Text

Tdi Emergency Diesel Generator 103 10 Cycle Confirmatory Test/Insp Rept
	ML20100G399
Person / Time
Site:	Shoreham File:Long Island Lighting Company icon.png
Issue date:	12/03/1984
From:	Seaman C, Youngling E; LONG ISLAND LIGHTING CO.
To:	;
Shared Package
ML20100G389	List: ML20100G399; SNRC-1120, Forwards Tdi Emergency Diesel Generator 103 10 Cycle Confirmatory Test/Insp Rept. Final Tdi Owners Group Rept Re Facility Engine Blocks Will Be Issued on 841207;
References
	NUDOCS 8412070260
	Download: ML20100G399 (380)
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TDI EMERGENCY DIESEL GENERATOR 103 10 CYCLE CONFIRMATORY TEST / INSPECTION REPORT SHORE 9AM NUCLEAR POWER STATION - UNIT 1 l

t l fs l L./ ,) f/

( Approval: 64!-

l C. K. Seaman l

Senior Proiect Engineer Approval:

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E.J. Young 1ingQQ Manager, 1 Nuclear Engineering Department Prepared By Long Island Lighting Company Nuclear Engineering Department

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D TDI EMERGENCY DIESEL GENERATOR 103 10 CYCLE CONFIRMATORY Shoreham Nuclear Power Station - Unit 1

, Table of Contents I. Executive Summary ,

II. Historical Background Attachment II-1 Attachment II-2 Attachment II-3 7

III. 10 Cycle Confirmatory Test Run Attachment 111-1 Attachment III-2 Attachment III-3 Attachment III-4 Attachment III-5 Attachment III-6 IV. Results of Post Run Inspection By Component Crankshaft Attachment CS-1 Attachment CS-2 Block Attachment CB-1A Attachment CB-1B Attachment CB-1C Attachment CB-2 Pistons Attachment P-1 Attachment P-2 Cylinder Heads Attachment CH-1 Attachment CH-2 Cylinder Liners Attachment CL-1 Attachment CL-2 O Connecting Rod Bearings Attachment CR-1 Attachment CR-2

l Wrist Pins Attachment WP-1 Attachment WP-2 Wrist Pin Bushings Attachment WP-1

. Attachment WP-2 Gears Attachment G-1 Attachment G-2 Turbochcrger Attachment TC-1 Attachment TC-2 FaAA Eddy Current Examination Report l

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1. EXECUTIVE

SUMMARY

This report provides the results of the recently completed Confirmatory Test at the Shoreham Nuclear Power Station of Transkmerica Delaval~ (TDI) Diesel Generator 103 (DG 103). The confirmatory test and post test inspections were performed in accordance with the NRC Staff's recommendations described in the " Safety Evaluation Report-Transamerica Delaval, Inc. Diesel Generator Owners Group Program Plan" issued on August 13, 1984 and subsequent discussions held between the NRC staff and LILCO staff, which are documented in LILCO's letter SNRC-1094 dated October 18, 1984.

The confirmatory testing ran for a period of approximately three and one half weeks to add about 525 hours0.00608 days 0.146 hours 8.680556e-4 weeks 1.997625e-4 months of engine run time at 3300 KW. As part of the preoperational test program, DG 103 accumulated approximately 220 hours0.00255 days 0.0611 hours 3.637566e-4 weeks 8.371e-5 months of run time at loads ranging beteeen 3475 kW and 3900 kW. This provides a total of 740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months of run time at or above 3300 kW. During the 525 hour0.00608 days 0.146 hours 8.680556e-4 weeks 1.997625e-4 months test, engine parameters were monitored as set forth in SNRC-1094. All parameters were found to be within normal acceptable operating ranges. This confirmatory testing has now resulted in the accumulation of over 740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months of operation at the qualified load of 3300 KW on the replacement 13 X 12 crankshaft. With respect to the crankshaft, 740 engine hours corresponds to 1 X 107 stress cycles, a test data point for which it is generally accepted' that infinite fatigue life has been demonstrated. Nondestructive examination of the crankshaft upon completion of the test (discussed in more detail below) has confirmed that the crankshaft successfully completed the 10 cycle endurance test and thus has been qualified for infinite fatigue

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life at 3300 KW.

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Prior to commencement of the confirmatory test in October, strain gages were installed in the cam gallery area of the DG 103 block. The purpose of the strain gages was to experimentally verify the analytical work showing that this region of the block remained in vertical compression throughout all modes of operation. In fact, the strain gage data shows that the can gallery area of the block remains in vertical compression for all modes of engine operation including rapid startup, steady state, shutdown and standby. Previous metallurgical experimentation of actual cam gallery cracks in the original DG 103 engine block showed that the cam gallery cracks do not propagate. The original DG 103 block had more severe cracks in the cam gallery area than the LG 101 and 102 blocks as a result of the presence of Widmanstaeten graphite in its microstructure. Additionally, the w

s I original DG 103 cast iron had extremely poor fatigue properties and despite this fact, there was no observed growth of the cam gallery cracks. Cam gallery cracks will not propagate in other blocks that were manufactured of typical gray cast iron. Thus analytical results, metallurgical observations and now strain gage tests are all in agreement with the operating experience and all conclude that cam gallery cracks are benign and do not propagate.

The TDI Diesel Generator Owners Group is issuing a block report under separate cover which includes a section describing the results of cam I gallery analysis including results of the strain gage tests.

' The cylinder heads of DG 103 were inspected upon completion of the l

confirmatory tests in accordance with the settlement agreement for the cylinder head contention. As a result, all heads were found to be j

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() operationally sound with no rejectable indications. However, one head was

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( replaced in accordance with the provisions of the settlement agreement, because it contained a through wall weld repair in the injector bore area.

Ihspections of other components in the engine were conducted as follows:

(1) Engine Block (1) Liquid penetrant (LP), and eddy current (EC), as appropriate, were performed on the complete top of the cylinder block and in the cam gallery in the two strain gage locations.

(2) If LP inspections were to exhibit crack indications between stud holes of adjacent cylinders then all studs on all affected cylinders were to be removed and EC inspections of the stud holes performed. Otherwise, only the four stud holes between cylinders 4 and 5 were to be inspected by Eddy Current examinations.

(ii) All connecting rod bearings were subj ected to liquid penetrant inspection.

(iii) All wrist pin and wrist pin bushings were subj ected to liquid penetrant inspections.

(iv) Turbocharger:

(1) Visual inspections were performed of the nozzle ring vanes and capscrews and the turbocharger mounting flange bolts.

(v) Crankshaft:

Liquid penetrant and eddy current testing, as appropriate, were performed on all fillet areas and on all oil holes of the crankshaft except at main bearings 1, 2, 10, and 11.

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(vi) Front end gears and gear teeth as accessible received a complete visual inspection for excessive wear or other distress.

(vii) Visual examination of cylinder liners was performed for excessive scuffing. Deglazing was performed as per standard procedure.

t (viii) Liquid penetrant inspection was performed for all stud boss areas of I

all of the AE pistons. Eddy current inspections were to be J

conducted to investigate any indications found by liquid penetrant inspection. A visual inspection of the crown to skirt contact

' surfaces was performed to determire if excessive fretting had occurred.

All of these inspections showed acceptable results and the components were i

O released for reinstallation in the engine. New piston rings were installed 4

l in the pistons (standard practice at Shoreham) and the cylinder liners were rehoned under LILCO's QA program to facilitate break-in of the new piston rings in accordance with normal reassembly practice. Also, two connecting rod bearing shell halves which were damaged during handling were replaced.

Detailed results of all inspections, including copies of the inspection J

reports, are provided as part of this report.

l i In conclusion, engine parameters monitored during the confirmatory test, strain gage measurements in the can gallery of the block taken during the test and all post-test inspections support the previous conclusion ' reached by the TDI Owners Group that the R48 engines at Shoreham are suitable for service as nuclear standby units. Further, this conclusive. confirmatory test has shown that the crankshafts are capable of infinite fatigue life at a

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l Upon completion of the reassembly and the qualified load of 3300 KW.

.l post-inspection testing of DG 103 as set forth in SNRC-1094, Exhibit A, the three TDI diesel generator sets at Shoreham will stand ready to serve their intended function as emergency back-up power supplies, i

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O II. -BACKGROUND' TDI Diesel Generator Owners Group In late 1983 LILCO replaced the original 13 I 11 crankshafts in the three TDI Diesel Generators at Shoreham with 13 X 12 crankshaf ts 'due to failure of ' the original crankshaft in EDG-102. Following the crankshaft failure, the TDI Diesel Generator Owners Group was established. From November, 1983 through June 1984 extensive engine tests and investigations of the design and manufacture of 168 component types in the TDI DSR-48 diesel generators at Shoreham were co$ ducted. Based on the tests and investigations, the TDI Owners Group concluded in June, 1984 that the TDI Diesel Generators currently installed at Shoreham are fully capable of performing their intended safety function. Details of this investigation were provided to the NRC in the nine volume report "TDI Diesel Generator Design Review / Quality Revalidation Report - SNPS - Unit 1" dated June 29, 1984.

Confirmatory Testing

' In late August,.1984 the NRC stated in prepared testimony and their SER on the TDI Owners Group Program that the review of information available as of l

l that time did not provide a basis "to reach an unequivocal conclusion regarding the overall adequacy of the Shoreham TDI Diesel Generators as emergency power sources for nuclear systems". The NRC concluded that, at rated load, Shorehan's crankshaft did not meet DEMA Standard Practices but may' still perform catisfactorily. The NRC also expressed reservations on L

acceptability of the engine block based on unresolved questions on existing p

cracks in the cylinder block camshaft gallery.

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(/ To alleviate NRC concerns on the crankshaft and block, LILCO committed to perform confirmatory tests on TDI Diesel Generator 103. These tests and inspections are outlined in LILCO letter SNRC-1094 dated October 18, 1984 (attachment 11-1) and involved accumulating a total of 10 stress cycles (740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months ) on the replacement crankshaft at or above Shoreham's qualified load. The qualified load, as defined in the NRC SER " Interim Basis for Licensing", is the load which meets or exceeds the maximum emergency service load requirements. This load has been determined by LILCO to be 3300 KW. Shoreham's TD1 Diesel Generator qualified loading is discussed in LILCO letter SNRC-1094 and was submitted as an FSAR revision in LILCO letter SNRC-1092, dated October 22, 1984 (attachment II-2). Additionally, during a portion of the confirmatory test, strain gage measurements were taken in the area of the cylinder block can gallery at cam saddles 2 and 8.

Post test inspections for various components were then performed as indicated in the Executive Summary.

Cylinder head inspections, as provided for in the settlement agreement of Suffolk County Diesel Generator Contention regarding cylinder heads (Attachment II-3), were performed during this inspection outage and are included as part of this report. Inspections on the cylinder heads were as ,

follows:

1. Liquid penetrant inspection of the intake and exhaust valve seat areas and the fire deck area between the exhaust valves.

2. Ultrasonic inspection for thickness of the fire deck area if not O previously inspected.

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O O 3. Visual inspection for through wall weld repairs of the fire deck where repairs are welded from one side only.

Fvaluations e

of inspection results were performed by LILCO and Stone &

Webster. In addition LILCO requested the assistance of consultants from Failure Analysis Associates and Forschungsgesellschaft fur Energietechnik und Verbrennungsmotoren abH (FEV) to perform inspections and provide their evaluation and assessment of certain components.

To demonstrate operability upon reassembly after the inspections, additional testing will be performed as detailed in SNRC-1094 and indicated below:

1. Ten modified starts to at least 1400 KW, but not to exceed 3300 KW.

2. Two fast starts to 3300 KW run for a minimum of four hours after each fast start.

3. One 16 hour1.851852e-4 days 0.00444 hours 2.645503e-5 weeks 6.088e-6 months test at load levels stepping up to and then down from 3300 KW. This includes a total of four hours at each of the following loads: 3300 KW, 2625 KW, 1750 KW and 875 KW.

Detailed inspection plans, results of inspections, tests and conclusions by component are included in following sections of this report.

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(h b ggg O LONG ISLAND LIGHTING COMPANY y

, ,,; 2 .g . . SHOREHAM NUCLEAR POWER STATION

] e.o. sox sie, NORTH COUNTRY ROAD e WADING RIVER. N.Y.11792 3

g JOHN D. LEON ARD, JR.

i VICE PREllOENT. NUCLEAR OPERATIONS October 18, 1984 SNRC-1094 i

Mr. Harold R. Denton, Director Office of Nuclear Reactor Regulation

U.S. Nuclear Regulatory Commission

Washington, DC 20555 5

g Confirmatory Testing of TDI Diesel Generators 3

Shoreham Nuclear Power Station - Unit 1 f Docket No. 50-322

Dear Mr. Den' ton:

As you know, LILCO has committed to do certain confirmatory testing of one of Shoreham's TDI diesels. The Staff concerns focus on the engine crankshaft and the cam gallery areas of the k engine block. Extensive discussions between our staffs and consultants resulted in agreement on various aspects of the E testing and associated post-test inspections and the attached i' document sets forth the testing protocol which has been agreed to.

As you can see, this document includes detailed information

concerning test duration, test instrumentation, strain gauges, post-test inspections and acceptance criteria. LILCO is currently l

conducting the confirmatory test at the qualified load of 3300 kw.

, The basis for the selection of this qualified load will be 5'

provided in an FSAR amendment to be submitted in the very near future.

I am confident that LILCO and the NRC can continue to work together to resolve any remaining concerns and that this confirmatory test will provide a mutually acceptable basis for finding these diesels reliable for their intended service.

l Very trul yours, J. D. eonard, Jr.

I Vi e-President - clear Operations R :ck Enclosure cc: P. Eselgroth C. Petrone All Parties Listed in Attachment 1

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SNRC-1094 Page 2

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bec: J. W. Dye w/o attach T. F. Gerecke w/ attach

, _J J. D. Leone-d L. F. Britt "

b ,///1w B. R. McCafIrey "

J. G. Wynne "

C' Chairman NRB w/ attach E. J. Youngling "'

W. E. Steiger D. Toner "

J. L. Smith "

R. T. Misiaszek "

R. A. Kubinak NOSD File "

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, A. F. Earley

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, J. M. Kelly SR2 !

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., ATTACHMENT I t

i i Lawrence Brenner, Esq.

j Administrative Judge Herbert H. Brown, Esq.

Lawrence Coe Lanpher, Esq.

l Atomic Safety and Licensing Alan R. Dynner, Esq.

Board Panel Kirkpatrick, Lockhart, Hill U.S. Nuclear Regulatory Commission Christopher & Phillips j Washington, DC 20555 8th Floor 1900 M Street, NW

} Dr. George A. Ferguson Washington, DC 20036

Administrative Judge

] Atomic Safety and Licensing Mr. Marc W. Goldsmith

( Board Panel Energy Research Group 3 School of Engineering 4001 Totten Pond Road i

Howard University Waltham, MA 02154 2300 6th Street, NW j W:shington, DC 20059 MHB Technical Associates 1723 Hamilton Avenue Barnard M. Bordenick, Esq. Suite K David A. Repka, Esq.

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San Jose, CA 95125

! U.S. Nuclear Regulatory Commission i Washington, DC 20555 Stephen B. Latham, Esq.

o Twomey, Latham & Shea For Federal Express 33 West Second Street 7735 Old Georgetown Road P.O. Box 398 To Mailroom Riverhead, Ny 11901 Bethesda, MD 20814

(&alph Shapiro, Esq. Fabian G. Palomino, Esq.

e Special Counsel to the Governor Cammer and Shapiro, P.C. Executive Chamber, Room 229 5

9 East 40th Street State Capitol NLw York, NY 10016 , Albany, NY 12224

$ Sacretary of the Commission Atomic Safety and Licensing j U.S. Nuclear Regulatory Commission Appeal Board Panel 6 Washington, DC 20555 U.S. Nuclear Regulatory j Commission j Atomic Safety and Licensing Washington, DC 20555 Board Panel y U.S. Nuclear Regulatory Commission Robert E. Smith, Esq.

W shington, DC 20555 Guggenheimer & Untermyer 80 Pine Street

. Jcy Dunkleberger Esq. New York, NY 10005 L

N;w York State Energy Office Agency Building 2 Martin Bradley Ashare Empire State Plaza Attn: Patricia A. Dempsey, Esq.

Albany, NY 12223 Suffolk County Attorney H. Lee Dennison Building Jonathan D. Feinberg, Esq. Veterans Memorial Highway N;w York State Department of Hauppauge, NY 11788 Public Service

Three Empire State Plaza Dr. Peter A. Morris Albany, NY 12223 Administrative Judge

("'S Atomic Safety and Licensing

mes Dougherty, Esq. Board Panel

'q_3045 Porter Street, NW U.S. Nuclear Regulatory Wachington, DC 20008 Commission Washington, DC 20555

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., Exhibit A t

b Shoreham Nuclear Power Station

? Confirmatory Testing Protocol v \

h Test Engine: EDG 103 will be tested.

Test Duration: The test duration will be for seven hundred 1 and' forty hours total, with credit to be given for all hours accu-

$ mulated at the test load identified below, since the installation l p of the replacement crankshaft. Two hundred and nineteen hours j (219) have been accumulated at or above the test load since the.

j installation of the replacement crankshaft. Therefore, 521 hours0.00603 days 0.145 hours 8.614418e-4 weeks 1.982405e-4 months y of operation at the test load remain for completion of the test.

j These 521 hours0.00603 days 0.145 hours 8.614418e-4 weeks 1.982405e-4 months need not be the result of continuous operation.

] It is understood and contemplated that shutdowns during the 521 hours0.00603 days 0.145 hours 8.614418e-4 weeks 1.982405e-4 months of operation may occur for a variety of reasons including i routine maintenance and surveillance tests. Such shutdowns shall j not affect the validity of the tests with respect to the crank-9 shaft and block unless the shutdown.is occasioned by a failure of that particular component. -

Test Load: The test will be conducted at a load of 3300 kw (qualified load) as measured using normal plant instrumentation

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(i.e. i 100 kw) which according to LILCO's letter dated September 11, 1984, (SNRC-l_077) from J.-D. Leonard to H. R. Denton, exceeds Oy the maximum emergency service load requirements for shoreham. No specific KVAR loading is required. The basis for this reduced s

W load requirement will be formally submitted to the NRC for its i

review and approval via an amended Section 8.3.1 of the FSAR.

Test Instrumentation: Normal control room instrumentation will be used to verify the load, and the load output in kilowatts will be logged every 30 minutes. Peak firing pressure will be measured by a Kiene gauge at the start and end of the remaining .

521 hour0.00603 days 0.145 hours 8.614418e-4 weeks 1.982405e-4 months test run.

Strain Gauge Measurements: Strain gauge measurements will be taken at two locations within the cam gallery area. Strain gauges will be installed near the cam saddle inward of the number

( l and number 8 cylinders and data will be recorded during an engine heatup to standby temperature, at several steady state operating levels, and during the performance of an engine start and loading. The two saddle areas in the cam gallery where the strain gauges are to be installed will be inspected by the magnetic particle or liquid penetrant technique prior to the installation of the strain gauges.

Pre-Test Inspections: Pre-test inspections will be at the discretion of LILCO. It is understood that the NRC staff will consider any indications found during post-test inspections to be L new indications occurring as a result of the engine test unless O LILCO has direct inspection evidence that the indications were present prior to the test.

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. Exhibit A - SNRC-1094 <

Page 2 Ih Post Test Inspections

], (i) Engine Block:

(1) Liquid penetrant (LP), and eddy current (EC), as 1 appropriate, will be performed on the complete top of

'; the cylinder block and in the cam gallery in the two locations of strain gauges.

(2)

J. If LP. inspections above indicate crack indications

' , between stud holes of adjacent cylinders then all y studs on all affected cylinders will be removed and EC

.i inspections of the stud holes will be performed.

]b Otherwise, only the four stud holes between cylinders 4 and 5 will be inspected by EC.

j (ii) All connecting rod bearings will be subjected to liquid

)! penetrant inspection.

(iii) All wrist pin and wrist pin bushings will be subjected to liquid penetrant inspections.

j (iv) Turbocharger:

l3 ; (1) Visual inspections will be performed of the nozzle P ring vanes and capscrews and the turbocharger mounting

( flange bolts.

E-y (v) Crankshaft:

U d Liquid penetrant and eddy current testing, as appropriate, j will be performed on all fillet areas and on all oil holes j

a of the crankshaft except at main bearings 1 and 2, and 10 and 11.

D d (vi) Front and gears and gear teeth as accessible will receive a a complete visual inspection for excessive wear or other distress.

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@ (vii) Visual examination of cylinder liners will be performed for l excessive scuffing with deglazing to be performed where j appropriate.

y hi (viii) Liquid penetrant inspection will be performed for all stud l4 boss areas of all of the AE pistons. Eddy current inspec-d tions will be conducted to investigate any indications si found by liquid penetrant inspection. A visual inspection i,j of crown to skirt contact surfaces will be performed to

.j determine if excessive fretting has occurred.

Inspection Acceptance Criteria: LILCO will use the

.: acceptance criteria based upon the TDI Owners Group acceptance

) criteria. In cases where these criteria have not been explicitly stated in Owners Group reports or in the Component Kevalidation i

checklist submitted as part of the Shoreham DRQR package (e.g.,

engine block, pistons) , LILCO will identify its quantitative criteria for evaluating indications as being acceptable and/or relevant, and provide the technical basis for these criteria.

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Exbibit A - SNRC-1094 Page 3 i

Post-Inspection Testing: Following engine reassembly, " hot" m

and " cold" crankshaft deflection measurements.shall be taken to verify that the crankshaft alignment is within manufacturer's recommendations. To the extent not already included as part of

' the manufacturers recommendations or plant Technical Specification requirements, the following engine tests shall be performed to

, demonstrate operability of the engine:

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Ten modified starts to at least 1400 kw, but not to exceed 3300 kw Two fast starts to 3300 kw One 16 hour1.851852e-4 days 0.00444 hours 2.645503e-5 weeks 6.088e-6 months test at load levels stepping up to and then down from 3300 kw. This should include a total of four hours at each of the following loads: 3300kw, 2625 kw, 1750 kw and 875 kw.

A modified start is defined as a start including a prelube period as recommended by the manufacturer and a 3 to 5 minute loading to the specified load level, with operation at the level for a minimum of one hour. A fast start is one conducted from the control room on simulation of an Engineered Safety Feature (ESF) signal with the engine on ready standby basis. The engine should be run for four hours for each fast start test. The 16 hour1.851852e-4 days 0.00444 hours 2.645503e-5 weeks 6.088e-6 months run is recommended to detect abnormal temperatures, pre temperature excursions that might indicate abnormal,ssures engineand/or behavior. Either a modified or a fast start may be utilized.

Reporting Requirements: A test / inspection report will be submitted for NRC staff evaluation. Abnormalities observed during the engine test, and any corrective actions will be discussed.

The report will also address all relevant indications and other unusual findings during the post-test inspection. The engineering disposition of all indications will be discussed and repairs /

replacements identified and justified.

l The above reporting requirements notwithstanding, any significant l

problems encountered, either during testing or inspection, will be immediately reported to the NRC staff in order to permit a timely evaluation by the staff regarding their significance and the adequacy of remedial actions by LILCO.

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Attachrnent II-2

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, ji LONG ISLAND LIGHTING COMPANY )

SHOREHAM NUCLEAR POWER STATION )

p.o. som sie. NORTH COUNTRY ROAD e WApiNG RIVER. N.Y.11792 l

JOHN D. LtON AAD.JR.

.co.q=r . .ucaan m.4ro.

October 22, 1984 SNRC-1092 Mr. Harold R. Denton, Director Office of Nuclear Reactor Regulation U.S. Nuc. lear Regulatory Commission Washington, DC 20555 Submittal of FSAR Revision Qualified Load - TOI Diesel Generators Shoreham Nuclear. Power Station - Unit 1

. . Docket No. 50-322

Dear Mr. Denton:

In response to item one (1) of section 4.6 entitled *" Interim Basis of the Safety Evaluation Report on Transamerica (O

for Licensing"(TOI)

Delaval, Inc. Owners Group Program Plan, we have developed a

" qualified load" by a combination of analysis and testing utilizing results of a recent pre-operational test performed on October 5 and 6, 1984 Applicable sections of the FSAR were revised to provide ,

your staff with the detailed technical bases and methods utilized in developing a qualified load of 3300 kW.

Five (5) advance copies are attached herewith for your information.

Revision bars, located in the margins, are used primarily to denote substantive text changes. These revisions, as submitted, will be included as part of the forthcoming Revision 34 to the FSAR.

If any additional information is required, please contact this office.

Very truly rs, 1

opn\ D.j hQl.

Leonard, Jr.

Vi pe President - Nucle r Operations -

ck Attachment cc: P. Eselgroth is C. Petrone All Parties Listed in Attachment I

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i ATTACHMFNr I i*

e 4' Lawrence Brenner, Esq. Herbert H. Brown, Esq.

, Dr. Peter A. Morris Iawrence Coe Ianpher, Esq.

i Atcmic Safety and Licensing Karla J. IAtache, Esq. ~

Board Panel Kirkpatrick, Icckhart, Hill

.3 -

U. S. m elear Regulatory Osristopher & Phillips

'I Ca mission 8th Floor

{ Washington, DC 20555 1900 M. Street, N. W.

2 Washington, DC 20036 f* Dr. George A. Ferguson Achinistrative Judge Robert E. M th Esq.

$ School of Engineering amenheiner s Wtem I. Howard University 80 Pine Street j . 2300 6th Street, N.W. New York, h Yo d MOM 1 Washington, DC 20059 I

3 Bernard M. Bordenick, Esq. MB Technical Associates

} . David A. Repka, Esq. 1723 Hanilton Avenue j U. S. Nuclear Regulatory Suite K

) Ca mission San Jose, CA 95125 I Washington, D. C. 20555

Fbr Federal Dcpress Stephen B. Ia' tham, Esq.

}.. 7735 Old Georgetown Road . haey, Iatham & Shea j 'Ib Mailroca ~33 West second Street l; Bethesda, m 20814 P. O. Box 398 Riverhead, NY 11901

Mr. James Daugherty ,

t 3045 Porter Street '

Fabian Palcmino, Esq.

& Washington, DC 20008 Special Counsel to the Governor

. Executive Chanber, Roca 229 .

. Ralph Shapiro State Capitol

. Caprner and Shapiro, P.C. Albany, NY 12224 9 East 40th Street New York, NY 10016 t.

[i Secretary of the C& mission U.S. h elear Regulatory

' Atcmic Safety and Licensing Appeal Board Panel-

! Ca mission U.S. Nuclear Regulatory

[ Washington, D.C. 20555 Ca mission l Washington, D.C. 20555 i

Atcmic Safety and Licensing

> Board Panel e U.S. Nucl?.ar Regulatory .

?' Ocrmission Washington, D.C. 20555 -

1 o

s Attachnent I Page 'ho Jay Dunkleberger Esq. Martin Bradley Ashare New York State Energy Office Suffolk County Attorney Agency Building 2 H. Ime Dennison Building Brpire State Plaza Veterans Menorial Higtway j

. Albany, New York 12222 Hauppauge, New York 11788 Jonathan D. Feinberg Esq. I New York State l Depart 2nent of Public Service !

'Jhree Dipire State Plaza ;

, Albany, New York 12223 '

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_ / SNPS-1 FSAR

4. Reactor vessel pressure

5. Drywell pressure

6. Drywell temperature 7.

Suppression pool level

8. Suppression pool temperature

9. Core cooling flows

10. Emergency power system operation and load status Plant components are designed to shut down safely on loss of nuclear steam so the operator's attention can be directed to the core and containment cooling surveillance without undue concern for-the balance of plant (BOP).

Ten minutes has been judged to be ample time for an operator to assess the situation, to determine trends of temperature and pressure, and to decide whether the containment spray should be started or whether the suppression pool cooling should be initiated. Action will depend upon the extent of the primary system break, but in no case is action required in less than ten minutes, and in general a longer time would be available.

)

4 The large number of possible variables (i.e., leak size, leak

- location, loss of offsite power, etc.) that must be considered after the reactor level has automatically been returned to a safe condition can best be judged and acted upon by trained operators using information displayed in the main control room in conjunction with established operating procedures rather than depending on the necessarily complex logic scheme required for automatic initiation.

The design evaluations are all based on these rather long operator delays, and indicate that considerable safety margin is still available.

6.3.2.18 Process Instrumentation Sufficient instrumentation is available to the operator in the main control room to assist him in accurately assessing the post LOCA conditions if one should occur. Basically, these indications are of two varieties: those that indicate the pressures, temperatures, and levels in the reactor vessel and primary containment, and those that provide indication of operation of the ECCS; position of valves and circuit breakers, flows, temperatures, and pressures of ECCS.

i t

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SNPS-1 FSAR L The RB service water pumps C and D and their associated discharge i

? valves are powered from Division III. One of these pumps will be maintained in manual standby and the remaining pump in automatic i standby. l E 7.3.1.8.3 Equipment Design l

?

1 control switches and indicating lights for the motors of the s ' service water pumps and the motor-operated valves are provided in i the main control room. Three of the four RB service water pumps start automatically if there is a start signal from the emergency

$ bus program. The remaining pump can be manually started from the d main control room. Instrumentation in the main control room j allows monitoring of the:

1. Discharge header pressure for each loop.

2. Flow to each RHR heat exchanger.

f e

j A high radiation alarm is provided in the discharge of each 'RHR

heat exchanger. Automatic indication, accompanied by an audible

alarm, is provided in the main control room when the system has been deliberately rendered inoperative by intentional operator

action.

I j The motor operated valves used to isolate noncritical portions of

the system and the two redundant portions of the system are

?

closed automatically on a LOCA signal or LOOP.

' The service water system logic is shown on Figs. 7.3.1-33A through AD. ~

I I 7.3.1.8.4 Environmental Considerations

', The safety related instrumentation and controls of the service i water system are designed to remain functional in the environmental conditions as discussed in Section 3.11.

) 7.3.1.8.5 Operational Considerations The portion of the instrumentation and controls of the service 4 water system used during plant operation is verified for operability by their normal use. The operability standby of the standby diesel diesel generator controls is proven whenever the generators are tested. The remainder of the system actuated by automatic signals is given a full operational test during every refueling period. The operability of the instrumentation required for safe shutdown is verified by periodic tests.

7.3.1.9 Containment spray Cooling Mode (RHR System) 4 Instrumentation and controls 7.3.1.9.1 System Identification The containment spray cooling mode is an integral part of the RHR

system and is used to aid in reducing drywell pressure and mixing The containment spray cooling containment air following a LOCA.

7.3-48 Revision 34 - October 1984 e t'- - ~ ~ er--!'_, y,, -m, ~~-.,- . _ _.._ _...__ _ __._.,__ _ _ _

). SNPS-1 FSAR supply. One source is derived from the normal station service

~

(NSS) transformer which is connected between the unit generator circuit breaker and the 138 kV switchyard. This design makes the NSS transformer independent of the main generator and allows it to be bused during startup and shutdown of the unit. A second

, ' transformer which is connected to the 69 kV transmission circuit

described above. Additionally, an onsite 55 MW gas-turbine generator will be available to supply auxiliary power to the RSS transformer in the event the 69 kW transmission circuit is out of I service. Spare RSS and NSS transformers are provided on site to replace the installed transformers in the event of a transformer failure.

1

$ 8.1.4 onsite A-C Power Systems 3*

The station electrical power system will include electrical equipment and connections required to generate and deliver power f at 138 kV to the transmission system. It will also include the facilities for providing power to and controlling the operation of electrically-driven station auxiliary equipment.

2 Three fast starting, onsite standby diesel generators, arranged

) so that any two have sufficient capability to provide all

necessary power for operation of engineered safety features, will i assure safe shutdown in the event that all normal sources of

[ offsite station service power are lost. Each diesel generator

~

has a qualified load of 3,300 kW. The nameplate ratings are r retained in the FSAR as these ratings were used in the design and b- initial testing phases. In the future however the new qualified

load will be used for all purposes.

The station electrical connections are shown on the main one line diagram, Fig. 8.2.1-1. Ratings of major equipment are given in L

Table 8.1.4-1.

8.1. 5 ' Onsite D-C Power Systems Three d-c systems are provided. One safety related system consists of three separate, and independent 125 V batteries, each with its own charger and* distribution board. Further, each battery is located in a separate, ventilated room of a building designed as Seismic Category I and the racks on which they are mounted are designed to meet Seismic Category I requirements.

The batteries are sized to supply emergency loads for a minimum of two hr. The loss of one of the batteries will not preclude the operation of the minimum required engineered safety features.

g The second system, nonsafety related, consists of two separate

~

and independent 124 V d-c service, two battery chargers, and a distribution panel. This system provides power to the source and l'

interwediate range nuclear instruments and process radiation

monitoring equipment.

j:

j 8.1-3 Revision 34 - October 1984 j

I SNPS-1 FSAR metal-enclosed switchgear with incoming main circuit breaker. and The 480 V emergency buses are physically isolated electrically independent.

The normal and safety related 4,160-480 V transformers are rated 1,.000/1,333 kVa, 3 ph, 60 Hz. The circuit breakers used as bus ties in the double ended load centers and all incoming main circuit breakers are rated 1,600 amp continuous and have an interrupting capacity of 50,000 amp symmetrical. All other feeder breakers are rated 600 amp continuous and have an symmetrical with interrupting capacity of 30,000 amp instantaneous trips and 22,000 amp symmetrical without instantaneous trips. All load center breakers are air-magnetic, drawout type.

Power for motors approximately 100 hp and smaller and other small power requirements are, in general, fed from motor control centers (MCCs) supplied from the normal or emergency 480 V unit substations. The MCCs are self-supporting metal-clad structures with circuit breaker type combination magnetic reversing or nonreversing motor starters and molded case circuit 14,000 breakers. amp Breakers used in combination starters have a symmetrical interrupting capacity. Breakers used for branch feeders have 22,000 amp symmetrical interrupting capacity.

O Emergency MCCs are physically separatedredundant such that any design

{) basis event which may affect one system shall not Class IE jeopardize proper operation of the other system.

required under lowest circuits are designed to operate as postulated transmission system conditions.

Essential nonsafety related 480 V loads required during the loss of offsite power are supplied from the emergency 480 V system through two circuit breakers connected in series loads and physically separated from each other. Certain nonsafety are tripped free of the emergency buses at the time of a LOCA (see Table 8.3.1-1 for details).

8.3.1.1.5 Onsite Standby Power Supply The following is a glossary of load and rating terms used in this section of the text:

Maximum design rating. This 2 hour2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months nameplate rating -

term is equivalent to the short term rating, as defined in IEEE 387,1977.

Continuous nameplate rating - Normal design rating.

1 8.3-5 Revision 34 - October 1984 l

SNPS-1 FSAR 8

Maximum emergency service load - Is the maximum load which would exist during a LOOP /LOCA. This load is a combination of

. equipment nameplate loads and

,' actual measured loads. Loads in

i Table 8.3.1-1A which are ik preceded by an asterisk (*) are j e actual measured loads.

e

'J Qualified load - An upper bound of the maximum emergency service load of all Q. three TDI diesels.

s j connected loads - Any equipment load which can be

!i powered by the diesels.

Maximum coincident demand - Maximum nameplate loads of

, equipment required to operate

.; during a LOOP /LOCA.

j The nameplate rating of each diesel generator set is as follows:

kf Continuous (8,760 hr) 3,500 kW

.' 2,000 hr 3,500 kW

] 160 hr 3,500 kW li . 2 hr per 24 hr period 3,900 kW 30 min 3,900 kW j' The 2 hr nameplate rating in any 24 hr period is the rating

,. without reducing the maintenance interval established for the continuous rating.

lI In response to item number one of Section 4.6 in the Nuclear

) Regulatory Commission's Safety Evaluation Report on the

? Transamerica Delaval, Inc. Diesel Generator Owners Group Program j Plan, a qualified load definad as an upper bound of the maximum

, emergency service load requirements for the Shoreham diesel l engines was developed. The use of this qualified load will i result in design margin when compared to operation at the

's nameplate ratings. The qualified load was developed by engineering analysis and actual load measurements taken at i Shoreham during testing of the diesels. As a result of these a considerations, the qualified load of each diesel generator set

is 3300 kW.

Table 8.3.1-1 was developed during initial design of the plant l

and therefore establishes a maximum design load for each diesel

generator. The values in this table are conservative in that

they reflect individual equipment loading based upon nameplate data.

10 l.

4 8.3-Sa Revision 34 - October 1984 l

li '

~

. SNPS-1 FSAR As such, the resulting loads (kilowatts) are summations of namplate values rather than the electrical loads respresentative of an operating plant. Values in Table 8.3.1-1 (as shown in revision 31 dated August 1983) were the basis for Diesel Generator Factory Tests, as described in Section 8.3.1.1.8.

Table 8.3.1-1A provides a more representative listing of actual diesel loads during a LOOP /LOCA and was derived by analysis and field testing. The parpose of this review was to confirm that r the SNPS maximum emergency service load requirement for a LOOP /LOCA is substantially below the diesel generator continuous nameplate rating, and also to justify a more appropriate

" qualified load". The use of these test results to establish more appropriate diesel generator loads at the operating license stage of review is consistent with Regulatory Guide 1.9 and the T.D.I. Owners Group SER. Table 8.3.1-1A represents the maximum emergency service load prior to any operator action being taken.

Intermittent / Cycle loads (i.e. MOV's MOD's etc) are not continuous loads and therefore are not included.

The evaluation of diesel generator loads made use of measured load values obtained during Integrated Electrical Testing and included individual system / component tests. Loads in table 8.3.1-1A (column entitled maximum emergency service lead) which

' are preceded by an asterisk (*) are measured / actual loads; all other values are equipment nameplate' loads. A brief description of each test used to obtain these actual loads is discussed below:

Measured values were obtained from the results of after a test duplicating the system configuration which would exist a LOOP /LOCA. The respective diesel generator for the equipment under test was utilized as the power source. Testing was t

performed with the equipment under test and associated systems steady state mechanically and/or electrically loaded to the levels.

The 480 volt ac LPCI MG Sets were tested at steady state conditions after the LPCI MOV's were placed in the closed r

(isolation) position and with the protection and control circuits only loading the motor generator. All four MG sets with all possible 480 V motor control center configurations were tested and the largest load value obtained during testing is shown in the table.

The load shown for the RHR pump was determined via an engineering load under all limiting test which evaluated the motor operational conditions. The maximum value shown represents puep runout conditions obtained when operating each RHR pump in the suppression pool-to-suppression pool test mode with the test valve wide open. This value is comparable to the design flow O expected when a single RHR pump is operating and injecting flow into a broken recirculation loop and also assumes a concurrent single failure of the alternate RHR pump or power train.

8.3-5b Revision 34 - October 1984 g

s e ,*

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4 4 o _ _

~. . . . . .. - __

l _ --- - - -.- - - - - - . -- -

a T

f SNPS-1 FSAR In addition, during design LOCA/ LOOP conditions two RHR pumps would initially operate resulting in a further reduction of individual pump flow and motor loading.

The emergency switchgear room, relay and computer ventilation ,

system was tested with either the "A" or "B" train energized for gmergency mode operation of the exhaust fan and air conditioning unit. The actual measured value is included in Table 8.3.1-1A.

The load shown for the RBSVS Chiller chilled water pump was determined via an engineering test which evaluated the motor load under all limiting operational conditions. The maximum value shown represents motor loading during single pump / loop operation with an assumed concurrent single failure of the associated pump or power main. Each chiller / pump combination was operated 1 singularly and in the fully loaded condition by allowing the chilled water temperature to increase above 65 F prior to i starting the test. Expected system operation would result in 2 i pump operation and would further reduce the loading.

Additionally, an analysis was performed to verify the feasibility of inhibiting the automatic start logic from one of - the two reactor building service water pumps on diesel generator 103.

i l,4 This review resulted in substantial decreases in both the maximum coincident demand for diesel generator 103. It should be noted 7 that the previous 2 hour2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months nameplate rating of 3,900 kW for all three diesel generators was based ~upon the maximum coincident demand on diesel generator 103, which was formerly 3,881 kW.

. Maximum coincident demand on the other two diesels have always been below 3,500 kW.

Analysis of the above test results and the removal of one service water pump from the automatic start logic results in maximum

! emgergency service loads for diesel generators 101, 102 and 103 (representing conservative LOOP /LOCA service load requirements) of 3,253, 3,209, and 3,226 kW, respectively. Table 8.3.1-1A provides additional details on the development of these loads.

Therefore, a qualified load af 3,300 kW will bound all three machines. ~

Even 3,300 kW is conservative because many loads were assumed to be at their maximum levels while in actuality this is unlikely to be the case. Moreover,' within 20 minutes after the start of an accident, loads lower than 3,200 kW for all three engines would likely be achieved by operator action to reduce core spray and RHR flow from runout to rated flow conditions.

'O i 8.3-5c Revision 34 - October 1984

._... _ __-. _ ._.__ ___. 2._. a _ ,v .,,.m.__.-._.s____.

~

h SNPS-1 FSAR The emergency diesel generators are automatically started on:

1. Loss of voltage to the respective 4,160 V bus to which each generator is connected.

2. High drywell pressure.

,. 3. Low reactor coolant level signal.

h If the preferred (offsite) power source is not available, the

- emergency diesel generators are automatically connected to the 4,160 V emergency buses and sequentially loaded. The capacity of

. any two emergency diesel generators is sufficient to meet the

. safety-related load required by a loss of coolant accident and loss of offsite ac power. The loading sequence prevents system instability during motor starting. A fast responding exciter and a voltage regulator ensure quick voltage recovery after any load t step. The generators use field flashing for quick voltage buildup during the starting sequence. Each diesel generator has

' independent start control circuits. The emergency diesel generator units are housed in separate Seismic Category I rooms.

Cooling water for each emergency diesel generator is supplied by

the service water system. For a complete description, refer to section 9.5.5.

Each diesel engine has redundant, independent air starting

!' systems. Engine cranking is accomplished by two stored air

. supp'.ies with sufficient capacity for each of the two supplies to

start the engine at least five times without using an air compressor. Fast starting and load pickup are facilitated by

'; electric heaters which keep the engines warm when they are not 4, running. For a complete description, refer to Section 9.5.6.

$ Each diesel generator is equipped with protective relays which l,

shut the unit down automatically in the event of unit faults.

ll During operation under emergency conditions, trip conditions are limited to those, which if allowed to continue, would rapidly l; The result in the loss of the emergency t.iesel generator.

- emergency diesel generators are tripped automatically under the j following conditions:

Trip I Function Exercise Mode DBA

1. Reverse Power X j 2. Loss of Excitation X X

.. 3. Overcurrent - Voltage Restrained X

-4 4. Generator Differential X '

X

". 5. Lube oil Low Pressure X t

i 8.3-6 Revision 34 - October 1984

l SNPS-1 FSAR Alarm Local Control Room

32. Generator Heater Loss of Control X

33. F.O. Suction Strainer High 1 Differential Pressure X

34. Jacket Water Conductivity High X

35. Motor Driven Fuel Pump Running X '

.-36. Field Flash Inoperative X

37. Fuel Oil Transfer Pump Locked Out X

38. Fuel Oil Booster Pump Strainer High X Differential Pressure Note: Alarm No. 24 includes Local Alarm Nos. 2 through 10, 17, 18, 19, 20, 27, 28, and 34. Alarm No. 23 includes Local Alarm No. 21 and 36. Alarm No. 22 includes Local Alarm No. 32.

The emer gency generators and the offsite power sources are synchronized only during periodic testing or restoration of service. Synchronization is done manually, through synchronization check relays, and automatic synchronization is not provided.

Onsite fuel storage is adequate for operating each emergency diesel generator for 7 days at the qualified load initially,

[)

ed followed by the post LOCA load profile for the remainder of the 7 days. This includes one day tank for each diesel, with capacity for 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months of operation with the generator fully loaded.

l A separate underground fuel oil storage tank for each emergency l diesel generator is provided. Each storage tank has two full capacity transfer pumps that are operated automatically at preset level points in the corresponding day tank. For complete

! information on the fuel oil system, refer to Section 9.5.4.

l The criteria used to size the emergency diesel generators were:

I l. The capacity of any two diesels is adequate to meet the safety features demand caused by a loss of coolant i accident.

l

2. The maximum continuous load imposed on the diesel is less than the continuous rating of the mr. chine, defined as the output the un!*. is expected to maintain for a minimum of 8,760 hours0.0088 days 0.211 hours 0.00126 weeks 2.8918e-4 months . The maximum coincident demand in the first 60 seconds (approx) during the operation of the motor-operated valves is also less than 3,500 kW.

These loads are given in Table 8.3.1-1.

3. Each generator is capable of starting and accelerating I to rated speed, in the required sequence, all of its (V

8.3-8 Revision 34 - October 1984 l

l 1.- _

- ' ' ,. f.* T}.... -. .;-} y -}_

I SNPS-1 FSAR l

largest ESF motor used) with a load of 1,550 kW {

(approximately 50 percent of the steady state emergency i load) already on the diesel generator. One test was '

performed on each of the three diesel generators.

b. Test Description and Results Preliminary tests were conducted (during the testing of

- each unit) to establish a load of 1,550 kW on water rheostat "B" and a load of 1,254 kW on water rheostat "A" (to simulate motor full load). The test panel gauge readings were verified against the calibrated laboratory instruments for kW, frequency, amps, and voltage.

The diesel generator was allowed to carry a load as set on rheostat "B" while the timers on the load control panel were set to simultaneously pick up the load on rheostat "A" and the induction motor load.

When temperature stabilization was reached, the added resistive load and motors were cut in and voltage, frequency, current, and kW load were recorded on the visicorder tape.

The results are shown in Table 8.3.1-4.

px_/ The tests demonstrate the ability of the generators and the excitation systems to accept a load approximately 30 percent higher than the most severe step load change in the plant design without experiencing instability resulting in generator voltage collapse or inability of the voltage to recover, and that there is sufficient engine torque available to prevent engine stall and to permit the engine speed to recover. These tests satisfy the requirements for factory margin testing ntated in IEEE-387-1977 in that the same acceptance criteria are demonstrated even though IEEE-387 specifies a step load only 10 percent higher than the most severe step load.

3. Load Carrying Capability (Maximum capability) Test Perform at the Factory

a. Purpose To demonstrate that the unit is capable of carrying a load 15 percent higher than the estimated continuous load of the plant which was based on nameplate load values of individual equipment. One test was performed on each of the three diesel generators,

b. Test Description and Resultr with engine (2 hr nameplate rating) at operating temperature, a load of 3,939 kW was established using water rheostats.

tv Test panel gauge readings for load and frequency were verified against the calibrated laboratory instruments.

8.3-16 Revision 34 - October 1984

SNPS-1 FSAR The engine was run for a period of 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months with a 3,939 kW load and maintaining a 60 cycle per second frequency.

Pertinent data was recorded.

No abnormalities were noted with respect to engine operating parameters, noise, or vibretion 'during

- operatica in the overload condition.

knadditiontotheaboveteststhefollowingspecificoperational functions were examined and verified at the factory:

Automatic starting Fast start capability Synchronous operation capability Load rejection capability Proper adjustment and operation of system alarm and safety functions Proper operation of system redundancy functions For a discussion of the emergency diesel generators preoperational test, see Section 14.1.3.7.24. Emergency diesel generator performance and surveillance tests during operation will be in accordance with the SNPS technical specifications.

8.3.1.1.9 Equipment Criteria y

Motor Size The criterion for safety related motor size is that the motor develop sufficient horsepower to drive the mechanical load under runout or maximum expected flow and pressure, whichever is greater. Safety related motors are sized to permit the driven equipment to develop its specified capacity without exceeding the temperature rise rating of the motor when operated at the duty cycle of the driven equipment.

1 l

l i

1 8.3-17 Revision 34 - October 1984

w 4

\, . SNPS-1 FSAR severe load of diesel generators because the equivalent of starting plus running load is imposed initially.

The factory sequential step-load tests for diesel generators 102 and 103 were performed approximately as closely as possible to the sequential loading shown in Table 8.3.1-2 for diesel 9enerator 101 loading as this is the most severe loading. Also, this served to confirm the results obtained from the tests performed on diesel generator 101 (the first one tested) which were not in full accordance with the requirements of Table 8.3.1-2 (see description below).

The results of the test of diesel generators 102 and 103 are given in Tables 8.3.1-5 and 6, respectively.

The test results show that voltage dip, frequency dip, voltage recovery and frequency recovery at any step load are well within the requirements stated in Regulatory Position C.4 of Regulatory Guide 1.9.

Diesel generator 101 was first tested to demonstrate its capability to start and accelerate to rated speed the loads of the original specification. The test confirmed the unit's ability to do so.

Oe The following additional tests were performed on diesel generator 101 to simulate load increases which occurred after the award of contract. The loads are shown in Table 8.3.1-2.

Test 2A - Inrush kva Test - To prove that the generator capacity and the voltage regulator response will meet the maximum inrush kva requirements of any step load.

This test was conducted by establishing a 500 kW base load on the unit and then starting simultaneously one 1000 hp and two 300 hp motors.

The voltage dip was 24.28 percent and the time of voltage recovery to 90 percent of rated was 0.45 sec.

The voltage dip and recovery were within the requirements of Regulatory Guide 1.9.

Test 2B - Inrush kW and Running kW Test - To prove that the engine governor system is capable of responding within the specification for the maximum inrush for the load sequencing. This test was conducted by applying motor loads and resistive loads in accordance with the required time intervals. However, only inrush kW and running kW of each load step was simulated.

O 8.3-24 Revision 34 - October 1984

. . . . . . . - ~ ~ . . . . . . - .

SNPS-1 FSAR

2. Load Rejection Test The load rejection test was conducted on each diesel gerarator by loading it to 3,500 kW, i.e. continuous nameplate rating of the

,* diesel generator, and dropping the entire load instantaneously.

-voltage, current, frequency, and kW load were recorded on the visicorder tape.

The change in speed and voltage on the rejection of the entire load is shown below:

Diesel Generator 101 102 103 Overspeed on load rejection, percent rated speed. 3.0 2.66 2.83 overvoltage on load rejection, 2.4 2.4 2.4 percent rated. (Approximately)

The results show that the overspeed is well within the requirements stated in Regulatory Position C.4. of Regulatory

[

L) Guide 1.9 and the voltage change is negligible.

All loads connected to the diesel generator (see Tables 8.3.1-1 l and 8.3.1-1A) are not included in the maximum coincident demand i

analysis and maximum emergency service loads for one or more of I

the following reasons:

1. The equipment is not normally operating and receives no automatic start signal after a LOCA.

2. The equipment is operating during normal plant conditions but has a seal-in type control circuit that drops out on loss of i offsite power sources prior to connecting the diesel l generators to their associated buses, and does not restart

! automatically.

l l

l I

O 8.3-26 Revision 34 - October 1984

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

.. SNPS-1 FSAR

3. The equipment is tripped intentionally (automatically) on a LOCA signal.

Table 8.3.1-1 identifies equipment being tripped. Disconnecting o f- load is based on a one-of-two logic of LOCA contacts - one each from the RHR and core spray system actuation logics - acting on Class IE 4 kV switchgear breakers, Class IE 480 V load center switchgear breakers, or 480 V shunt-trip molded case circuit breakers installed in Class IE motor control centers.

Except for the control rod drive pumps, all nonsafety related loads are connected to the diesel generator bus through two series connected breakers (for those 480 V loads that are disconnected on LOCA, one of these breakers is the molded case shunt-trip or switchgear breaker discussed above). The magnetic breakers have been installed to limit detrimental effects on the emergency buses due to faults and overloads on nonsafety related equipment. The power and control circuits for the control , rod drive pumps are treated as Class IE circuits, and the power circuits to 480 V nonsafety loads fed through two series connected breakers are treated as Class IE circuits up to the second breaker. Generally, Class IE and non-Class IE circuits do '

not share the same raceways. Wherever Class IE and non-Class IE circuits share the same raceways, these non-Class IE circuits 4

remain with and follow the same rules as Class IE circuits of respective separation division and are uniquely marked. i The emergency diesel generators are not used for the purpose of supplying additional power to the utility power system (peaking) .

Each emergency diesel generator unit has its own independent auxiliary system. Separate fuel oil storage tanks are provided to independently supply each diesel engine. The onsite fuel oil storage capacity provides for at least seven days operation of

. the emergency diesel generators at the qualified load initially, i followed by a projected post LOCA load profile.

The onsite power system satisfies GDC 17 and 18, IEEE 308-1971, L and Regulatory Guide 1.9.

I The design of diesel generator protective trip circuit bypasses satisfies Branch Technical Position EICSB 17 except for the i following.

j Paragraph B 1 of EICSB 17 states that the design of standby diesel generator systems should retain only the engine overspeed

and the generator differential trips and bypass all other trips i under an accident condition. The voltage-restrained time

! overcurrent trip (device 51V) is also retained during the

! accident conditions for the following reasons:

(

l 8.3-27 Revision 34 - October 1984 g - - - -

SNPS-1 FSAR water condensers. One of the supply pipes provides cooling water to two chilled water condensers while the remaining pipe supplies the other two. A separate, return pipe per diesel cooler wnsures that a continuous flow of service water can be passed through the coolers at all times. The full flow of water through each cooler is controlled by an air operated valve. Two separate return pipes are used to discharge cooling water from the RBSYS chilled

water condensers through temperature control valves. Service water from the diesel engine coolers and the RBSVS and CRAC chilled water system is discharged to the circulating water discharge tunnel.

A single pipe connected to each of the supply pipes to the RBSVS and CRAC chilled water condensers is used to provide water to the main chilled water condensers. Service water supply to the main chilled water condensers is not safety related. During an accident, service water supply to the main chilled water condensers is automatically isolated by double isolation valves.

During normal operation, two of the four RB service water pumps are in operation to supply cooling water to one of the RBCLCW heat exchangers, one of the four RBSVS and CRAC chilled water condensers, one of the two drywell cooling booster heat exchangers, and to the main chilled water condensers. No service water is required for residual heat removal or diesel engine cooling during normal operation. The third reactor building se rvice water pump is kept on automatic standby. The remaining service water pump is placed in manual standby and shall be a Division III pump.

During a normal or scheduled shutdown, two or three RB service water pumps operate to supply cooling water to one of the RBCLCW heat exchangers, to one or both RHR heat exchangers, to one of the RBSYS and CRAC chilled water condensers, to one of the drywell cooling booster heat exchangers, and to the main chilled I water condensers. The fourth pump remains in manual standby.

[ Radiation monitors are installed on the secondary (service water) l side of the RHR heat exchangers, on the primary (demineralized

' water) side of the RBCLCW heat exchangers, and on the service water drains subsystem. Effluents from the service water system are diluted in the circulating water discharge tunnel. The i

er.vironmental acceptance of these effluents is discussed in Section 2.4.12.

I Since the service water system utilizes seawater directly from Long Island Sound, the only practical means of corrosion control l is the selection of suitable materials. Thus, all safety related piping and the internals of all service water system components are fabricated from corrosion resistant materials that are designed for service in a seawater environment.

O 9.2-3 Revision 34 - October 1984 c . . .. .. .. . -

SNPS-1 FSAR Turbine Building Service water subsystem The turbine building service water subsystem is shown on Figure 9.2.1-18. Service water supply to the turbine building consists of three 50 percent capacity motor-driven pumps, each rated at 8,'000 gpm and associated piping, valves, and instrumentation.

The three pumps discharge to a common header that branches off to each of the two TBCLCW heat exchangers. Service water supply to the TB is not safety related. Service water supply to the TB is isolated from the RB service water system by double isolation motor operated valves. During normal operation these valves are locked closed. In an absolute necessity, RB service water flow could be supplied by the TB system. However, the double isolation motor-operated valves receive signals to close during a loss-of-coolant accident or a loss of offsite power.

During normal operation, two of three TB service water pumpsheat are in operation to supply cooling water to the TBCLCW During exchangers. The third pump remains in automatic standby.

a norn.sl or scheduled shutdown, one of the three TB service water pumps is in operation to supply cooling water to the TBCLCW heat exchangers. One of the two non-operating pumps remains in automatic standby.

A list of components by the TB service water system is provided Oe in Table 9.2.1-1.

9.2.1.3 Safety Evaluation The RB service water subsystem is capable of cooling essential It is designed so that

( equipment through two redundant headers. system from no single failure of any component will prevent the a design During basis performing its intended safety function.

accident, each supply pipe is capable of providing sufficient cooling water to the following equipment, essential to the safe shutdown of the plant:

One residual heat removal (RHR) exchanger required for

1. and containment cooling as described in long-term core Section 6.3.2.

l O

9.2-4 Revision 34 - October 1984

. - - . . . - - _ a _.

O SNPS-1 FSAR

2. One reactor building closed loop cooling water (RBCLCW) heat exchanger.

3. All three diesel engine coolers.

4. Two reactor building standby ventilation system (RBSVS) and control room air conditioning (CRAC) chilled water condensers.

The RB service water subsystem is designed so that, following an accident, not less than two service water pumps will be in operation to cool the equipment listed above.

No service water is supplied to the TB or the main chilled water system following an accident.

The design margin for the above mentioned components is based on the maximum duty required for each. In addition, sufficient redundancy is provided in the individual systems to accommodate loss of a component.

On an accident signal, such as low reactor coolant level or high primary containment pressure, the following automatic operations take place:

1. The isolation valves on the service water pump discharge header close, dividing the main supply pipes.

2. Service water supply to the RHR and drywell cooling booster heat exchangers and the main chilled water system is isolated.

3. The TB service water system is isolated from the RB service water system.

4. The motor operated valves in the supply pipes to both RBCLCW heat exchangers are interlocked in the open position.

1 i 5. Three RB service water pumps are signaled to start. The l fourth service water pump, powered from Division III,

remains in manual standby.

6. All RBSYS and CRAC condensing water pumps start.

l After the above automatic operations, operator action is required l to supply service water to the RHR heat exchanger when it becomes necessary, i

! Upon loss of all offsite power without LOCA, the following j operations take place automatically:

) 1. Service water pumps are tripped.

2. The standby diesel generators are started.

9.2-5 Revision 34 - October 1984

.= - ::...:- , : - 1 == a =_ -._- --.:-- - - - _ . - .

3NPS-1 FSAR

3. When diesel generator operating voltage is reached, the diesel generators are connected to their respective buses. (Safety related instrumentation is supplied from the emergency buses as soon as power from standby diesel generators is available.)

y 4. The RB service water pumps on each emergency bus start 12 see after the diesel generator is connected to the bus, except for the service water pump on manual standby.

5. Valve operators move automatically into the position for post-accident condition with the exception of the drywell cooling booster heat exchangers which remain in position.

In the event of an accident, followed by loss of offsite power, all operations described above take place automatically. In addition, the following events take place:

1. Valve operators move automatically into the proper position for post-accident condition.

2. Operator action is necessary to supply service water to 73

the RHR heat exchangers.

The RB service water subsystem is designed so that it is capable of accommodating any single failure of a component within the system or of a component in another related system without affecting the overall system capability of effecting plant shutdown and cooldown or post-accident heat dissipation.

Operator actions may be required to isolate a given failed component from the remainder of the service water system and to transfer cooling to the redundant cooling subsystem.

A single active or passive failure of a component diesel generator trip, in the service water, system initiates an alarm, e.g.,

flow, level, pressure or temperature condition in the control room. Upon annunciation, the operator responds by remote manual initiation of the necessary valve action to isolate the failed component and to make use of the proper independent redundant subsystem.

Following a design basis accident with coincident loss of offsite power, the maximum heat load on the service water system, with minimum safeguard equipment operating, would be 129,300,000 Btu /hr resulting from the following safety related sources:

O 9.2-6 Revision 34 - October 1984 w w w v - - ,--g - w- - ~ - - - - - v-~ -n -

9.5.4 Diesel Generator Fuel Oil Storage and Transfer System 9.5.4.1 Design Bases The plant is provided with three standby generators separately driven by three diesel engines operating on No. 2 fuel oil. Each engine is supplied by a separate diesel generator fuel oil storage and transfer system design to allow for 7 days operation of the diesel engine at qualified load / post LOCA load profile.

All safety-related portions of the diesel generator fuel oil storage and transfer systems are designed to ASME III, Code Class 3, and Seismic Category I requirements.

The system design incorporates sufficient redundancy to prevent a malfunction or failure of any single active or passive component from impairing the capability of the system to supply fuel oil to at least two of the diesel engines.

The diesel generator fuel oil storage and transfer systems are designed so that makeup fuel oil may be transferred from the auxiliary boiler fuel oil storage tanks to the fill piping for the diesel generator fuel oil storage tanks. Auxiliary boiler fuel will be compatible with diesel generator fuel requirements.

Missile protection is provided for the fuel oil storage and transfer systems in accordance with General Design criterion 4 of 10CFR50, Appendix A.

9.5.4.2 System Description

! The diesel generator fuel oil storage and transfer system (Fig.

9.5.4-1) located in and adjacent to the diesel generator rooms in the control building, consists of:

Three buried diesel fuel oil storage tanks - one for 1.

each diesel engine. Each storage tank has a capacity of 42,000 gal., providing sufficient fuel oil for 7 days of operation initially at the qualified load followed Each tank by a is vented projected post LOCA load profile.

to atmosphere.

2. Six 10 gpm full-capacity, electric motor driven rotary positive displacement fuel oil transfer pumps (two pumps fuel oil storage tank) are for each diesel generator provided. Each pump is provided with a relief valve Each discharging back to its associated suction is line.

mounted diesel generator fuel oil transfer pump directly above its associated fuel oil storage tank.

3. A diesel generator fuel oil day tank for each diesel engine is situated in the associated diesel generator room. Each diesel generator fuel oil day tank is sized to store 550 gal. of fuel oil. Each diesel generator fuel oil day tank is supplied with a flame arrestor on the vent.

l 9.5-36 Revision 34 - October 1984

._ - , _ :- ' : = .:: : _

- 7 . . - . -_.---

O SNPS-1 FSAR

(

4. Two 13 gpm, full capacity, positive displacement fuel oil booster pumps per diesel engine. The shaft driven and d-c motor driven booster pumps are piped in parallel and mounted on the diesel engine skid. Each pump i , discharge is equipped with a relief valve back to the pump suction. A large mesh Y type fuel oil strainer is located upstream of each booster pump.

I 9.5.4.3 Safety Evaluation

{

As a result of the redundancy incorporated in the system design, the diesel generator fuel oil system provides its minimum required safety function under any of the following conditions:

1. Loss of offsite power coincident with failure of one dies 11 generator.

2. Loss of offsite power coincident with maintenance cutage or failure of one diesel generator fuel oil transfer pump or one diesel generator fuel oil booster pump associated with each diesel generator.

Each diesel generator fuel oil storage tank is sized to store sufficient diesel fuel oil for a minimum of 7 days of operation initially at the qualified load followed by a projected post LOCA load profile. Additional fuel oil may be readily delivered to the site by truck on short notice. The fuel oil storage tanks are buried 2 1/2 ft below grade, with a 4 ft separation between the sides of each tank. The tanks rest on, and are covered by compacted sand. Six in. above the top of the tanks, supported by the compacted soil, is a 2 ft thick concrete slab, designed to Seismic category I requirements. The fuel oil transfer pumps are mounted above this slab, and take suction through the top of the tanks. A seismic Category I concrete block house is provided above each tank to enclose the two fuel oil transfer pumps, associated discharge piping, instrumentation, and manhole into the tank. The blockhouse and slab together provide the fuel oil storage and transfer system with adequate protection against potential missiles due to tornadoes or hurricanes. This arrangement meets the intent of General Design Criterion 4.

The diesel generator fuel oil storage tanks are adequately protected against long term corrosion by the following means.

1. The tank interior is coated with an epoxy finish.

2. The tank exterior is costed with a =ine rich polysmide primer and a coal tar epoxy material.

The diesel fuel oil storage tanks will be inspected periodically.

The tanks are sloped a minimum of 1/26 in. per ft, or 2 in.

b'O s_/ total, to accumulate any moisture at the low end of the tanks, away from the fuel oil pumps. The fuel oil will be sampled as 9.5-37 Revision 34 - October 1984

-_ - ._ _ - . _ L X ' T._D ~ ~ ~ ~~: ~?* L : :

2_ _ . _-- _ -_ - ___ __ _

- - - - - - - . . a . .. -

SNPS-1 FSAR described in Section 9.5.4.4. If excessive amounts of moisture are found accumulating in the tank, a portable sump pump will be i used to remove the water via the sounding tube.

Each of the diesel generator fuel oil day tanks is sized to store a maximum 550 gal. of diesel fuel oil, as allowed by National Fire Protection Association (NFPA) standards, Vol.1, 1971-1972.

Jrhis storage capacity provides for 2 hr. of continuous operation l of the diesel generator at qualified load. The sulfur content of the diesel fuel oil is specified at 1.05 percent maximum, by

weight, to minimize corrosiveness of sulfur compounds in the g diesel engine exhaust gas.

9.5.4.4 Testing and Inspection Requirements 7

The diesel generator fuel oil supply piping is hydrostatically 1

tested during construction. All active system components and controls are functionally tested during startup and periodically

(

4 thereafter. The diesel fuel oil is sampled periodically to f determine possible contamination or deterioration of the oil in j the storage tank. The diesel fuel oil inventory is periodically S checked. The Y strainer located on each fuel oil booster pump 6 suction line is cleaned quarterly, after 100 hr. of operation, or 2 upon a high differential pressure alarm, whichever occurs first.

9.5.4.5 Instrumentation Application-

)

! Each of the diesel generutor fuel oil storage tanks is provided

> with a connection for manual determination of the diesel fuel oil

. level. A level transmitter is also provided to give a continuous

computer monitored reading of the tank level in the main control

- room. On low fuel level, a low level alarm, initiated by a level

switch independent from the level transmitter, is annunciated in 9 the diesel generator room, and a diesel trouble alarm is

annunciated in the main control room.

Each diesel generator fuel oil day tank is provided with local indication of the day tank level. A level switch is provided to e alarm high and low diesel generator fuel oil day tank level on the standby diesel generator panel, and diesel trouble in the

. main control room. The level of the fuel oil day tanks is controlled by the automatic starting and stopping of the corresponding preferred diesel generator fuel oil transfer pump.

Should the preferred transfer pump fail to start, a redundant level switch will automatically start the second fuel oil transfer pump. Manual pump control is also provided on the standby diesel generator panel for starting or stopping either the preferred or secondary fuel oil transfer pumps. In the event I that the pumps fail to stop, a gravity drain overflow is provided from the day tank back to the diesel fuel oil storage tank. An

. interlock is provided to automatically shut off the fuel oil L transfer pumps when the carbon dioxide fire protection system is

' actuated in the associated diesel generator room.

P

9.5-38 Revision 34 - October 1984 I

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] mgply ran at 3 2 2 2 14 16 16 l

! mattery staan w agply

!I Fan 2 3 2 2 1.6 2 1.6 1.6 i Omtson anum Air Omditisme- '

l*' 1M thit de 2 1 1 1 33.9 33.9 -

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I Osguter stumm Inhaust Fan 19 2 1 3.0 1 1 S.S -

j- pesus od11er senza thheisst Fan 3 2 1 1 1 2.4 2.4 - .

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. Serves ==11 Interposing 1 kwm 1 1 1 1 - 8.e -

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str atxam went11stless 0.75 2 1 1 1 0.5 9.5 -

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master ameniral W late 10tal Design Assis loss some of penslanan Osincidiset

. noting Plant of Omlant Accident offsita 5tner Desmand sta tensatti (1) (2) pwat.lasi _ _ NI saader 0-10 Min lo Min mi Det stantsy) W toa w I02 w 103 I Uct pH1 Set Roast 18musti-1aticsi 3 4 2 tsut om>1er sex

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simetaan op mater Offette Ptner Deand Utilometti (1) (2) 0-10 sein 10 sun m Jeot standbri

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l tal malciott lando ,s ase free sus-facenser's data ser the cs, nei omrvice i-ter paws, moear-,-arster ents, movs cailler =de., and all j motor greater than 100 sqs.

Ii!

(3) 3 service teter pape are regained for let stanter. On loss of offeite pouer, it le asessenry to go to a cold ehmedmet sounditlen if 00-103 aboe mot start, almor the tieve regained sesvice isster gneups trill not be avellable. Isota that m!y tie service taiter pape ase l repaired for a dreign basis imCA cesu11 tion. (Oily asus pap is corrected autanstim11y to DG-103, the other any be coseected umsmaally

! enlY 1 t

! tel 1Wo imitte are started on DG 103. One = tit le shst dam team it le ds+=rmissed ediidi esction of tim systmus esill be uses.

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t. i j i (St ihmee nunclass IE *=gw=ionts are mot repaired for a esfe shut &ami. famaig inticated for various undos of epasation le destruble, f j although siot enematial. All remaining cxpyonente ese Class IE.

i

. O painiana anse shstonesi requisuments der a maction time break. Actual pay repaisemmits depend en break 1ar=* tan lame Smetjen 6.3.30.

(7) X indiates lomo repaised.

i f l t tel theen lands ase trif ynd intentianally 4=*==tice11yl on a ICCA

19) thsee lando ase mot sensally agerating anS received no estssuntic stant siipal after a Ista.

(101 These sennofety related lande hose smal-in type comtsol casonits that deep out ami a lame of offeite peuer prior to _t== to the diemet generatare.

l (11) Thmes Ict's are casameted to their sumpactive diamel buses but do not sperate*gan a tota. ,

I (12) 1hm land to be arried by the pH sets ameists of omrtain motor cyareted valves. On that tel, esse est sporetse at Soll load and one set i operates issleaded.

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I (11) 1hese loads are estamatielly tripped toissi diesel generater starts.

t l (14) These loads are _ - " fram starting until le assastem after a lith olynal.

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i , (15) tmen turnema by bot.ary diargare ase beamd en the de tamatg of the bettery diasymre.

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Stat trug Plant of (bolant arridesst Offeite haar Service ined 0e4 Summets j l msnskan 05) mutier 0-10 pun 10 stin on 942 Stanttir* Drelot (G-102 DG-Of I

i 998 998 C 1 '

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sesVS asut OUC tentar ,

- 8 Od11er 292 4 2 2 2 235 235 410 1

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ImSVS thit Cooler 30 0 4 4 4 96 96 C 1 j

'! pnSVS Ikhsuet tran 100 3 2 2 2 82.5 82.5 02.5 1 i

.. Iemactor Nilding thhaust

! ! Edostar ran 7.5 2 1 1 1 6.0 4.0 C

' ' ImSvs riltar Ruheet 0 11 6.6 Ret 2 1 1 1 6.6 6.6 C 1 i peGDI Cim. Pop 100 3 2 2 2 30 00 E 1 j Diesel Generator Air a : ompressor 10 6 - - - - - - S j -

Dicael Generator mani

- S j : 011 Transfer map 8.5 6 2 2 2 - -

i Diesel Generator Jadust

i tanter temater 36 het 6 - - - D D D l i Diceal Generator Jedust j tentar peep tanssa mage 2.5 Ist 3 - - - D D D l

Diesel Gerwrator Rahm i oil Nester 20 Ret 3 - - - D D D Diesel Generator Before

! i, s After late oil map 5 3 - - - D D D

, e I

1 of 5 asvieksi 34 - ocester 19e4 l

l I

1 i

I i

i i

l I

. . . ., .. . . . . .. .. . . . . . . .s ..s.. . m .....

h .-

( TU . .

abeS-1 FSNI Tafitz 3.3.1-I A IBOMMCY Difst2, GNOtMfGI syyrtM % -

MMIMM IMJGM3 StJNICr. IINE heiter Ilmtpaired Mmmeplate 1btal Design hemis loss Ices of N - Sunnpancy Rating Plant of (botant Accidtmt Offaits Stasar Servim Inad (te4 Remustis ytautkue St>l hauber 0-10 Min 10 pun on (not Stamtzy) IIG-IOl DG-102 IE"T5Y e

mas t amur. ear um tar 4.2 ime 3 - - - o o o

. - aattery Chanymt (125 VI 60 kva 3 2 2 2 20 25 17 6 i

120 V ac instnannt ptasar 100 kva DG 101 3 2 2 2 30 00 40 6 I

100 kva IIG 102

. 50 kva DG 103 120 V IItrumenpuncy remos 65 kva - - - X A B D Diesel Generator Ilman Vest

!e Sqqly ran 20 3 2 2 2 16 16 16 1

, settery nom wat thqiply .

! I ran 2 3 2 2 2 1.4 1.6 1.6 1 j j , omtmot anna Air Onu11tJan-

i ing thit 40 2 1 1 1 33.9 33.9 C i Qint.rol amm inunt mi-me-l ;

l : ran 7.5 2 1 1 1 6.0 6.0 C l lj asergency Mtchemar, stelay a ossputer hxus Air Qwdi-i timing thit 40 2 1 1 1 =36.4 *36.4 C 15C Air Orditiening 40 let 1 - 1 1 A B 40 1

<' thit j TSC Air Qioled 30 lef 1 - 1 1 A B 30 1

, oudenser

]

, sper9erry Mtdupmer, IIslay a

', i on , uter =x== m hsuet ran 10 2 1 1 1 S.e s.e C

!l g

IttSVS Odller Rxmn Ekhaust ran Ferverasell hhaust Fan 3

16 2

2 1

1 1

1 2.4 0.0 2.4 0.0 C

C 1

1 '

l !' scrwresell Interposing 1 kva 1 1 1 1 A 0.0 C 1 *

, , k lay Panel

! : 80C kxas vmtilatim 0.75 2 1 1 1 0.5 *; . , C 1 l .

I !

a i 2 of 5 Mian 34 - ectseimr 1w4 i

i i

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_ ._ . . . - - . . . - - ~. .m. .- .,. m,_.., e m ,,..,e m ,m v,w r.. noaw.v.,u.~r

.. . .,ti.,s, m

mes-1 esaa

_ TAME 4.3.1-1A Mu't_LDI."2-pmx2MM peMANCY (MMM St.WICE8mm_

14WE

i D iat. w.1 mober M 8ruel

)

Bettrug Plant mi-.- .. - - _ .. -, .

f l ptssetjan

_ ODI of Omlant Accidmet Offsite Ptame Service Inad pse ;

! Maher 0-10 Min 10 Man cri _ttbt Starutsyl Dumartes DG-ICL DG-102 EE",-103

laCI M set huma %seti-LitJm 3 4 2 '

thtt haar ICC (31 kuun 2 2 1.5 1 2.4 2.4 4.0

} w Ftsel 9001 Qeling 1 1 1 A 1.2 C 1

1 itstar Ptsy 30 i 2 -

Ier, Inwel Ray GCS, net, 1 1 F F C :

seCI ICICI 7.5 4 j

l me==g,eurre o ut. - Hyd. 4 2 4 12.0 12.0 C

? switmebirer 1 !

109 Bar 2 -

Milv-Ir5 temsters 6.6 las 4 -

1 -

O D C MiTV-IIS Sidasers 4.4 -

A D C i

3 - - '

naalauan mmitartav 1 10 D D C ugticing tapuv=ient Ise 407.2 ter 4.0 3.2 C I

r m. s-ar u tuu,., 0 ist x D a D s $

pometor Protection 9ysten -

x x . x }

L M Set s 25 2 - - !

menetor Protect 1m system 2 D D C anck, Transformer 9 .

25 inna 1 Battery Diary r 224 V 3 kva 1 A B B punterrweible Rner 4 - - -

D D C tvital Bust 37.5 Inan 1 unnterrgtable Rner 1 1 1 A B 30 (security a n===d- 4 catirmel 20 Wa 1 1 mattery O mrger teenurity 1 1 A B 16 6 arut assumicatiel 20 kva 1 -

i hunterrwtible Ptmer - -

A B 4 6 toonputar heel 20 kva 1 Omtrol Rxt Drive hay 250 2 -

1 1 1 16 a C 4 Dryisell Onling Systman 1 D D C l'an 25 0 - -

4 D D C 3 of 5 88'1818R 34 - Oct'*** I M

b y-. . . . . .. . . . ,.

. .... .T . . ... L .. -... A ..,.~ ~' ~ u .w.s-: ea..a.~ . u ~~... . ~ ~ ,-

l l

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c SBfS-1 PSAR Tam 2 0.3.1-1A I IDnG3CY Dit:5F2, Q3sFJUt!Ut SV!mpt e .

~sUitM M I W35 k N stWVICE 14W is~

! Itummp1ste %tal heter asesitel

! Design basis toes Icos og Dating Plat Shutisaan L. , _ _ _y

hauctiou __ 05) of Omlant Accident Offeita ptasar

! hster 6-10 Man 10 Min on Jeot staneyl

$s cvios lead (W) Rummets p ict w to2 0G-103

! Prtmary Omtaissent 2 kva i

2 -

i Air omter amfeed -

1 c D C Ihactor tentar C1serup mucire. Map 60 2 -

i stspressian W1 May -

1 A D D !

anck hap 25 1 - -

staia habine '%rning Gear 60 1 -

D B C I

Main hrbine Piggyback -

1 A R D ;

, h rning Gear Drave 0.5 , ;

1 -

i temin habine hening Gear -

1 A B D t

! 011 hap 40 l 1 -

i Stun habine amaring Lift -

1 A B D {

hop 5 7

,' W hsbine Wrning - -

7 D D D !

1 Gear 1.5 2

. h hshine W rning - -

2 D D C i

Gear Oil hap 10 2 - -

'IFP ESC Omtrol 1.5 Ima 2 2 D D C

Transformer - -

2 D D C Staney ifaA Qmtag! .

ms'y 40 e

Stan@r Ligald Omtrol 2 - - -

D D C Main eteeter le les C'A Liquid Omtrol 1 - - -

A D C Mi=ang senatar 45les stardy Ligtsd Omtzol 1 - - -

D a C senet Tracang 3 Wa senat Tracing Trane- 2 - - -

25 Wa 2 D D C

. torner 1 1 2 20 20 C 400 V pH: Set 6 20e 4 2 2 2 *19

*19 e30 7 1

4 of 5 movielen 34 - Deene=r 1984 i

s 4

4 A

i 1

1

)

w ~.s . . .w . v. ,. . :s . m . . .<.,. :.m.,. m ..~ n.

m..ts:v. r:.tm c :..&.s, a;..r:smsn:suu.n: uw.w.. , * . ~~cat flow into an anchen Itseise. 3ety.~~

~~Maxistan load 119%.2 leg for DG-103 corresponde to ano legt paup at tw> cst flow into a brehen Racisc loop ard the other psip operating at egectsd flow corditione into the intact icop.~~

~~l 3 1 Dav. III pop in pall to lock li.e.) re auto start.~~

~~4 Actual test data seulsed load value of 32 kte vs. 60 let nameplate.~~

~~i 5 tom!s are cyclic tral act crmtirnsous, tlwrefore not included in total.~~

~~6 set an actual seesured load. Ioad chtaired freum Table 0.3.1-1.~~

~~i 7 Mr. art int 11 he wtlonded after IJCI valves have staked, S. Det a artiramme load.~~

~~9. RPS PC met dP-energires en liXP/10CA. .~~
]
~~ums, i~~
~~A. Det aIG 101 load B. Not a W102 Icud~~
~~ttt a W 103 load C.~~
~~I D. Trigged cm a tirA/tces of Offelte Ptner/DG Start j E. Inchal twt for lo sun. on tirA, sianual start and ausmael lirW F.~~
Ahanletratavely de-energiral ret regattual charing first cycle of 49Pret.lorte b sper't fu'II*
a i Actual suusured loads i
i 1
~
%,. . a. . . . . . . + . . ... .r.w 4.w. .Au n.e-, u m e" -~w s.wtM ..-4 ** ** * <49%%1r . .M> ~*r s%<~ =e s. -:: s u a.* W ~a **AtewM s .
l 9 95-1 FSAR TAst2 8.3.1-2 SRQUnertAL tmDDC w OttSEL Qle3Urftet SETS rertgesp ser TIE FN7 arf *
fue matal prake Starting Durating Smesanne _(Sect (3) More, power Osmaalative IkwarToner _ kva (4) _ kti (4) kW (4)
?
Diesel 101 . * '
1. Initial lead - letor Iced, 9 - - 4,742 inclimilius NWe, IAq., etc. en 038.9 e30.9 1,000/1,33) kva, 4,140-400 V, -
transtammer trith et iWa=en {
. 2. Start met may 2 1,250 1,250 5,644 999 1,837.9 9 [
i 3. start ts hop 7 1,250 1,250 5,638 990 2,e35.9 ,
l 4. Start Service unter haup 12(2) 450 450 2,022 and susvs etttar -
354.s -
292 1,327 235.0 3,42s.9 S. sawe amplate operation {
, 60 ppuaal - - -
(19.7) 3,4o9.2

l
~~6. Ihreselly stop innan not repaired 600 - On - - - t~~
): and arkt additicusal inaam as 4
j required wathin tJe rating of 3 the diesel generator
' Diesel 102
? 1 Initial Iced - setor land, 0 - - 4,449 792.9 inettating my*e,124., etc. en 792.9 I ,
1,000/1,333 kva, 4.160-480 V, transfoner trith et tag =darios !
~~2. Start Iset may 2 1,250 1,250 5,644 999 1,791.9~~
~~3. Start Cs hop 7 1,250 1,250 5,63s 990 -~~
~~2.799.9~~
~~4. Cart Service tentar hop 12(2) 450 450 2,022 358.0 -~~
arut seSV5 0111er - -
292 1,327 235.0 3,362.9
~~5. Mme amplete operetJan 60pwrom) - -~~
(18.38 3,364.s i
1
, 1 of 2 asvielen 34 - Octadisc 1984 t
i i
i
)
l
.. ....J.. ,,
l 138 % 1 FSAR . ,
t W 0.3.1-2 fCGft'DI j Time . metal Drake starting Itsudng n - t=*1ve sagsanos (Soc) (31 Ikrampaser Ihrerpmer _ kva 14)
W (4) kes'le) . .
t Diesel 102 torsit'd)
~~6. $imensally semp loads ant aupaired~~
. . Gee - On - - - - -
1 and add ashiit.lonal lands as
!* requirut within the rat.ing of -
! the diesel generator Diemel 103
' 1. Initial Emed - samar lead. 0 - - 3,931 697.4 including MWm.1Ag., etc. en 697.4
}; } 1,000/1,333 kva, 4,160-4e0 v, -
~~transformer with et i=r-t-ce~~
~~2. Start Iset masp 2 1,250 1,250 5,644 999 1,696.4 I~~
3. start Met hop 7 1,250 1,250 5,644 999 2,695.4 4 !
!. 4. start tne Service tenter hope 12(2) 450 400 4.044 716 =
)- , asul tne 3eSVS Odllar - -
584 2,654 470 3,001.4 -
e
~~5. sawe amplete @erstjan 60 taggstal - - -~~
3,See.7
~
10.7) !
! 6. stop Imat ye, se,1 auc Gee - ei - - - (1,240.2) 2,640.5 j and sesvs tentar odilar and i I
assoe. aus. -- a- 1,etart '
1sc air conditiming.
j (1) All lamps amtart'and a majority of mun11 unters are apairrel enge $subsction antees.
i 1
(2) Servim tanter perpe asuS M5VS ch"lars receive start niapinia fram the Inse pengram et 12 ase as afundt.
Hasver, other interlacia samy delay motor start twyond this point.
t (3) 1 tie tism ehme in table la tJam after the diesel generstar tuember closes to its ammarimtad 4 W tums.
j tel ined values emiadated frian neglate data.
4 i
2 of 2 Revisian 34 - Octsdamr 1984 i
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1 1 __ _ _ _ _ _ _ _ _
. . . . . - . . - - . - . _ - . - . . . ~ .
-w
'k( 4' ENPS-1 FSAR 14.1.3.7.24 Emergency Diesel Generators Preoperational Test Objective
{.
', To verify the caprbility of the emergency diesel generator system
- to start upon receiving a start signal from the varior modes, j come up to operating speed, phase on to its bus, and m try its
~~Tated load~~
~~{ Prerequisites 4~~
~~! 1. The applicable general prerequisites, as listed in~~
, Section 14.1.3.4, will be met.
Ij 2. Emergency diesel generator room ventilation system
'5- Operational.
. .) '
'; 3. Sufficient load available for full loading of system.
1
'i. 4. Emergency diesel generator auxiliaries available and
]- ready for diesel operation.
.4
-3 Test Method a
~~1. Each emergency diesel generator was started under l j)(?~~
~~simulated loss of se power conditions, ECCS initiating~~
~~)) signals, and proper starting'and automatic bus stripping demonstrated.~~
)
,) 2. The emergency diesel generators were started l A simultaneously under simulated loss of ac power j conditions, ECCS initiating signals, and proper starting 0 and automatic bus stripping demonstrated.
'1
~~/j 3. The ability of the emergency diesel generators to accept~~
3 their rated load and maintain proper voltage and J frequency within design requirements was demonstrated. l 4
l 4." The ability of the emergency diesel generators to f maintain a load equal to the continuous rating for the j time required to reach a temperature equilibrium plus 1
~~hr was demonstrated. l~~
} 5. The ability of the emergency diesel generators to-maintain a load at least equal to 3500 kW for 2 hr has i been demonstrated for DG-101 on March 7, 1984, DG-102 on O January 30, 1984, and DG-103 on August 6, 1984. This i was accomplished prior to the issuance of the SER on the j TDI Owners Group Plan and the development of a qualified j load as described in section 8.3.
The ability of the emergency diesel generators to
{; p) 6.
j
~~( maintain a load at least equal to the qualified load (3,300 kW) for a time required to reach a equilibrium plus 1 hr was demonstrated.~~
temperature l
I j 14.1-33 Revision 34 - October 1984 j .. . . . - . ... . . . . . . _ . . . . . .. _ . . . . . . . . . . . _ ..
SNPS-1 FSAR 7.
The ability of the emergency diesel generators to reject a load ac least equal to the qualified load will be demonstrated.
~~8. During the plant preoperational test program, the diesel generators shall be tested in accordance with the intent of Regulatory Positions~~
- C.2.a and C.2.b of Regulatory Guide Used 1.108, " Periodic Testing of Diesel Generator Units as Onsite Power at Nuclear Power Plants" (Revision 1, August 1977) in that the diesel generators will be tested enveloping the load conditions that would be expected if actual demand were placed on the system, in accordance with Section 8.3.1.1.5.
~~9. A confix.uatory test will be performed to establish the adequacy qualified load.~~
~~of the TDI diesel engines at the 3300 kW Acceptance Criteria~~
~~1. The applicable general acceptance criteria, as listed in Section 14.1.3.6, will be met.~~
~~2. The emergency diesel generators can supply and maintain O rated requirements.~~
~~load and voltage in accordance with design~~
~~3. The emergency diesel generators will start and supply the 4,160 V ac emergency buses in all operating modes.~~
~~4. Bus stripping requirements.~~
~~will be in accordance with design~~
~~5. The emergency diesel generators can reject load without tripping.~~
~~6. The TDI Owners Group acceptance Criteria will be applied at the above. conclusion of the test described in item nine (9)~~
In case where these criteria have not been explicitly stated in Owners Group reports or in the Component Revalidation checklist submitted as part of the Shoreham DRQR package (e.g. , engine block, pistons) ,
LILCO will identify its quantitative criteria for evaluating indications as being relevant, and provide the technical basis for and/or acceptable these criteria.
14.1.3.7.25 Primary Containment Local Leak Rate Test Types B and C Objective I
(;v) To verify that the leakage rate of primary containment isolation valves and testable penetrations is less than the allowable value specified in 10CFR50 Appendix J - " Reactor Containment Leakage Testing for Water Cooled Power Reactors."
14.1-34 Revision 34 - October 1984
=- - -'~ ~ " ' ~ ~ ~ ~ ~~ ' ~ ~ ~ " ' ~ ' ~ ~
SNPS-1 FSAR Prerequisites l l
~~1. The applicable general prerequisites, as listed in section 14.1.3.4, will be met. ;~~
~~2. All piping penetrations sufficiently complete to~~
~~. facilitate testing their isolation valves.~~
~~3. Isolation valves operable and seated by normal remote means.~~
~~4. Fluid piping drained adjacent to tested valves, wherever 4~~
~~possible.~~
~~5. Nonpiping penetration construction complete.~~
~~Test Method~~
~~1. Primary containment penetrations will be pressurized to the maximum calculated post-accident primary containment internal pressure.~~
s l
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14.1-34a/b Revision 34 - October 1984
.- ---_x .....s,ne= - . n ::_::...::.L_.._,,..-. .-- -
_... . . _ _ _ _ _ _ -- - ~ - - ~ -- -
.._ . . . . . . - - ~ - - * * - -
Attachment II-3 ,
s, UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION Before the Atomic Safety and Licensing Board l
~
/
In"the Matter of )
)
} LONG ISLAND LIGHTING COMPANY
) Docket No. 50-322 (OL)
)
@ (Shoreham Nuclear Power Station, )
j Unit 1) )
~
0 RESOLUTION OF SUFFOLK COUNTY DIESEL GENERATOR CONTENTION REGARDING CYLINDER BEADS After submisson of pre-filed testimony on the Suffolk
\,
c County diesel generator contention concerning cylinder heads, i
E d discussions were held between the parties that have resulted in resolution of the contention. The parties have agreed to do the following:
(1) Suffolk County will withdraw its diesel generator contention concerning cylinder neads from consideration in this ASLB proceeding.
(2) In return, LILCO will do the following with respect to all cylinder heads currently in use at Shoreham:
(a) Perform an ultrasonic inspection of the firedeck of all the cylinder heads at six locations to verify that the minimum thickness requirement of .400 inch is met. The six locations are specified as follows:
. O d
j '
l
.[) (i) The first location is on the firedeck between the exhaust gas ports I approximately directly between the two
, exhaust gas ports.
(ii) The second location is approximately 1 1/2" from the first location in a direction toward the exhaust side of the cylinder head.
(iii) The third location is approximately 2" from the first location in a direction toward the intake side of the cylinder head.
(iv) The fourth location is approximately midway between the injector port and the exhaust port on the governor side of the head.
(v) The fifth location is approximately intake gas ports.
directly between the two, (vi) The sixth location is approximately midway between the injector and exhaust port on the flywheel side of the head.
Cylinder heads not meeting this thickness requirement will be replaced. Credit for previous inspections conducted by the Owners Group and tne NRC on the Snoreham l
cylinder heads is acceptable to meet this requirement.
l (b) Perform surface inspection (either liquid penetrant or magnetic particle) of intake and exhaust j valve seats and the firedeck area between ene exhaust l
j valves to verify that they are free of unacceptacle I
O
. - ~ . - . . - . - - - _ . - - - . - . - - . . - . . . _ - . . - . . - - - - . . - - . - - - - - . .
- ~ ~ = - - - - - - - -- -
_. , _ _ . _ _ .-- -.. - - - . - ~
j.- .
,2 h surface defects. LILCO will be permitted to take credit for previous DRQR inspections of the existing cylinder i
heads provided those inspections were performed after the j
a cylinder heads had compi ted 100 hours0.00116 days 0.0278 hours 1.653439e-4 weeks 3.805e-5 months of operation at greater than or equal to full load (3500 kw). Cylinder heads with unacceptable and irreparable surface defects i
will be replaced. Acceptance criteria are as specified in ASME 8 III, paragraph FE-5350. '
(c) Ascertain from shop records or otherwise whether
, any heads have through-wall weld repairs of the firedeck j where the repair is performed from one side"only. Any k such heads will be replaced.
(d) Cylinder heads purchased as replacements will be insnected in accordance with paragraphs 2(a) and (b) and subject to paragraph 2(c) above.
(e) LILCO will bar the engines over with the i
barring device and roll the engines over with the air 3
start system prior to any planned starts, unless that planned start occurs within four hours of a shutdown. In 4
addition, after engine operation, the engines will be barred and rolled over on air after fcur hours but not more than eight hours after engine shutdown and then
]
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- . - - ..- .-. =. --.
~
'd .
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_4_
barred and rolled over once again approximately 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months after each shutdown. In the event an engine is removed from service for any reason other than the barring and rolling over proced.ure prior to expiration of the eight hour or 24 hour2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months periods noted above, that engine need not be barred or rolled over while it is out of service.
Once the engine is returned to service, LILCO will bar the engine over and roll it over with air once at the time that it is returned to service. . .
(f) In addition, LILCO will bar over and roll on f- s air each engine on a once per week basis for ,a period ending N-1 six months after the engines are turned over to Plant Staff and monthly surveillance testing begins. If no leakage from cylinder heads is detected during this period, this procedure will be discontinued for each engine as to which this is the case. If cylinder head leakage is detected during this period in any engine, this procedure will be continued for another six month period only for that engine. This weekly barring and rolling over is not recuired with respect to an encine that is out of service for any reasen other than the barring and rolling over procedure. Any engine that has been out of service for any reason other than the barring and rolling over a
O
. m - --
f .
1 1
. . . - - . ... -.. c.
~~(_s~~
( procedure will be barred over and rolled over with air
. once at the time it is returned to service. The requirements of this subparagraph (f) will cease for all three engines at such time as at least 740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months of
,' operation at the FSAR continuous load
~~are accumulated on ,~~
~~any one engine while it has the currently installed f cylinder heads and all the cylinder heads are inspected~~
~~after the 740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months are accumulated in accordance with~~
! paracraph 2 (b) above and found to be free of unacceptable I
surface defects. In determining whether the 740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months i g- have been accumulated, credit may be taken for any hours ,
( of operation at or above the FSAR continuous load accumulated since the installation of the currently installed cylinder heads.
l
( (g) Any head which leaks due to a crack will be i
replaced.
(h) The obligations of LILCO set forth in this agreement become effective immediately upon the l
~~The current FSAR continuous load is 3500 kw. At present,~~
, LILCO is preparing an FSAR amendment that redefines the con-tinuous load as 3300 kw. LILCO expects to subnit this FSAR amendment to the Staff for approval in the near future. It is contemolated by the parties that this revised continuous load of 3300 kw will be the "FSAR continuous load" for purposes of this agreenent provided that the amendnent is anproved by the
. NRC Staff. In the event this or a similar amendment is not
/ approved by the NRC Staff, the parties contemolate that the FSAR continuous load to be used for purposes of this paragraph is 3500 kw.
i t
~-
(
acceptance of this settlement agreement by the Licensing Board.
A
~
ax/ f foN Cotinty u
g gho f Island Counsel for Nx
" Codnsel Commi ion or
.. a
~
c leR Regulatory OLKW ~
Co6nssl for State of New York U
DATED: September.71 , 1984 O
O
[ . . - ..
7 III. 10 CYCLE COFIRMMORY TES'r RUN Bnergency Diesel Generator 103 ommenced the 525 hour0.00608 days 0.146 hours 8.680556e-4 weeks 1.997625e-4 months segment of the long duration run at 3300 i 300 m at 10:00 PM, October 8,1984. As of that
, time, the following history had been a m - lated on that engine since crankshaft replacement:
'Ibtal hours @ 3300 m or greater - 220 hours0.00255 days 0.0611 hours 3.637566e-4 weeks 8.371e-5 months ,18 minutes Hours rErnaining to am_= late 740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months at 3300 m i 100 m -
519 hours0.00601 days 0.144 hours 8.581349e-4 weeks 1.974795e-4 months , 42 minutes.
Earlier the same day, engine runs with strain gauges installed in the cam gallery area in the vicinity of nunber 2 and number 8 cam saddles had been g empleted. Results of the strain gauge testing are addressed separately in a 'IDI Owners Group Block Report.
'Ihe long duration run was performed under LIIOD Repair Rework R43-2055 in accordance with the guidelines developed during discussions with NBC. A copy of this Repair Fework was provided to the NRC Shoreham Senior Resident Inspector (P. Eselgroth) for information. 'Ihc basis for the test
( was later formalized in LIICO letter SNBC-1094, dated October 18, 1984.
l Readings of engine load and other engine parameters were taken every half hour using Control Romt and other normally installed instrumentation during the 525 hour0.00608 days 0.146 hours 8.680556e-4 weeks 1.997625e-4 months run. A copy of the typical data taken is enclosed as Attachment III-1.
O
- . - . - _ ~
O One set of cylinder firing pressure readings was obtained within the first
(
eight hours of the 525 hour0.00608 days 0.146 hours 8.680556e-4 weeks 1.997625e-4 months run. A copy of the rmaings .is enclosed as Attachment III-2.
On October 9, 1984, it was noted that a newly installed drain valve on the air inlet line to the intercooler had broken off. 'Ibe engine continued to operate after the incident. T;TTm Deficiency Report IDR-2511 was written to document this deficiency. 'Ihis deficiency was identified as being caused by vibration of the valve as a result of the support configuration.
A design change to install a line cap instead of a valve was inplemented during the October 17, 1984 outage. A copy of the IDR is enclosed as Attachment III-3. A review of DG 101 and 102 conditions indicated that
,, the supports on those engines were satisfactory because of a different
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The engine was shutdown at 3:30 PM on Wednesday, October 17, 1984 due to a leak at a junction between the main lube oil supply header to the engine and a 1 inch branch line which ran to the turbocharger. At this time approximately 429 hours0.00497 days 0.119 hours 7.093254e-4 weeks 1.632345e-4 months and 3 minutes had been accumulated towards the 740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months . The engine had been operating for over eight days. Subsequent l investigation of the leak indicated that a hanger installed on the line above the area of the leak required nrxlification and resulted in an additional stress being placed on the line. IDR-2519 was issued to document this discrepancy. A subsequent review of this condition on all three engines indicated that the hanger in this location could be deleted.
I g A copy of the IDR is enclosed as Attachment III-4. The lube oil line O
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repairs were nude, strain gages were rmoved frm the cam gallery as previously scheduled, and the cam gallery re-inspections were cmpleted on Friday, October 19, 1984, h long duration run was rectanenced that
, evening at 10:30 PM. Frm that point until the cmpletion of the run thirteen days later, the engine operated without incident.
As of 8:27 PM 'Ihursday evening, Novmber 1, 1984, 740 hours0.00856 days 0.206 hours 0.00122 weeks 2.8157e-4 months of operation at 3300 kW had been arv' elated. However, the engine run was continued to accunulate additional hours. The engine was brought below 3300 KN at 2:00 AM, November 2,1984, and fully shutdown at 3:15 AM, the same morning. At that time, the engina had accmulated 745 hours0.00862 days 0.207 hours 0.00123 weeks 2.834725e-4 months and 46 minutes at or above 3300 kW. A set of firing pressure readings was cbtained within the eight hours preceding the final shutdown at the end of the run and crankshaft web deflection readings were taken with acceptable results fifteen minutes after engine shutdown. A copy of the firing pressure data is enclosed as Attachment III-5 and the web deflection data are enclosed as Attachment III-6. Engine firing pressures taken at the start and end of the 525 hour0.00608 days 0.146 hours 8.680556e-4 weeks 1.997625e-4 months run showed no unacceptable trends.
Operating data frm the run has been reviewed, found acceptable, and is being retained as part of the T.TTm permanent records.
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OREHAM i
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~~p. j CRANKSHAFT WEB DEFLECTION AND THRUST CLEARANCE RECORD SERI AL NO.~~
' STOMER MG ~/03 ENGINE MODEL r h dialindicame this f orm to secorJ crankshaf t detsection and thrust efearance information. Thrust clearance should be maa.ia.J by t e method. Deflection and thrust clearance shoultf Je checked end recordod immediately after youtiragh or l k chocki:ig, t*ie l unit start up. ef ter 7 days (16'3 houest of condnuous operation, and each 6 months thereafter. Deflection and thru.t c earares I
made taf er the unit s in seevice should be made et>ile the engine is hot, i.e. sirithin 4 hours4.62963e-5 days 0.00111 hours 6.613757e-6 weeks 1.522e-6 months attes me unit ha.tseen
. the timrerature of the o.1 en the engine futie oil sump tanti or engine bese, i When an engie.e in wh:ch t'.e connecting shaft is solidly cou.,ted to the flywh et. ch shouRI be m tss f-I l.2 m.l. This deflection allows tnr thermal distortion of the concrete foundation
.e.. marine installations, appropriate compensations for therma! distortiores of the ndat.on.
i When en eng.ne is snow.ited on a steel foufo ard tion will tse ha.*d o, the inca: ions and temperatures of fuel It the deflection ir. .v.y crar.= ir a, eng. e in seevice e.ceeds 3 mels, i i ane twe, edpunt c'4:1h e =:ted: ,
.'s -2 %?scorrective en the nest action art:acert cran. add. vp tu a r tal cf 4and rn.fs deficction between these adjacent cranks. The excep6on to the abo t*ie connecting shaf t. These engines may have in encess cf 2 r. mis deflection as 8 ase a ttoihte coucli,a t> t*cen the five.fics: %ct on at positions i
posit.on Na No. 3 in tt.e crank adia cnt to the tivw5ect. In eng.nes with solidly coupled e 9 %c c:an b hstt Sct tne daf tertian gJJ).: at f(ro 4! PUtd o' fJo 13"d eten the c'ankthaf t in the d6tection 0 of norrnal rotation.
15 AFTER BOTTG*.4 CCNTER l
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RV ENGINES 52 AFTER VERTICAL SOTTOM CENTER I
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This section contains the reports for each mwni:nt persuant to SNBC-1094 and, in addition, a report on the cylinder W a. The individual omponent reports include a description of the inspections that were performed, the results of the inspections and conclusions regarding each omponent.
Copies of the inspection plans and inspection reports for each cmponent are also provided in this section of the Confinnatory Test Report.
(
1
CRANIGHAFT Cmponent Nunber 03-310A I. Introduction Confirmatory testing requirments in accordance with SNIC-1094 and the inspection plan, Attachment CS-1, are 1) liquid penetrant testing of all crankshaft fillet areas and external radius of oil holes except for fillets and oil holes at main bearings 1, 2, 10 and 11; 2) eddy current inspection for evaluation of all recordable linear indications; and 3) eddy current inspection of oil holes to three inches frm the journal surface except oil holes at main bearings 1, 2, 10 and 11. Recording and acceptance criteria are as indicated in attachment CS-1.
II. Inspection Results Copies of all inspection reports are provided in Attachment CS-2, and Failure Analysis Associates Report " Eddy Current Exanunation of Shoreham Nuclear Power Station Unit 1 Dnergency Diesel Generator II)G 103 Post Endurance Run", Novmber 29, 1984.
Main Bearing Journals n
) Liquid penetrant inspections and eddy current evaluations of main bearing journal oil holes and fillet areas were performed in accordance with Attachment CS-1 with satisfactory results. All recordable liquid penetrant indications were evaluated and found to be non-relevant and acceptable.
Eddy current inspections of main bearing oil holes were performed in accordance with Attachment CS-1 with satisfactory results.
Connecting Ibd Journals Liquid penetrant inspections and eddy current evaluations et :onnecting rod oil holes and fillet areas were perforrned in accordance w -h Attachment CS-1 with satisfactory results. All recordable liquid penetrant -
indications were evaluated and found to be non-relevant and acceptable.
Eddy current inspections of connecting rod oil holes were performed in accordance with Attachment CS-1 with satisfactory results.
III. Conclusions All crankshaft inspections required in accordance with SimC-1094 and Attachment CS-1, which include the nest highly stressed areas of the crankshaft, have been satisfactorily empleted.
'Ihe 13 X 12 replacement crankshaft ps successfully passed the confirmatory test program. Conpletion of the 10 cycle endurance test at the qualified (O) load proposed for Shorehan of 3300 KN d m onstrates that these crankshafts exhibit infinite fatigue life at the qualified load. Further, it fulfills
( the NRC's requirement of 10 cycle testing of the crankshaft as described in the NRC staff's SER.
Based on the above inspections and testing, LIICO and its censultants conclude that the final evaluation of the 'IDI Owners Group remains unchanged. It is confinned that the crankshaft is acceptable for nuclear service. Further, the crankshaft has successfully empleted confirmatory testing.
Oyj' s
p i p - _ _ _ _ _- _ __ _ - -_ _ . .. ._
l Attachment CS-1
.. J Rev. 2' 3 ) Date 11/16/84 k
POST ENDURANCE RUN INSPECTION COMPONENT DESCRIPTION:
-TDI 0.C. NO. 03-310A COEP. NAME Crankshaft TYPE OF INSPECTION:
X LP X ET _UT _ VISUAL (fluorescent) _MT ~3 AREA TO BE EXAMINED / EXAMINATION DETAILS:
~~1. Perform liquid penetrant testing of all fillet areas and external radius of oil holes except for fillets and oil holes at main bearings 1,2,10 and 11.~~
~~2. Perform eddy current evaluation of all recordable linear-indications found by liquid penetrant test.~~
~~3. Perform eddy current test of oil holta to 3 inches from the journal surface except oil holes at usin bearings 1, 2. 10 and 11.~~
~~) RECORDING CRITERIA:~~
1. In accordance with NDE 6.3, photograph any recordable indications gl 2. In accordance with NDE 11.1 or 11.6 for fillet areas. In accordance with NDE 11.3 and Tables 1 or 2 (attached) for oil holes.
~~3. In accordance with NDE 11.3 and Tables 1 or 2 (attached)~~
~~' ACCEPTANCE CRITERIA:~~
~~1. Linear indications recorded in accordance with NDE 6.3 may be evaluated by eddy current testing for acceptance.~~
1l 2&3.In accordance with NDE 11.1 or 11.6 for fillet areas.
accordance with NDE 11.3 and Tables 1 or 2 for oil holes. For oil' In jl holes only (not including external radius on journal surface) - if initial eddy current test results exceed Tables 1 or 2 dimple or depress area of indication 11/32", reperform eddy current test and
~~replicate. If the indication still exists in excess of Tables 1 or 2, report on an LDR.~~
REFERENCE DOCUMENTS:
i 1. CODES, STANDARDS ASME III NB 5000, ASME V, ASME IX ASTM A668E, A456-71, A503-75
~~2. TDI 0.G. NDE 11.6, NDE 11.3, NDE 11.1~~
~~3. LILCO NDE 6.1, 6.3, F-46109M COMMENTS:~~
i
. TABLE.1 (Q
Main Journal 011. fole Inspections for Shoreham Usptil of. Notch" (mils)
=.
Journal. Location 0" to l frcm 1" to 2"'from- 2" to 3":from Journal Surface: Journal. Surface Journai Surface
.' Front End + + +-
Between Cyitnders 1 and 2 40 + +
Between Cylinders 2 and 3 40 + +
Between Cyltnders.3 and'4 15 30 40 Betecen cylinders 4 and' 5 10 20' 30 Between Cylinders 5 and'6 10 10 20 Between Cyltnders 6 aird 7 10 15 30.
GBetween Cylinders 7 ani 8 10 15 30 Flywheal End l'0 20 30.
TADLE 2 Crankpin Oil Hole Inspections for Shoreham Depth of liotena (mtis)
Crankpin. Location 0" to 1" f rorr 1"' to 2." frcri 2" to 3" from Journal Surface Journal.' 50rfaco Jourral Surfa:e Cylt'nder 1 + + +
Cylinder 2 + + +
Cyltnder 3 20 40 +
Cy1tneer 4 15 20 40 Cyltncer 5 10 15 70 Cylincer 5 10 15 20 Cylinder 7 15 20' 30 Cylindar 8 16 20 40 0
~~Widtl.cf i notch is twice the d g th..~~
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November 28, 1984 NPD-84-1061 A. Nuller NED Evaluation of Crankshaft Inspections DG-103 Confirmatory Test Shoreham Nuclear Power Station - Unit 1 W.O. 44430 The attached inspection reports have been evaluated by NED as noted below:
1 All inspections have been completed in accordance with the require-ments of the confirmatory test as provided for in E&DCR F-46548 and appropriate revisions.
All inspection results are satisfactory. No LDR's are required or were generated as a result of these inspections.
The following consultant personnel concur with this evaluation:
. FAA Dr. L. Swanger
. FAA L. Bisbee
/l/ , Ja .
C. K. Seaman Project Engineer MS/ tis Attachment cc: E. J. Youngling R. M. Kascsak M. Schuster G. M. Laurie R. VanGalder D. Pietrowski Dr. L. Swanger Dr. F. Pischinger L. Bisbee O
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l l 2 F CYLINDER HIOCK Comonent Ntaber 03-315h I. Introduction . Confirratory testing in accordan with SNRC-1094 and the inspection plans, attachments CB-1A, CB-1B and CB-1C regture:
~~;. 1) liquid penetrant or magnetic particle examination of the cylinder block top surface;~~
2) eddy current examination of all stud holes that have stud-to-stud indications;

3) eddy current examination of four adjacent head stud holes between cylinders 4 and 5 if no ligament cracks exist; or, if no ligament cracks exist on any bolt holes on cylinders 4 and 5 but exist elsewhere, then perform the inspection on a sanple of four adjacent stud holes between the cylinders with the ligament cracks;

4) liquid penetrant and magnctic particle examination of cam wM1es 2 and 8 and the areas adjacent to the through bolts; p
~~i 5) depth measurements of all linear indications in the cam gallery area noted in 4) above using surface resistance probe;~~
~~6) visual examination of cam saddles 2 and 8 and the areas adjacent to the through bolts in accordance with FES SP-55.~~
Recording and acceptance criteria are as indicated in attachment CB-1.. II. Inspection Results Copies of the inspection reports are provided in attachment CB-2, and Failure Analysis Report " Eddy Current Examination of Shoreham Nuclear Power Station Unit 1, Bnergency Diesel Generator DG 103 Post Endurance
~~, Run", Noveriber 29, 1984.~~
Cylinder Block Top Surface i Florescent magnetic particle examination of the block top surface revealed no recordable indicaticms. Eddy current examinaticn of the four adjacent stud holes betwaen cylinders 4 and 5 revealed no recordable indications. Cylinder Block Cam Gallery Prior to the endurance run, liquid penetrant and magnetic particle examination of cam saddles 2 and 8 and the areas adjacent to the through !_ e bolts was performed. 'Ihe indications were mapped on inspection reports. l (' A surface resistance probe was used to measure the depth of the indications. 'Ihem examinations were repested following confirmatory
l L _ _ _ .._ _- .. _ N testing. Results of these inspections confirmed that the indications did ! not grow. 'Ihe deepest indication measured 0.010 inches. 'Ibe remaining' indications were all 0.004 inches or less. 'Ihese results demonstrate that the indications did not grow as a result of confirmatory testing. Engineering evaluated the areas visually in accordance with inspection standard MSS-SF-55 and lepti.ed no relevant indications. III. ' Conclusion Based on the above inspections and testing, Tirim and its consultants conclude that the final evaluation of the 'IDI Owners Group remains unchanged. It is confirmi that the cylinder block is acceptable for nuclear service. Further, the cylinder block has successfully ccupleted confirmatory testing. l O m
Attachment CB-1A Rev. 0 (s Date T1/1/s4 k) POST ENDURANCE RUN INSPECTION COMPONENT DESCRIPTION:
~~. TDI O.G. NO. 03-315A COMP. NAME Cylinder Block TYPE OF INSPECTION:~~
X LP or X MT X ET _UT _ VISUAL AREA TO BE EXAMINED / EXAMINATION DETAILS: ! Perform either liquid penetrant or magnetic particle examination of the cylinder block top surface in accordance with LILCO NDE Procedures 6.2 or 7.2 as appropriate. If stud-to-stud indications are found remove the studs and perform eddy current examinations of the stud holes to determine the depth of the cracks. l %
~~] RECORDING CRITERIA:~~
Map and photograph all linear indications. Record depth of stud-to-stud linear indications. ACCEPTANCE CRITERIA: Linear indications from stud hole to cylinder liner counterbore are acceptable. Linear indications from stud-to-stud $1.5" deep are acceptable REFERENCE DOCUMENTS:
1. CODES, STANDARDS ASME Sections V, IX; ASME NB 5000

2. TDI O.G. FaAA procedure NDE 11.8 Phase I and Phase II reports

3. LILCO LILCO Procedures NDE 6.2, 7.2 I
i COMMENTS: k i
i
\ . - . . . - ..~ ~ ~. - ~ ~ _ . . . . . - . . - . _ . . . . . . . .. ,. ...
~~Attachment CB-1B~~
~~,s -~~
~~Rev. 0~~
} .Date T1/1/84 , POST ENDURANCE TEST RUN INSPECTION COMPONENT DESCRIPTION:
TDI O.G. NO. 03-315A COMP. NAME Cylinder Block Stud Holes 4 TYPE OF INSPECTION: _LP _MT X ET _UT _ VISUAL AREA TO BE EXAMINED / EXAMINATION DETAILS: If no ligament cracks are noted during the block top inspection perform eddy current examination of four adjacent cylinder head stud holes between cylinders 4 and 5 (see attachment). .If no ligament cracks exist on any bolt holes on cylinders 4 and 5 but exist elsewhere, then perform the inspection on a sample of four adjacent stud holes between the cylinders with the ligament cracks. i O RECORDING CRITERIA: l Map indications in accordance with FaAA procedure NDE 11.8. ACCEPTANCE CRITERIA: Stud-to-stud Linear indications 61.5" deep are acceptable. F REFERENCE DOCUMENTS:
1. CODES, STANDARDS

2. TDI O.G. FaAA Procedure NDE 11.8; Phase I & II Reports

3. LILCO 4
~~COMMENTS:~~
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Attachment CB-lC Rev. 1 Date 11/13/84 POST ENDURANCE RUN INSPECTION COMPONENT DESCRIPTION: TDI'O.G. NO. 03-315A COMP. NAME Cylinder Block Cam Saddles TYPE OF INSPECTION: X LP XMT _ET _UT XVISUAL X OTHER AREA TO BE EXAMINED / EXAMINATION DETAILS: Perform liquid penetrant and magnetic particle examinations of cam saddles 2,8 and the areas adjacent to the through bolts. Map depth of all linear indications using surface resistance probe. RECORDING CRITERIA: Map all indications and photograph results. Map depth of linear indications for comparitive purposes with depth measurements taken on ' DG-101, DG-102 and previous inspections cn replacement DG-103 block. ACCEPTANCE CRITERIA: Visual inspection in accordance with MSS SP-55. If evaluation is re- ' quired for acceptance, NED representative w)~.1 provide evaluation on the inspection report. REFERENCE DOCUMENTS:
1. CODES, STANDARDS ASME Sections V, XI; ASME NB 5000, MSS SP-55

2. TDI O.G. Phase I, II Reports

3. LILCO LILCO Procedures NDE 6.1, 6.2, LDR2507, CRACK DEPTH METER (QCI) i COMMENTS:
4
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~~I, November 28, 1984. NPD-84-1058 A. Muller l~~
NED Evaluation of Cylinder Block Inspections DC-103 Confirmatory Test Shoreham Nuclear Power Station - Unit 1 W. O. 44430 The attached inspection reports have been evaluated by NED as noted below: All inspections have been completed in accordance with the require-monts of the confirmatory test as provided for in E&DCR F-46548 and appropriate revisions. All inspection results are satisfactory. No LDR's are. required or were generated as a result of these inspections. 4
~~> The following consultant personnel concur with this .tvaluation: . FAA Dr. L. Swanger 1~~
~~h .i m , C. K. Seaman Droject Engineer r4/ tis Attachment cc: E. J. Youngling R. M. Kascsak M. ' Schuster G. M. Laurie R. VanGalder D. Pietrowski Dr. L. Swanger - Dr. F. Pischinger i cO~~
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, SADDLES TDI EDG POST ENDURANCE RUN INSPECTION ;l Inspection Activity: System /Struct/Co=p: Organization Responsible:
611- 2.oCf iRtI J f nag- f o1 LfM Procedure /Rev.: Spec./Rev. DrawinE/Rev.: Other: .
~~,I ?? S S ~ S P -S'i s ta t -O R'1 E @ el F ~'/6 [' M $~~
VISUAL INSPECTIOS DESCRIPTION gy_ REMARKS, VISUAL (Check One) SAT 3 ' N/A REFERENCES AIDS AXD/0L X&TE REMOTE O DIRECT E 1 EXAMINATIC.T ARD CLEANLINESS / 2 SUFFICIENT LIGHTING / 3 CYLINDER BLOCK CAM SADDLES :d- / TDI 0.C._No. 03-315L FL ,a sL l k i, v -+(
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Acceptance criteria n4(,407,c a s , .1 MSS SP-55 , 3 y, fo ca r I c. o ., l Map all indications e, ecA t ( " scale land photograph kesults
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~~%J PISTONS Component Number 03-341A~~
1. Introduction Confirmatory testing requirements in accordance with F~..C-1094 and the inspection plan, attachment P-1, require the following:

1) Visual inspection of pistons for scuffing, if r affing is found on cylinder liners.

2) Record breakaway tor ques for crown to sk'. .c attachment bolts.

3) Liquid penetrant inspection - p1 con skirt at the crown to skirt attachment bosses. ,

4) Evaluate recordable liquid penetrant indications with eddy current.

5) Visually inspect crown to skirt contact surfaces for signs of excessive or abnormal fretting.
~~Recording and acceptance criteria are as indicated in attachment P-1. (}\ II. Inspection Results~~
1) All 8 cylinder liners were visually inspected for scuffing. No scuffing was found.

2) Breakaway torques for crown to skirt attachment bolts revealed no degradation of original torque values.

3) Liquid penetrant tests of the piston skirt at the crava to skirt attachment bosses revealed no recordable indications.

4) No eddy current evaluations were required.

5) Visual inspections of crown to skirt contact areas for excessive and abnormal fretting reported minor, normal operational fretting in several small areas.
Copies of all inspection reports are provided in attachment P-2. III. Conclusion All piston inspections. required in accordance with SNRC-1094 and attachment P-1 were completed with satisfactory results. No relevant indications were found on the 32 skirt boss attachments of the 8 piston skirt assemblies by liquid penetrant tests. Therefore, no eddy current
~~-~s evaluations were requested or required. Review of breakaway torques for~~
,7 crown to skirt attachmert bolts was satisfactory with no degradation of \' original bolt torquing four.d. No excessive or abnormal fretting was found as a result of endurance run testing, therefore, the results of this inspection were satisfactory.
T e !- Based on the above inspections and testing, LILCO and its consultants conclude that the final evaluation of the TDI Owners Group remains unchanged. It in confirmed that the pistons are acceptable for nuclear service. Further, the pistons have successfully completed confirmatory , testing. s i . i f i 1 e 4 5 i
1 Attachment P-1 ' Rev. 1
'[(s.)) Date 11/2/84 ,
i t POST ENDURANCE RUN INSPECTION l COMPONENT DESCRIPTION: TDI 0.G. NO. 03-341A C04P. NAME Pistons TYPE OF INSPECTION: I LP _MT X ET _,UT I VISUAI. AREA TO BE EXAMINED / EXAMINATION DETAILS:
1) Match mark the piston to piston ring to cylinder liner orientation and perform inspection for scuffing if found on liners (see liner inspection) 2) Record breakaway torques for bolts attaching crown to skirt 3) Perform a liquid penetrant test of piston skirt at the bosses for bolt attachment to the crown 4) Perform an eddy current evaluation of all recordable linear indications found by liquid penetrant test. (5) Perform a visual inspection of the crown to skirt contact surfaces for excessive or abnormal fretting. 6) The q
~~)Ili above is required for all eight pistons.~~
~~RECORDINC CRITERIA:~~
~~1. Inspector will document conditions found on applicable inspection report. Document with photographs.~~
~~1l 2. Record breakaway torques in accordance with NED direction.~~
3. Map all linear indications on attach. 1 in accordance with NDE 6.2, 1l document with photographs

4. Map all indications on attach. 2 in accordance with NDE 11.5

5. Inspector will document conditions found on applicable inspection report. Document with photographs.
~~4 ACCEPTANCE CRITERIA:~~
~~1. If evaluation of scuffing is required for acceptance, FaAA representative will provide evaluation on the inspection report.~~
~~Excessive or abnormal scuffing is unacceptable.~~
2. For information only, no acceptance criteria required.

3. Linear indications recorded in accordance with NDE 6.2 may be evaluated by eddy current testing for acceptance.

4. Linear indications in accordance with NDE 11.5.

5. If evalustion of fretting is required for acceptance, FaAA representative will provide evaluation on the inspection report.
~~Excessive or abnormal fretting is unacceptable. (i\~~
~~.._._ .~.___ ___ _ . _ _ . - ---_ . _ _ . - ----- -- -- - .', REFERENCE DOCUMENTS:~~
~~1. CODES, STANDARDS ASME III NB 500, ASME V, ASME IX~~
~~.- 2. TDI O.G. NDE 11.5, FaAA Report 84-5-18~~
~~3. LILCO NDE 6.1, 6.2 ,~~
~~i COMMENTS: i b I f i l i 'I i k 'l i e 1 i l~~
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f J 4 9 i a l i l l . l l J ATTACHMENT P-2 I f
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e., November 28, 2984 NPD-84-1062 A. Nuller NED Evaluation of Piston Inspections DG-103 Confirmatory Test Shoreham Nuclear Power Station - Unit 1 W.O. 44430 The attached inspection reports have been evaluated by NED as noted below: All inspections have been completed in accordance with the require-ments of the confirmatory test as provided for in E&DCR F-46548 and appropriate revisions. All inspection results are satisfactory. No LDR's are required or were generated as a result of these inspections.
~~s. The following consultant personnel concur with this evaluation:~~
i
~~. FAA Dr. L. Swanger . FEV Dr. F. C. Pischinger 1~~
~~S.,tt s ,3 1 C. K. Seaman Project Engineer MS/tls i~~
~~Attachnent cc: E. J. Youngling R. M. Kascsak M. Schuster G. M. Laurie R. VanGalder l D. Pietrowski~~
! Dr. L. Swanger , Dr. F. Pischinger l l l
1 I
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(Chsch one) SAT g3y g N/A REFERENCES ADS AND/Ci. X5TE REMOTE O DIRECT -
~~! ENA>!! NATION AREA CLEATLINESS !,_~~
3 SUFFICIENT LIGHTING v/ , 1 PISTONS */, TDI O.C. No.03-341 A a No ex_cessive f rett ing at crown en W Indicatf ons_ require PhotoRraph results skirt contact nurfaren. . 1FaAA e'1cineerine
b. Skirt and_ ring _vear patterne *V ' evaluation. nere I corresponding to liner scuf finn indications with
~ indf cations. See liner V evaluation. Fa M Inspection Report V-3.0. l l Wsignature required. SKIICH CR DESCRIPTION OF EU.!!INATIC:: AREA r Pisma Caows
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VISUAL INSPECTIci Di.SCRIPTION ADS AND/01. LVII (Chuch One) S.AT gg.' N/A NEFERE'<CES REMOTE O m3ECT -
EXM!INATION AREA CLEA'1.INESS 1 3 SUFFICIENT LIGHT 7?;G /_ 1 DISTONS *V_ TDI O.C. No.03-341A
~~a. No ex,qessiya fnttine at crew to 4/ '~~
~~Indications recuire Photograph results skive contact surfacce. i~~
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, 3 3 SUFFICIEST LIG-iTING /_ ll 1 PISTONS AV kDI 0.G. No.03-341A 4 a. No ex_cessive fretting at crown to AV i ! Indications require Photorraph results skirt contact _eur f a ce e. . l Faf.A er cineerinc bm S_ki a and ring wear cattcIn= */ " evaluation. note corresponding to liner scuffing igiegions with indications. See Ifner V I 3valuat ion . Ta AA Inspection Report V-3.0. l Hsignature reouired. SN.ETCF. OR DESCRI?IIC:: OF E:OJ!INATIO:: 1.REA
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. EfLCO 422 . arm.arw , ' a Operatier.s1 Ous11tv Assurance Vi=ual Inspection Reoort -PISTONS TDI EDG POSI ENDURANCE RUN INSPECTION .__In:pection Activity: System /Struct/Co=p: Organization Responsible:
PosrExoaeoer BaZawerriw /246* E-o3 L.so Pr d : Spec. /Relv. Drawing /Rev.: Other: g g gg a t-ce9 VD/O.G.00*Nlk RM. ARKS. VIS';1.L _ VISUAL INSPECTIOX DESCRIPTION gy. S.AT N/A REFERENCES ADS AND/CI. 3%!I (Ch2ch one) 3 ' RE!?OTE O STRECT - i 2NASINATION ARTA CLEA';LINESS i SUFFICIE';T LIGHTING /, PISTONS E/, TDI 0.C. No.03-341 A a Photonraph results a No ex_g_essive fretting at crown to W} Indications reautre skirt contact surfn en. FaAA eneincerine
b. Skirt and ring wear natterne F# evaluation . note c rresEonding to liner scuf fing iWications with indications. See liner V feva!uat ion. FaAA Inspection Report V-3.0. l !!sismature required.
SEEICH OR DESCP.IPTION OF EyJ.'!INATIO:: /.REA Pisrew Caown E) l \ O Y 1 O i VIEW vigw 1 l I
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i ENAMINATION AREA CLEA5LINESS 9 SUFFICIENT LIGHTI3G 6 5 PISTONS N/. !T_DI O.C. No.03-341/. a No excese,1ve fratting at crown en *Vl ' Indications recuire Photonraph results FaAA eneineerine skift contact surfneen. AV evaluat ion. note b'. Skirt and ring vent en t t e rn e indications with estresponding to _ liner scuf fing
~~'evaluaticp. Fa AA indicatione. See Ifner V ~ ~~~
Inspection Report V-3.0. l , lisir, nature recuired. ! SKETCH OR EESCRI? TION OF EX.U!INATIO:: AREA hsrew Cnowy f')N ( Pia y FRETTWG
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~~Vi=ual Inspection Reoort -PISTONS TDI EDG POST DiDURANCE RUN INSPECTION -~~
~~- Insp1ction Activity: System /Struct/Co:p: Organization Responstble:~~
PccExoacoact BaZasmni>d /2& E'-03 L.40 Pr d : Spec . /Relv. Drawing /Rev.: Other: g g gg dhll-08$ & 11>/ O.G.C3- M/A VISUAL INSPECTIOX DESCRIPTIO:; Rt. MARKS, VISUAL tx_ (Ch2:h One) SAT gg.* N/A . REFERENCES ADS AND/01. M&TE REMOTE O STRECT I . 1 EXAMINATION AREA CIEA':LINESS !, 3 SUFFICIE:;T LIGHTING /, i 1 PISTO';S A/_ !TDI 0.C. No.03-341A
a. No excessive fretling at crow- to *./ IIndications require Photorraph results skirt contact surfncen. .
~~FaAA eneineerine~~
- b. Skirt and ying vear vatter = */ evaluation. note c:rresponding to liner scuffing t indications with indications. See liner V l evalustio_n. FaM Inspection Report V-3.0. l lisignature required.
~~SKETCH OR DESCRIPTIO:; 0F EX.n!INATIO:: / REA O Ptsrow Cnown~~
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VISUAL 15SPECTICX DESC.tIPTION gy. (Ch ch One) 5.AT 3p' N/A REFERE5CES REGRKS./01. AIDS AND X5!I REMOTE G D13ECT . 1 IG.MINATIO:: AREA CLEA5LINESS ( 3 SUFFICIE:;T LIGHTING / 1 PI STO.'S k/ L .!.TDI 0.G. No.03-341A.
~~a. No ex,qessive f retting at cret n en */ liIndications recuire Photograph results~~
~~,_w}:irt contact stir f ee n _ FaAA eneineerine~~
b. Skirt _.and ric.c vear patterns */ !< valuation. note c~rresponding to liner scuf finst itindications with in di cat ion s. See liner V llevnluation. TnAA In pection Report V-3.0. l l Hninnature required.
SKETCE OR DESCRIPTIO:: OF E72!INATIO:: /.REA Asma C4ewy 7 C]/ l l 1 . O Y O I VifW vigw
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Visual Inspection Reoort -PISTONS TDI EDG POST ENDURANCE RUN INSPECTION InNpection Activity: System /Struct/Co=p: Organization Responsible:
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*' # a TDI O.C. No.03-341A
~~a. No excessive fretaine at crown en */ ,~~
~~Indications require Photograph results skirt centact surfaces. . FaAA encineerine~~
b. Skirt and ring _ vear patterne #/ 2 evaluation. note enrresponding to liner scuf fing indications with
~~, _ indicatiens.~~
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~~See liner V ebaluation. FaAA Inspection Report V-3.0. l l Wsignature reautred.~~
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~~4 gWaw- .npiram aW*e-e e mie + .. CYLINDER HEADS Ckmponent Nunber 03-360A I. Introduction~~
'Cbnfirmatory testing requirments in accordance with SNBC-1094 and the inspection plan, attachment CH-1, the cylinder head settleacnt agrecment titled " Resolution of Suffolk (bunty Diesel Generator Contention Regarding Cylinder Heads" requires (a) Perform an ultrasonic inspection of the firedeck of all the cylinder heads at six locations to verify that the mininum thickness requirment of .400 inch is met. The six locations are specified as follows:
1. 'Ihe first location is on the firedeck between the exhaust gas ports approxinntely directly between the two exhaust gas ports.

2. 'Ihe second location is approxinntely lk" frun the first location in a direction toward the exhaust side of the cylinder head.

3. 'Ihe third location is approximately 2" from the first location
~~^nl in a direction toward the intake side of the cylinder head.~~
("
4. 'Ihe fourth location is approxinntely midway between the injector port and the exhaust port on the governor side of the head.

5. 'Ihe fifth location is approxinntely directly between the tuo intake gas ports.

6. The sixth location is approxinntely midray bctueen the injector and exhaust port on the flywheel side raf the head.
(b) Perform surface inspection (either liquid penetrant or nugnetic particle) of intake and exhaust valve seats and the firedeck area between the exhaust valves to verify that they are free of unacceptable surface defects. (c) Inspect the heads to determine if any heads have through-wall weld repairs of the firedeck where the repair is perfomed frcm one side only. Fecording and acceptance criteria are as indicated attacturent 01-1. II. Inspection Results All cylinder heads were ultrasonic inspected and the mininum firedeck thickress of .400 inch was verified with natisfactory results. Cylinder n head G-52-309J inspection results are included in !1TC Peport Innprtion v
~~! tb. 50-322/83-25.~~
~~L . _ - _ . . . . _ _ _ _ . - - _ _ .._____. . _ . . . - _ _ _ . _. _ i~~
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P All cylinder heads, after minor surface clean up and evaluation in accordance with Acceptance criteria as specified in ASME III, paragraph 28-5350, were found acceptable. Cylinder head H-60 was found to have an injector plug weld repair and was replaned. The remaining cylinder heads were inspected for through wall
~~. weld repairs with satisfactory results.~~
Copies of inspection reports are provided in attachment 01-2. III. Conclusion All the cylinder heads successfully passed the confirmatory tests including post test inspection requirements for liquid penetrant and ultrasonic testing as indicated in attachnent 01-1. One head (H-60) was replaced due to the weld repair noted above, although this head perforned satisfactorily during the endurance run confirr.atory test. As noted previously, this head was also confirned to be performing satisfactorily by the post-test IP examination. Based on the above inspections and testing, LIIro and its consultants conclude that the final evaluation of the TVI owners Group remains unchanged. It is confirmed that the cylinder heads are acceptable for p nuclear service, further, the cylinder heads have successfully coupleted h confirmatory testing. O
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~~,#. ~ , ,.....--.%.- . . . . _ , . . .. .~~
Attachment CH-1 Rev. O Date T1/26/84 9 k POST ENDURANCE RUN INSPECTION COMPONENT DESCRIPTION: TDI O.G. NO. 03-360A COMP. NAME Cylinder Heads TYPE OF INSPECTION: X LP or X MT _ ET X UT AREA TO BE EXAMINED / EXAMINATION DETAILS:
1) Perform an ultrasonic inspection, or verify through documentation that ultrasonic inspection has bocn performed, of the firedeck of all the cylinder heads at six locations to verify that the minimum thickness requiremont of .400 inch is mot. The six locations are specified an follows:

a. The first location is on the firodock betwoon the exhaust gas n ports approximately directly betwcon the two exhaust gas ports.

b. The second location is approximately 1h" from the first location in a direction toward the exhaust side of the cylinder head.

c. The third location is approximately 2" from the first location in a direction toward the intake side of the cylinder head.

d. The fourth location is approximately midway betwoon the injector port and the exhuant port on the governor side of the head,

c. The fifth location is approximately directly betwoon the two intake gas ports,

f. The sixth location is approximately midway betwoon the injector and exhaust port on the flywhoci sido of the head.
~~Ultrasonic testing can be performed prior to completion of the 740 hour endurance run.~~
2. Perform surface inspection (oither liquid penetrant or magnetic particle) of intake and exhaust valvo sonts and tho firodock area betwoon the exhaust valves to verify they are froo of unacceptable surface defects. Ref. E&DCR F-45089G
~'
~~3. Visually inspect heads to dotormino if any heads have through wall wcld repairs of the firodock where the repair is performed from one side only.~~
~~.~ , . .- - -~~
~~RECORDING CRITERIA: gs . 1. Record thickness at the above six locations. \ I I'~# 2. In accordance with NDE 6.2 and E&DCR F-45089G.~~
~~3. Heads found with repairs as indicated above will be noted.~~
~~ACCEPTANCE CRITERIA:~~
1. UT reading of less than .400 inch are unacceptable (TDI documentation may not be used for this evaluation unless witnessed and documented by an independent agency 1.e. S&W, LILCO, NRC).

2. In accordance with NDE 6.2 and F-45089G

3. Heads with through wall weld repairs of the firedeck where the repair is performed from one side only are unacceptable.
~~REFERENCE DOCUMENTS:~~
1. CODES, STANDARDS ASME III N3 5350, 5351

2. TDI O.G.

3. LILCO NDE 6.2, F-45089G, NDE 8.2 COMMENTS:
O O
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November 29, 1984 NPD-84-1064 A. Nuller NED Evaluation of Cylinder Head Inspections DG103 Confirmatory Test Shoreham Nuclear Power Station - Unit 1 W.O. 44430 The attached inspection reports have been evaluated by NED as noted below: All inspections have been completed in accordance with the require-ments of the confirmatory test as provided for in E&DCR F-46548D and E&DCR F-45089G.
~~#4 cylinder head Serial #H-60 has an Injector Bore Plug Weld. This condition is dispositioned on LDR # 2541.~~
~~W The following consultant personnel concur with this evaluation~~
~~. FAA Dr. L. Swanger . FAA L. Bisbee sL C. K. Seaman Project Engineer~~
~~MS/ tis~~
~~Attachment ces E. J. Youngling R. M. Kascsak i~~
M. Schuster G. M. Laurie R. VanGalder D. Pietrowski Dr. L. Swanger Dr. F. Pischinger j L. Bisbee O
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[/Anf/42M7/AiWMtfFLC'O Station Operational Quality Assurance VERIFICATION RIPORT File: 1A11.920-Activity Verified: Responsible Group: Syst/Struct/ Comp: kR;fcren AM -M. %) [> t ' tRA#Gb103 c4'suk AGAh Procedure /No. ' L- 7. 6 N 1 R;fcrence Spec /No./ Addendum /Date 5%-&% Refcrence Drawing / Revision mf3 V;rification
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~~_--....m-,__... - _ . _ _ . . ~ , - - . . . - - . . . ( CYLINDER LINERS Component Number 03-315C~~
1. Introduction Confirmatory testing requirements in accordance with SWRC-1094 and the inepection plan, attachment CL-1, require visual inspection of the cylinder liners over the sone of piston travel for evidence of scuf fing.
Recording and acceptance criteria are in accordance with attachment CL-1. II. Inspection Results Visual inspection of the eight cylinder liners revealed no scuffing. Cylinder liner number 6 contained a scratch from the bottom of the liner extending into the area of piston travel.
~~' Copies of inspection reports are provided in attachment CL-2.~~
III. Conclusion All cylinder liner inspections required in accordance with SNRC-1094 and attachment CL-1 have been satisfactorily completed. Visual inspections of liners revealed no scuffing. The conditions observed on liners 1, 2, 3. 4, 5, 7 and 8 are as expected and acceptable. The scratch mark noted on liner number 6 was caused during disassembly and is not service induced. All eight liners have been honed to an acceptable finish prior to reassembly. Based on the above, the cylinder liners have successfully completed the confirmatory testing and are acceptable for continued use in the engine. Based on the above inspections and testing. LILCO and its consultants conclude that the final evaluation of the TDI Owners Group remains unchanged. It is confirmed that the cylinder liners are acceptable for nuclear service. Further, the cylinder liners have successfully completed confirmatory testing. O
o Attachment CL-1 Rev. O Date T1/1/84 POST ENDURANCE RUN INSPECTION COMPONENT DESCRIPTION: TDI.O.G. NO. 03-315C COMP. NAME Cylinder Block Liners TYPE OF INSPECTION: _LP _MT _ET _UT X VISUAL AREA TO BE EXAMINED / EXAMINATION DETAILS: Visually inspect cylinder liners over zone of piston travel for evidence of excessive scuffing as defined by TDI Instruction Manual page 5-D-7. Inspections to be performed on all liners as the pistons are removed from the engine. Match mark the piston to cylinder orientation. If scuffing is reported, the piston skirts and piston
~~. -^3 rings should be inspected for wear patterns in the orientation of iw - ) scuffing indications noted on the liners.~~
RECORDING CRITERIA: Inspectors are to identify the location of all areas on the cylinder liners with scuffing. Photograph results. Assure that the engineer witnesses inspections. ACCEPTANCE CRITERIA: If scuffing is noted, measure the bore diameter at the point of the scuffing. The diameter must be 417.060 inches (TDI Instruction Manual, Appendix III, Pg 8-4. REFERENCE DOCUMENTS:
1. CODES, STANDARDS ANSI N 45 Sect 2.6

2. TDI O.G. Report for Cylinder Liner 03-315C

3. LILCO

4. OTl!ER TDI Instruction Manual COMMENTS:
,3
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I i i I 4 e i t l t t t ; i i l l a 1 l i { t ATTACHMENT CL-2 I l q' L l E I t l I I 1 1 i i e 1 I i w D
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~~-November 29, 1984 NPD-84-1072-A. Nuller l~~
i i NED Evaluation of Cylinder Liner Visual Inspections .. DG-103 Confirmatory Test l Shoreham Nuclear Power Station - Unit 1 ! 'W.O. 44430 Conditions indicated on the attached visual inspection reports i have been-evaluated _by Nuclear Engineering Department as noted i belows f
~~' conditions observed on liners 1, 2, 3, 4, 5, 7 and 8 are as i~~
expected and are acceptable. The scratch mark noted on liner number 6 was caused during disassembly and is not service induced. All engine. eight cylinder liners are suitable for continued service in the Linerk should be honed prior to reassembly. l NPD-84-1012 is revised to add attached RMS readings taken 11/14/84. l The following consultant personnel examined the above conditions and concur with this evaluations
~~. FAA Dr. L. Swanger . FEV Dr. F. C. Pischinger . /4 : ,~~
C. K. Seaman Project Engineer j . MS/ tis Attachment-cc: E. J. Youngling R. M. Kasceak M. Schuster l G. M. Laurie R. Van 0 alder D. Pietrowski O Dr. L. Swanger Dr. F. Pischinger
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~~; Operatter.a1 Ouality Assurance~~
Visual Inspection Reoort - CYLINDER BIDCK LINERS TDI EDG FOST ENDURANCE RUN INSPECTION Inspection Activity: System /Struct/Cocp: Organization Responsible:
~ /*iasr* [ M os w m f k !/ M I M M II /$h Yf*80 Procedure /R,ev.: Spec./Rev./ Drawing /Rev.: g.g.7 Other ,/
F-44s'r wi-Def -_ _Zkfasrne I VISUAL INSPECTION DLSCRIPTION t:3 REMARKS VISUAL (Check One) SAT gg ' N/A REFERE3CES ADS AX3/01. M&TE RE??OTE El DIRECT h1 EXA>!INATION AREA Ct.EANLINESS /hev/m AN g,5 /~o wn dew.:)Mio# 2 3 SCFFICIEST LIGHTING CYLINDER LINERS OVER ZONE OF PISTON 44 / TDI O.G. No.03-315C g AM TRAVEL s ._
a. No evidence of excessive scuf fing #C TDI Inst. Manual cr. Photocraoh resul ts bi Piston & cylinder liners _are match W 5-D-7 marked for piston inspection I R SKETCH OR DESCRIPTION OF EXXIINATIO:: / REA /Nrar t
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~~I Visual Inspection Report - CYLINDER BIDCK LINERS TDI EDG POST ENDURANCE RUN INSPECTION~~
! Inspection Activity: System /Struct/Co=pt Organi : tion Responsible: % r- Es a u n a 1 R w .2 % w jo u /244+ E-63 Z~Sb' Procedure /Rev.: Spec./Ref. Drawing /Rev.: g.p. 7 Others g. g . F- +w' W w i-oct 7os.z m 7- m 2 VISUAL INSPECT 10.i DESCRIPTION gy. Rt.vARKS, VISUAL t (Check One) SAT gg. N/A REFERENCES ADS AND/01. Y.&TE i REMOTI O nt4EcT 1 IXAMINATION AREA _ CLEANLINESS /A4:WM GD // r_ Als dwam dv$n'ed 2 SUFFICIENT LIGHTING W A/
A do / M r T CTLINDER LINERS OVER ZONE OF PISTON TDI 0.G. No.03-315C TRAVEL s ._
a. No evidence of excessive scuf fing W6 TDI Inst.Manuni en. Photocraoh results l b, Piston & cylinder liners _are match V 5 - t>- 7 marked for piston inspection
~
l 0 SKETCH OR DESCRIPTION OF EX.U!INATIO:: /.REA pvr f & I Ev/ DM f % /Nf* l l E
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Cteratier.a1 OusIity Assurance . I I Vienal Inspection Reoort - CYLINDER BLOCK LINERS # I TDI EDG POST ENDURANCE RU:1 INSPECTION Inspection Activity: Systen/Struct/ Corp Organization Responsible: fw [NDgMdAKA" SM TAlsorer7hM /$4 h 5 E"~ 0 0 AOl Procedure /Rev.: Spec./Rel. Other: .g Drawing /Rev.:g-b-7
7. gg)r &'- oef T h ' 2 *^ #"- 3 VISUAL INSPECTIO.4 DLSCRIPTION gy. R2 ";RKS. VISU).L (Check One) SAT gg. N/A REFERE3CES A DS M'3/01. M&TI RE"0TE Cl D11ECT 1 EN)."INATION AR D CLEANLINE5S SUFFICIE:;T LIGHT!!:G l /A6 ,o/t'p:m _ /dA /o~pM) [jNO/n'o# .
2 I n/ 1 h OM/~ 3 CYLI.NDER LINERS OVER *ONE OF PISTON A/ I TDI 0.c. No.03-315C TRAVEL /l ,
a. No evidence of excessive scuf fing A // l '

TDI Inst.Kinual on. Photorraoh resul ti b, Piston & cylinder liners _are matcharV ' 5-D-7 marked for piston ins _.1 aon I
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~~Visual Inspection Reoort - CYLINDER BLOCK LINERS #~~
k TDI EDG POST ENDURANCE RUN INSPECTION Inspection Activity: System /Struct/Co:pt Orgasiration Responsible: k r fsew m r & & ~cena /244# E- AS L4d Procedure /Rev.: Spec./Ref. D awing /Rev.: g.,2).7 Other .M P //fedt* dAt/- Dof @/ Mar W4W $ VISUAL INSPECTIO.. DESCRIPTION gy. R1. MARKS. VISUAL (Check One) SAT gg. N/A RETERESCES A DS >!J/0:. Mi!E REMOTE [] W ECT * ) 1 EX).MINATION AREA Ct!A!:LINESS Ih venrh / d & #8dND dW/h*o# 2 SUFFICIE:;T LIGHTI::G // I Op4O/ ~ 3 CYLI:sDER LINERS OVER ::0NE OF PISTON A'/ I TDI 0.C. No.03-315C TRAVEL A
~~a. No evidence of excessive scuf fing A V, '~~
~~TDI I'nst.Rinual on. Photocrash resul ts~~
~~b. Piston & cylinder liners _are match AV ' 5-%7 marked for piston inspection~~
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~~- Cteratter.s1 Ouality Assurance .~~
k. Vi=ual Inspection Reeort - CYLINDER BIDCK LINERS TDI EDG POST ENDURANCE RUN INSPECTION In:pection Activity: System /Struct/Co=pt Organization Responsible:
~~& MAGACE PM[Ersonr/bA/ /$ & f~$3 b2/~~
Spec . /.(cv. Drawing /Rev.s g .2). Other: , ,nd/ Procedure /Rev;. : F- 94:WV _de-089 - B@r /w K. gy_ Rt..v ARKS, VISUJ1 VISUAL (Ch'ck One)15SPECII0.4 DLSCRIPTI]OS SAT 33
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1 EXM:INATION AREA CLEANLINESS - 2 SUFFICIE:;T LIGHTING V i ' O#co M4W~ 3 CTLINDER LIh M M 3E OF PIS10N W TDI O.G. No.03-315C ' TRAVEL /l '
-Do evidence of excessive seuf fing *V/ TDI Inst.Kinual oc. Photorrach renui ts b, Piston & cylinder liners are match AV 5-D-7 marked for piston inspection SKETCll OR DESCRIPTION OT EXX!! NATION /REA ff#
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Vi=ual Inspection Reoort - CYLINDER BIDCK LINERS TDI EDG POST ENDURANCE RUN INSPECTION lispection Activity: System /Struct/Co=pt Organization Responsible: L Exam m PaxI m~enbd /f48' f- 03 Add Proc: dure /Rev'. : Spec./Ref. Drawing /Rev. g .p , Others , s/ f ff$~Wf C U/-lM W & /_ {M p 7 N 4 W-RE.%RKS. VISUll. VISUAL INSPLCTIO.i DLSCRIP7105 gy. (Ch:ck One) SAT
33 ' N/A REFERCCCES AIDS AND/CL .v.&TE RE"0TE O SIRECT 1 EXA' INATION ARD C1.EANI.INESS /svenOEc7ED Ar. ' s44 /d"dk/#o d@$r*/N 2 St:FFICIENT LIGHTING [_ I 44*/~
~~3 CTLINDER LINIRER ZONE OF PISTON U TDI O.C. No.03-315C~~
~
~~TRAVEL / m~~
a. No evidence of excessive scuf fing *6 TDI Inst. Manual oc. Photocrash resul ts

b. Piston & cylinder liners are match W 5-D-7 marked for piston inspection I
~~l SKETCH OR DESCP.1PTION OT EX).'!!NATIO:: / REA EYN~~
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ML20100G399

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Dear Mr. Denton:

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