ML20125C737
| ML20125C737 | |
| Person / Time | |
|---|---|
| Site: | Zimmer |
| Issue date: | 12/27/1979 |
| From: | Stolz J Office of Nuclear Reactor Regulation |
| To: | Borgmann E CINCINNATI GAS & ELECTRIC CO. |
| References | |
| NUDOCS 8001110448 | |
| Download: ML20125C737 (18) | |
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[. p 'scuq(o, UNITED STATES y h. e,gy j NUCLEAR REGULATORY COMMISSION 2
WASWNGTON. D. C. 20555
%,"...'.[
DEC 07 1979 Docket No: 50-358 Mr. Earl A. Borgmann Vice President - Engineering The Cincinnati Gas & Electric Company
?. O. Box 960 Cincinnati, Ohio 45201 Jear Mr. Borgmann:
SUBJECT:
REQUEST FOR ADDITIONAL INFORMATION - WILLIAM H. I:!NER, UNIT NO.1 Our December 10, 1979 letter transmitting a request for adcitional information in the area of "020.0 Auxiliary and Power Conversion Systers" included a number of staff requests and positions as Enclosure 2.
Because we have made some changes and modifications to Enclosure 2, please disregard the Dece-ber 10, 1979 version in its entirity and replace it with the version forwarded Mt., this letter.
If you have any questions about the changes and modifications alease contact us.
. Sjncerely,
(
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!ohli F. Stolz, Chief J
Light Water Reactors 5 anch No,1
-Division of Project t!anagement
Enclosure:
As Stated cc:
See next page 90021.36 l
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- C 2 7 1979 cc
- Trey B. Conner, Jr., Esq.
David E.
ar. auser, PhD Corner, Moore & Corber 3569 'ti.e Mi's Road 1747 Pennsylvania Avenue, N. W.
Cincinnati, :nio 45230 Washington, D. C.
20006 Dr., Frank. F. W. pe r Mr. William J. Noran Sch ci c' fla.urai Resources General Counsel L~n'versi ty c' "ichigan The Cincinnati Gas and Electric Ann Ar' or, Mchigan 48109 c
Company P. O. Box 960 Mr. Ste3 hen Ichunacher Cincinnati, Ohio 45201 Miami Valley Pcwer Project P. O. Box 251 fir. William G. Porter, Jr.
Dayton, 0$ic 45401 Porter, stanley, Arthur and Platt Ms. Auc;s a :rin:e, Chairperson 1
37 West Broad Street 601 Stanley vense Columbus, Ohio 43215 Cincinnati, hio 4 5226 11r. Steven G. Smith, Manaaer Char' es Secr oefer, Esa.. Chairman Engineering & Project Control Atomi: Safet/ 5 icensing Board The Dayton Power and Light Panel Company V. S. faclee-Regulatory Commission P. O. Box 1247 Washinc:cn, 3. C.
20555 Dayton, Ohio 45401
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Mr. Glenn 0. Bri-ht J. Robert Newlin, Counsel Atomic Safet/ ans Licensing
- i The Dayton Power and Light Boarc Panei Company V. S. Wclea-Regulatory Commission P. O. Box 1247 Washing on, 2. C.
20555 Dayton, Ohio 45401 Leah S. Vosi<., Esq.
Mr. James D. Flynn 3454 :c-rel'. F a:e Marager, Licensing Cincinr.ati, Ohio 45220 Environmental Affairs The Cincinnati Gas and W. Peter Heite, Esq.
Electric Company Assistant Ci y Soliciter P. O. Box 960 Room 21', Ci y Hall Cincinnati, Ohio 45201 Cincinnati, ::hio 45220 Mr. J. P. Fenstermaker Atomi c Safet/ and Licensing Board Senior Vice President-0perations Panel Columbus and Southern Ohio V. 5. faclea-Regulatory Commission Electric Company Washing:en, :. C.
20555 215 t! orth Front Street Columbus, Ohio 43215 Atomic Sa'e:/ and Licensing Appeal Boarc David fiartin, Esq.
U. S. ' xiet-reculatorv Commission Office of the Attorney General Washing:cn, :. C.
20555 209 St. Clair Street First Floor Frankfort, Kentucky 40601 90021.37
EN:'.05URE 3 REQUEST FOR ADDITIONAL INFORMATION ZIMMER NUCLEAR POWER STATION, UNIT 1 DOCKET NO. 50-358 020.39)
Provide a discussion of the measures that have been ta<.en in the (9.5.6 design of the standby diesel generator air starting system to pre-clude the fouling of the ' air start valve or filter witr moisture and contaminants such as oil carryover and rust.
(
9.5.6, Part III, item 1).
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4 020.40 Experience at some ope sting plants has sScwn that diesel engines have (9.5.8) failed to start due to accumulation of duit and other deliterious G
material on electrical equiprent associated with starting of the diesel generators (e.g., auxiliary, relay contacts, centrol switches - etc.).
Describe the provisiers that have been made in your diesel generator building design, elect-i:al starting syste. and coe.bustion air anc ventilation air intake design (s) to preclu e tr.is :endition tc assure d
availability nf tha diesel generator on denar' Also describe under rormal plant ooeratien whet nrocedure(s) will be used to minimize accunulation of dust in the diesel generator room; specifically oddress concrete dust contici.
In your response also consider the conditi:n when Unit 1 is in orerati.n and Unit 2 is ur !*r construction (abnor' 11 generation of dust).
90021.;39
3 023.41 The diesel generators are requ'. ed to sta". tu:ce.a:ically on loss :f (9.5.5) all of fsite po.ver and in the event of a LCC.'. The diesel generato-sets s'hould be capable of operation at less ben f.11 load for extendei periods without degradation of performance e- -eiiability. Should a LOCA occur with availebility of offsite pe e discuss the design provisions and other parameters that h6e te n ::.sicered in the stie:-i-"
of the dieeal canaraters to enable the:' ts
.1 " tal gded (on standb ) ':-
/
extended periods without degradation of cn:' e :er'ir: ance or relia:i'..
Expand your PSAP./FSAR to include and explici:1 e de'ine the capability :'
your design with regard to this requ'irb ert.' ' 5:? 9. 5 J, Vart I'~, I r-7),
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020.42 Section 9.5.d.1 emergency -Desel e:;ine ruel oil storage and transfer syste, (9.5.4).
(EDEFSS) does not specifically refe ence ANSI St;ndard N195 " Fuel Cil Syster-S'andby Diesel Ganerators".
Indica e if you inteno to comply with nis st' -
dard in your design of the EDEF55; :therwise provice justification for nc:'-
compl iance'.
(SP.P 9. 5 d, Rev.1, Pa rt II, i te+.12).
020.43 Assume an unlikely event.has occurred requiring cperation of a diesel ;ererat:i-(9.5.4) for a prolonged period that.<ould require replenishrent of fuel oil with ut i
terrupting oreration of the diesei generater W"at crovision will se ace i-the design of tne fuel oil storage #ill systen *o riaimi:e the crea-i:
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bulence of the sediment in tre bott:m of the s!ces;e tank.
Stirrir.g :f
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sediment during addition of new fue has the potential of causing :ne':verall quality of the fuot to become unacceptable and could rotentially lead to e r degradation or failure of the diesel generator.
020.44 Discuss the precautionary measures that will be talon to assure ne q. slit-(9.5.4) and reliability of the fuel 01'su;:ly for emergency diesei genera r :perst' -
4 Include the tyre of fuel oil, irp;r'ty and cuali y i!nitations as well as ci r' 1
index number or its equivalent, cle'_d point, entraine noisture, s.lf.r, 3r-i-
-l culates and other deliterious insoluble subr.tances; precedure for :es:ing newi; deliv'ered fuel, ceriodic sampling ar.d testing of en site fuel oil (in::ucino interval between tests), interval o' time between periodic removal of :enden-
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sate from fuel tanks and periedic system insoectier..
In your discussi:n in-clude reference to industry (or otner) standard wnich will be folicwe: to t
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assure a relieble fuel oil supply t: the emergency generators.
(S?.? 5.5. :.
Part III, itens 3 and a).
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l 020.45 Operating experience 'as shown tnat accur;1stica of water in the startinc (9.5.6)
RSP air syste<a h?s been cae of the :.ost fream ca.ses of diesel engine failure to start on d t.r e a d.
C:r densatisr n ' artrained roisture in co -
pressed air lines lesiing to c:.-trol ard star t h; air valves, air start motors, and enniens stf or of noi:ture or
- ny o:r.ing surfaces of tnese components has caus ad r.;s t, scal e and sta t?- i'iil f to build up and score and jam the inter 41 wor <.ing par:s - f
-e o vital components th? cry preventing starting c' -he diesel generat:
3.
In the event o f loss :f offsite power il.e -iesel cenerators cust functi--
3 since they are vital to ti.e safe shutdew-c' 9 e reactor (s).
Failure e r the diesel engines to stset fr?- the ef fe::: :' m31sture concensation in air startir.; syste s erd 'r n : ner ceu:e3 b.e 'c tered their c;eraticaa' reliability to substaatie'ly le:3 than t"e -W d reliability of 0.0 "
specified in pranch ecWcai ::sition !~5: ' B) 2 "Diesei Generator Reliability Te: ting" a-d PegJ atory 0;i:e i.':? " Periodic Testing of Diesel Generator Units 8Jsed as Onsite Ele:trie
- e. er Syste=s at Nuclear Power Pl ants.
In an ef fort toward i provin; : esel e,;'r.e ::vting reliabili y NUREG.0660 indicates that corp essed air starting system designs include air dryers f:r the re : val of er. trained moisture.
The two air dryers most comm:nly used are the dessicant and refrigerant e
90021s42 9
. types. Of these two types, the refrigerant type is the one mos-suited for this application and therefore is preferred.
Starting air should be dried to a dew point of not more than 50 F when 0
installed in a normally controlled 70 F environment, otherwise the 0
starting air dew point should be control'1ed to at least 10 F less 0
than the lowest expected ambient temperature.
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Describe your diese1 engine air starting' system and indicate how your system meets the recomendation ' stated in NUREG-0660.
If there are any differences between your design and the recommendations of NUREG-0660, provide justification for your design or plans for implementation.
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020.46 Operating experience at certain nuclear p:xt clants which have two (8. 31 )
RSP cycle turbof'.arged diesel engines manufact.r-ed b;* the Electromotive Division (E!!?) of General ibtors driving cre gency generators have experienced a signi ficant number of turbec5a ;9r rechanical gear drive failu res,
The failures have occurred as the result of running the l
emergency diesel ger.erators at no load or it;Pt load conditions for i
extended periids.
fio load er light ic!i S-a ation could occur curing i
periodic equic.nent testing or during accica-t con 1'tions with availat'i~
of o f frite po.er.
When this e:uipment is eterated under no 1:ac con:i'i:a; insufficient exhaust gas volume is gerarato: to ocerate the turbochsreir.
I As a result the turbocharger is drive rechs.ically from a sear drive i-5 order to supply enough combusion air to the ergine to maintain rated I
speed. The turbocharger and mechanical drive ; ear normally supplied u? H:
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these engines are not designed for standby service encountered in nuc!as-power plant apolication where t'e ecui: :nt
.r. ba called upon to opei ste i
1 at no load er light load condition and ru : -s:ed ipsed for a prolon;1-t
- period, The E"O equip.mer,t was criginailv derJ;nei for locomotive sarder where no load speeds for the engine and ge.er.= tor are much lower than full load speedr.
The locomotive turtscher ed jiesel hardly ever runs 3.!
full speed except at full load.
The E"O 'es strongly recommended to uteer of this diesel engine design against :re-?.ti:n at :n load or light 10i' conditions at full rated speed for extended :eriocs because of :ne shert li fe expectancy ef the turbocharg2r rs:hanical ges-drive uni no rma'. ' -
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- b Toad or light le. d coaratim elio causes genera',
detericration in any diasel en >'ne.
To cope with the severe service the ecuip: e-t is normally subje::s: t: 3-'
in the interest of reducing failures 7.nd ir creasing the availabili y c' their equip:'ent E'10 has developed a hea'/y My turbocharger drive gear unit that can replace existing equipment.
TSis is available as a replacement kit, or engines can be ordered wit 5 the heavy duty turto-charger drive gear asse-tly.
To assure oc'.i:run availability of emerge.:. diesei generators or cama :.
Applicant's who have on order or intend to orier c?ergency gene-a.:rs driven by t'.o cycle diesel engines manufetd'ed by EMD ihiiuld be ;; osi e:
with the heavy duty turbocharger mechenical frive gear assembly as recommended by EMD for the class of service encoun*.ered in nucitar pc..'-
pl ants.
Cen r!rm your ccmpliance with this re::vire ent.
90021.45
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ow 020.47 Provide a detail discussion (:r plan) ef the level of : raining ; :::se:'
(8.3) for your operators, rair. tenon:e crew, quality assurance, and su:er.ise y personnel respe'isible for the operation and maintena..:e of the E.e ;en:.
dies el genera t. ors.
Identify the number and '.yoe of personnel tt1: will be dedicated tc the operations and maintenance o f the emergency dissel generators and the number and type that will be assigned from ye;r genen' plant operations and :.aintenence grours. to usist aSen needed.
in your discussion identify the amount aM HM O f training that
".1
'e received by each of the above categorie1 a.d ne ty:e Of ongoin; : airi :
program planned to assure optimum availability of :he e ergency ;e era'---
Also discuss the level of education and minimu. errerf ence requi-e ent-for the various categories of operations an? 3fntinance persone.e; assi n ' -
with the emergency diesel ge trators.
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020.48 Several fires have occurred at sora operating plants in the area of (9/5/7)
RSP the diesel engine exhaust ranifold and in:ih the turbocharger housing which. have resulted in ecuf;:ren u availaf flity. The fires were started from lube oi! leeking and accu.ainting on the engine exhaust manifold and occur.v;1.ating and 1 niting inside the turbocharger housin:.
Accumulation of lube oil in these areas, yn scre engines, is apparent'-
caused from an excessively Icis prelube perlo?, cenerally len;er tnan five rninutes, prior tc ranual s ar:fr; o f a diW generator. This condition does not occur or a, er.ergency U. art sir.re the prelube period is minimal, f
When manually starting the diesel ;enerators for aay reason, to mir.imit.e l
the potentici fire hazard and to i prote equir ent availability, NUREG-0660 recomends tiiat t9e prelube period should be limited to a maximum of three to five mirates.nless otherwise recommended by the diesel engine manufacturer.
Provide the prelube time interval your diesel engine will be exposed to prior to manual start and if this interval does not agree with the recommendations of ?iUREG-0660 provide justification why your interval time is acceptable.
90021347
11 020.49 An emergency diesel generator unit in a nuclear power plant is normally (9.5.7)
RSP in the ready standby r. ode unless there is a loss of offsite ;ower, an accident, or the diesel generator is under test.
Long periets on standby have a tendenry to drain or nearly empty the engine lube oil piping system. On an emergency start of the engine as much as 5 to l' or we seconds may elapse from the start of crsnl.irp until full lube oil pressura is attained even though full engine spe4 'it generally reache:i in abcut five sacoMs. 'liti an essentially dry ergine, t5e ementary lack of lubrication at the various troving parts ray da age hearing surfaces pr:--
ducing incipient or a-tual component failu' e with resultant equipe.ent unavailability.
The energency condition of readiness requires this equipment to attair full rated spsed aad enable automatic set.encing of electric load wit'in ten seconds.
For this reaso9, and to ir reve upen the availability c' this equipment on ce-and, it is necessary to establish as quickly as On i"I!
an oil film in the wearing parts of the diesel engne. Lubricating o.il i*
normally delivered tc the engine wearing carts by one or more engine drive" pump (s).
During the starting cycle the pu p(s) accelerates slowly with tha engine and rray not scoply the required c nntity of lubricating oil where needed fast enough. To re.medy this conditie", u a minimum, an el ectr r.
i driven lubricating oil pump, oowered fro a reliable DC power supply, sho.1" be installed in the lube nil system to crerate ir, neaiiel with the a";: '
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12 driven main Ivbe puw, The electric dri'/E-rrelube pump sr.ould :: Err.c onlyduring the engine tranking cycle or r.81 satisfactory lube oil pressure is established in the engine a'.e 1;be districution header.
The installation of this prelube pur p sh i..'- be coordinated wit : -.e t
respective engine manufacturer, Sorre die:?1 engines include a late c" circulating rm.o as an intregal part cf W 'ube oil preheating syste-which is in use while the diese' engir? 'I i-t"e stantsy mode,
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case : addit!ct.ai prelube oil purp maj - : re neefed.
Indicate whether your design includes an electric prelube oil purp.
If your design does not include tnis pump, provide justificaticn why it is not necessary.
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020.50 Periodic testing med test iosefn; c' an 2 ergency diesel genera or (8.3)
RSP in e nuclear reser clant is a nece::ary function to demonstrate :ne operability, capeSility and avai'ab'1'ty of the unit on demend. Feri?dic 1
s testing coupled with ;:01 :rever.-ive rei-tenance practices will as'sure optimum equienent readiness sn: avaiiati* ity on demand.
This is :he desired goal.
l To achieve thh n *ie.
s;;i re.: readi is: status, NUP.EG 0660 recommends the following:
1.
The equipment s he'.ld be :es:sd witii a rihinum loading o f 25,orce-t of rated load.
He Ica: or ligh-1 0a: operation will cause inc:mp1ste conbustion of fuel resultir; in -he 'cr natice of gum and varnish deposits en the cyii'dir we'i s, f e ta 1 and exhaust valves, pisto s and piston r't;s, e::,, an: 1:c u".e: ice of unburned fuel i t. :ne turbocharg?r te f ex aust s s em.
bi :casequences of no lots :r light lead c;ereti:r. are pt ent's! e:uipment failure due to r.e g:-
and var.ish deposits ard fire ir t'ie engine exhaust system.
1 2.
Feriodic surveillance testi ; sn?uld be performed in accordan:e w"h
)
the acclicable
- .E" ;ulde11 es (F.. '.100), and with the re::nmen:s tic--
of the engine.eanufacturer.
'orflic s between any such rec:. enda:icrs and the N C ;u del'nes, d
1 9 1*./ mith res:q:t 13 :est fret.en c, loading and dureti:n, sh:i:.Se ':en:f fied and justified, i
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prevea'ive meintenance should go oeyond the normal routine adjust-ments, servi:ing and ecair of cc.T:orents when a malfun: tion :::urs.
Freventive mintenen e should enco.~ons investigative testing of I
cornponents which have a history of re:ested malfunctioning and require coastant attention and receir.
In such cases consideration j
should be given to replacement of thete c:rronents with other croducts.<hicn have a re:ord of d?- rf ra ted reliability, rate.er tMn rapa t i' h a ra:1 8-a-d raintenance cf 'he exitting components.
Te s * ' n -
o' the unit af ter ad.iustrerts or e:3 irs ha.e been made only co. fir s that the e:;uipeent is operable and does re* ne:essarily mean that the
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root cause of the problem has been eliri". stet or alleviated.
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Upon completion of repairs or main *enan:e and prior to an act;.al start, run, and load test a final e:vir.ent. 50-k should be made '.c assure tht til ele::rt:51 circu't:
a' e f 'r'
- irnal, i.e., fus es ara place, switc%s and circuit brea;er: are i t' cir proper posi-i:n e loose ' ires, all test leads have teen rero vat, and all valves are in the proper position to permit a ranual start :/ the equipment. Mter the unit has been satisfactorily started and inad tasted, return the unit to ready avt:matic standby se' tica and under the control of t9e control room crerator.
Provide a discussion of whether the recomrrendations of NUREG-060 have been implemented in the emergency diesel generator system design and how they will be considered when the plant is in commercial operation, i.e., by what means will the above requirements be enforced.
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JA Ak Oh 020.51 The availability on demand of an emergency diesel generator is (8.3)
RSP dependent uron, among other things, the crerer functioning cf its controls and monitoring instrumentation. JThis equipment is genera ~ij panti mounted and in some instances the.-s'.s are mounted cire::;/
on the diesel generator skid. Major diesel engine damage has occurred at some oper? ting plants from vibratien induced wear on skid counted thi-sensitive instrumentati:r control and ecnitoring instrumectation.
is n:t made t: withstand and function ecS'ra*e1 for prolon;ed ;eri::s under continuous vibrational stresses no ally ercruntered witn i..:e-as combustion engines. Operation of sensti;c instrumentation under :nis environment rapidly deteriorates calibration, accuracy and contr:1 signal output.
There fore, a.v. art fer senscrs and other e:uirrent that must be dire::'"
mounted on the engine or associated piping, NUREG-0660 recommen:s that the controls and monitoring instrumentation be installed or, a free standing floor mounted panel separate from the engine skids, and located on a vibration free floor area or equipped with vibra-tion mounts.
Provide a description of how the controls and monitoring systems are installed and indicate how your design addresses the recommenci-tions of NUREG-0660.
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020.52 Experience at operating plants has shown that a diesel engine that is (9.5.5) provided with an engine cooling water temperature control system employing a 3-way bypass-type thermostatict.lly controlled valve have demonstrated consistent trouble free operation over engines provided with other methods of temperature control such as shutter controls on radiators.
Does your system employ a water thermostat of the 3-way or bypass-type which splits the water flow so only as much water passes through the cooler or radiator as needed to maintain the prope'r outlet temperature? If your engine cooling water system does not use a 3-way valve, describe your installed system and justify its design as opposed to a design employing a 3-way valve.
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