Amendment 4
4/
~
- HCGS FSAR 1/34 startup, normal plant operation, and during the full spectrum of accident *or incident conditions (including fire), under maximum potential noise levels. Effective plant-to-offsite communication has alsq been provided.
The communication systems have been evaluated to ensure that adequate communications are maintained following a seismic event such that safe shutdown capability is not affected. This assurance is provided by the design and locations of major components of the three intraplant communication systems as discussed belows i
Art f(&h].
i a. Power Sources 1
& Cla s s I E~ * *'4 yten l Although the communscation. systems are classified non-Class 1E, Class IE sources are provided fpr the PA and i
zedi: cyctr r, and 3r non-Class 1E sourcespor the r(dio Aad pwly telephone systemtj, The Class IE sources dre designed to
witnstand seismirevents and are located within a
Seismic Category I structure to prevent a loss of power
_ occurrence. The Class IE sources are physically -
separated and independent of each other so that a
single failure can only affect one communication system. The non-Class IE communication loads are
! isolated from the Class IE power supplies by use of solid state inverters and shunt trip of the backup source circuit breakers upon LOCA signal to prevent j degradation of the Class 1E power sources. A loss of the non-Class II power sour e to the telephone system l affects only that system. resirt of 4.
7astri A
b. Equipment Locations l The locations of the communications equipment are widely dispersed throughout the power block. The majority of the telephone components are located in non-safety related areas, including the central equipment. In safety related areas, the telephone components are comprised only of telephones and their i dedicated conduits and are located away from safety related equipment. The major components of the PA and i
I radio systems are located within a Seismic Category I-structure; however, they are physically separated from g each other and from safety related equipment.
I^*##4 Therefore, it is unlikely that there will be a total l 9.5-67 Amendment 4 l
l. F
Insert A to Page 9. 5-67 The power sources referred to in this subsubsection are those which supply input power to the static inverters from which the PA and radio systems receive ac power. Figure 8.3-11 depicts the design of each uninterruptible power supply (UPS). The static inverter is one component of each UPS, others are voltage regplator, rec ti f ie r s ,
~and transfer switch; all components collectively Geed'In UPS system.
The UPS system for the PA system has Class IE, Channel A, ac an,1 de input power sources; the UPS components are seismically quali fied, and its distribution panel's construction, configuration and components are similar or nearly identical to those of the class IE distribution panels shown on Figure 8.3-11. The UPS system for the radio system has input ac power supplied f rom class IE, Channel B, power sources through non-Class IE motor control centers (MCCs ) ,
and its de input power is from a non-Class IE power source. however, both the non-Class IE MCC's and the non-Class IE DC equipment were purchased under the same. specification and are the same model number, design and' construction as their Class IE counterpart.
Similarly, the radio system UPS components, distribution panel and input power McCs are considered seismically cualified because the components are of Class IE design and construction. Therefore, power to the PA and radio systems will not be interrupted following a seismic event.
Insert B to Page 9.5-67 The communications equipment are not classified as Class IE; however, because of their inherent design and construction features, such as solid state components, and the manner in which communication equipment is mounted on walls and floors, the communications equipment are expected to remain functional following a seismic event.
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r-e air HCGS FSAR 1/34
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loss of all communications equipment following a seismic event.
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c. Raceways fa stfg A ,
l Each of the communication system wiring is enclosed in its own dedicated conduits and/or with metallic sheathing and is physically separated from each other and from safety related raceways. Because of the dispersed locations of the communications components it is unlikely that there will be a total loss of all communications due to failure of the wiring following a seismic event.
d. Communications Following a Seismic Event l
" pr dk t It" [g roost Mutise Safe shutdown of the plant from the control roompean be achieved without the need for intraplant communication systems because all necessary shutdown controls and .
indications are located therein. The operator also can initiate evacuation instructions / alarm from the control room, if necessary, by use of any one of the three
. communication systems since the total loss of all three systems is considered unlikely. (it is also unlikely l that the radio system will cause interferences with control instrumentation and equipment because this type of system has been widely used in previously approved plants and preoperational testing of all safety related systems together with the radio system will demonstrate J4 serf )>that interferences are not caused. )
! 9.5.2.4 Inspection and Testino Requirements The systems described above are conventional and have a history of successful operation at similar, existing plants. Most of these systems will be in routine use and maintenance, ensuring Infrequently used systems will be tested on l their availability.
o scheduled basis to ensure operability.
1 The radiation alert and fire alarm systems are periodically tested. These tests include adequacy of signal level, availability of power sources, and proper function of all circuits. See Section 14.2 for preoperational testing,.and-c.,+4m. 24 _n _s , -- 4 m - - sa--
(5su134. Nota *. Me8bena TE&wc4L. Sracrg47,og pog.s apt Ha ve Ama AWT FOA, TE6TWA r4 6.vAsum reaN As.Ane4 Ts4.veN4, )
9.5-68 Amendment 4 1
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Inctrt A to Pcga 9.5-68 and of the communication circuits' design and routing as branches which are independent of each other.
Insert B to Page 9.5-68 In the event that communications need to be established between the control room or Remote Shutdown Panel room and other plant areas to achieve safe shutdown, an evaluation of communication systems available at eaca area revealed that at least one communicatiodsystem component is located within or nearby each area. Table 9.5-17' lists the areas evaluated; the selected areas are based on the Fire HazardFs Analysis presented in Appendix 9A which identifies areas
.containing-safe shutdown equipment. Thus, assuming that there is a total' loss of power to the communications system central equipment plus loss of the central equipment, communications can be maintained by use of hand-held radios (transceivers).
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(
00-Q 00ESTION 430.70 (SECTION 9.5.3)
Identify the vital hcrardous, and safety related areas where emergency lighting is needyd for safe shutdown of the reactor and the evacuation of personnel in the event of an accident.
Tabulate the lighting system provided in your design to accommodate those areas so identified. Include the degree of dompliance to Standard Review Plan 9.5.1 regarding emergency lighting requirements in the event of a fire. (SRP 9.5.3, Parts I & II)
RESPONSE
revised -
Table 9.5-17 has been :ff:' to provide the requested information.
' ' ~~ ~~"
t e areas enti5ied in this able at those eas who
! op ators a other s tion sonnel e need d to per rm, safe
! shut own duti in the vent o an acci nt. A cess rou es to Prgene lighting system the s e areas re also ;nclude The e 5.1
.for the routes re desa ned to omply w:, h SRP ection Qequireme for fi d sel contai d light g uni .
43 eff4/ns/ M l yh ,rea s, ide fific/ in 44; {akle have been selec 4
.n *//Nie
( .n, spe,.te 4. Quesfien 30.65,end 4Ae 4ccess rs are listed . All 4 4ke aren s
,,) eg ss rou4es or corri g;,quj o, ;s table ~~feni engs are s ned by D n 4k<~~
~~sysle n destraLe/ in Sec4 **e n 9,g,5 2, m g l;3 k4 ,~~
~~ett n4 e4 less 4 e'Ifsi4t 568* P MC r > Nh * ** *') '" 'y I 1 'S i* ] *1 'I '~~
~~W il resvi/ c lijki' ^5 " *1 4his id &Ic . TA* M'<f' 'y llgk{ tog sysfem is /csi ar/ 40 ce-s pl y +H Branch TecAn c4(~~
f a s d ise d S5(I n s;4; n CMt. E 9. -I 5 ('ll8 " 9 T I la 'h
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430.70-1 Amendment 4
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430.70 The areas identified in thic table have been selected as explained in the response to Question 230.65, and in addition the access and egress routes or corridors are listed. All of the areas listed on this : table and all'other plant areas are served by the normal lighting system described in Section 9.5.3.2. In the event of loss.
of offsite power, the emergency lighting system will provide lighting as shown on this table. The emergency lighting system is designed to comply with Branch Technical Position CMER 9.5-1 as discussed in Section 9.5.1.6.11.
It should be noted that the column indicating 8 hour9.259259e-5 days 0.00222 hours 1.322751e-5 weeks 3.044e-6 months battery pack lighting levels does not include the standby lighting system powered by the non-IE battery system that is-described in Section 9.5.3.2.2.b.
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BCGS FSAR 1/g4
( 00ESTION 430.71 (SECTION P.5.3)
Espand the lighting section of the FSAR to include a discussion of how lighting will be provided for those areas listed in the de requests emergency430.65 andsystem lighting 430.70 above only, in and the illuminated event of a by pr $onged loss
of offsite ac power or provide the rationale why lighting is not required in these areas. Include in your discussion what, if any, other-areas would require lighting during a sustained loss of ac power, and how it would be provided. (SRP 9.3.3, Parts I &
II)
RESPONSE 4 d q , S ."$. *82b Section 9.5.3.2.2Ah as'been revised te describe lighting for areas described in Questions 430.65 and 430.70.
NbE (3dGW 7}/5 RESAn#>E ro Qvss 7s ons 430.65 9 A30 7o A DD s 7/ 0 N A L f r/po orn sg rioN/
fl G VIS E O To f/2ounos C'T -
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' 430.71-1 Amendment 4
1 BCGS FSAR 1/84 l safety-related equipment, and access routes to and between and egress routes from these areas.
pa3 ilhmIMact M Table 9.5 '17 lists the emergency lighting subsyst ms provided for areas where operators and other station personnel needed to l
perfogn safe shutdown duties in the event of an ace dent. In the event of a prolonged loss of offsite power, each area will be illuminated by the self-contained, 8-hour battery pack units until the essential ac subsystem is manually reconnected to the standby diesel generator. For all othe.r areas not listed on this table, at least one of the emergency lighting subsystems is provided in each area required for personnel safety and for l access / egress purpose during an evacuation or fire. % Inser+~ A' -) l
_)
9.5.3.3 Safety Evaluation ;
l i
The lighting systems are not safety-related and are classified as non-Class 1E. However, components of lighting systems located l
above or adjacent to safety-related equipment are supported by Seismic Category II/I supports to protect safety-related i
equipment from damsge during a seismic event. .g' 2aseri & ,
~
l l The normal lighting system is designed such that offsite power supplies station lighting for normal plant operation, control and maintenance of equipment, and plant access routes.
]?lasert C l
The integrated design of the emergency lighting systems uses onsite power and/or self-contained battery packs to provide l
adequate emergency station lighting in all areas required for control and maintenance of safety-related equipment, firefighting, and the access routes to and between and egress routes from these areas.
Figure 9.5-20 is the single line drawing for the lighting distribution system.
Illumination levels provided in various areas either conform to or exceed those required in the IES handbook. % JIn Strf' D 9.5.4 STANDBY DIESEL GENERATOR FUEL OIL STORAGE AND TRANSFER 2[jy 9.5-72 Amendment 4 l
Inse,f A +o Pn3e 9.5 t t luds 4* 4Ar 4:esef
t. (* LIE *
'tke manu<l reconnetf o'on of die esstelinl l 3eneraler a;4k s4d ion oferafiny frocedures . Hand koll orloblefer sources are f feriormtk lighlig units U*
sla4ise
,;gt alss = be 4. vail <hte 4 e g;3 k4;n phen nettssary duri"1 A fr*I**f ed less of offsNr powe es 4 .' 6 s n ,
Tascri E 4* P.$c 4.5 n Ze addNion 4ke control room I;gh 4lng sy s+em :s sr/se.ieally qu*l.V o% fati e+ 4 he t.eili. 3 olv sig n ,
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, feQ 9. $ -n do pesadc l;f M:eg The essent;ol se I;;ki:ng sys1tm is desi gned class #E unif sds44*n s frem 54da/6) d iesel jentrefer sodrees 4kreug h a.d esn Cla ss IL MtL < . Al4ksegh 4ke non Class IL httC art sAed
~~open 4hg ot.c urre ne t & a LOcf ,s+a4;sn efera4lny freerdates d'Il c4 4kg Htts within % Asurs a(4fr 4ke A l*).~~
rcgaire resennec4les
,l.< w t n. f.la s s IE MC.4 4 are /rsi ar/ da/ c oas4ruc4e/ 4 A r 54 - c 4 s ./, e 9
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. i HCGS FSAR j jfg4 00ESTION 430.72 (SECTION 9.5.3)
Provide a discussion on the protective measures taken to assure a functionally operable lighting system, including considerations given to component failures, loss of ac power, and the severing of light'ing cables as a result of a accident or fire.
(SRP 9.5.3, Parts I & II)
~~RESPONSE~~
~~The protective measures taken to ensurr- a functionally operable lighting system includes m e,f c _ t_. '~~
~~a. Diversity in power sources aven--that e,4cs: cf one su r::..does .:t disab1: ::::-than ene 14M4ng--~~
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b. Provision for emergency lighting as backup to the normal ac lighting system such that sufficient illumination is maintained during a loss of the normal -
i lighting system due to componer.t failure or loss of ac power.
Use of dedicated raceways and/or embedded ' conduits for
/- c.
branch circuits such that a severing of lighting cables as a result of a accident or fire affects only a portion of the lighting system. In the event the power supply cables in a particular area are severed instead of branch circuit cables, only a portion of the lighting system is affected because of the diversity providedinpowersourXces,lightingsubsystemsand I K lighting components.A%, .T oe rf (fr om below l
~~d. Beedette testing and maintenance of the emergency " -~~
l lightingsystemtoensurefunctionaloperability
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~~severed a s a result of x . fire , 4he q . so a ,.~~
S outi br mk circul<sUnlis willbefunellon do pesvilt U3 Mln y bu11try pet. ,
430.72-1 Amendment 4
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g;% g f. t),e c.}a sa / C bC O r non- /6 bC sysk nss or Insert 1 430.72 Me non - / a' ca C.
,. a .' . Diversity in power sources is provided by supplying the different lighting system f ro .eth Clac: 1", c.c r I E a.c 2nd 90 pouc; system. Essential lighting supplied from the Class 1E system are also distributed between the 7
Class - lE channels so that no single failure will re su lt in the reduction below an adequate level of lighting in z any area.
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i HCGS FSAR 4/94 OUESTION 430.73 (SECTION 9.5.3)
You state in Sections 9.5.3.1 and 9.5.3.3 of the FSAR that illumination levels provided in the various areas of the plant either conform to or exceed the required in the Illumination Engineering Society Handbook. This statement is too general particularly for emergency lighting. The staff has determined that a minimum of 10 foot candles at the work station is required to adequately control, monitor and/or maintain safety related equipment during accident and transient conditions and a minimum of 5 foot candles in the corridors which provide access to and egress from these areas. For those safety related areas listed in requests 430.65 and 430.70 above and illuminated by the de lighting systems only verify that the minimum of 10 foot candles at the work station is being met. Also verify that the 10 foot candles minimum at the work station is being met by those safety related areas illuminated by the ac emergency system. Verify that the access and egress corridors are illuminated by a minimum of 5 foot candles. Modify your design as necessary. (SRP 9.5.3, Parts I & II).
Sec. . A. tfo.cled
~~RESPONSE~~
/ .-
The Illuminating Eng eering Society (IES) lighti g handbook, 1981, does not speci ically recommend illuminanc levels under emergency lighting c ndition but it does state at "Because of the very low illumi ances provided by emergene lighting and ce:ause only escap rcutes need to be lighted, lux fcotcandle.
and watts per sgu re reter foot are not sui able reasuring rriteria; ade;;a e v:s t:1::y is really the .;y su;;a:le
...;.... : ... ; .;; . ,. .: E .I
. <. . . . . ; . . . r. ; '
design does cor.orm to or exceed the IES h .d:cok design requirements atn regard to escape route i entification, illumination f exit signs, egress route llumination and power supply syst s. Thus, the HCGS "emergen y lighting" design does provide ade,; ate :llur: nation to ensure tha; escape rcutes can b e effectivel identified and used when t'e normal light;ng syster IES recommendations.
i is unavai able, all in accordance wit i se se@ pn:ch on With re ard :cVillurinante levels f perferr:ng tasks under emerge cy lign:Ing condition, Iabl 9.5-17 1see Question 430.7C; ident fies the illuminance levels footcandles, available in-the l
safe shutdown areas depending on he availability of the lighting' l
sub ystems. At least 10 footca les are'provided in the control
! ro m with either the essential e or the 8-hour battery pack s bsystem functional and at I st 10 foot candles are provided in he remote shutdown panel ro durino the emeroency lichting conditign. (The remat t a s, diese generator te te ss IE s ' chgear room
~'* )
ont pane room nd th cont l- b up el ric control and indi ors for the emote utdown l anel P) a these e s are required t e ma d for
[
ment 5 Ll ace c.,i ptse t: / 430.73-1 "I
_. - _ . _ - . _ _ _ _. , _ . _ - _ _ _ _ _ _ _ _ _ _ . _ . _ _ . . _ _ _ _ . . _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ ~ _ . . _ . .
HCGS FSAR 4/84
/
w safe
~
utdo n. Howev , the eve at the con rols and in 'cators n ed to veri dd ing sa t s ficient il m ion is pr ided in these ar s.
i
/tespas 4 M.7 5 Inserf A aren s I;sfel on + .'s +< bic where 4ke .'llumi <.ee tForll 26 oiker dee> aof meef or e8 tee / 4 Ae 5+a# le avis ,,
y . , .
be deadabit e personnel ferhemin} 4 asks daring'\
l;3 k4 ls3 anil5 4"/lICM. Tht tllumtamnet Iterelt st e.g i f i 4he emerf MCJ Ij kYaj f
are nyrn;~<4e level 4ka4 can be e yeeled << 44e equ,pe,+,
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430.73-2 Amendment 5
Question-430.73.
-RESPONSE Revised Table 9.5-17 identifies areas that are manned work stations
-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 f t candles from either the essential ac lighting system or the emergency 8-hour battery pack system. These particular work stations are areas where specific equipment require manual operation or-monitoring:of instrumentation meters.
.The other safety-relatedLareas that contain safety-related equipment have lighting-levels less than 10 ft candles as identified on Table 9.5-17. If safety-related equipment in areas that have less than 10-ft candels of emergency ac lighting require repair or maintenance during or af ter an accident, . portable lighting will be utilized to accommodate the repair to be the equipment. The portable lighting will .be stored onsite for such emergencies and will be maintained and tested in accordance with the manufacturers recommended procedures-and frequencies. This portable lighting will provide a minimum of 10 ft candles-to the safety-related area.
The Hope Creek ingress and egress routes are listed in the. Table ~
9.5-17. These ingress and egress routes have a lighting level of from 2 to-5 foot candles when the lighting is' powered from the essential ac lighting system. During a' station blackout, all e station ac power is not'available. In this condition, the HCGS L ingress and egress routes have lighting from the 8-hour battery -
pack units. and emergency lighting in the stairwells powered from the standby dc 11ghting' system. The minimum level in the ingress
~~and egress areas is'l foot. candles and 10 ft candles in the inter-~~
~~connecting stairwells.. This provides adequate visibility'for~~
. personnel to. move through these areas. The Illuminating Engineering Society states-that' adequate visibility is the only suitable criteria for emergency ' escape routes (reference page.2-48). This also is similar to other plants.that-have been previously reviewed in accordance with SRP 9.5.3 Part II. The preoperational testing of-L '.the lighting systems will. determine whether or not the lighting l levels within the ingress and egress areas are sufficient for-
~~l. ' personnel.~~
r L
BCGS FSAR jfg4 I'
00ESTION 430.74 (SECTION 9.5.3)
Section 9.5.3.2 of the FSAR describes the emergency lighting system which is composed of three subsystems. They are the 125 V de, essential ac and eight hour battery lighting systems.
A number of areas in the plant are served by one or more of these
, systems. All these systems are classified i.e., non-Class IE and receive power from non-Class IE sources, non-Class IE station batteries for the de lighting and the non-Class 1E NCC's fed from the emergency diesel generator for the ac lighting.
Even though the essential ac lighting system may be powered from the diesel generators, it must be manually connected in the event of a LOCA. Assuming a failure or non-availability of any or all of these systems following a design hasis event or a LOCA it is possible that portions of the plant particularly the control room may be without sufficient lighting or without lighting forThis an is extended period of time during this design basis event.
unacceptable. It is our position that adequate lighting be provided to all vital, hazardous, and safety-related areas needed for the safe shutdown of the reactor and Modify the evacuation your design'to of '
personnel in the event of an accident.
provide this necessary lighting. (SRP 9.5.3, Parts I and II)
( RESPONSE Although the power sources to the emergency lighting subsystem are non-Class 1E, except for the diesel generator source, it is unlikely that portions of the plant will be without sufficient lighting or without lighting for an extended period ofassessment This time during a design basis event of seismic or LOCA.
is justified as follows:
a. Control Room Lighting The control room is served by three lighting systems-normal ac, essential ac -and 8-hour battery pack systems. All the lighting components in this room are seismically analyzed and/or mounted to meet the Seismic Category II/I requirement (see Table 3.2-1). In the event that the essential ac system cannot be reconnected manually from the control room to the diesel generator source after the DBE, the self-contained 8-hour battery packs on selected lighting fixtures will automatically function to provide sufficient lighting. These self-contained power
. supplies have individual test feature and status indicating lights such that the operator can easily observe the operational status of each lighting fixture. Because periodic testing and maintenance 4e-tr
({
performed on these 8-hour battery packs, it is unlikely
//2o l 430.74-1 Amendment 4

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~~l BCGS FSAR 1/34 that[ there will be a complete f ailure of this emergency lighting subsystem.~~
b. Lighting for other Areas The lighting system for areas other than the control room is comprised of normal ac and one or more of the l emergency lighting subsystems. The lighting components '
in safety related areas are mounted to meet the seismic Category II/I requirement (see Table 3.2-1) and the self-contained 8-hour battery pack units have been seismically qualified. Areas required for safe -
shutdown have essential ac and 8-hour battery pack subsystems and areas for evacuation of personnel have as a minimum, the 8-hour battery pack subsystem for emergency lighting. Because the 8-hour battery pack units are subject to periodic testing and maintenance, this lighting subsystem will function to provide sufficient illumination until normal or other emergency * '
lighting subsystem (s) is restored. In addition, the lighting system components are diverse in location and are powered from different power sources such that the possibility of insufficient lighting for an extended period of time is unlikely.
c, Li Ming Fstle.d.3 seismic. er LocA svent 3
cenfers (Mc.t. ) A;c h The tion-Class If mofor c.cnirsi 5 Slem dec Suppl y fonet de 4kt essentials>< a.c. ligMiny ,d) ass IE.
m e e. s 4e r
,(estened x.nl esns+ rue +ed +he A
[>l$g,h y Heca .pThere fert fhty 4ft Cef'blc o f 4I4hs&**d*'ng L O C A 'V'* 4 45'
n ua l I seismic. evenf. Af4tr Akt Icels to 4 h c reconnet4lon ef 4he essen4lAl sc It)hflng d;esel generator"..;.k :! in source s witt be performed . cf tf*C#3 ~,.l<
w'm;n;d..:t:;c 64 !" All' procedores .whlek att\ regoire he reconneedienthe ML iso la.+er 4kan 1 hours1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months 44*4er Beetose %e fighllng syste.n een he surrUed dr**m onsNe ce,,,,,,,, (,, , , (, , ;,,,,Y fewer sources ,a.) gy .some (:gy;ag yaIy3el or- meanief , g.t M in tonelude/ kI,4+.H,ef.ew;;Ieo}
be A 4'fal les>s el li3 ;ng . However, in 4ke eye,4 ,; g,s, e.g ,,
Ensu&icent llj 404l in some Ar#A s ,unWs, S48dien ffr$5M gf gll( (4,{
& lt.cs.S 4o knef.kgi} ferfable hjk];n d,
9 kov h c=44 L d,d4 k@
[- p-430.74-2 Amendment 4 l
NCGS FSAR 1/34 safety-related equipment, and access routes to and between and egress routes from these areas.
pay illoanIMact INd Table 9.5-17 lists the emergency lighting subsyst ms provi for areas where operators and other station personnel nee o Jr -
the perform safe shutdown duties in the event of an acc dent.
event of a prolonged loss of offsite power, each area will be l illuminated by the self-contained, e-hour battery pack units l until the essential ac subsystem is manually reconnected to the standby diesel generator. For all othe.r areas not listed on this table, at least one of the emergency lighting subsystems is provided in each area required for personnel safety and for -^-
' access / egress purpose during an evacuation or fire. ,
Lase r + A1
,Y 9.5.3.3 Safety Evaluation The lighting systems are not safety-related and are classified as non-Class IE. However, components of lighting systems located above or adjacent to safety-related equipment are supported by Seismic Category 11/1 supports to protect safety-related equipment from damage during a seismic event. %
The normal lighting system is designed such that offsite power supplies station .1.ighting for normal plant. operation, control and maintenance of equipment, and plant access routes.
C,
]7 Insert The integrated design of the emergency lighting systems uses onsite power and/or self-contained battery packs to provide adequate emergency station lighting in all areas reqaired for
(
control and maintenance of safety-related equipment, firefighting, and the access routes to and between and egress routes from these areas. ,
Figure 9.5-20 is the single line drawing for the lighting distribution system.
Illumination levels provided in various areas either conform to or exceed those required in the IES handbook. % jfastrf D 9.5.4 STANDBY DIESEL GENERATOR FUEL OIL STORAGE AMD TRANSFER k!#
9.5-72 Amendment 4
J.nse r i n .. . .. f, lie 9 Innds 4s die 4:esef
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, flan /~ kell forfable ligh4/5 u,;4, n;tt niss 6e s.vailahte 4, slalien forsennel do frovide gayle nent sJken necessarf durin 9 A froI*nged (oss e4" g-(4' side ptwrt~
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~~4'4 cr 4ke skedd:e g .~~
i -t h e ntn Llass I t. HLL<. are designed and cons 1ruc4e/ 4he sa m c a s do,.
ll4% IL Ylls .
7eseri b -i o Pay 9.s - n. -
Stalien fresonnel n;ll Lave Access 4t. hand heIA[ f*'I*I'If IEjh0;']
Onl+s n en necessary .for saylemon4<l1yb+ing.
.TwssitlT E to 7%e 4-%D."14-2.
3e., rum c,less iE MCC.'s writ.f PuR.(-HAsto ON T14E SAMC TEcHNtc.AL 5+re mc.ATioNs AMs TMg cL44.s is Mec.'s ANO AILE THE' ShMg MhWUPAC,Tu& fit, MODEL 4% TNE CLA4515 MC&.
Thestr WON C.L4ts la Mc.C's Mt.e MouMTFD SE15MicALLY As TWW CL465 iE MC.C's AND MLe L.oc,4Ts0 l#v *Elsmice carowin 1. sTsucTve.ss.
. 9.s- is gj'zo
HCGS FSAR 1/34 00ESTION 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.~~
~~l (SRP 9.5.3, Parts I & II).~~
~~RESPONSE~~
hhefre@encyand xtent of the peri die maint,enance a testing '
of th three sub stems omprisin he emer ehcy ligh ng sys m wil e perfo ed usi writte reventi mainten ce pro ures i accordan with e frequ, cies sp fied in e sta 'on
'nspectio order / reventiv maintenance system or Tec ical (Specific tions. ,
l Testing of the Class 1E feed will be performed in conjunction 7 with the standby diesel generator load testing.
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kclh 8 NO N 2 ll i 430.75-1 Amendment 4 l
b r
9'30 7J~
Addi tionally the - D.C. emergency battery pack lighting units as well as stored .onsite portable D.C. 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 voltage B. Fuctional Test of the unit via installed push button verifing lamp operations and position.
J e
, , , - - , , , mr- ,,,-,,,r,, -- -
,,n,, - - , ,wr,-- . , , - - , , ,- - - , - , - . - , , - . - - , - - , , . - , , , - . - - , , , - - - - - -
HCGS FSAR 1/84 OUESTION 430.76 (SECTION 9.5.4)
In Section 9.5.4.5 of the FSAR you describe the instruments, controls, sensors and alarms provided for monitoring the diesel engine fuel oil storage and transfer system and their function which alert the operator when these parameters are exceed the ranges recommended by the engine manufacturer. Discuss the testing and the frequency of testing necessary to maintain and assure a highly reliable instrumentation, controls, sensors and alarm system. Describe what operator actions are required during alarm conditions to prevent harmful effects to the diesel engine.
Discuss the system interlocks provided. (SRP 9.5.4, Part II'I)
~~RESPONSE~~
The sting of diesel genergt r instrumentation and n ol will be pe ormed using writte pro edures and in accorda with the freque ies specified i the Ho e Creek Technical eci ications Those i ms not cover in that hection will be able sted 15 accordan with oth written prod dures. Av Janbary 1985.
Operator act' s during alarm conditi ns will be addresse in the appropriate arm response procedure, -AR.JE-XXX seriee. -
Available anu y 1985.
The di el fuel *1 storage tank a diese fuel oil ay tank are inter ocked as de ribed in Secti 9.5 4.2. . The 'tesel fuel oil torage tank is interlocked ith the dies fue oil fill st ion as described 'n Sectio 9.5.4.2.6.
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430.76-1 Amendment 4
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' W 1/34 HCGS FSAR 00ESTION 430.80 ('SECTION 9.5.4) j In Section 9.5.4.2.1 ycu discuss the corrosion protection No both internal and external for the fuel oil storage tank.
discussion is provided on the corrosion protection provided for Expand the FSAR to include a more the fuel oil fill piping.
explicit description of proposed protection of underground piping.
Where corrosion protective coatings are being considered (piping and tanks) include the industry standards which will be
- used in their application. Also discuss what provisions will be
' made in the design of the fuel oil storage and transfer system in the use of a impressed current type cathodic protection system, in addition to water proof protective coatings, to minimize
' corrosion of burried piping or equipment. If cathodic (SRP protection 9.5.4, is not being considered, provide your justification.
Part II)
~~RESPONSE~~
er pip is ed is ed a Th diesel uel tran t an d, AWW 03 w ap , ac r anc h in bu ie e 1 oil Ap d: x .5 nd/ . . T ui l
ns r ing also odicall otect .
{
! etion is o ded insi e The mergen fill li .and di sel g ator bu' ng. h buried el il fil is e e cy ill I by nor y osed a para d om t nside uildingl as shown s lo te 4
el ion alv , wh igure 9 22. (
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Revised Response Insert A A ug rug Tumw $p e pi %
The diese engine fuel oil transfer piping Cathodic protection System wil be tested and inspected per Maintenance Department preventive maintenance procedure MD-PM-QH-001 (0) Cathodic Protection System P.Mle The frequency and type of preventive maintenance activities _are shown below:
2 Months Rectifier unit will be visually inspected for physical damage and excessive heat. Output voltage and amperage will be recorded. (Adjustments made as needed). The interior and exterior of the unit will also be cleaned at this time.
12 Months
~~1. The anode test leads will.be cleaned and verified to be adequately protected.~~
~~2. Preformance test of underground portion of system to determine if protection is adequate.~~
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mit'840265694 BCGS'FSAR 1/84 0 .
outstron 4so.si (szcTxon s.s.4)
In Section t.5.4.2.1 of the FSAR you state that 'The interior and esterior surfaces of the [ fuel oil storage) tank are corrosion protected by carboline carbo zine 11 coatings. I&E circular 77-15 discusses the incompatibility between diesel fuel oil and sinc. The reaction results in a substance resembling soap which when heated becomes insoluble and this substance could render diesel gaaerators inoperable due to blocked fuel lines, injectors, etc. This is not acceptable. It is our position that j
fuel oil storage tanks be provided with internal corrosion i protection. Therefore provide the results of tests which show that over the lifetime of the plant that the carboline carbo zine 11 coating used is compatible with the type of diesel fuel oil that will be used at your plant and that the condition described in the circular will not occur or replace the internal coating with a non-zine base type that is compatible with diesel fuel oil. (SRP 9.5.4, Part II)
~~RESPONSE~~
e r
Bechte r Wiewing the use of Carb arbo Zin in diesel fuel oi -- stora c_ ==u . t ,=niete response will be
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430.61 No. 2 grade diesel fuel 011. Power plants have used inorganic zine lined tanks to store diesel fuel oli and have not reported adverse ef fects on diesel f uel oil or the standby diesel engines.
In order to assure product purity for the use of diesel fuel in
. engines, NACE recommends a maximum neutralization number (ASTM D 474)
. of 0.05 for petroleum products to be stored in inorganic zine lined tanks. !! CGS will commit to a maximum diesel fuel neutralization number of 0.05. This requirement will ensure that diesel fuel oil degradation will not occur from the use of zine linings in the
'dieselfIu'$1c 1, storage tanks.
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HCGS TSAR h
I f OUESTION 430.82'(SECTION 9.5.4)
You state in the FSAR that protection fromdiesel high and moderate u energy pipe breaks is provided for the emergencyThe emergency diesel t systems are generators and discussed in Section 3.6. h gegerator air start and combustion air and ex ausfo 4
.C This is unacceptable.
ill e
provide any analysis for these systems. DiscussIdentify the measures t
all high an facility
't U be installed in the diesel generator room.that d components willfrom be taken f to protect the safety related systems, piping an (See the effects of high and moderate energy line failure to request assure h availability of the diesel generators when needed.for additional h energy line i
430.120 and breaks with430.149 regard to the air start system d
c Parts IIand and diesel III) eng ne exhaust system) (SRPs 9.5.4 - 9.5.8, I
~~RESPONSE~~
i combustion air exhaustdosystem not The standby diesel generator (SDG)is not classified According to the as hi l operate during normal plant conditions. the identificationl of tthe definitions provided in Section 3.6.3, l
high and moderate energy systems is based on the normal p a i conditions which are the plant operating conditio f -
cooldown to cold shutdown condition. They only operate during g during any of these plant conditions. i y d as a k
plant upset condition or during the SDG system t T igh energy system. A discussion of I i TheA~Aair starting system is a high energy system. t e I y the pipe break location, compartment pressure-tempera ur ility.is transients and verification of reactor shutdown capab provided 1.n Sectiron 3.6.1.2.1g '
3 There rooms.
are no other high energy linesdin in the the diese to the combustion air-water heat exchanger is locate
's i
- y diesel generator rooms. The facility response, as discussed y j 3.6.1.2.1.19,
-revised Sectionmoderate-energy line in the diesel generator room.
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430.82 Insert 1 nerosa.lly
'In addition to the criteria of SRP 3.6.1, thelpressurized ASME portion of the air. start system has been reviewed to ensure that any postulated piping failures can not cause the shutdown of the already running diesel generator.
Insert 2
. Opera t ion of the SDG is not required during the normal plant operating conditions defined in SRP 3.6.1, however, the fuel oil transfer line
~~is pressurized by the static head of the fluid in the line while the SDG is not in operation. During SDG operation, the f u e l. oil~~
. transfer line is pressurized to approximately 47 psig. It i s routed from the fuel oil storage tank at elevation 54' through the recirculation ventilation room (see Section 9.4. 6) on elevation 77' to the respective fuel oil day tank on elevation 102'. Any cracks in this line would only effect systems associated with the
. diesel being served by that transfer line because of SDG compart-men ta liza t ion. Tiowe ve r , a review of the potential fire hazard created by the fluid spray was performed. The fuel oil would have
,to be-heated above its flash point of 100"F by any ' potential ignition source. The fuel oil- transfer pumps at elevation 54 are canned pumps. The ventilation fans are direct drive and completely.
contained within the distribution ductwork. These units'contain no heating coils that could act as potential ignition sources.
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6/84 HCGS FSAR O QUESTION 430.83 (SECTION 3.2) ,
l indicates that the components and The FSAR text and Table 3.2-1 piping systems w for the diesel generator auxiliaries (fuel oil combustion system) that are mounted on the auxiliary skids are designed seismic Category I and are ASME SectionI ,II, 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 j
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 information.
(a) the industry standards that were used Provide the following:
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 -
c 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 Comply Category with I this position ASME Section III Class 3 requirements.
or justify noncompliance. (SFPs 9.5.4 - 9.5.8, Fart III)
~~RESPONSE~~
~~a. The engine mounted piping systems (such as the lube oil headers, water headers, cylinder heads, etc) are manufactured to the manufacturer's proprietary design~~
(
requirements which do not necessarily meet the requirements of ASME Section III or ANSI B.31. The components used are pressure tested and the manufacturing processes are
~~monitored as part of the supplier's approved QA program.~~
p '.
The-major components are included in the seismic analysis.
It4 SEAT ^ [ItshouldbenotedthattheDEMAstandardisnotadesign l
specification, but gives guidance as to what should be included in a performance type specification.)
~~b. The figure in Section 9.5 can be used to determine quality~~
. group classification and seismic boundaries. . The diesel engine auxiliary system PEIDs (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
~~(PEID legend). The third letter of the three-letter piping l~~
430.83-1 Amendment 6
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i 430.83 l l
Insert A Piping on the engine of the category stated above that is non-ASME is considered to be moderate energy piping as defined by BTP ASB 3-1. This . piping shall be examined to determine the equivalency of the piping to the design requirements of ANSI B.31.1. All such piping shall be verified to have met the design requirements for B.31.1 or a justification for other manufacturer's standards presented.
. . ~ . _ - .
HCGS FSAR 6/84 e -
line class code indicates the code to which the piping and q, components are built. Tables 3.2-2 and 3.2-3 can then be useB to determine the quality group classification based on h
L the applicable code. The Seismic Category I boundaries are indicated by,the Q-flags as indicated in Section 3.2.1.
Section 1.8..).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.
Y I T ollowing concerns will be addressed by July, 1984:
air start system is a high energy sy during m. All
~~a. (The standby~~
( portions the system which are high ene Land operation ed to be ASME III, C1 3.b.
in the air start system
~~b. Verify or analyze that ipe be on the engine (of equal or does not damage any other p less diameter).~~
~~I n for parts tha re not ASME is~~
~~c. Analysis or justifica required.~~
~~piping generally meets the require s of l~~
~~d. Engine mounte .~~
ANSI B31.1 . s ))
e- compliance or indicate why equivalent. l
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l 430.83 Insert B 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
)4 III, Class 3. This intent was reviewed at the construction permit stage and is reflected in Table 15.4-2 which specifies that the y " diesel generator fuel supply piping from seven day storage tank to A 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 D 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 j " commensurate with the safety function to be performed."
$ The position with respect to the diesel generator storage tank fill lines wasl nut. 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 construc. ion 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 piping 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 supporte W M 4 b.
he + rave.been inspected under a 10 CFR 50, Appendix B, quality assurance inspection program. g gg, y .
4
.The diesel fuel oil fill line, although not designed to the requirements 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.~~
~~2. The piping is designed to withstand the effects of an SSE without loss of function.~~
~~3. %h.h%w De supportsd for the piping are inspected under an 10 CFR 50, Appendix B, quality assurance program.~~
~~4. The fill line will experience little pressure during filling operations and is not pressurized when not in use.~~
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430.83 Insert B (Cont'd.)
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.
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.
~~hs shallbevisuallyinspectedonancrkta.htk~~
~~7. The 1-'- 52rir.~~
~~lu f taolpiping $ M 4 4h. @M*h ei: AfaAE. 3ecF% %~~
~~8. The piping shall be placed under the operational QA program for the station.~~
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.- , gjg, HCGS FSAR OUESTION 430.86 (SECTION 9.5.4)
In the FSAR you state the fire protection systems for the' diesel
' gener& tor fuel oil storage vaults Both are a manual system deluge as well as their. system and an automatic CO, systems.
" associated detection, alarm, and actuation systems are nonspfety The related systems and are not qualified for seismic events.Show that spurious a
.- systems are seismically supported.of the CO, fire protection s generator availability and operability and describe the procedures that will be used to preclude the inadverta i generator availability and operability during accident conditions.
~~RESPONSE~~
the CO, systems Even though the CO, system is not safety related, serving the diesel generator fuel oil storage vaults have seismically qualified components, such as the control panel, master and selector valves, thermal detectors, electro-manual pilot cabinets, and pushbutton stations, to(Reference avoid inadvertent discharge of CO, during a seismic event.
Section 9.5.1.1.4 and Figure 9.5-17) .
To prevent inadvertent discharge the of water from outside the manual screw an; yokedeluge gate 4 systems during a seismic event', Since the gate valve is {.
valve for each system is kept closed.
closed, the system can not discharge water unless the operator t eper-ter manually opens the gate valve and the deluge valve.f'!.: In addition, wi!! 9:t ::teste *ha eyweem unless there is aJLULs.
if the system has been actuated, the other three tank vaults and equipment are available for use by the diesel generators.
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Insert A I 430.86 Fire Brigade Personnel training will include initial actions upon arrival at the fire scene. For the diesel fuel oil storage tanks this will include:
44
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initiation signal.
O HCGS FSAR 1/84 Of (p
-r OUESTION 430.96_ (SECTION 9.5.4)
The same line described in Request 430.95 above is used as a means of replenishing the day tanks of any diesel generator from This is an acceptable l
the other D/G fuel oil storage tanks. l design. The figures provided inthe FSAR do not show whether this is located in the diesel generator rooms or the fuel oil storage tank vaults. In either event damage to this line could result in flooding of any one of the rooms with fuel oil, thus creating a fire hazard and possible loss of more than one diesel generator.
This is unacceptable. It is our position that isolation valves similar to the ones required in Request 430.93b be provided in this line. (SRP 9.5.4, Part II & III)
RESPONSE The portion of the diesel fuel oil transfer piping, in the diesel generator area, used to transfer diesel fuel oil to the auxiliary boiler fuel oil storage tanks or another diesel's fuel oil day tank is seismically analyzed. The piping is routed through compartments that are separated by fire boundaries. The consequences of a pipe break in any one of these ccmpartments would only affect one diesel generator unit. The rooms are provided with oily waste drains to minimize the effects of
%phA sgillage.
The piping outside the diesel generator room is located in areas
~~covered by fire protection, in the auxiliary 1.1.10 bdilding diesel and response generator area, as discussed in Section 9.5 to Question 430.99 which references figures covering these areas.~~
?
Diesel fuel oil transfer piping from the diesel fuel oil storage
'T tanks to the auxiliary boiler fuel oil storage tank is not normally pressurized piping and has the capability of being drained after use. The piping is also isolated from the line from the diesel fuel oil storage tank to the fuel oil day tank by a normally locked closed isolation valve.
Addition increase of theanother isolation reliability valve forand of the system thisincase would decrease fact would not l
the flexibility of the design to cross-transfer fuel to other tanks when any of the tank vaults become inaccessible.
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430.96-1 Amendment 4
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430.96 e Insert A I l
During transfer of diesel fuel oil from a fuel storage tank to the I auxiliary boiler fuel oil stcrage tank or during replenishment of the day tanks of a diesel generator from the other diesel generator storage tanks a roving fire watch will:
~~1. Monitor transfer pipe integrity,~~
~~2. Check for the presence of fire.~~
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ijg4 NCGS FSAR
. QUESTION 410.100 (SECTION 9.5.5)
' Section 9.5.5 indicates that the function of the diese I
acket, 2) turbo-charger 3) engine air water l the: 1) engine wate and 5) governor lube oil cooler. Provide coolers, 4) bearin information on the individual component heat removal rates (But/he), flow (lbs/hr), temperature differentials and the total (*F),rate heat removal inlet and outlet temperatures (*F)Also provide the design margin (excess hea re,qu capacity) ired . included in the design of major components and su systems. (SRP 9.5.5, Parts II & III).
~~RESPONSE~~
As described in Section 9,5.5, the diesel generator cooling water .
system is comprised of the following two subsystem:
l
'a. Jacket water cooling loop l
Q Intercooler and inject turbo-chargery bearing [or cooling and combustion air) loop (prov Tables 9.5-6 and 9.5-7 have been revised to include Total the requested design heat information on the respective heat exchangers.8,530,000 Btu /hr. Both removal rate for these heat exchangers is of these heat exchangers and the safety auxiliaries cooling system are designed to remove 110% of the design rating heat load. _
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-O Insert 1, Sheet 1 TABLE 430.100-1 Design Flow Temperature Design Heat Design Total Design Component Heat Renoval Pressure Capacity Difference Removal Margin
~~F Rate Rate PSIG GIN BTU /HR BTtVHR BTIVHR i~~
PtNPS Jacket Water 57 850 -
Engine Driven Jacket Water 10 60 Motor Driven -
CIRC Punp Intercooler 57 850 -
{
Water -
) Engine Driven Inbe Oil-Main 150 400 -
4 Engine Driven Inbe Oil - 150 50 -
Motor Driven
]. Prelube i
i i
}
Insert 1, Sheet 2 HEAT EXCHANGER EOUIIMENT - Jacket Water System Component Design Flow hmperature Design Heat Design Total Design Pressure Capacity Difference Renoval Margin Heat Removal
~~F Rate Rate:~~
PSIG GIM BTU /HR BTLVHR BTLVHR Cyl. Liners, -
15(Normal) 5,409,000 - -
Jackets 4 Cyl. 18(Maximum)
Heads & Turbo-chstgers Gov. Heat .5 (10 ) 3,000 - -
Exch.
Jecket Water Heat Erh. 150 5,412,000 541,000 5,953,000 Intercooler water system 150 Intercoolers 5-10' 3,101,000 Injection (10 ) 11,000 Nozzles Outboard Bearing (Gen) (10 ) 6,000 Intercooler 150 Heat Exch. 3,118,000 614,000 3,732,000 Inbe Oil System Lute Oil Heat F.xchanger 8 (tbrmal) 1,353,000 135,000 1,488,000 150 10(Maximum)
TUTAL HEAT REJECTION - DIESEL ENGINE - 9,883,000
1 HCGS FSAR . ifg4 OUESTION 430.101 (SECTION 9.5.5)
Provide.the results of a failure mode and effects analysis to show that failure of a piping connection between subsystems (engine water Ja.eket, lube oil cooler, governor lube oil cooler, and engine air inter-cooler)(SRP will 9.5.5, not degrade engine performance Parts II & III) or cause engine failure.
RESPONSE ,
The interconnecting piping (SACS water side) between the intercooler heat exchanger, jacket water heat exchanger, and lube l oil heat exchanger, is moderateAsenergy discussed piping in and Section is designed 9.2.2, to l Seismic Category I Criteria. '
during an LOP /LOCA each of the two SACS loops provide However, cooling tt one to ~/
the two diesel engines dedicated to uiw i.e dies =A eng each loop'ines dedicated to foftheloopsisinoperative,this loop will be re-aligned to the operatin_g loop by ,manual a pipe break occurs
.Fin opening _
the valves in the interconnectany the intertie lines.] Itpaptng cetween tire cooling subsystem diesel engine which results in leakage exceeding the makeup .
supply capability, the low-low switch in the expansion tank will ultimately activate'an alarm in the main control room. This diesel engine will then be isolated from the SACS by manually Therefore, closing the isolation valves (shown on Figure 9.2-5).
failure of the cooling water piping will cause Loss ofloss of cooling cooling water y water supply to only one diesel engine. However, as will result in shgtdown-c{ this diesel engine.
stated in Section( 7.5.5.3) since only three of the four SDGs ar '
required for saf e'ty loads, f ailure of the SDG does not preclude '
f safe shutdown of the plant following LOCA/ LOP. /
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nt C' E' S lW hs N S& pjab $M h be fu/wWed br feuiM wb &l/f& The C."." T;;h 4;; .fwill contain the following conditions:
1. With one SACS pump inoperable, restore the inopperable l pump to OPERABLE status within 30 days or be in at least HOT SHUTDOWN within the next 12 hours and in COLD SHUTDOWN within the following 24 hours.

2. With one SACS pump in each subsystem inoperable, restore at least one inoperable pump to OPEPABLR status within 7 days or he in at least HOT SHUTDOWN within the next 12 hours and in COLD SHUTDOWN within the following 24 hours.

3. With one SACS subsystem inoperable, restore the inoperable subsystem to OPERABLE status with at least one OPERABLE pump within 72 houts or be in at. lease HOT SHUTDOWN within the next 12 hours and in COLD SHUTDOWN within the following 24 hours.

4. With both SACS subsystems inoperable restore at least one, subsystem to OPERABLE status within 8 hours or be in at least HOT SHUTDOWN within the next 12 hours and in COLD SHUTDOWN
~~within the following 24 hours.~~
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~~HCGS FSAR 1/84 OUEFTION 430.104 (SECTION 9.5.5) Describe the instrute..tation, controls, sensors and alarms~~
~
provided for monitoring of the diesel engine cooling water system l and describe their function. Discuss the testing necessary to maintain and assure a highly reliable instrumentation, controls, sensors, and alarm system, and where the alarms are annunciated. Identify the temperature, pressure, level, and flow (where applicable) sensors which' alert the operator when thtse parameters exceed the ranges recommended by the engine manufacturer and describe what operator actions are required during alarm conditions to prevent harmful effects to the diesel engine. Discuss the systems interlocks provided. (SRP 9.5.6, Part III)
~~RESPONSE~~
T instrumentation, cont , sensors and alarms are descri d in ion 9.5.5. The sting of i engine instrument ion and con 1 will be p formed using writ procedures in accordance 'th the requencies specified i he Hope reek Technical Spe i tions. Those items not cov ed that section will b ed in accordance with other 'tten procedures. arm 1 tions are discussed in eti 8.3.1.1.3. Section 9. .5.5 has bee evised to identif he temp ature, pressura, and level parame s which aler the operator. en the manuf turer's recommended ra s are ceeded, and also, ine de the system interlock. Op r action during alarm . co ditions will be addressed by th repriate alarm response procedure, OP-AR.EG-XXX series. vaila le January 1985., - l [n SN & NL I
~~/6 i~~
i ~ 430.104-1 Amendment 4
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h , accs na im 'fNl ( , OUTSTION 430.10t (SECTICE 9.5.'5) i Eecent licensee event reports have shown that tube Ie.aks tre t , being esperienced in the heat enchangers of diesel engine lacket f
- cooling water syster.s with resultant engine f ailure to start on 1 Jdemand. F,rovide a discussion of the means used to detect Include tube 1 ' leakage and the corrective sensures that will be takon.(standby so3e), i nacket water Joakage into the lube oil soperating sode), jacket I jybe oil leakage into the jacket water (ystes t water leakage into the engine air intake and governor systesErovide the pe 2 a
[operatingorstandbymode).or outleakage in each of the a5cve gonditio 2 s tolerated without. degrading engine gerformance or causing engine 3 failure. Iheservice ater/ discussion y,,ater should systems also include leakage. ISRP thef.5.5, effects Parts of II e
}
F
~~RESPONSE~~
~~design and The heat exchangers are procured to ASME Section TTT and are seismically qualified. e 70562 ~1~~
~~/ and quality requirements,~~
] will he ana$yzed in accgedan e the predence Tidya e copling % tey'i ant'opptat g procedyre.ystems] whiqh chem will stry indicate fhi'lleakagg.iinto-thesystems. l Generally, lube oil in the "r water systems has no detrimer.tal
~~- - water in the luhe oil could he effect on the engine.~~
of concern g INS 6(6 2 he diesel engine lube oil will be monitored and analyzed in i accordance with the particular lube oil supplier's recommendat procedures, ons and diesel manufacturer operation and maintenance as described in Ouestion 430.125. main The rocker arm lubrication system is separated from the lubrication system because of the proximity of the rocker system to sources of water (cylinder heads , rocker assemblies, be etc). Addition of water to that system, due level to leakage, alarm. would detected by the high rocker arm tank r SAC 5 c n'a W !?l0?"'b > Yctcever duct 4(a Lu$4 O ogp k h 'K
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HCGS FSAR 1/84 OUESTION 430.113 (SECTION 9.5.5) Figure 9.5-23 of the FSAR shows the fuel injector cooling subsystem of the diesel engine cooling water systems. The drawing shows the flow of cooling water to the fuel injectors as going from tha hot leg (inlet) of the intercooler heat exchanger ' through a three way thermostatic valve (refer to request 430.110 for purpose of this valve) through the fuel injectors and to the expansion tank. The line is labeled 8 gpm at 1200F. Preheating during standby conditions to Enhance first try starting reliability of the emergency diesel generator is not provided for this intercooler and injector cooling water system. Insufficient data and description is given on this system (See Request 430.100) to determine the purpose and adequacy of the system. It appears from the drawing that instead of cooling the fuel injectors the purpose of the system is to preheat the diesel fuel oil prior to injection into the cylinders. Provide the following:
a. Describe the purpose of the fuel injector portion in the diesel engine cooling water system. Since the hot leg of the cooling system would normally exceed 1200F, justify the design of the system as described above or correct the design and justify why preheating is not provided to this portion of the diesel engine cooling water system during standby operations to enhance'first try starting reliability.

b. Justify why preheating of the balance of the intercooler and injector diesel engine cooling water system during standby conditions to enhance first try starting reliability of the diesel generator it not provided.
~~(See Request 430.145 for conditions when preheating may be necessary) (SRP 9.5.5, Part III).~~
~~RESPONSE~~
l l a. The injector cooling system furnishes cooling water to L the fuel injector nozzles. This cooling water functions to extend injector nozzle life by removing ' the heat resulting from fuel oil combustion. (rang: lkf 4el40'f re foY cooling the ) injection The optimum water temper nozzles is about 1200F/ Hotter water from the jacket water system is mixed with cooler water from the intercooler water system in the thermostatic 3-way proportioning valve to maintain this temperature. The mixed water is then directed through headers on the two cylinder banks to the injection nozzles on each ; cylinder. The water then flows into return headers for j 1 i 430.113-1 Amendment 4
}
HCGS FSAR 1/84 each cylinder bank and is piped to the jacket water expansion tank, returning to the jacket water and intercooler water systems through the pump surge lines.
b. The purpose of the system is not to preheat the fuel oil, but to cool the injection nozzles as described in part (a). Thus, the system is not required to operate during standby operation.

c. The manufacturer has confirmed that the first try starting reliability of the diesel generators is unaffected by the intercooler's initial cooling water temperature, and as such, does not require cooling water preheat during standby conditions.
t i 430.113-2 Amendment 4
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rv - HCGS FSAR 1/84 OUEST10N 430.115 (SECTION 9.5.6) Describe the instrumentation, controls, sensors and alarms provided for monitoring the' diesel engine Describe the air starting testing system,to necessary and describe their function. maintain a highly reliable instrumentation, control, sensores 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 Revise to the your diesel engine. FSAR Discuss system interlocks provided. 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. ~ re utilized n the starting ai system; nly pressur entrols
~~t. erature and eve ensors are not ppli ble.~~
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~~. . op HCGS FSAR 1/84 OUESTION 430.117 (SECTION 9.5.6)~~
Discuss the procedures that will be followed to ensure the air dryers are working properly and the frequency of . checking / testing. (SRP 9.5.6, Parts II & III).
~~RESPONSE~~
Perio ic (pr tive) m nance w e performed ed el en ' e ai start s m to ensu proper operat . Syst sti will be rformed i ccordance wi apter i ec teal S afications. [nd 0 S'* xe ,oere .,
]g5QTQ . e .P ro c.e dure. MD - Ptd.%T - 002.(9) , S hNq As'r % stem Maiaw am pe.c due provi2es insbc+: ins .P<evutive.
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~~r. 430.117-1 dry e r The performance of the kryers will be verified every 3 months by~~
. obtaining dricc.; outlet temperature and comparing it .to manuf acture r recommendations. In additionj the operations department will include . .in its daily: rounds a check of compressor oil levels andfilr ain % ~"'* "
moisture f rom the starting air storage tanks on a weekly basis.
l
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l , NCGS FSAR 1/34 i r ! OUESTION 430.120 (SECTION 9.5.5) I Sect, ion 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 breek in the air starting system of one diesel generator, plus any. single active failure in any auxiliary system of any other l c diesel generator will result in loss of sufficient onsite AC I
~~' power so that the plant cannot safely shutdown. This is " l~~
{ unacceptable. Provide the following informations j [ a. Assuming a pipe break at any location in the high r ' energy portion of the air start system, demonstrate , that no damage from the resulting pipe whip, jet i impingement, or missiles (air receivers, or enginer ! mounted air tanks) will occur on any of the four diesel generators or their auxiliary systems.
~~b. Section 9.5.6.2 states that the air receivers, valves, >~~
and piping to the engine are designed in accordance 4 with ASME Section III Class 3 (Quality Group C) i i requirements. This is' partially acceptable. We ; i require the entire air starting system from the
~~compressor discharge up to and including all engine l mounted air start piping, valves and components be~~
' ^ designed to Seismic Category I, ASME Section III . Class 3 (Quality Group C) requirements. Show that you i j comply with this position. (SRP 9.5.6, Part II and i III) -
~~. j PESPONSE See response to Question 430.82 (Section 3.6.1.2.1.19) for a discussion on the affects of a pipe break in the high energy por to f the air start system.~~
j All of the air start piping, valves and recalvers from the check l valve on the air receiver inlet (including the check valve) to l the air start solenoid valve on the engine are designed to Seismic Category I ASME Section III, Class 3 requirements. Refer to Figure 9.$-26 for component descriptions. , The compressor, air dryer, and piping up to the air receiver : inlet check valve are not built to meet ASME code requirements ! because they do not serve a safety-related function. The air l start valves, air distributors and the diesel engine cylinders ! see all pressure retaining parts, downstream of the air start solenoid valves, which do serve a safety-related function and are not ASME code items built to Seismic Category I requirements. These are specialty items that are not available as ASME r
.- components but which are built to the SDG manufacturers own critical specifications (see Table 3.2-1, Item XII.b.). & w '3 .\ M 2 430.120-1 Amendment 4
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430.120 Insert L (C6MJT The non-ASME air starting system piping has been analyzed for postulated piping failures to ensure that the resultant pipe whip will not adversely ef fect any sa fety related component. l N SE 0 T b.
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HCGS FSAR 1/84 OUESTION 430.122 (SECTION~9.5.6) you state in Section 9.5.6.2 of the FSAR that each independent starting system is designed to be capable of starting the engine five times from a pressure greater than 320 psig without No information has been
~~' ,rech&rging the starting air tanks.provided on system pressure alar Provide the following,~~
~~a. Expand Section 9.5.6 of your FSAR to clarify the statement regarding the capability of the air start .~~
system of five starting cycles without recharging the air receivers. A successful diesel generator start is defined as the ability of the air start system to crank the diesel engine to the manufacturer's recommended RPM, to enable the generator to reach voltage, frequency and begin load sequencing in 10 seconds or less. With the receiver at the low pressure alarm setpoint and without recharging provide a tabulation of receiver pressure and diesel engine starting times for ! each of the five consecutive starts. In addition, l describe the sequence of events when an emergency start signal exists. State whether the diesel engine cranks until all compressed air is exhausted, or cranking stops after a preset time to conserve the diesel starting air supply. Describe the electrical features (including interlocks) of this system .n Section 8.0 of . the FSAR (in the appropriate subsectic 1) .
b. ' Provide the pressures at which the following alarms and contrcls actuate: low pressure alarm, low low pressure alarm, high pressure alarm, air compressor cut-in and cut-out pressures, and all relief valve settings.

c. Verify that the low pressure alarm setpoint indicates to the operator that the compressor is not maintaining system pressure and that at this setpoint the system pressure and capacity is sufficient to start within 10 seconds the diesel generator five (5) times.
~~<; (SRP 9.5.6, Part II) l: 1>~~
~~RESPONSE~~
Section 9.5.6.2 has been revised to define the starting sequence, l starting cranking cycles, system interlocks, controls setpoints, l l and alarms. l The basic control sequence is that the compressor cycles on at 380 psi, decreasing pressure, and off at 425 psi, increasing pressure. The low pressure alarm, to the remote panels and the control room is set at 325 psi decreasing pressure and there is 430.122-1 Amendment 4 i
~~/ . ~ . . - . - _ . . . . _ _ _ . . . . " . . _. _ _ . . . . . . .. _ _ , , , , ,~~
mummisur . j . HCGS FSAR 1/34 There is no high pressure alarm; no low-low pressure alarms. ; however, the receiver safety relief valves relieve pressure at 475 psi.
~~. : e The five starts, each in under 10' seconds at the low alarm set ~~~
point con'dition (325 psi) was not verified in the shopHowever, sufficient data e _ performatice tests to showtests.an adequate air supply exists for five starts in ; under 10 seconds.- Using the shop performance test data for the - first D/G test unit (equipment No. 1DG400) which is typical of - all the units, two tests were performed to demonstrate receiver , capacity. The first test verified the normal starting air sequence of both j receivers and both air header banks to start the engine from afor five successful 1 (ea fully charged condition (425 psi) starts without recharging the receivers. ]
- 10 second) 3 The second test simulated a failure of either one Theofengine the was -
receivers started asand it'sas often associated possible usingair header only bank. one receiver and it'sThe @ associated air header bank without recharging the receiver. 430.122-1. O results of both of these tests are tabulated in Table . From the results of the five normal starts test only two of the(325 psi) but each starts occurred under the low alarm setpoint Taking the other [" of these starts were well under lo seconds. test data for the " degraded" condition (only 1/2 of the starting a air capacity case) we see nine consecutive successful starts were - made below the low alarm setpoint using either the right air bank or left air bank.twoAsorindicated by the tabulated data in Table 430.122-1 three of the starts for either bank were
~~in 10 seconds or less. MLM '~~
~~t" f our starts e e " The test data also shows achievedinunder10 seconds that$singthe"compressoron*setpoint~~
~~-e# ef - -~~
We can conclude that with both receivers in service, j which is the normal design condition, the total number of starts (380 psi). would easily meet the five starts each in 4under - % h fu/ 10 seconds 2[ criteria. AAA . W H 3 0 . I t *L -l. &
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'STArr No. STARr(PSD FINISH (PSO START TitkE [ SEA) 8.8 6 255(b10%) 229 (+ 0.D 7 2296Alo%) 2c6 6o4 9. 3 8 Ro(o(-A 10%) 16 5 (+o.6) 99 & AA&
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~. \ . . . . ' HCGS FSAR 1/84 TABLE 430.122-1 DATA EXTRACTED FROM~ COLT INDUSTRIES TEST REPORT DATED 2 Start No Start PSI Finish PSI. Start Time . . Test 425 psi 380 psi 7.6 sec. -A) Normal 1 '380 psi 340 psi 7.8 sec.
Sequence 2 8.0 sec. 340 psi 305 psi 3 8.1 sec. 305 psi 275 psi 4 8.4 see. 275 psi 255 psi 5
- B) 1 Receivec Out - 2 Cases: 425 psi 365 psi 8.9 sec A Headec . 1 (425 psi) (365 psi) (8.7 see)
(B Header) 365 psi 320 psi 9.2 sec 2 (9.2 sec) (365 psi) (325 psi) 320 psi 285 psi 9.6 see 3 (325 psi) . (290 psi) (9.1 sec) 285 psi 250 psi 9.9 sec 4 (290 psi) (260 psi) (9.6 see) 225 psi 10.3 see 250 psi 5 (260 psi) (235 psi) (9.8 sec) 225 psi 205 psi 10.8 sec l 6 (235 psi) (215 psi) (10.3 see) l 205 psi 180 psi 11.3.sec 7 (10.7 see) (215 psi) (190 psi) 160 psi 11.9 sec l 8 180 psi (11.1 sec-l (190 psi) (170 psi) j 145 psi 12.6 sec 9 160 pst (11.3 sec: (170 pst) (155 psi) }- 130 psi 14.2 sec 10 145 pst (12.3 seci (155 psi) (140 psi) 115 pst 15.6 sec 11 130 psi (13.6 se:) (140 psi) (125 psi) Failed 12 115 psi -
~~- (Failed)~~
~~(125 psi) Amendment 4~~
~~' - -n ___ __~~
HCGS FSAR 1/84 i 1 OUESTION 430.125 (SECTION 9.5.7) For the diesel engine lubrication system in Section 9.5.7 provide l the following information: 1) define the temperature differentials, flow rate, and heat removal rate of the interface cooling system external to the engine and verify that these are in accordance with recommendations of the engine manufacturer; i 2) discuss the measures that will be taken to maintain the required quality of the oil, including the inspection, frequency of inspection, and replacement when oil quality is degraded;
3) describe the protective features (such as blowout panels) provided to prevent unacceptable crankcase explosion and to mitigate the consequences of such an event; and 4) describe the capability for detection and control of system leakage and the j frequency it will be checked. (SRP 9.5.7, Parts II & III) l
~~RESPONSE~~
1) Flow rate and heat removal rate of the safety auxiliaries cooling system (SACS) is provided in Table 9.2-4. The maximum cooling water inlet temperature to the diesel generator skid is 950F as given in Table 9.2-3. The outlet temperature will vary with the actual heat load and actual inlet temperature of the cooling water. It has been verified that these parameters are in accordance with the recommendations of the diesel generator manufacturer.

2) quality of the diesel generator lube oil will be main d by complying with the surveillance stand set by the man turer. While the diesels are ru g the oil level will be c ed in the lube oil sum ake-up tank, and. rocker arm lube ank, in ace nce with the plant operating procedures. Whe. el is checked the oil (L will also be checked for r fuel contamination.
Dilution can be sus when low o ressure exists, and blue-grey _exhau moke may indicate exce lube oil ! consumpti egradation of lube oil quality w nece te lube oil replacement. Periodically samp of e oil will be sent to an oil company for analysis.
3) See response to Question 430.134.

4) Lube oil system leakage is detected by decreasing level in the lube oil makeup tank. Low level in the makeup tank is annunciated at the remote engine control panel. External leakage would be visibly evident. Internal leakage would be evident in the diesel generator exhaust. Lube oil seepage from the crankcase is prevented by the crankcase vacuum '
system as described in Section 9.5.7.2. Lube oil system leakage will be controlled by proper maintenance at asvLStsn s Iwannersat
L sert A Ito U8
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! 2) Pro curement specs @cahs & diesd engne., 'lobricaM0 ad h~ oJ. di%ill incorporate the. engine. man u.f a.c.turer's recom-menda ins % r 90a.h+y y a.<i49 o.n d \ o h eieetsb n propediu, ( Samph'og_ w'ill be pedeeme4.sieny p surnsp. after. -.750 3ae f h o u r s e 4 c.n g s n e. ope <<tda , Oil samples di\t be lanal g r.ed ,
~~'. , . , " ' - to ass are ht:~~
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fn o.dckit6n , sovveil\anc.e test % demorrsfAies bgdse\ engin4. ope /Aklih and will shelode pedermee. manl +oring of the ds'ese\ en3 o i e. lobricatil3 oit :53 stem. he g'ns+4.l\ecl stra'iner and filter w il l r e wr o v t.
~~!sedsde.& or other deleter:6os maferiat . Stein'er f~~
for filter c.\ tan;ng usil be performe) of -S t. {ews.et of increased chMerenti*\ pressore o.cros s +.:.ht istem.ider o r 4'dte.<, Bes'ido *. 4.\\ be a.ial3r.=J to j d.ete< m'44 :
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3. W need 4v cleaai$ tt.e to k e,I
~~; engse 3.sy i $nsert A~~
~~l i 430 W l Insert B~~
- The monthly _ diesel engine operability survellance test required by technical specifications will require visual examination of a sample of the lube oil. This will verify that the lube oil heat exchanger is intact and water contamination of the oil has not occurred.
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HCGS FSAR 1/Q4 intervals recommended in the manufacturers operation and maintenance manuals. e 33 430.125-2 Amendment 4
HCGS FSAR 1/84 OUESTION 430.127 (SECTION 9.5.7) In Section 9.5.7.5 of the FSAR you describe the instrumentation, controls, sensors and alarms provided for monitoring the diesel engine inbrication oil system and their function which alert the operator when these parameters exceed the ranges recommended by the engine manufacturer. Describe the testing and the frequency of testing necessary to maintain a highly reliable instrumentation, control, sensors and alarm system. Describe any operator action required during alarm conditions to prevent
~~. harmful effects to the diesel engine. Discuss systems interlocks provided. Revise your FSAR accordingly. (SRP 9.5.7, Part III)~~
RESPONSE g /) Q esel engine in entation and ol testing w 11 be pe formed using ten procedure accordance th the fre uencies s cifie in the nica Specif t ns. Th se instbyments et covere in is section wil e te ed i accor n with writte ocedures. Ava ble Janu y 985. Oper or tion d ing alarm ondit ns will add ed by the ap opriate 1 response pro re, OP-AR.CF-X seri s. allable J ry 1985. FSAR Section 9.5.7.5 has been revised to include system interlocks.
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~~' '~ - ' HCGS FSAR 1/84 00ESTION 430.128- (SECTION 9.5.7)~~
Provide the source of power for the diesel engine keep warm lube oil pump, rocker arm prelube oil pump, and keep warm heater, and motor characteristics, i.e, moter hp, operating voltage, phase (s) (SRP 9.5.7,. and frequency. Revise your FSAR accordingly.
~~Part III) - ..~~
a
~~RESPONSE~~
Table 9.5-11 and Section 9.5.7.2 have been revised to include this information. & le p % A 4 4 A j,ja M 9.r.7t. f i 1 o-m - ; l
/
430.128-1 Amendment 4
HCGS FSAR 6/84 ,4 OUESTION 430.131 (SECTION 9.5.7) You state in Section 9.5.7 of the FSAR that the lube oil used to lubricate the engine is stored in a lube oil sump tank and a 250 gallon make-up lube oil tank. During diesel engine operation a.certain' amount of lube oil is consumed as part of the contiustion process. Since the diesel generator may be required
~
to operate for a minimum seven days during a loss of offsite power or accident condition, sufficient lube oil should be stored in the sump and/or site to preclude diesel generator unavailability due to lack of lube oil. You state that the sump and its make-up tank contains an adequate supply of lube oil for i the diesel generator to operate for a minimum of 7 days at i maximum rated load. Provide the following:
a. Provide the normal lube oil usage rate for each diesel engine under full load conditions. Also provide the lube oil usage. rates which would be considered excessive..

b. Show with the lube oil in the sump and the make-up tank .
at the minimum recommended level (Iow level alarm < settings) that the diesel engine can operate witf ut refilling the lube oil sump and make-up tank for-minimum of seven days at maximum rated load. If he sump and make-up tank capacity is insufficient for this condition, show that adequate lube oil will be stored onsite for each engine to assure seven days of operation at rated load. l c. Show with the lube oil in the sump at the minimum recommended level (Iow level alarm setting) and assuming a failure (in the closed position) of the r solenoid operated valve between the make-up tank and the sump, that the diesel engine can operate without refilling the lube oil sump for a minimum of seven days I at maximum rated load. If the sump capacity is insufficient for this condition, show that adequate lube oil will be stored on site for each engine ta_se-o Assure seven days of operation at rated loaJ.s Discuss 1_ rator action on failure of the solenoic varve to ssure continued engine operation and how fuel would be , dded to the enoine % sump under this condition. n n n w.- - - _
d. If the lube oil consumption rat W encessive, discuss the provisions for determining when to overhaul the engine. The discussion should include the procedures used and the quality of operator training provided to enable determination of excessive L.O.
consumption rate. (Refer to requests 430.62.3 and 430.61 for additional requirements on procedures and training). (SRP 9.5.7, Parts II & III) , 430.131-1 Amendment 6
~~., HCGS FSAR 6/84~~
~~RESPONSE~~
~~a. The lube oil consumption rate for the standby diesel~~
. generatcr at the rated 4430 KW (6186 BHP) is 1.12 to 1.55 gallons per hour. The engine manufacturer, Colt . Industries, indicates that the lube oil consumption rate does not vary appreciably with the engine load level.
~~The engine manufacturer indicates that a lube oil consumption rate of 3 gallons per hour would be considered excessive and should be investigated and remedied.~~
b. Thq diesel engine manufacturer recommends that the j diesel engine sump be kept " topped off" in the standby ;
condition and not allowed to be at the " minimum level" I condition so that it is always ready to operate for the I maximum duration required. ; To raise the lube oil level in the diesel engine sump l from the minimum level to the full running depth, 1
~~; apprcximatly 220 gallons of lube oil is required, which is the capacity of four 55 gallon storage drums of oil.~~
At a consumption rate of 1.55 gallons per hour the engine can operate for 142 hours. To operate for 168 hours, an average consumption rate of 1.31 gallons per hour should not be exceeded, which is in the expected consumption range. The lube oil make up tank contains 250 gallons of oil, therefore, the make up tank can raise the sump level from minimum level to full with an additional 30 gallon in reserve. The lube oil make up tank can therefore maintain the diesel engine in the , operating lube oil range for 161 hours at a consumption l rate of 1.55 gallons per hour. On site lube oil storage, for the diesel generators, will consist of twenty 55 gallon drums, which will be sufficient to maintain the diesel engines lube oil sump
/NSER7~A __ _in the operating range for 7 days at rated power. / Operator action on failure of the solenoid valve to 5 provide adequate engine lube oil sump makeup capability I
~~will be speenfied in the appronriate alarm r==nanse procedure. Flhis proceaure shall also provide directior~~
~~, t e one gar M tWalteciate --*haddlof adding /~~~
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~~nuf cturer.< rh i;;... J....'. ..'; 2; l 430.131-2 Amendment 6 l~~
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.~ .- . . . - . - - .. - - _ . * - l HCGS FSAR 6/84 c.
~~Y Refer to response (b) above for lube oil on site storage and vendor recommended standby lube oil levels,~~
~~d. If during the course of routine SDG operation, it becomes apparent that the lube oil consumption rate is excessive, engineering and vendor services will be~~
~~, drawn-on to assist in identifying and correcting the abnormal condition.~~
~~Operating department shift reading sheets will require the visual verification and logging of the SDG lube oil make-up tank levels on a daily basis when the SDG is in~~
" standby" condition. Additionally, SDG periodic test procedures will require the visual verification of lube oil make-up tank level (s), both before and after such testing is performed. Upon completion of testing, the findings will be compared against the previous months test results and the normal oil usage rates (as defined in responst to item "a") . In this manner, any appreciable changes in engine performance will be immediately identified and corrective measures taken as
~~, necessary. , i Plant operator training, and subsequent requalification~~
~~training, adequately stress the importance of proper equipment lubrication, logkeeping and systems training.~~
~~This training, combined with "in-house" plant l experience, suffices to alert operators to any abnormal diesel generator condition.~~
~~' addition, tne rollowing concerns will be .Jdcas;;d by 3"1 1 8.~~
a. sure a 7 day /suphly of lube oil i allable a uming the 'tiW1 lev 1 is at the w le el alar an the maximum c mytt n rate r

b. Assura e that th re is ay supply of lu e oil o site if e diese'l e e es t have suffi ient 1 e oil to ope te ici days ao the mum cons ption
. rate, at the level alarm. . Assura that t ie lube oil sum be fill ssumin ,ure of the solenoid operated makeup valve o 2.y 6anx avaliante, j l
l l l 430.131-3 Amendment 6
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- HCGS FSAR 6/84 OUESTION 430.135 (SECTION 9.5.7) l You state 'in Section 9.5.7.2 of the FSAR.and shown in Figure 9.5-27 that' lube oil is added to the diesel generator i 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 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 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 g that would. require replenishment of lube oil in the l sump without interruping operation of the diesel generator. What provisions have been made in the lube oil transfer system design from the lube oil make-up r_ tank to the engine sump to prevent carryover of l sediment, water, and scale that may accumulate in the clean lube oil stordge tank. What provisions have been made for the removalaof accumulated sediment, water,- and other deleterious material that may collect at the bottom of the storage tank. (SRP 9.5.7, Parts II & III) l t 430.135-1 Amendment 6 l
HCGS FSAR 6/84 RESPONSE - Znsert A ;-
% he 250 gallon lube oil make-up tank is provided ;:- erts 1 up tanksalgae ins 7.nsert 8 growth is d h, one upper *he and one make a lube oil ad ea minate the algae event further growth. ~ CN. 4 .. ___ _,m
~~g. . . . -uring each reiYeTTng rt=? _~~
~~_ -- oil makeup canxs will be~~
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 Bartells 14-811, suede grey, both applied according to the paint manutactures recommendations. The interior of the tank is not coated because the lube (MSE R oik is non-corrosive. =d th t:nh i: cr; :ted t be g&
~~,,,2;;;;;;; ;; y,; ,;ai, ;;;;;;;;;, p~~
c. The vent and emergency pressure' relief vent fre terminated indoors, directly above the i.ank. The fill line is routed to the outside (west) of the auxiliary -
building at elevation 105 feet 0 inches, 3 feet above i grade.' The line is capped and has a normally closed i isolation valve located in the 'suilding to prevent water from entering the line.- It is not protected from missiles and tornadoes because it is not safety-
. related. .J l /140F The lube oil makeup tank bottom is hemispherical. The i line to the diesel generator sump is approximately 1.75 inches above the bottom of the dish. Should there be any carry over into the transfer line, it would be trapped in the strainer and/or filter paiert entering the engine sump. af+er A normally closed drain valve is provided at the low point of the tank, reference Figure 9.5-27. The drain valve will b ned in accordance w}th plant operating procedure ele __terious/to remove anyysediment, water or other matertal tnar1 rey accumulate in the bottom of the tank.
~~concerns will be addressed by July, 1984:~~
a. gg I Description o e rote l

b. Effects of ation
~~l l q ec% o.,A c w,l io -tb lobe od '%8 * ,~~
I F 430.135-2 Amendment 6 / tW 1 \ w -
l i
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~~. .I _ . . Insert A..... . . . . . _ . . _ . _ . . . . . . . .. _ f~~
~~.._ _ . _ Deleterious . materia \ 'ss prevented from enterin$ the . .~~
~~diesel angina, lube, oil maka-up tank by.~~
~~1. Procur/In3 h'tgh quality _, hic 3h purity tube oil with p lubricatihg properties :: -equ H~~
~
~~l , 'n i accordance with t.he rno.nu.fa.ctureek ' re co mm endations.~~
~~a. Insurinc3 that add &rre filling operations to increa.se ma.Ka-u.p tank \evel are, performeA I~~
~~throgh the installed basket strainer th the fili We.. - The. \u.b. ou make-u.p tank conservah ved perdih~~
~~;to.nk. vew. Wag when regvGe4 and prohibits air lo orn e. .imporWes from contiavous\3 en+ena3 the to.nk.~~
~~Maw.-u.p +.aak fintg du be ecc ptsted i a.cced.au wi% a. L;rtten y c.aoce, A caa+aned con of the paceduce Ju~~
,beposte.&in t_ke vacini+3 of -t.ke lobe o'il fill be . .The tvInc .il fi\\ hat, w;\\ k e ia bleJ t.o idenHf) the fin \ine. co.neeW pw. pose and a refervace to .the. applic l.\e procedu.re.
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~~r u s ee t 9 .. _ ..-- ...~~
~~a. Algae formo. tion may .eceu,r..Au e .A. ..c.ondensab e.~~
accumulation \n Ebe. make lu.bc..od.. hank. inon Prior te diesel engine.[opersbi ih _tesbh3 the tu.be o'i\ make-up tank drain wit \ 7 .be. ep.4 - opened to_ remove any . water, sedimen+, algae or cher dele.tenhos m4+evial..If tube. oilpuri+3 is degraded a,n3 ok tl.ie 6llowin3 2N! can be. implemea+ed to ce s%<e \ube. att pu.cih in h e. make-u.p to.n k-
i. Att dele +eriWs ma+enat ma$ be. n-oved by dca. inia 3 1 o be o'i1 -throu.S h 4:.h e. d rain liae..

2. The \ ube. dil make -u.p te.nk, can be. draioed, .
clea.wed a.<A ce4 died with fresh luise. on, s 3, A chemical addiWe can be a.dded to v emove. alp <, or e%er isiolog h c rowth if oavised lo3 a, Trib.\o33 spec.ialts. .
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~~Insert (. 430 M~~
~~
~~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.~~
~~i CGS TSAlt -~~
~
1/84 OUESTION 430.137 (SECTION9$5.7). You state in Section 9.5.7.1 of the FIAR under specific design critecia that the temperature of the lubricating oil is automatically maintained above a minimum value by means of an independent recirculation loop including its own pump and heater, to enhance first try starting reliability of the emergency diesel generator when in the standby condition. The rocker arm lubrication system is an independent subsystem of the diesel lube oil system which is connected to the main system by a float valve From the information available, in the rocker arm oil reservoir. it appears that the lube oil in the rocker arm lubrication syste: will never be preheated unless the oil level is low enough to open the float valve. If this is the case what means have you provided for preheating the rocker (Seearm lubricating request 430.145 oil foror justify - why preheating is unnecessary. (SRP 9.5.7, conditions when preheating may be necessary.) Parts II and III) RESPONSE [. ~ The rocker arm lubricating oil W ot [ pre-heated is sed system was designed by the diesel e ine manufacturery upon their many years of experience, they have deter::u.ned thatg~ ' g eheating of m ain % J. s.i m M ne m W The manuf acturer's recommendation is that the rocker arm prelube pum; be run once a day for 5 minutes as is discussed in response to Question 430.130. > (-F,* W A$" all 9 0 % M ~1 s JL- ~ : = _ g__ } A fh ,
\
~~7he rocker am section of the engine is insensitive to oil viscosity. The D~~
~~- - main requirement is that there be a supply of oil. The rocker am area 'is [~~
~~heated by its prpximity to the cylinder heads diich are part~~
W of the jackejt water system.. ,. , ~r '
(i fS - kg a arew adn sc 4 6o keep all~ , k & ~n~ 8 r. &J (#h30.13N1 4h MS Amendment 4 Cou2P tM M ~ df Scrr '
r-( s HCGS FSAR 6/84 (' OUESTION 430.138 (SECTION 9.5.7) In Sections'.9.5.7.3 and 9.5.7.5 of the FSAR you discuss the level alarms associated with the lube oil system. You state that "the rocker arm Icbe oil reservoir level is monitored for high level and the level is maintained by a level control valve." No mention is made of a reservoir low level alarm. A failure of the level control valve to maintain lube oil level in the rocker arm reservoir could result in inadequate or no lubricating oil for the rocker arms, leading to diesel generator unavailability and/or failure. This is an unacceptable condition. Provide a low level alarm for the rocker arm lube oil reservoir.
~~(SRP 9.5.7, Part III) l~~
~~RESPONSE~~
1 The rocker arm lubrication system is also monitored by a rocker arm lube oil pressure low switch (KPLA), which would initiate an alarm in the event that insufficient pressure is available in the rocker arm lube oil system due to any of the following causes:
a. the filters are p' lugged, l

b. the system has run low on oil level due to malfunction of
~~, the automatic level fill valve,~~
(,
~~c. the engine driven pump (or its drive) has failed. l l~~
Upon the alarm, the motor driven rocker arm lube oil pump is also started. If the problem was caused by a or b, the operator must take appropriate action. The function of the high level alarm switch is to alert personnel that: ,
a. Fluids other than oil, such as a fuel oil leak at an injector, or a water leak in the cylinder head (between the jacket water system and rocker arm lube oil drain system) have entered the rocker arm lube oil system.

b. The lube oil supply valve (float valve) has malfunctioned (open).
t In either case, the operator must investigate and remedy the problem. Therefore a low level alarm for the rocker arm lube oil reservoir is not required. ' L I Aec a h k h c/ } r eat Y W l
~~\ v .~~
~~l i I 430.138-1 Amendment 6 IL L _. ._ .. . . . . . . . . _ . . . . ~.. .~~
~~..:... HCGS'FSAR .'4/84 t~~
e. Withstand wind, tornadoes, floods, and missiles

f. Permit testing of active system components during plant operation. ..
, 2 The SDG lubrication system is designed to Seismic Category I requirements and complies with IEEE Standard 387. The quality group classification and corresponding codes and standards that apply to the design of the system are discussed in Section 3.2.
~~' Compliance with Regulatory Guides 1.9, 1.115, and 1.117 is discussed in Section 1.8. Compliance with GDC 2, 4, 5, and 17 is~~
~
discussed in Section 3.1. The SDG lubrication system is in compliance with the recommendations of NUREG CR-0560. A C.le w t L A c ro c S o u rc e o f N s the SD6 is r 9.5.7.2 System Descriotion se a t channel e fowf/'to M t Ms9g.ve *# USf2 f a Suff yl e'~ m t r % s'6 n kcaterselfftIUbt f d
P* r The SDG lubrication system consists of two subsystems, the engine lube oil system and the rocker arm lube oil system. The engine lube oil system consists of an engine-driven lube oil pump, a suction strainer, a lube oil heat exchanger, a Class 1E motor-driven prelube/ keep-warm pump, a Class 1E immersion heater, a wye strainer at the motor-driven pump suction, a simplex strainer, a simplex filter, and a lube oil makeup tank. The rocker arm lube /
s[]) oil system consists of an engine-driven rocker arm lube oil pump, I a Class 1E motor-driven rocker arm prelube pump, a rocker arm s _ lube , oil _ reservoir, and a dyplex rocker arm l.ube oi.1, _ filter _., Major compone'nt~ cesign parameters tor' tn'ese two ' systems a're shown in Table 9.5-11. The SDG general arrangement is shown on Figures 1.2-33 and 1.2-35. A schematic diagram of the = lubrication system is shown on Figures 9.5-27 and 9.5-28. Each SDG crankcase is the main source of lube oil for the engine and rocker arm lube oil systems. If the lube oil level drops below set limits, a solenoid valve actuated by a low level switch i 7 in the crankcase opens, and lube oil flows by gravity from the = makeup tank into the crankcase. A high level switch actuates
~
~~valve closure. Degraded oil from the engine crankcase can be~~
" drained for reclaiming by the motor-driven pump of the engine lube oil system via a three-way valve on the pump discharge and a r drain header. Lubricating oil quality is maintained through the - use of full flow filters and strainers and is verified by
~~2 periodic laboratory testing.~~
,Each crankcase is provided with'a built-in cra,skcase evacuation system using an ejector to maintain a negative pressure in the w Amendment 5 ~
9.5-93 I L N
430.138 Response (Cont'd) l It is' Colt's position that the rocker arm low lube oil pressure alarm is sufficient to determine a problem in this system. The unit could probably run for several minutes with a " low pressure" as long as there was some pressure to maintain flow. If the loss of pressure was caused by a failure of the float level valve to admit oil, oil could be added to the tank by hand. This is basically a closed system and the rate of oil consumption is very low. Based on the above information, Colt does not feel their design requires a low level alarm for the rocker arm lube oil reservoir. Additionally, Operations Department procedures will include instructions to have. the rocker arm lube oil tank level observed once per shif t during diesel continuous operations and weekly during all other times.
\
e
HCGS FSAR 1/84 OUESTION 430.140 (SECTION 9.5.8) Describe the instrumentation, controls, sensors and alarms provided in the design of the diesel engine combustion air intake and exhaust system and their function which alert the operator when parameters exceed ranges recommended by the engine manufacturer. Describe the testing and frequency of testing necessary to maintain a highly reliable instrumentation, control, sensors, and alarm system and where the alarms are annunciated. Describe any operator action required during alarm conditions to prevent harmful effects to the diesel engine. Discuss systems interlocks provided. Revise your FSAR accordingly. (SRP 9.5.8, Part III)
~~RESPONSE~~
Two temperature indicating switches are provided on each diesel generator unit to monitor combustion air intake temperature; a high temperature sensed by both switches will initiate an alarm as described in Section 9.5.8.5. The exhaust gas and engine cylinder temperatures are monitored by thermocouples which are selectively indicated on a pyrometer located on the remote engine control panel by operation of the temperature selector switch; also located on this panel. These devices perform indication and/or alarm function only and no system interlock is provided. The instrumentation, sensors and alarms are described in Section 9.5.8.5. testing of 'esel nerator 'nstr and ntation in And' nce trol accoa with wi he be erformed usin itten proce - fre encies spec ~.1 d in the Ho eek Techni specific . ions. Those 'tems n cove d by t sect ~gn will e testhd i accorda e th other i n procedums. vailable uary 1985. Oper or ac 'ons d ing alar co tions v 1 be a dresse y the ap opriate a a , response pro dures, OP-AR. J- X series. A ailable Jan ry 1985. hN 5 430.140-1 Amendment 4 .. __ _____ __ _ . _ . . ~ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ . _ _ _ , _ _ _ _ . . ____
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HCGS FSAR 1/84 QUESTION 430.142 (SECTION 9.5.8) Discuss the provisions made in your design of the diesel engine combustion air intake and exhaust system to prevent possible clogging, during standby and in operation, from abnormal climatic conditions (heavy rain, freezing rain, dust storms, ice snow and drifting snow) that could prevent operation of the diesel
~~generator on demand. (SRP 9.5.8, Parts II & III)~~
~~RESPONSE~~
The standby diesel generator intake system is protected from rain ice, and snow, by a louvered Seismic Categer I enclosure as discussed in Sections 9.5.8.2 and 9.5.8.2. he air filter is capable of removing 95% of 25-micron parti les and 70% of 5-micron particles as indicated in Table 9.5-13. I M k n cvv .
~~t:ndt 3irr-' a=neratar =^ ="-* duct i s een vi d -f a.:.;. . uoco~~
~~""A 5 E5 0;.. i.9 & "t ,""**ihl* c'O;;i.g f005 Ob.:Cril lir-ti: ::nd!*ia"= Section 9.5.8.3 has been revised to clarify the system design.~~
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~~QUESTION 430.142 INSERT 1(CWT.) Section 2.3.2.1.4 indicates a maximum measured 24 hr snowfall of 22.0 inches, f rom the Wilmington NWS records. The bottom of the~~
~~$ SDG exhaust hood is 4 ' 4" inches above the roof elevation of~~
/ 198'0". With the maximum snow level of 22 inches, the snow will be X inches below the exhaust stack outlet, assuming no drifting occurs. IT de l Clius snow occurs nne sue ic"^ 1c ou t c ranF in na -^

:co w ill i;e unpreutucaule. i ue t e f ore , -
duriag Ari#tiac en~ ^^aditicr.c eJmluisi.tacive procedures will be--takefr to insure tnat the snow level aoes not block the avu - avb -t-stad. To OM+-edyh hk l0W W & A YM G'-4 Station operations personnel will control snow buildup in the area of the SDG exhausts. An expected anow accummulation of 12" or more, as reported by the National Oceanographic and Atmospheric Agency (NOAA), plus a visual observation of snow on site, will trigger the following actions:
1. Snow buildup in the vicinity of the SDG exhausts will be monitored on an hourly basis.

2. Snow removal will commence when the level reaches 36" in the immediate area of the SDG exhausts.
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OUESTION 430.145 (SECTION- 8.3.1, 9.5.6) Die al gsnsratora for nuclear powsr plants should be capablo of : operating at maximum rated output under various service l conditions. Under no load and light load operations, the diesel
~~.{" generator may not be capable of operating for extended periods of i~~
time under extreme service conditions or weather disturbances without serious degradation of the engine performance. This i could result'in the inability of the diesel engine to accept full load or fail-to perform on demand. Provide the following:
~~a. The environmental service conditions for which your diesel generator is designed to deliver rated load including the followings l~~
Service Conditions - i . (a) . ambient air intake temperature range OF (b) humidity, max-% i-
~~b. Assurance that the diesel generator can provide full rated load under the following weather disturbances:~~
(1) A tornado pressure transient causing an atmospheric pressure reduction of 3 psi in 1.5 seconds followed by a rise to normal pressure in 1.5 seconds. (2) A low pressure storm such as a hurricane resulting in ambient pressure of not less than 26 inches Hg ( . for a minimum duration of two (2) hours followed by a pressure of no less than 26 to 27 inches Hg for an extended period of time (approximately 12 hours). , 1
c. In light of recent weather conditions (subzero I temperatures), discuss the effects low ambient temperature will have on engine standby and operation and effect on its output particularly at no load and i- light load operation. Will air preheating be required I
to maintain engine performance? Provide curve or table > l which shows, performance verses ambient temperature for l your diesel generator at normal rated load, light load, j- and no load conditions. _Also provide assurance that
~~the engine jacket water and lube oil preheat systems i~~
~~has the capacity to maintain the diesel engine at~~
~~manufacturer's recommended standby temperatures with~~
' minimum expected ambient conditions. If the engine jacket water and lube oil preheat systems' capacity is , not sufficient to do the above, discuss how this - 430.145-1 . Amendment 6 e l
cquipm:nt will b3 maintain:d ct ready otond-by etctus with Cinicua cmbicnt tcmparcturo.
~~d. Provide the manufacturer's design data for ambient pressure vs engine derating.~~
(- e. Discuss the effects of any other service and weather conpitions will have on engine operation and output, i.e., dust storm, air restruction, etc. (SRP 8.3.1, Parts II & III; SRP 9.5.5, Part III, SRP 9.5.7, Parts II & III; and SRP 9.5.8, Parts II & III)
~~RESPONSE~~
~~a. The environmental service conditions ares l (a) Ambient air intake ranger outdoor winter -40F RH 25 to 95%~~
summer +1020F RH 25 to 95% (b) The diesel engine is not sensitive to humidity. The unit will tolerate, with no effect on load capability or rating, any relative humidity from 0 to 100%. - I
~~b. 1&2, & c. Engine Rating / Capability During Adverse Weather -~~
Conditions Engines are rated on a basis of the long term effects on the life of the engine due to altitude, ambient temperatures, I' and so forth. Hurricanes and tornadoes are considered short term conditions and are of no consequence to the rating or capability of these units. The diesels are designed to operate over the full range of operating loads under the environmental conditions described in part a.(a) & (b). ggl
d. A curve of the 12CR.PC2 class engine derating for ambient pressure (altitude) is attached (Figure 430.145-1). It should be noted that this curve is applicable on the long term basis - altitude derating - and is not applicable to short term phenomena such as tornadoes, hurricanes, tropical storms, or other weather depresssions.*
~~(,o It' ki l e. TheA d iebe+l engine manufacturer confirms that as long as the l ' uniY is adequately maintained (air intake filters kept cleaned, engine. C,etc),f'$there~~
~~.., i are(ren.~~
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430.145 INSERT 1 It is Colt's position that there is enough conservatism in the operating instructions given on low load (idle ) operation, as stated in the revised response to Question 430.111 and documented in Colt 's le tter f rom Mr. V. T. Stonehocker to Mr. Clemenson
~~-(NRC) dated September 11, 1975, that the SDG should operate successfully regardless of any ambient temperature conditions expected at the HCGS site. .~~
The SDG area ventilation system is described in Section n.4.6. The SDG rooms receive air from the SDG area corridor through a4 ft by 3 ft louver, which is equipped with a fire damper. The air is drawn out of the SDG rooms by the SDG area exhaust to so*F, system. The air supplied to the corridor is heated,Aduring cold weather. If the electric heater fails to maintain this tempe ra tu re c,..i tt: A cq:d :e *-- a low supply air temperature to the diesel area supply units alarms all 'dF on a local panel and is indica ted a t the main control room annun-OPERA rkt Ris k/M Yo W es A UbA 'f6g clator panet, reference 9.4.6.5. TA G. tanu. St 16 ianmars Aao tarrten eenmeerwe Acw Assaconisa Mono m Hvu. Surm 4,4 b N f in the unlikely event the standby diesel engine keepwarm system falls and the system temperatures fall to the low temperature not point, an alarm will be sounded in the control room, operating / Maintenance personnel will be dispatched to investigate and remedy the problem. If the engine keepwarm system is unable to be placed back into
INSERT 1 (Continued) service and/or- the HVAC fails to keep the room at the proper temperature, the engine can be started @rto maintain temperatures in the. standby range , M 4 wggsj m w,gy w ,g CoM#&efde . It is not anticipated that the Colt Industries supplied diesel-engines would not start or operate at temperatures below the specified low tempe'rature. Colt Industries has supplied diesels having similar equipment, which have performed successfully in much more severe climates.
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~~~SeptemberL6, 1484 Bechtel Power Corporation Fifty _neale Street P.O. . Box 3965-San Francisco, CA 94110 Attention: K. W. Burrowes~~
~~Dear Mr. Burrowes:~~
T submit the following information in response to Agenda Item 17 o.F ' the mee t ing be tween PSE& G's llope Creek Proj ect and the NRC Power Systems Branch of September 6, 1984 (Ref erence NRC Ouestion 430.62).
~~.Tho information provided reaf firms Colt 's position stated by my lettor of September'11, 197 5 to Mr. Fred Clemenson (NRC).~~
~~Colt 's posit ion is as expressed.in that letter with only slich t mod i fIcatlon as stated below:~~
1. - '"he methotl of operation described is irrespective of the engine air intake (ou tside ambient) temperatures. Essentially, once the engine in in operation and the tube oil and ;iacke t wa ter temperatures are being maintained by action of those systems' thermostat ic con trol valves, the engine can be operated inde f i n i tml y at idle or low load (less than 20% load) conditions providinn that if the engine were to be operated at perioris of time- extending over 24 hours, and the loads were such that they did not exceed 207 of the engine rating, the engine should be run at abo ve 50% load for at least one hour in each 24 hour period in order to minimize the accumulation of products ' of combustion and lubrication in the exhaust system. Above the 202 rating, the onnine may be run continuously as required. It is also recommended that the engine parameters be monitored closely,-and loaged at least daily, so as to be able to discover any problems early. Changes in cylinder exhaust temperatures would be'of particular interest.
' "! . There exints no mechanical limitation within the engine or any of its supporting systems which would limit operation over extended periods of time at rated speed between no load and rated load with the exception of the possible accumulation of unburned proclucts of combustion and lube oil products in the exhaust system at the lower loads.
7-
~~~43o -145 % ?~~
~~Bechtel Power Corporatio~n PageJ2 September 6, 1084'~~
~~3. .The consequences-of allowing accumulation of combustion and lube'oit products in the exhaust system would be primarily two~~
~~._ f o l d .~~
~~a. The' possibility of-fire hazard on resuming high load~~
~~. operation with exhaust- tempera tures -above the flash point of the products accumulated.~~
~~b. Pouling of the exhaust side of the turbocharger with probable effects on their performance and/or vibration due the deposits upse tting the balance of the rotating a s se r.b lie s .~~
~~. 'S i nc e r e l y , .' a . ' . .~~
~~ji: , . . .{ .s ..~~
~~~ Van Stonehocker i Colt Industries 1 VS/jk j-u}}

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