ML20138H490
| ML20138H490 | |
| Person / Time | |
|---|---|
| Site: | Washington Public Power Supply System |
| Issue date: | 10/22/1985 |
| From: | Sorensen G WASHINGTON PUBLIC POWER SUPPLY SYSTEM |
| To: | Adensam E Office of Nuclear Reactor Regulation |
| Shared Package | |
| ML20138H494 | List: |
| References | |
| GO1-85-0198, GO1-85-198, NUDOCS 8510290054 | |
| Download: ML20138H490 (75) | |
Text
'
g i, t
Washington Public Power Supply System 3000 George Washington Way P.O. Box 968 Richland, Washington 99352-0968 (509)372-5000 Docket No. 50-460 October 22,1985 G01-85-0198 Director of Nuclear Reactor Regulation Attenti on: Elinor G. Adensam, Chief Licensing Branch No. 4 Division of Licensing U. S. Nuclear Regulatory Commission Washington D. C. 20555
Subject:
NUCLEAR PROJECT NO. 1 EMERGENCY DIESEL GENERATORS The Transamerica DeLaval Inc. (TDI) Owners Group was formed in late 1983 to address and resolve technical concerns related to the TDI diesel generators. Washington Public Power Supply System is a participant in this Owners Group program as a result of procuring and installing TDI diesels for WNP-1.
The Owners Group program has addressed the generic engine components in reports submitted directly to the NRC.
Plant specific components are di scussed in reports provided to the individual utilities.
The plant-specific reports are refered to as Phase II DR/QR Reports.
These Phase II reports also address the generic items applicable to each specific plant.
Om Although WNP-1 is currently in a construction delay mode, the attached 7@
information regarding the WNP-1 Emergency Diesel Generators is being b
submitted for review at this time as the evaluation of the TDI Diesel
-v gg Generators is a current topic in the industry.
gg The attached information is summarized as follows:
88 o<
g e Attachment A - A brief description of the history of TDI Diesel
-m Generators is presented along with some basic design
$2m information and the construction status at WNP-1.
e Attachment B - A summary is presented of the applicability of the Phase I Data Reports already submitted to the NRC by the TDI Owners Group.
e Attachment C - This attachment describes the applicability of the Owners Group recommended Maintenance Matrix.
6smMe p Yh, i g S
()$et
- I 95 W Olt}Q& bW
4 EMERGENCY DIESEL GENERATORS Page 2 e Attachment D - Pages updated since the Owners Group issued the DR/QR Report have been included here for information only, e Attachment E - Various acceptance criteria that may not be contained in the DR/QR Report are included here.
e Attachment F - Miscellaneous items that either were not included in the DR/QR Report due to the timing or developed subsequent to the issuance of the report are included here.
e Attachment G - This is the WNP-1 DR/QR Report issued by the TDI Owners Group.
The analysis and evaluation performed during the Owners Group Phase I program has shown that, with some modifications, the TDI diesel generator units are capable of performing their safety function at their full-load rating.
The implementation of the Owners Group's confirmatory Phase II recommendations, as described in the Attachments will provide further assurance that the diesel generators are capable of reliably performing their intended safety function.
Based on the overall TDI Owners Group Program, the Supply System believes that the WNP-1 TDI Diesel Generators are capable of meeting FSAR requirements in performance of their safety function.
However, the Supply System may, based on experience data available at the time of construction restart, update various Owners Group recommendations.
Included is the $150.00 application fee required by 10CFR170.12.
0 l
ye f o'
G. C. Sorensen, Manager Regulatory Programs (280)
GCS:LCO:llw cc: AD Edmondson, UE&C (398)
C.B. Kinsel, UE&C (1109)
T. Kenyon, NRC N. Reynolds, BLCPR E. Revell, BPA NRC Document Control Desk s
r
)
ATTACHMENT A EQUIPMENT DESCRIPTION AND CONSTRUCTION STATUS Concerns regarding the reliability of diesel generator units of the type supplied by TDI to WNP-1 were first prompted by a crankshaft failure at Shoreham in August 1983. Based upon a review of industry experience with TDI diesel generators, the reliability of a number of components were questioned and deficiencies were identified. The NRC considered that the deficiencies stemmed from inadequacies in design, manufacture, and QA/QC by TDI.
In response to these problems,13 U.S. nuclear utility owners, including the Supply System, formed a TDI Diesel Generator Owners Group to address operational and regulatory issues relative to diesel generator sets used for st andby emergency power.
The Owners Group Program, which was initiated in October 1983, embodied three major efforts:
1.
Resolution of 16 known generic problem areas (Phase I Program) intended by the Owners Group to serve as an interim basis for the licensing of plants.
2.
Design review of important engine components and quality revalidation of important attributes for selected engine components (Phase II Program).
3.
Identification of any needed additonal engine testing or inspections, based on findings stemming from the Phase I and II Programs.
Phase I of the program has been completed with submittal to the NRC by the Owners Group of 33 reports addressing analyses and evaluations of the 16 known generic problem areas.
Phase II of the program is plant specific and results in a DR/QR (Design Review / Quality Revalidation) Report.
The DR/QP. Report for WNP-1 was issued February 5, 1985 and is provided to the NRC as part of this submittal.
A maintenance matrix addressing engine future inspections is provided as part of the DR/QR Report (see Volume 4, Appendix II).
The Owners Group Program has shown that with implementation of their recommendations, the TDI diesel generators are fully capable of reliably performing their intended safety function at full-rated output.
The WNP-1 emergency diesel generators were initially ordered in December 1975. While there are many parameters, the following tabulates the basic design of the WNP-1 diesel generators:
L d
ATTACHMENT A (continued)
EQUIPMENT DESCRIPTION AND CONSTRUCTION STATUS 1
DESCRIPTION Manufacture:
Transamerica Delaval, Inc.
(TDI)
Number of Units:
2 Model :
DSRV-16-4 Number of Cylinders:
16 Total Displacement:
76,266 cu.in.
Rated Speed:
450 RPM BMEP:
226 psi Load Rating:
7000 Kw Horsepower:
9783 Seismic:
Yes Electrical Category:
lE CONSTRUCTION STATUS e WNP-1 is in an extended construction delay status.
Active construction has not been performed since 1982.
o The Emergency Diesel Generators are still in the erection phase.
Installation was nearly complete when the construction delay began.
e The Diesel Generator equipment is being preserved by an approved long term maintenance program.
e The Diesel Generators have not been operated in the field.
Visual walkdowns, limited material sampling, and NDE testing have been performed in support of the TDI Owners Group effort.
, L b
ATTACMENT B RESOLUTION OF PHASE I COW ONENTS i
i i
As describcd in Section 2.1 of the DR/QR Report, Phase I of the TDI i
Owners Group program was primarily intended to provide an interim licensing basis for NT0L Plants and those already in operation. _ Based on the delayed construction status at WNP-1, the Phase I submittals may not have included specific data from WNP-1.
Although these submittals may not be directly applicable, the scope of work and the conclusions have j
been factored into the DR/QR reports for WNP-1. Attached is a listing of the submittals that are currently applicable to WNP-1.
i I
d.
f i
i I
i
]
i.
I i
L d
[
~
8/15/85 1DI DIESEL GENERATOR OWNER'S GR0tF PHASE I REPORT SupOMRY GENERIC ITEM TRANSMITTAL DATE REPORT NO.
DATE TYPE OF APPLICABLE OTHER APPLICABILITY LETTER NO.
REPORT TO WNP-1 1.
Connecting Rod 0GTP-485-N-44 11/06/84 Page 5-4 Page Revision Yes All TDI Diesels Bearing Shells OGTP-89 06/22/84 FaAA-84-3-1 03/12/84 Full Yes All TDI Diesels 2.
Rocker Arm OGTP-129-N-27 07/24/84 S&W 07/84 Full Yes All TDI Diesels Capscrews TDI-19 04/25/84 S&W 04/84 Supplement Yes All TDI Diesels 3.
Cylinder Head TDI-14 04/13/84 S&W 04/84 Supplement Yes All TDI Diesels Studs TDI-8 03/23/84 S&W 03/84 Full Yes All TDI Diesels per TDI-14, Section 4 OGTP-14-0-1 05/01/84 S&W Letter Yes All TDI Diesels 4.
Air Start TDI-14 04/13/84 S&W 04/84 Supplement Yes All TDI Diesels Valve Capscrews TDI-6 03/23/84 S&W 03/84 Full Yes All TDI Diesels 5.
Push Rods TDI-16 04/19/84 FaAA-84-3-17 04/84 Full Yes All TDI Diesels 6.
Crankshafts OGTP-632-N-54 12/13/84 FaAA-84-6-54 06/84 Full No DSRV-12-4 (Midland)
DSRV-20-4 (San Onofre) and FaAA-84-3-16 05/22/84 Full Yes DSR-48 (Shoreham)
DSRV-16-4 (Grand Gulf) 7.
Jacket Water 0GTP-lll-N-25 07/16/84 S&W 07/84 Supplement No DSRV-20/DSRV-12 Pumps OGTP-75 06/15/84 S&W 06/84 Full Yes DSRV-12/DSRV-16 TDI-15 04/16/34 S&W 04/84 full No Shoreham/ Rancho Seco Page 1 of 3
8/15/85 TDI DIESEL GENERATOR OWNER'S GROUP PHASE I REPORT SlM4ARY GENERIC ITEM TRANSMITTAL DATE REPORT NO.
DATE TYPE OF APPLICABLE OTHER APPLICABILITY LETTER NO.
REPORT TO WNP-1 8.
Fuel Oil OGTP-8 04/27/84 S&W 04/84 Full Yes All TDI Diesels Injection Tubing 9.
Engine Base &
OGTP-261-N-36 09/07/84 FaAA-84-4-1 07/84 Full No DSR-48 Bearing Caps Revision 1 OGTP-181-N-31 08/10/84 FaAA-84-6-53 08/84 Full Yes DSRV-12 DSRV-16 DSRV-20
- 10. Cylinder Heads OGTP-263-N-37 09/12/84 FaAA-84-5-12 08/84 Full Yes All TDI Diesels
- 11. Pistons OGTP-593-N-49 11/27/84 FaAA-84-10-30 11/84 Full Yes AN/AH Piston Skirts OGTP-72 06/14/84 FaAA-84-5-18 06/84 Full No AE/AF Piston Skirts OGTP-41 05/24/84 FaAA-84-2-14 05/23/84 Full No AE/AF Piston Skirts
- 12. Wiring and 0GTP-140-N-28 07/27/84 S&W 07/84 Full No Perry, Midland, 5HNPP, Terminations Rancho Seco, San Onofre, River Bend 0GTP-74 06/15/84 S&W 06/84 Supplement No -
Catawba 0GTP-70 06/13/84 S5W 05/04/84 Supplement No Comanche Peak OGTP-57 06/05/84 S&W
%/84 Supplement No Grand Gulf TDI-18 04/24/84 S&W 04/84 Full No Shoreham Page 2 of 3 i
P 8/15/85 TDI DIESEL GENERATOR OWNER'S GROUP PilASE I REPORT SUMERY GENERIC ITEM TRANSMITTAL DATE REPORT NO.
DATE TYPE OF APPLICABLE OIllER APPLICABILITY LETTER NO.
REPORT 10 WNP-1
- 13. Connecting OGTP-658-N-55 12/19/84 Page 2-4 Page Revision Yes DSR-48 ar.d R-4 Series Rods Rod Eye Bushings OGTP-260-N-35 09/07/84 FaAA-84-3-14 08/84 Full Yes DSRV-16-4 DSRV-12-4 DSRV-20-4 OGTP-79 06/18/84 FaAA-84-3-13 06/84 Full Yes DSR-48 and R-4 Series Rcd Eye Bushings
- 14. Turbocharger OGTP-591-N-48 11/27/84 FaAA-84-5-7.1 11/84 Supplement Yes DSR-48 & DSRV-16-4 OGTP-190-N-33 08/14/84 FaAA-84-5-7 07/84 Full Yes DSR-48 & DSRV-16 OGTP-147-N-29 08/01/84 FaAA-84-6-56 07/84 Full No DSRV-12/DSRV-20 15.
Cylinder Block OGTP-631 -N-53 12/13/84 FaAA-84-9-ll.1 12/84 Full Yes All TDI Diesels
& Liner Notes:
- 1) S&W is Stone & Webster 2)
Transmittal letter identifies the letter sending the report to the NRC from either Long Island Lighting Company or Duke Power.
Page 3 of 3
ATTACHMENT C MAINTENANCE AND SURVEILLANCE PROGRAM The TDI Owners Group included in the DR/QR Report a schedule and listing for recommended maintenance and surveillance activities (Appendix II).
Performance of these maintenance activities as recommended will ensure that the diesel generators are capable of carrying out their intended design function.
The Supply System believes that many of the conservatisms included in the recommendations may be relaxed to a more realistic level as operating and maintenance experience is gained over the nrxt several years.
Unlike the other owners, the Supply System is in a construction delay.
Based on the delay the Supply System can adopt a wait-and-see approach by monitoring the diesel generator activities of the other owners.
As such, Appendix II is to be treated as a guideline, containing maintenance recommendations.
After construction restart, the Supply System will review these recommendations in conjunction with operating experience and establish a maintenance matrix designed to maintain the intended design function of the diesel generators.
The following is a list of anomalies and recommendations that will be addressed in order to implement a Diesel Generator Maintenance Program at WNP-1, Maintenance / surveillance items that are not applicable to the WNP-1 engine o
(a) Component 02-359 (Air Start Valves), Item 3--
Requires that you blow down the air receivers daily to monitor moisture content and Component 02-835F (Starting Air Tank), Item 1, requires that you drain the associated float traps daily to monitor moisture.
Performing the requirements for Component 02-835F, Item 1, should satisfy the requirements for Component 02-359, Item 3.
(b) Component 02-411 A (Starting Air Monifold: Air Vent), Item 1 --
Is repetitive with Component 00-442A (Starting Air Distributor Assembly),
Item 2/ (Requested to perform the same work twice).
(c) Component F-068 (Intercooler)
Item 2--
The words "or as necessary" are inconsistent with the component DR/QR.
This item is required every outage with disassembly as necessary.
(d) The Crankcase Relief Valve which is listed as component 02-385A should actually be 02-386A.
e Maintenance / Surveillance items that will require additions / modifications to the existing systems (a) Component 02-717V (Prelube Oil Pump Strainer), Item 3--
Instrumentation will have to be provided to allow for differential pressure monitoring.
I t
^
(b) Crankcase Vent Piping--
Drip legs will have to be provided which would allow for the daily drainage of water from the vent piping (the purpose of this item requires verification to confirm applicability).
(c) Component 02-717S (Line Oil Keep Warm Filter), Item 1--
Instrumentation will have to be provided to allow for differential pressure monitoring.
(d) Component MP-022/23 (Turbocharger), Item 1--
Component 02-717R (Lube Oil Keep Warm Pump), Item 3, and Component 84-100A (Emergency Generator), Item 5--
Instrumentation will have to be provided to do vibration minitoring.
Apparently permanent or temporary (portable) instrument ati on is commer-cially available.
(e) Component 02-360A (Cylinder Head), Item 2--
Instrumentation (a Kiene Gauge) will have to be provided to record cold compression pressures and maximum firing pressures.
(f) Component 02-717N (Jacket Water Heat Exchanger). Item 3, and Component 02-7170 (Lube Oil Heat Exchanger)
Item 2--
The instrumentation provided in the Lube Oil System and Jacket Water System is not considered adequate for trend analysis of the heat exchangers.
Temperature and flow (or pressure) instrumentation will have to be added, e
Maintenance / surveillance items that may require retaining outside contractors (a) General:
Numerous maintenance / surveillance items require decisions of acceptability based on visual examination. Maintenance personnel will have to be trained during the baseline inspections or a consultant such as TDI will have to be retained particularly for inspection of engine internals.
Examples of the maintenance / surveillance points of concern are:
1.
Component 02-355A (Crank to Pump Gear), Item 1, and Component 02-3558 (Idler Gear Assembly), Item 1--
A visual inspection of the gear for abnormal conditions which, if found, require a subsequent engineering evaluation.
2.
Component 02-360B (Cylinder Head - Intake and Exhaust Valves), Item 1--
Visual inspection of the intake and exhaust valves.,
C
1 (b) Component 02-365A (Fuel Injection Pumps), Item 2 and 3--
The Owners Group has recommended retaining Bendix Corp. to supply representative to perform this maintenance / surveillance function.
(c) Component 02-350A (Cam Shaft Assembly), Item 1--
This discovery of pitting or cracking must result in the performance of an analysis to ascertain the expected remaining life.
A contractor, if the Supply System does not retain this capability, will have to be utilized.
Note that UE&C has the capability to do this type of analysis with a preliminary estimate (for planning purposes) of 3 to 4 weeks to complete it.
e Maintenance / surveillance items that will extend the anticipated run times (surveillance testing)
(a)
Component 02-410A (0verspeed Trip Governor), Item 1--
Check of the trip set point.
(b)
Component 02-415A (Woodward Governor). Item 5 and 6--
Tests of the governor settings.
NOTES:
1.
The maintenance matrix should be carefully reviewed to identify all spare parts that would be prudent to maintain given the expanded maintenance / surveillance scope.
2.
The maintenance matrix should be carefully reviewed for approach to identify all tools necessary to efficiently perform the required maintenance / surveillance items.
An example is Component 02-365B (Fuel Injection Nozzles). Item 1 and 2, which require a nozzle assembly puller tool (Part No. 00-59001-88) and a nozzle tester, respectively.
3 C
i l
i ATTACHIENT D UPDATES TO THE DR/QR 4
Since the DR/QR Report was issued by the TDI Owners Group in February 1985, it has become necessary to update various pages due to additional inspections, site specific corrections, and other minor omissions / errors from the original issue. The updated pages have already been incorporated in each copy of the DR/QR and are attached here for information only.
1 L-
TDI OWNERS GROUP for WASHINGTON PUBLIC POWER SUPPLY SYSTEM NUCLEAR PROJECT NO. 1 CYLINOER BLOCK
~
COMPONENT PART NO. 02-315A I
INTRODUCTION The TDI Emergency Diesel Generator Owners Group Program for the Washington Public Power Supply System Nuclear Project No.1 (WNP-1) requires Design and Quality Revalidation reviews of the cylinder blocks to determine the adequacy of design for the intended use at WNP-1.
The blocks are manufac-tured by TDI and are supplied under their part number 02-315-03-AE.
The cylinder block forms the framework of the liquid cooled engine and pro-vides passage for coolant and support for the cylinder liners and cylinder heads.
II OBJECTIVE
~
The objective of this review was to evaluate the structural adequacy of tne cylinder block for its intended use at WNP-1.
III METHODOLOGY In order to meet the stated objective, the following methods were used:
Review of WNP-1 site, nuclear and non-nuclear experiences (see Appendix C).
Review of engine operating conditions at WNP-1 and identification of any differences from those at Comanche Peak.
Performance of dimensional check and evaluation of cylinder liner / block interaction.
Evaluation of steady state
- stresses, alternating stresses and stiffness in key portions of the cylinder block.
Evaluation of r. rack growth rate for cylinder block landing and counterbore dianeter by comparison with conservative Shoreham data and analysis.
Review of 1tguld penetrant inspections of WNP-1 DSRV-16-4 A and B engine blocks.
Review of metallurgical / microstructural analysis of cylinder block top material.
WN3682/1 L
Page 2 of 4 Review of Component Quality Revalidation Checklist results for acceptability.
IV RESULTS AND CONCLUSIONS A generic investigation of the structural adequacy of the TDI R-4 and RV-4 series diesel engine cylinder blocks for emergency standby service in nuclear power plants is summarized in Reference 1.
The investigation l
considers the cause, extent, and consequences of cylinder block cracking, i
and the inspections required to assure sufficient margin of safety during continued operation under test and postulated accident conditions.
Evaluation of steady state stresses, alternating stresses and stiffness in key portions of the cylinder block was accomplished as part of the strain gauge testing at Shoreham and the results were included in the cumulative damage and crack growth analyses.
The cumulative damage algorithm is explained in Reference 1.
l Diesel generators A and B have had limited operational experience.
Engine hours accumulatec; to date consist of test hours performed by TDI at the factory.
The engine operating conditions at.WNP-1 were compared to those at Comanche Peak and Shoreham.
No significant differences were found that would affect the structural integrity assessment of the WNP-1 blocks.
It is recommended that liner bore and mating block dimensions be checked in order to evaluate the interaction of the block and liner.
These re-sults are utilized in applyir.g the cumulative damage methodology out-lined in Figure 5-1 of Reference 1.
For the purpose of analyzing the steady state and alternating stresses present, the cylinder block mat-erial is assumed to be characteristic of typical Class 40 grey cast iron i
and liner / block bore interaction is assumed to be similar to that pre-sent at Shoreham.
These assumptions must be verified prior to placing i
these engines into emergency standby service, i
The power output for this engine is 7000 kW at 100 percent rated load.
The output required for a load profile enveloping both a LOOP and LOOP /
LOCA is 7376 kW for 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> 6893 kW for 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br />, 6485 kW for 13 hours1.50463e-4 days <br />0.00361 hours <br />2.149471e-5 weeks <br />4.9465e-6 months <br />, 6379 kW for 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br />, and 5890 kW for 142 hours0.00164 days <br />0.0394 hours <br />2.347884e-4 weeks <br />5.4031e-5 months <br /> (Ref. 3).
i Strain gauge testing of the original Shoreham EDG 103 block, inspection data from before and after testing, and materials testing were used as a basis to predict adequate life for cylinder blocks.
The apparent rate of i
propagation of cracks between stud holes in the original Shoreham EDG 103 block, when compared with the LOOP and LOOP /LOCA envelope requirements, indicates that even if the WNP-1, blocks 18 Right 2A Right and 2A Left had l
ligament cracks, they are predicted to withstand with sufficient margin a LOOP or LOOP /LOCA event.
Engine block 18 left has been shown to have l
degenerative Widmanstatten Graphite.
Consequently, continued engine operation with sufficient margin for a LOOP or LOOP /LOCA event is justified only if block top inspections result in no detectable block top cracks.
WN3682/2 C i
Page 3 of 4 To date, no inspection results for Engine A and B blocks tops have been reported.
It is recommended that, prior to placing the engines in emergency standby service, the visual and NDE examinations consistent with those identified in Appendix B be performed on Engines A rd B to determine whether or not block top cracks are present.
Microstructural evaluations of WNP-1 engine 2A and 18 blocks have been performed and indicate that the left block of engine 1B contains degenerate Widmanstatten graphite.
Engine biocks 1B Right, 2A Right, and 2A Left are characteristic of typical Class W grey cast iron.
Application of the cumulative damage algorithm Figure 5-1 of Reference 1 shows that provided WNP-1 blocks have no detectable block top cracks continued operation without inspection is justified for the following time periods at full power (7000 Kw) or operation resulting in equivalent cumulative damage with sufficient margin for a LOOP or LOOP /LOCA event (Reference 2):
Engine 1B Left 9 hours1.041667e-4 days <br />0.0025 hours <br />1.488095e-5 weeks <br />3.4245e-6 months <br /> Engine IB Right 583 hours0.00675 days <br />0.162 hours <br />9.63955e-4 weeks <br />2.218315e-4 months <br /> Engine 2A Right and Left 583 hours0.00675 days <br />0.162 hours <br />9.63955e-4 weeks <br />2.218315e-4 months <br /> If block top inspection results for, engine block 1B Left show the l presence of block top cracks, there is no cnalytic basis for futher engine operations.
Block top cracks in the 18 Ri@t, 2A Right, and 2B Left l engine blocks will effect future inspection intervals as shown in Figure 5.1 of Reference 1.
Engine operation in excess of the time periods listed above without inspection could be justified if the fatigue damage index since the last inspection has not exceeded the allowable fatigue damage index before the last inspection.
In the future af ter additional engine operation without inspection has been accumulated, additional engine operation may be performed after removal of the cylinder heads and inspection of the block top for detectable ligament, stud-to-stud or stud-to end cracks.
If none are found, then additional engine operation without inspection may be performed until the future fatigue damage index equals the allowable fatigue damage index accrued to the last inspection.
This process may be repeated indefinitely throughout the life of the engine.
Optionally, in the future, after additional engine operation without inspection has been accumulated and the fatigue damage index for future operations exceeds the allowable fatigue damage index, continued engine operation without removal of cylinder heads and inspection of the block top will allow sufficient margin to withstand a LOOP or LOOP /LOCA event provided periodic eddy current inspections are performed.
The periodic eddy current inspections are described in Figure 5-1 of Reference 1.
The information provided on TER 12-003 has been reviewed and is consistent with the final conclusions of this report.
WN3682/3
~4~
L
Page 4 of 4 Results of the Quality Revalidation Inspections performed to date have been reviewed and considered in the performance of this design review, and the results are consistent with the final conclusions of this report.
Based on the above review, subsequent completion and review of block top inspections, and cylinder liner / block bore dimensional check as identified in Appendix B for Engines A and B, and implementation of routine inspec-tions, it is concluded that the cylinder blocks are acceptable for their intended use at WNP-1.
IV REFERENCES 1.
Design Review of TDI-R4 and RV-4 Series Emergency Diesel Generator Cylinder Blocks.
FaAA-84-9-11.
2.
FaAA Support Package Number SP-84-9-11(k).
3.
Telecon between S.
Rau (FaAA) and C.
Kinsel (United Engineers and Constructors) on 01/08/85.
e d
WN3682/4 b
_ _ _..~._.
i Pag 2 1 of 2 COMPONENT DESIGN REVIEW CHECKLIST WPPSS NUCLEAR PROJECT 1 l
Cylinder Block-Liners and Water Manifold:
COMPONENT Seals and Gaskets UTILITY Washington Public Power Supply System GROUP PARTS LIST NO. 02-315G TASK DESCRIPTION NO: DR-12-02-315G-0 SNPS GPL NO. 03-315G CLASSIFICATION TYPE B
TASK CESCRIPTIONS Design review for this component is not required based on the review of the applicable industry experience and the lead engine OR/QR reports (Shoreham/ Comanche Peak).
There is no reported site experience for this component in the EDG Component Tracking System.
A review of the applicable site documentation should be performed to ve that the proper cylinder liner seals (TDI P/N JWMlHXB
) have been installed in the diesel generators.
There are no maintenance or modification recommendations for this component.
Quality revalidation for this component is not required.
PRIMARY FUNCTION Not required
, ATTRIBUTE TO BE VERIFIED
'Not required SPECIFIED STANDARDS Not required WN3444/1 L-
Pag 2 1 of 2 COMPONENT DESIGN REVIEW CHECKLIST I
WPPSS NUCLEAR PROJECT 1 COMPONENT Crankcase: Crankcase Assembly UTILITY Washington Public Power Supply Syst GROUP PARTS LIST NO. 02-311A TASK DESCRIPTION NO:
DR-12-02-311A-0 SNPS GPL NO. 99-311A CLASSIFICATION TYPE A
l TASK DES,CRIPTIONS Design review of this component is not required based on the review of the lead engine DR/QR report (Comanche Peak) and the applicable industry experience.
There is no reported site experience in the EDG Component Tracking System for this component.
The crankcase at WNP-1 is the same part number as the one used at Comanche Peak (TDI P/N 02-311-03-AL), which is considered acceptable for its intended service.
The maintenance. recommendation for this component is as follows:
Perform a visual examination of the vertical crankcase arch wall
'[ ~ '
and the crankcase-to-base nut pocket area.
This inspection should
- \\..
be performed during each refueling outage.
The first inspectionj which occurs after 185 hours0.00214 days <br />0.0514 hours <br />3.058862e-4 weeks <br />7.03925e-5 months <br />, at or near full load, can be used to justify the discontinuation of future inspections.
There are no modification recommendations for this component.
The following Quality inspection should be performed on all station engines:
Perform a visual examination of the vertical crankcase arch wall and j
crankcase-to-base nut pocket area for machined surfaces with sharp corners.
Crankcase vertical arch wall should be as-cast surface.
Nut pocket shall be free of cracks.
PRIMARY FUNCTION i
Not required i
ATTRIBUTE TO BE VERIFIED Not required Note:
If findings are unacceptable, analytical methods and increased surveillance i, -
will be used to justify continued operation. Hardware replacement is not s
practical for this component.
WN3448/l 7
C
l COMPONENT DESIGN REVIEW CHECKLIST Page 2 of 2 DR-12-02-467A-0 PRIMARY FUNCTION Not required ATTRIBUTE TO BE VERIFIED Not required 6
SPECIFIED STANDARDS Not required 3
REFERENCES l
Letter 0630-037-NY-150, Recomumended Design of Piping Components 02-467A and 02-4678 for l#1P-1, R. Markovich/G. Shears, Impe11 Corporation to J.C. Kausseyer, Duke Power, dated 12/20/84 i
1 1
DOCUMENTATION REQUIRED Not required i
GROUP CHAIRPERSON A [,
e PROGRAM MANAGER 2C \\<dw~-%
l i(f G
l 1
i r
i l
f WN3619/2 t-
5 Page 1 of 2 COMPONENT DESIGN REVIEW CHECKLIST WPPSS NUCLEAR PROJECT 1 Starting Air Manifold:
COMPONENT Valves, Strainers & Filters UTILITY Washington Public Power Supply System
~
GROUP PARTS LIST NO. 02-441B TASK DESCRIPTION NO. DR-12-02-441B-0 SNPS GPL NO. 03-441B CLASSIFICATION TYPE A
TASK OESCRIPTIONS Design review for this component is not required based on the following:
A review of the EDG Component Tracking System indicated that there was no applicable industry experience other than that previously j
addressed in the lead engine report..
There was no site experiance in the Component Tracking System.
A review of the lead engine DR/QR reports (Shoreham & Comanche Peak).
The components used at WNP-1 have been used on the lead engines with the exception of one check valve (Nupro, Model SS-4C-1).
There is no site experience with this valve.
l 1
The following maintenance recommendations from the applicable lead engine reports should be implemented at WNP-1:
The starting air admission valve and shuttle valve have "0"
rings and/or a screened fitting, susceptible to wear and fouling.
The "0"
rings should be replaced and the screened fitting cleaned, every outage.
The starting air valves should be disassembled, cleaned, inspected, lubricated and reassembled to prevent fouling.
They should be tested to assure leak tightness, every outage.
Inspect for tightness of fittings and bolts and apply locking
- compound, as-required, during reassembly of component, every cutage.
WN3596/1 L
Appendix C Page C1 of 1 EDG COMPONENT TRACKING SYSTEM:
WNP-1 SITE, NUCLEAR AND NON-NUCLEAR INDUSTRY EXPERIENCE
SUMMARY
COMPONENT NO.
02-441A Effective Printout Dates:
Industry - 12/12/84 WNP-1 site - 12/13/84 Starting Air Manifold:
COMPONENT TYPE:
Pipina, Tubina and Fittinas REFERENCE WNP-1 EXPERIENCE DOCUMENTS STATUS WNP-1 None NUCLEAR Manifold purge from TDI SIM 323 TDI SIM #323 is concerned turbocharger exhaust with purging moisture to prevent moisture /
from the starting air corrosion.
manifold. Historical data on corrosion in carbon steel starting air lines war not available. However, Impe11 evaluation of sub-ject piping determined that the nominal available pipe wall thickness was 5.15 times the minimum required. Therefore, there is adequate pipe margin against corrosion in the subject, lines. TOI SIM #323 is concerned mainly with fouling of starting air valves from corrosion.
Note: TDI SIM 323 will not be installed at WNP-1.
NON-NUCLEAR None WN3681/1 10-
Page 1 of 2 COMPONENT DESIGN REVIEW CHECKLIST WPPSS NUCLEAR PROJECT 1 Fuel Injection Equipment:
COMPONENT Fuel Injection Tips UTILITY Washington Public Power Supply System GROUP PARTS LIST NO. 02-365B TASK DESCRIPTION NO. DR-12-02-365B-0 SNPS GPL NO. 03-365B CLASSIFICATION TYPE B TASK DESCRIPTIONS Design review for this component is not required based on the following:
A review of the EDG Component Tracking System indicated that there was no significant applicable industry experience, except that previously addressed in the lead engine report.
There was no site experience listed in the Component Tracking System.
A review of the lead engine DR/QR reports (Shoreham and Comanche Peak).
The fuel injection nozzle assembly used at WNP-1 is identical to that used at Shoreham and Comanche Peak (i.e. Bendix, Type H4L-400, Holder No. 10-328850-5, Tip No. 10-84802-29).
l The following maintenance recommendations from the lead engine DR/QR report should be implemented.
TDI SIM Nos. 107 and 108 should be incorporated in the WNP-1 maintenance procedures.
At each refueling outage, it is reconnended that each assembly be disassembled, inspected, cleaned, and reassembled.
At this time, each assembly should be pop tested and have the spray pattern checked.
l No modifications are required for this component based on the lead engine report.
i Quality revalidation is not required for this component.
i WN3626/1.
l i
Page 1 of 2 COMPONENT DESIGN REVIEW CHECKLIST WPPSS NUCLEAR PROJECT 1 Fuel Oil Filters &
COMPONENT Strainers:
Filters UTILITY Washington Public Power Supply System GROUP PARTS LIST NO. 02-455A TASK DESCRIPTION NO. DR-12-02-455A-0 SNPS GPL NO. 03-455A CLASSIFICATION TYPE B
TASK DESCRIPTIONS Design review for this component is not required based on che following:
A review of the EDG Component Tracking System indicated that there was no significant applicable industry experience, except that previously addressed in the lead engine report.
There was no WNP-1 site experience in the Componer.6 Tracking System.
A review of the lead engine DR/QR report (Comanche Peak).
The fuel oil filters at WNP-1 are the same model from the same manufacturer as those used at Comanche Peak.
(Hilliard Model 511-150-1) l The following maintenance recommendations from the lead engine DR/QR report should be implemented:
The filter differential pressure should be checked monthly and procedures should be established for replacing the filter cartridges i
at or before the manufacturers specified maximum of 25 psid.
Air should be purged from the filters after maintenance.
There are no modifications required for this component, based on the lead engine report.
Quality revalidation is not required for this component.
PRIMARY FUNCTION Not required I
kN3601/1 JRM(ORIG)T
@ } - $b - bl(CO ADDRESSEE FDCC READING FILES (3)
DUIm POWER COMPANY P.O.801 3318f GENERAL OFFICES 3r 422 SOUTH CHURCH STREET CIIARLOTTE. N. C. 28242 September 27, 1985 r.::::::o UL & C.
OCT 0 31985 coc crea em Mr.,tyC10akhY9 Mechanical Project Engineer Washington Public Supply System P O Box 460 Richland, WA 99352 Re: Management and Technical Services TOI Diesel Generator Owners Group Washington Public Power Supply System Nuclear Project No.1 Exhaust Manifold Piping Supplemental Report File: MTS-4086
Dear Mr. Oakes:
Attached please find one copy of Supplemental Report No. 1 for component 02-380A. This report excepts the requirement in the original report that four of the twelve slip joints for this con,ponent be removed and replaced by 150 lb. slip-on flanges.
Also, please note that Transamerica Delaval, Inc.
has reviewed this report and is in complete cor.currence with its findings.
If you have any questions or require additional infonnation, please contact S E Eckert at 704-373-3818.
Very truly yours, A P Cobb, Jr, Manager Project Management Division
/et Se or Engineer NiS/SEE/kfb/E9-29/2 cc: CLRay(w/oattach)
DUKE MANAGEMENT AND POWER TECilNICAL SERVICES
~.
i SUPPLEMENT 1 TDI OWNERS GROUP WASHINGTON PUBLIC POWER SUPPLY SYSTEM NUCLEAR PROJECT NO. I i
Exhause Manifold Piping l
(Large Bore Scope Only)
Component Part No. 02-380A 1
1 1
Performed By:
Duke Power Company Management and Technical Services September 27, 1985 i
L..
SUPPLEMENT 1 TDI OWNERS GROUP WASHINGTON PUBLIC POWER SUPPLY SYSTEM NUCLEAR PROJECT NO. 1 Exhaust Manifold Piping (Large Bore Scope Only)
Component Part No. 02-380A I.
INTRODUCTION The purpose of this supplement is to summarize the evaluation performed to justify eliminating the recommended modifications as stated in the original report.
The exhaust manifold piping contains a sliding span of pipe with a slip joint at each end. These slip joints allow movement along the pipe axis. As stated in the original calculation (Reference No.1), in a linear elastic analysis using simplified boundary conditions, this type of component is unstable. Therefore, the original report recommended replacing one slip joint at the end of the sliding spans with a slip-on flange in order to analyze the manifold using normal linear elastic analysis methods. The present exhaust manifold was not shown to be y
deficient in the original analysis.
II. METHODOLOGY The effects of dead weight loads and thermal movements on the sliding span of pipe were evaluated using conventional techniques (Reference No.
2). To account for the seismic loading, several bounding cases were evaluated. These cases were developed using the sections of pipe connecting to each end of the sliding span.
Each section was analyzed with and without the weight of sliding span lumped at the end (see Figures 1 and 2).
It is expected that friction from the seals in the slip joints will provide sufficient force (approximately 142 lb.) to move the sliding span along with the adjoining pipe during a seismic event while allowing relative thermal movements. The seismic displacements and rotations at the slip joint are negligible (displacements approximately.1 inches, rotations approximately.015 radians).
Even if the friction force is inadequate to keep the sliding span moving with'the adjoining pipe sections, restraining devices are provided to prevent separation of exhaust piping. The gap associated with the slip joint at both normal operating and ambient temperatures is much larger than the total relative movements of the adjacent piping, therefore, no significant impact between the sliding span and adjacent piping will occur.
I I
$ Wh $ $ $h hhr eh p 9
W hSg 3
. eg
{.,..
III. RESULTS AND CONCLUSIONS Based on this evaluation (Reference No. 2), the exhaust manifold piping has been found to be acceptable without modification. All stress levels remain well below code allowables (maximum stress ratio of approximately 0.4).
Nozzle loads are not significantly increased from those approved in the original calculation. Relative movements at the slip joints are very small and the restraining devices are adequate to prevent any lock up or separation of the exhaust piping.
The exhaust manifold piping as designed and installed by Transamerica Delaval, Inc. is adequate to perform its intended design function.
f i
(
a
- ; 5 T =::
FIGURE 1 EXHAUST MANIFOLD PIPING jLIPJOINTS S
SLIP OINT g
TURSO--
7 f
CHARGE,n f
f CONN.
a SLIDING SPAN O
O O
O O
O O
o o
O CYLIN0tER CONN FTOURE 2 SLIP JOINT CONFIGURATION jCAPSCREW "T ' ' = - - E
\\)
,1
{}
f l
FLOW
=
- ~
, ~ g ;~; w x F1 7/ 8 MAX 4
{.....
re.
.+...
IV. REFERENCES 1.
" Supporting Calculations for the Evaluation of Comanche Peak Diesel Generator Large Diameter Piping and Supports,"
Impell Report No.
02-0630-1230, Rev. O, August, 1984 Calculation No. CP-EM-001.
2.
" Qualification of the Diesel Generator Exhaust Manifold Assembly,"
Duke Power Company, Calculation No. CNC-1206.02-50-0001, Rev. O.
1 2
4 1
I e
^O l
l l
i l
I I
E
- M G
ehM&g.
%g e y,,
^*
~~ -
~ ~~
~~--
_ ~..
--..--r--
i I
ATTACHMENT E MISCELLANEOUS ACCEPTANCE CRITERIA Included in this attachment are the following documents:
l l
e Baseline Inspections Acceptance Criteria 1
e Letter, OGTP-856-0-548, dated February 18, 1985 e Standby Diesel Generator Quality Revalidation Program Terms and Definitions e Letter, 0GTP-654-0-394, dated December 18, 1984 i
e Letter, OGTP-508-0-308, dated November 12, 1984 i
l d
i I
i i
i
_j.
BASELINE INSPECTIONS ACCEPTANCE CRITERIA The following list (by component number) contains Acceptance Criteria that is to be utilized in completing the TDI Owners Group required baseline inspections.
These criteria correspond to those components for which specific acceptance criteria is available but was not published by the Owners Group in the Final DR/QR Report.
In addition to the below, reference Owners Group letter 0GTP-857-0-548 dated February 18, 1985 (attached) which provides clarifications to the recommended quality inspections.
If a conflict exists between the below list and the attached letter, the attached letter takes precedence.
(Note that the attached letter utilizes Shoreham component numbers.
If there is difficulty relating a Shoreham component number to the corresponding WNP-1 number, the WNP-1 Component Tracking System which relates the two numbers can be utilized.)
e Component 02-315C (Cylinder Liner)
The liner dimensions are included in Figure 1-7 of the TDI Owners Group Phase I Report on the Cylinder Blocks (0GTP-631-N-53 dated December 13,1984) and as listed below:
e Overall length: 42-7/16"*
e Bore:
17.000"/17.001 (TDI Instruction Manual) e 0.0.:
18.981"/18.979"*
- These dimensions are from TDI Drawing 02-315-02-0G
( propriet ary).
e Component 02-340A (Connecting Rods - Bushings)
The hardness of the connecting rods should be (241-277) Brinell (from experience, hardness is not included on TDI drawings).
o Component 02-341C (Piston - Pin Assembly)
The wrist pin hardness should be 57-60 Rc (measured on ends).
The wrist pins dimensions are as follows:
a.
Length:
14.5" b.
Diameter: 6.7495/6.7490 (take two perpendicular readings) t (Reference TDI Drawing R-3019
[ proprietary]
for the above.)
e Component 02-350C (Cam Shaft - Support, Bolting and Gears)
The cam gear hardness should be 290-320 Brinell (reference TDI Dwg. 02-350-01-0A [ proprietary]).
e Component 02-355A (Crank to Pump Gear)
The crank to pump gear material should be.AISI 430 aad the hardness should be 241-277 Brinell (reference TDI Dwg.02-355 -AQ [ proprietary]).
1, - -
_+
,---a w
4
s Component 02-371A (Fuel Pump Control Shaft)
The shaft hardness should be 190-230 Brinell. (hardness values do not appear on TDI drawings.)
e Component 02-4108 (0verspeed Trip:
Governor & Accessory Drive Assembly)
The shaft to bearing clearance should be within the end play designated on TDI Dwg. 02-410-1987 in the TDI Parts Manual.
e Component 02-425A (Jacket Water Pump)
The hardi:ess of the pump shaft should be what is typical for hot rolled and annealed type 303S stainless steel (the hardness is not indicated on TDI drawings).
e Component 02-475B (Turbocharger - Bracket - Air Butterfly Valve Assembly)
The hardness for the shaft should be 180-220 Brinell (the hardness does not appear on the TDI drawing).
3-a
DUKE POWER COMPANY P.O B0X 33189 g }.3']?,}{ A }, O]? }?[(l[.;S 373 0 422 SOUTH CHURCH SYRt ti CII A1:1.orri:. N. C. 2S242 February 18, 1985 OGTP-856-0-548 f.C. Oakes Washington Public Power Supply System 3000 George Washington Way P.O. Box 460
- Richland, nhington 99352 Re:
TDI Diesel Generator Owners Group Clarification of Recommended Quality Inspections File No:
MTS-4086
Dear Oakes:
In response to requests from various Owners for clarification of recommended Quality Inspections, tests and acceptance criterion on the Owner's Group Technical Staff has compiled the following explanations and recommendati.s:
03-315A - Cylinder Block - Perform eddy-current test on the cylinder block stud holes if required, i.e., ligament cracks are identified.
The acceptance criteria is defined in FaAA NDE Procedure 11.8.
The reference standard used is fabricated from a gray cast iron material (ASTM 64-68 Class 30-45).
The standard contains a 0.020 1 0.005 inch deep slot.
All crack-like signals on the CRT that exceed 50% of the signal obtained from the 0.020 inch deep slot are recorded.
The length of all recordable indications are traced to where the magnitude of the eddy-current indications falls below 25% of the magnitude of the standard crack indication, i
03-340A - Connecting Rod - Perform eddy-current test on all rod box female threads.
The acceptance criteria is defined in FaAA NDE Procedure 11.9.
The reference standard used is a threaded hole tapped in a carbon steel block.
The standard contains a 1/4 inch long by 1/8 inch deep cir-cumferential EDM notch in the thread root.
All crack-like signals on the CRT that exceed 85% of the signal obtained from the radial notch are recorded.
The length of all recordable indications are traced to where the magnitude of the eddy-current indication falls below 10% of the magnitude of the standard crack indication.
03-340B - Connecting Rod Bearing Shells - Perform eddy-current test if necessary to identify surface discontinuities.
DUKE MANAGEMENT AND POWER TECHNICAL SERVICES o
PAGE 2 Clarification of Racommened Quality
, Inspections The eddy-current test is not a requirement, it can be performed in order to assist in interpreting the results of a radiography test.
Torsiograph test for Component 03-310A - Crenkshaft - The torsiograph test should be performed by an organization capable of analyzing the results, in order to confirm the mass elastic model utilized in the crankshaft analysis, i
Block sample - Component 03-315A - The acceptance criteria for analysis of the block sample is, no evidence of Widmanstatten graphite.
Magnetic Particle Test - Component 340A - Connecting Rods - Perform a magnetic particle test on all connecting rod bolts.
The acceptance criteria is, no linear indications are permitted at the root of the threads.
The acceptance criteria for Liquid Penetrant Examinations is based on ASME Section V Nondestructive examination and ASTM Standard #-165-Liquid Penetrant Inspection.
The acceptance criteria is conservative in nature.
Any deviations may not necessitate rejection, and should be evaluated further with the appropriate input from TDI and/or the Owners Group.
For porous material (castings) the TDI Owners' Group is primarily interested in linear indications.
Linear indications are defined as indications where the lengths is more than three times the width.
In particular linear indications which result from mechanical discontinuities.
It applies to the following components requiring LP examinations:
03-305A Base Bearing Caps 03-362A Cylinder Head Covers - Subcover Ass'y 03-341A Piston 03-340B Connecting Rod Bearing Shells For non porous material the following relevant indications should be considered unacceptable by the inspector, and subjected to further engineering evaluation.
Wrought, Forged, or Welded Items 1.
Any crack or linear indication greater than 1/16 inch should be evaluated.
2.
Rounded indications with dimensions greater than 1/16 inch for thicknesses less than 5/8 inch, and greater than 3/16 inch for thicknesses 5/8 inch, and greater.
. i
PAGE 3 Clarification of Recommened Quality
' Inspections 3.
Four or more indications in line separated by 1/16 inch or less edge to edge.
4.
Ten or more indications in any 6 square inches of area whose major dimension is no more than 6 inches with the dimensions taken in the most unfavorable location relative to the indications being evaluated, i
f i
It applies to the following components requiring LP examinations:
MP-017 Turbocharger - Stationary nozzle ring 03-402A Governor Drive 03-425A Jacket Water Pump 03-410B Overspeed Trip:
Governor & Accessory Drive Ass'y MATERIAL & HARDNESS
)
l 03-315E AISI4140/4142 - 255-283 BHN 03-355A AISI4130 - 241-277 BHN HARONESS 03-340A 241-277 BHN 03-341C 57-60 RC 03-359 ASV Capscrew 58 RC, SAE 5 minimum 03-371A Fuel pump control shaft 190-230 BHN 03-410B 295-315 BHN 1
03-425A 45-50 RC i
03-475B 180-220 BHN DIMENSIONAL 03-360B Valve to valve guide clearance - See TDI Manual 03-341C Wrist pin - See dwg. R-3019 03-359 Capscrews - See Parts Manual 3/4" long 03-380B Exhaust capscrews - See Parts Manual - GB-079-118 03-410B Shaft to bearing clearance - Per Woodward Manual O
i 1 a
PAGE 4 Clarification of Recommanzd Quality
^
Inspsetions VISUAL INSPECTION Table A outlines various recommended inspections.
The acceptance criteria for these examinations originally required of the inspection results by the Design i
Review Group.
However, with the dissolution of the Owners Group, the final determination as to the acceptability of a visual examination will have to be made by the Utilities' engineering staff.
TDI should also be consulted as dequired by the Utility.
To aid in your int.erpretation of inspection resu't.s, as glossary of terms used by the Owners Group has been included.
t VISUALS TABLE A MP-017 Excessive wear & cracks 03-305A Evidence of fretting 03-305D Evidence of fretting 03-310A Signs of scoring, wear or damage 03-3108 Signs of scoring, galling, of cracks 99-311A Indications of sharp corners 03-315C Inspect outside pilot diameter for excessive contact spalling Inspect cylinder liner over the zone of piston travel for no excessive scuffing, scoring 03-315E Sign of distress on head stud j
03-335B Visual for proper bolting installation 03-340B Visual inspection of cover rod bearing shells for scoring j
03-341C Visually inspect wrist galling & crack for signs of distress 03-350C Visual for wear, pitting of other discontinuities 03-355A Visual for wear, pitting of other discontinuities 03-355B Visual for signs of pitting, wear, chips / nicks 03-360C a) Installation of proper gaskets as per,TDI l
b) Visual of gaskets for signs of distress, distortion, burn through or cracking
+
1 e
PAGE 5 Clarification of Recomm2nsd Quality Inspections VISUALS TABLE A 03-362A Web Cracking 03-380B No landing exists on exhaust manifold and no cracks exist at manifold range d3-385B Visual for gasket breakCown & cracking 99-386B Signs of cracking 03-410B Visual accessory drive for signs of cracking, visual of governor shaft for distress 03-410C Visual of coupling for signs of wear, deterioration or any other discontinuities 03-415B 1.
Assemble and review existing documentation 2.
Verify the following installation criteria are met on the booster servomotor:
a)
Booster servomotor is mounted at a lower level than governor b)
The inlet booster line is 3/8" and the i
outlet booster line is 1/4" c)
Oil lines should slope upward from the booster to the governor and should have a minimum number of loops or bends.
I 03-425A Visual of shaft for signs of galling, wear or scoring 03-475B 1.
Perform a visual inspection of the butterfly to shaft attachment pins for signs of distress.
Document with photographs.
1 l
2.
Perform a visual inspection of the shaft for signs of wear and distress.
Document with photographs.
l C.L. Ray Jr.
Technical Program Director TDI Diesel Generator Owners Group CLR /JCK/ja I
cc:
Executive Committee Calvin Kinsel (UEG)
Alternate Contacts Licensing Contacts l
l 7
. A.
l 0
STAND 8Y DIESEL GENERATOR QUALITY REVALIDATION PROGRAM TERMS AND DEFINITIONS CORROSTJN -
Unintended destructive chemical or electrochemical reaction of a material with its environment.
SCORING /
Sliding force of two metalic surfaces that tears metal from one GALLING surface and transfers it to the other.' This results in femation of minute cavities on one surface and minute projections on the other. May also resalt in the famation of loose wear particles.
FRETTING Occurs between two contact surfaces subjected to repeated, small amolitude relative sliding, such as from vibration, in the presence of oxygen. Damage may appear as pits or grooves with surrounding corrosion products (oxides), on one or both surfaces.
WEAR A surface phenomenon that occurs by displacement and detachment of material. Usually implies a progressive loss of weight and alteration of dimension over a period of time.
PITTING Any removal of mai:erial resulting in the famation of surface cavities.
SPALLING Deterioration of bearing or other highly stressed surfaces by pitting fatigue, producing irregularly shaped, sharp-edged, deep cavities.
Spalling may be referred to as a severe form of flaking.
1 HOT TEAR Referring to castings. A crack or fracture formed prior to completion i
of solidification because of hindered contraction. A hot tear frequent-ly is open to the surface of the casting and thus exposed to the at-moschere. This may result in oxidation, decarburization or other metal-l atmosphere reactions at the tear surface.
l' DISTORTION -
There are two main types of distortion " size distortion" which refers l
to a change in volume (growth or shrinkage) and " shape distortion" l
(bending or warping) which refers to.a change in geometrical fom.
l EXAMINATION -
An element of inspection consisting of materials, comconents, supplies
)
or services to determine confomance to those specified requirements which can be detemined by such investigation. Examination is usually nondestructive and includes simple physical manipulation, gaging and measurement.
l INSPECTION -
A phase of quality control which by means of examination, observation or measurement determines the conformance of materials, supplies, com-ponents, parts, appurtenances, system processors or structures to pre-1 detemine quality requirements.
CRACKING -
A fracture type discontinuity characterized by a sharp tip and high ratio of length to width to opening displacement. Types of cracks are Mechanical Fatigue - failure of a material or component under repeated fluctuating stresses having a maximum value less than the tensil strength of the mater' Themal Fatigue - temperature diffekentials within the component which in-duces significant strains and stresses.-
iw Embrittlement - the reduction in ductility of a material due to its inserv-l environment.
.g.
STANDBY DIESEL GENERATOR QUALITY REVALIDATION PROGRAM TERMS AND DEFfNITIONS 1
CRACKING (cont) Stress Corrosion - the combined actions of stress and a corrcsive environment to cause significant reduction in ductility of a material.
Corrosion Fatigue - the worsening of a potential fatigue problem by the presence of a corrosive environment on the surface of a component.
FLAW -
A detectable lack of continuity or a detectable imperfection in a physical or dimensional attribute of a part. The fact that a part contains one or more flaws does not necessarily imoly that the part is nonconforming to the specification or is unfit for use.
POROSITY -
Cavity type discontinuities formed by gas entrapment during solidification.
INCLUSIONS -
Particles of foreign material such as sand, slag, or tungsten that are em-bedded in the base, weld, or both metals.
SHRINKAGE -
Caused in the solidification process of metals, shrinkage is the decrease in the dimensions of the component caused by cooling and contraction.
GOUGE -
The removing of material by electrical, mechanical, or manual means for the formation of a groove, an excessive or improper extraction.
1 e
e I --
_.-----__-_.._____1 DUlm POWEli UO.TII'ANY P. O. B O X 33189
(;g,;,g g,;ggA g, ()g?g?](*g.;g
' f y' 422 SOUTH CHURCH STRt ti j
CII AltIMPfi;. N. C. 2824 2 I
~.
December 18, 1984 OGTP-654-0-394 Mr. L. C. Oakes l
Washington Public Power Supply System 3000 George Washington Way P.O. Box 460 Richland, WA 99352 I
Re: TDI Diesel Generator Owners Grcup Component 02-315A, TER 99-050 File: MTS-4086 1
Dear Mr. Oakes:
Attached (for information only) please find the acceptance criteria for the cylinder block dimensions. The dimensions specified on the attached drawinqs (all 3 pages) are tolerances which are acceptable for the recommended dimensional verifications.
If you have any questions regarding the abr v.
please do not hesitate to contact Gary Ghika at 704-373 4098.
{
Ver truly yours, C. L. Ray, Jr.
Technical Program Director TDI Diesel Generator Owners Group CLR/GDG/ yds j
cc:
il. Kammeyer R. Bonsall 1
i V. Saleta l
M. Curry A.P. Cobb, Jr.
l G. Ghika i
JB #8 I
l l
DUKE MANAGEMENT AND POWER TECHNICAL SERVICES._
E
(
o Cylinder head 0
Proudness.004/.007 l
l s
Liner collar height 1.5060/1.5040 l Q Block upper pilot diam.
"i 19.515/19.510 Liner upper pilot diam.
19.501/19.49g
~
1.5/
I'4 1.78*
Upper block to liner gap i
(radial) 0.008/.0045
~
~
Block o
o Block lower pilot diam.
{~
n Stud 19.002/19.000
=
Liner lower pilot diam.
.875 2
10.999/18.998
{
Lower block to liner gap 5.0 o
(radial).0005/.002 1,
Liner i
v N
_/
w s
Cylinder stud boss l
i Gussett i
Figure 1-6.
Block and liner interface (7/31/68 TDI dimensions).
Typical for SNPS EDG101/102 and Original EDG103. 3
. _ _ - _~
,e e
Q.
Cylinder head Proudness.003/.0055 ]
.602/.604 Liner collar height 1.5045/1.5030 pl
{
Block upper oilot diam.
i 19.515/19.510 Liner upper pilot diam.
19.501/19.499 1.5/
1.4990
)
Upper block to liner gap 1.78" (radial) 0.008/.0045 Block it p
Block lower pilot diam-(
~
n 19.002/19.000 o
Stud Liner lower pilot diam.
.875 18.997/18.995 Lower block to liner gap o
(radial) 0.0035/.0015 5.0 1
1 Liner o
\\
/
l l
Cylinder stud boss i
Gussett j
Figure 1-7.
Block and liner interface (1/19/78 TDI dimensions').
l l
~
4 y_
4b4 Cylinder head 4
i Proudness.0025/0.0000]
.602/.604 Liner collar height 1.5015/1.5000 bm o Block upper pilot diam.
19.515/19.510 1.5/
Liner upper pilot diam.
1 499 19.496/19.494 1.78" Upper block to liner 9ap Stud (radial) 0.0105/0.0070 Block Block lower pilot diam.
h-19.002/19.000 j
Liner lower pilot diam.
.875 i
18.992/18.990 Lower block to liner gap u
5.0 (radial) 0.0060/O.0040
. Liner o
N
/
w s
Cylinder stud boss Gussett l
Figure 1-8.
810ck and liner interface (10/24/83 TDI dimensions).
- j. -
l
i DUKE POWER COMPANY P. O. 8 01I 1318 9 GENERAL OFFICES srs.4$
422 SOUTH CHURCH STREET CILutLorrE. N. C. 28242 November 12, 1984 OGTP-508-0-308 TDI Diesel Generator Owners Group Executive Committee RE: TOI Diesel Generator Owners Group Connecting Rod Bearing Shell X-Ray Criteria Component No. 's 02-340B & 03-340B File: MTS-4086 As a follow-up to the X-ray seminar sponsored by the TDI Owners Group on Octo-ber 15, 1984, the intent of this letter is to resolve certain repetitive questions posed by various TDI Owner personnel.
Owners Group X-ray procedures NDE 9.2 (in-line engines) and 9.3 (RV engines):
These two (2) procedures are essentially identical with the exception of the size of the critical areas of the bearing shell.
The acceptance criteria for maximum allowable void size of 0.050 inch for the upper bearing shell and 0.250 inch for the lower shell remain the same. This criteria only applies to the specified critical areas of the bearing shells. The FaAA procedures were pro-vided to the owners to be used as a guide in development of their own radio-graphic technique.
It should be emphasized that any radiographic technique em-playing X-rays, which achieves the sensitivity requirements (i.e. quality level) of 2-IT and the general parameters and requirements of ASME Section V, is acceptable.
The acceptance criteria specified in the procedures referenced above did not originally address defects inherent with aluminum castings. On July 20, 1984 the Owners group issued Task Evaluation Report No.99-011 which added clarifi-cation to the acceptance criteria and addressed segregation and micro shrinkage, conditions considered inherent in the casting manufacturing process.
In addition this TER added reference to ASTM-E155, 3/4" Reference radiographs for aluminum as the standard for evaluating these and other conditions normally found in aluminum castings and noted that mottling / segregation and micro shrinkage should not be eval-uated for rejection.
In addition, the radiographic feature associated with the lead alloy babbitt layer on the I.D. of the bearing shells, shall also not be evaluated for rejection.
We trust this clarification will resolve any concerns you may have relative to the connecting rod bearing shell radiography.
If you have any questions, please don't C. L. Ray, Jr.
Technical Program Director TDI Owners Group DUKE MANAGEMENT AND R
CLR/JCK/ey Vic Saleta R. i). Murray POWER TECHN AL SERYlCES
l' ATTAC K NT F ADDITIONAL ITEMS TO BE ADDRESSED
}
Attached are additional items received subsequent to the issue date of the DR/QR Report that must be addressed.
Although many of the items are i
relatively minor, each must be evaluated and dispositioned.
l l
Included in this attachment are the following documents:
l e Letter, DLUE-85-5010, dated June 5, 1985 i
e Letter, 0GTP-865-0-554, dated February 22, 1985 i
I 1
i i
l k
i i
i i
i f
i l
l 1
UO Tr:nsam ric3 Detvil Inc.
ggggg Engine cnd Compr;ssor Diviscn glgygl 550 85th Avcnu?
- 5 c E.. ; ;l' P.O. Box 2161 4 L & c-
,===
Oakland. California 94621 5@l,IU M'M. ~ 1385 (415) 577 7400 p:"lul m m em DLUE-85-5010[Sh June 5, 1985 Washington Public Power Supply System P.O. Box 460 Richland, WA 99352 FPE RSO MN Attention:
Mr. S.M. Sandlin CD BREWER 896
Subject:
Washington Public Power Supply System GW DELL 896 Nuclear Project Unit I EC HAREN 895 Diesel Generator S/N 75084/5 KJ IVERSON 898 Product Improvements /DSRV-16-4 DC LEONARD 896 V. MANI 897 H00CC 805 ORM 847 Gentlemen:
In regards to our recent discussions, we have noted the Utilities intent to implement a major disassembly program in order to facilitate quality enhancement of the diesel generators. The purpose of this letter is to provide a brief summary of " Product Improvements" incorporated af ter manufacture of the Washington Power System Diesel Units.
In addition to improvements listed below, consideration should be given to all gaskets elastomers and seals, thereby providing the most economical opportunity for replacement.
Connecting Rod Washers (released for factory production, March 1980)
The hardness of connecting rod washers has been increased to 45-55 Rockwell "C" to assist in the prevention of washer galling through repeated disassembly. The part number remains unchanged, i.e. R-1317.
Piston Pin Retaining Ring (released for factory production, March 1982)
The piston pin retaining ring has since been redesigned from a spiral type ring to a snap ring to provide a ring less susceptible to damage during maintenance and to facilitate ease of assembly.
The new snap ring part number is CE-003-067. Also, pliers for use with this snap ring can be identified as part number AR-050-008.
Fuel Injection Pump Return Line (released for factory production, June 1982)
The injection pump return line has been redesigned to provide a line less susceptible to damage during engine maintenance and installation.
This line also reduces the possibility of fuel spray which could potentially cause a fire should a failure occur. The new tube part number is 102507 and is used with clamp part number CK-006-003.
2
Transamenca Delaval Washington Public Power Supply System Mr. S.M. Sandlin June 5,1985 Page 2 Piston Assembly (released for factory production, September 1982)
The piston has been changed from a full stack "Belleville" washer to a half stack "Belleville" washer arrangement with modification to the pin bosses, roof and ribbings of the skirt, and to the piston crown for optimum strength versus weight. The piston skirt plating now incorporates a copper flash procedure prior to the tin plate operation to improve the bond between the plating and the skirt.
Note: This product improvement automatically incorporates the piston crown, head land cutback (S.I.M. 350).
Piston Crown Cutback (released for factory production, January 1981)
The 0.D. of the piston crown above the first ring groove is cutback from 16.880/16.875 inches to 16.785/16.775 inches.
This improvement is effective on all new "R" and "RV" piston crowns sold. This modification will improve lube oil consumption, lube oil filter life, and reduce piston ring / liner wear by minimizing carbon buildup.
This improvement is most effective on continuously running engines.
Fuel Injection Nozzle Tip (released for factory production, June 1983)
The spray angle has been changed from 140 to 135 to promote better combustion and improve cylinder liner by reducing fuel spray impingement. This improvement is ef fective on all new nozzle tips sold.
The part number of the new tip (135") is HD-004-000. We recommend that all nozzle tips installed in any one engine be of the same angle.
Therefore it is important to record nozzle tip spray angles as well as pop pressure when maintenance is performed on the inj ectors.
Cylinder Liners (released for factory production, October 1983)
Our cylinder liner has been modified dimensionally in the liner landing This improvement in conjunction with others (i.e. head studs /
area.
torque) assists in the reduction of stress induced on the upper portion of the cylinder block.
i i
l l
Transamenca Delaval
- 50.?!!
!d Washington Public Power Supply System Mr. S.M. Sandlin June 5, 1985 Page 3 Cylinder Liners Continued Factory standards for liner proudness has been reduced to O to.003 inch.
In addition the upper ledge diameter has been revised from 19.499/19.501 inch to 19.494/19.496 inch. Also, the diameter of the first step below the ledge is reduced from 18.995/16.997 inch to 18.990/18.992 inch. The original liners may be machined to incorporate these improvements.
Friction Welded Push Rods (released for factory production, November 1983)
TDI has developed a friction velded push rod to replace the present ball and tube push rod. This new design promotes optimum weld quality, thus providing greater reliability. The new push rod P/N's are 02-390-06-AB and 02-390-07-AG.
Cylinder Head Studs (Released for factory production, April 1984)
The cylinder head stud has been revised to a " necked-down" version, which consists of reducing the length of the threads on the upper end that is inserted into the block. In addition the torque (head studs to block) has been revised to 80-120 ft. lbs., lubricated with a 50-50 mixture of engine oil and graphite.
These improvements are designed to reduce stress in the tpper block area.
Depending on the current condition, studs may be machined to incorporate this improvement.
Connecting Rod Bearing Shells (Released for factory production, November 1984)
In response to customer requests we now of fer radiograph quality bearing shells, thus providing unsurpassed reliability. The P/N of this new shell is 02-340-04-BK.
Cylinder Heads Over the past several years a number of improvements have been made, including:
improved injector nozzle bore repairs, consistent firedeck thickness, rigid acceptance criteria of indications on the firedeck and valve seats and stress relieving. Standard non-destructive examinations include magnetic particle, dye penetrant, water / air tests and ultrasonic thickness gauge testing. In many cases original cylinder heads may be upgraded to meet current standards through additional factory inspections.
Transamenca Delaval 551==
!.!iih Washington Public Power Supply System Mr. S.M. Sandlin June 5,1985 Page 4 Spray Shield Assembly Spray shields may be incorporated to isolate the front fuel oil crossover header and connections from the turbocharger exhaust gas inlet piping, in the event spray from a leaking fuel oil or lube oil line is directed to these hot surfaces. In addition to the shield assembly, it also recommended that a pipe flange shield be installed on the upper flange of the lube supply pipe to accessories and rocker headers. This pipe flange can be identified as part of item 43 drawing 02-465-21. The pipe flange safety shield can be purchased through our Parts Sales Department, identified as P/N CL-042-007.
Additional components for installation of the shield assemblies are:
QTY.
PART NUBMER DESCRIPTION 1
02-475-22-AW Shield, Spray 5
02-475-22-AQ Support Spray Shield 1
02-475-22-AU Shield, Spray 1
02-475-22-AT Shield. Spray 10 GB-001-117 Capscrew Hex. Hd. - 5/8-11 X 1-1/4 Lg.
6 GB-034-006 Nut, Hex. - 5/8-11 20 GB-001-115 Capocrew. Hex. Hd. - 5/8-11 X 7/8 Lg.
3 GB-001-046 Capscrew, Hex. Hd. - 3/8-16 X 1/2 Lg.
Shrouded Fuel Injection Lines This is the shrouded high pressure fuel line between the fuel pump and injector, which incorporates a solid outer tube to protect hot engine surfaces from fuel spray resulting from a rupture. Also available are fuel headers, a collection tank and alarm components, to collect fuel from a leaking line and to alert the operator of the condition. This line can be identified by P/N 02-365-05-AE. The part numbers of related equipment can be provided upon request.
Please do not misinterpret our Product Improvement Program to be a Product Correction Program as this is not the case. When we facilitate an improve-ment to a part or component it does not imply that the previous design was inadequate for the intended purpose.
Transamenca Delaval Washington Public Power Supply System Mr. S.M. Sandlin June 5, 1985 Page 5 Price quotation and availability can be provided upon request through our Part Sales Department.
Should you have any questions, please do not hesitate to contact our office.
b Sincer.ly, h
/ "}
J Q )r Lee Duck Engineer, Customer Service LD:srd cc:
M. Britt D.C. Leonard /UE & C Inc.
/.
DUliE POWER COMPANY TEMPHHEr P. O. O O R 33189
(;geggggAL p pgag(;g.3 g
gg 422 SOUTH CHURCH STREET Ull AltLO'I'l'P.. N. C. 28242 February 22, 1985 OGTP-865-0-554 Mr. L. C. Oakes Washington Public Power Sypply System 3000 George Washington Way P. O. Box 460 Richland, WA 99352 Re: TDI Diesel Generator Owners Group WNP-1 DR/QR Report Recommended Modifications File: MTS-4086
Dear Mr. Oakes:
Attacned for your information are copies of memorandums detailing modifications recommended in the DR/QR report for WNP-1.
These modifications are related to large bore piping, small bore piping, tubing and conduit.
The attached memo-randums are referenced in the corresponding DR/QR reports for the individual components.
In addition the Stone & Webster Engineering Corporation trip report for the WNP-1 site is attached. The trip report includes general observations that were not included in the specific component design reviews.
In accordance with the intent and philosophy of the Owners Group, the recomended modifications and supporting engineering documentation are the result of struc-tural integrity evaluations, that were based on the intent of the design codes referenced in the respective DR/QR report.
Implementation of these modifications shculd be done under nonnal site procedures for modification of vendor equipment including obtaining vendor approval of the design changes.
Particular attention should be directed toward compliance with the ASME Code since the supporting docu-mentation does not constitute a stress summary as defined by the Code. Also, the code compliance work should be utilized to develop / confirm appropriate support /
restraint loads and methods of attachments.
Should you have any questions, please do not hesitate to call.
Ver truly yours, i
C. L. Ray, Jr.
Technical Program Director TDI Diesel Generator Owners Group 1
I CLR/MSC/cr Attachments cc:
R. W. Bonsall J. J. Dimare C. A. Malovrh S. W. Wakefield R. J. Deese J. J. Ahrens R. McAuliffe G. S. Shears i
M. S. Curry J. C. Kamoyer A. Y. C. Wong R. Markovich J. i., 8 DUKL MANAGEMENT AND A. R. Parks POWER TECHNICALSERVICES -
/
t IN PELL@
t ***
December 13,1984 0630-037-NY-119 l
Duke Power Company P.O. Box 53189 Charlotte, N.C. 28242 ATTENTION Mr. J.C. Kammeyer DR/QR Program Manager
SUBJECT:
Required Modification for Validation of Impell's Design i
i Review for Component No.02-441 A-WNP GENTLEMEN:
Below are the modifications which are required for the validation of the design review for the Starting Air Manifold Piping, Component No.02-441 A.
The two U-Bolt supports adjacent to the strainers require stiffening of their support members in the lateral direction.
Tne 10 support members on the two headers running parallel to the length of the engine require reinforcement of support members and bolt hole elongations in the north-south direction.
The support located on the riser north of the valves (left bank) and the suport located on the riser south of the valves (right bank) require reinforcement of support members and bolt hole elongations in the east-west direction.
The support located on the riser sou.h of the valves (left bank) and the support located on t'.e riser north of the valves (right bank) require reinfc. cement of support members.
Ensure that the bolts, for the flanged connection on the north side of the strainers for the right bank on both diesels, are A449 or better (based on ASME III allowable stress).
Very truly yours, h
F
. Ma ovich/G. Shears Plant Engineering Division RJM/GSS/ftt0 BROAD HOLLOW ROAD.MELVILLE. NEW YORK 11747*(516)420 3200 i
O IMPELL CORl'OfMTION December 13,1984 0630-037-NY-120 Duke Power Company 3 P.O. Box 33189 Charlotte, N.C. 28242 ATTENTION Mr. J.C. Kammeyer DR/QR Program Manager
SUBJECT:
Required Modification for Validation of Impell's Design Review for Component No. 02-435A - WNP GENTLEMEN:
Below are the modifications which are required for the validation of the design review for the Jacket Water Fittings - Pipe & Fittings, Component No. 02-435A.
1)
Add lateral support at each of the two U-Bolts below the check valve (on both sides of the Tee) to strengthen side load capability.
2)
Increase bolt torque dt the check valve flanges to 130 ft.-lb.
Very truly yours,
.M vich/G. Shears Plant Engineering Division RJM/GSS/jko 225 BROAD HOLLOW ROAD a MLLVILLI. fJLW YORK l1747 (510) 420 3200.
O IMPELL conronanON December 20, 1984 0630-037-NY-150 i
Duke Power Company Rudisill Building, 2nd Floor 1225 Harding Place Charlotte, North Carulina 28204 ATTENTION:
Mr. J.C. Kammeyer DR/QR Program Nanager
SUBJECT:
Recommended Design of Piping Components 02-467A and 02-4678 for WNP Gentlemen:
At the time of the Impell walkdown (December 6,1984), portions of the lube oil piping from the turbochargers to the lube oil sump tank were not installed.
Impell compared the TDI Parts Manual and assembly details for WPPSS component 02-467 to Comanche Peaks and detennined that the WPPSS design is acceptable provided the modifications recomended in the' lead engine DR/QR report for components 02-467A and 02-4678 are implemented.
Therefore, Impell recommends that the piping be installed per the TDI aesign details, with modifications as stated.
Very truly yours, R
vi ch/G.
Plant Engineering Division RM/GS/jko 4
t 225 BROAD HOLLOW ROAD
- MELVILLE. NEW YORK 11747 + (516) 420-3200
. t
O IN PELL k cORPORAh0N February 4,1985 0630-037-NY-143 g Duke Power Company P.O. Box 33189 Charlotte, N.C. 28242 ATTENTION:
Mr. J.C. Kammeyer DR/QR Program Manager
SUBJECT:
Required Modification for Validation of Impell's Design Review of Component 02-435A - WNP
REFERENCE:
- 1. Impell Letter No. 0630-037-NY-120, dated 12/13/84
- 2. DR/QR Report for Component 02-435A Gentlemen:
During a review of the recommendations made in the referenced letter, we found that they are not required, and should therefore be disregarded.
Also, the third paragraph in Section IV (Results and Conclusions) of the referenced report should be deleted along with Reference 3 in Section V.
Note, however, that with respect to the referenced report, a maintenance recommendations is required in Section IV as follows:
Ensure that the flange bolts at the on-engine jacket water pump are A-325 or better (based on ASME allowable stress).
If you have any questions, contact me at (516) 420-3364 or Gregg Ursprung at (516) 420-3402.
. Very truly yours, Jame
. Ahrens d roject Engineer P
Plant Engineering Division JJA/br cc: R. Deese R. Bonsall C.L. Ray, Jr.
225 BROAD HOLLOW ROAD
- MEW E.NEW YORK H747 * (516) 420 3200 i
6610 s
INTEROFFICE MEMORANDUM goJ@ 11600.60 o
u..
SUBJECT CONDUIT SUPPORT MODIFICATION DATE January 4, 1985 FOR WNP-1 FROM A. Y. C. Wong TO J. C. Kammeyer - SWEC-NC /
CC SWakefield JJDiMare/J.B. 245.1.13 General Files MHa'oib:VM l
We have reviewed all QA Category I conduits and conduit supports mounted on the diesel engine, generator, and auxiliary skid and de-termined that some of the flexible conduits are not supported properly.
The following modification is recommended for both engines:
Provide a support for t.he 3/8" flexible conduit, V. Cond.
'T' (going to J. Box 1A, CS-V.78), at not more than 3 ft.
from the terminal point (see attachments).
i[
A.Y.C.W g
e l
l l l i
Y.
= A =-
m-32 s d/ E T M L T A L-scc &W TAFFLD (TYR) gY
%." it-i U./
-7[ g Q
SSG NOTE 6 (TYC) i f
I S CC rio M 'A-A' k
ggg yo 75 g
Sgg OETAIL. )'fh' s&&
DETA I.
(cs ts-ooG (cs O/8-OC b
\\
3_S*
l
[ 666 NOTE
.3 ses wrs 's
\\
f / ~ _/ /
\\
> ['
T ggs // ore 'S W
\\
, f _,\\
l f i MzW" 7_
f f
=
l f
s AN d
- g es.'v-7c, l
c s-va 78 g
g 4
McA7"fs
-N tar cs-y-77 t
cs-V TV v -.E
(
- ~5 gle
}
Y y
IN'
- v. cN O. '6' cE/
']
4.cNO.'r' e
m
^
I!-o" "lL %"
m (<gg Of TAIL 'Yi csg o e -o0 6.)
/,
(/[
,L (csgol6 ~Cof*)
.{ d(
G 6
q, cup,'p'-Js! i 7 yy,0*
?
N g ; Usg'B*b) 4
-\\
y, cyo, spo 4 Dv 65 o
y t
m A
SEE NOTE 2 yyf h
h I
SEG DETAIL 'YA' l
ltyck k
ll (cs18-008) e
=
=
f
/
q CAk5tHE FRAMS Y
~
V[P.'
atayz"
(
SECT /OAl
/A-/A g
(ce-otA-ool) 13-
-~
w
^
/
WV
\\
B
~ %"crrey U
WATEf
~
$TANO PJPE
]
V $ 8 a.7S
/
p e
4 w
to CA '
b y
F
~
8 Cz" _
=
m7.g g5 7"
Ob'R!. n Y4' Y ~
1r DETAIL
'A '
SECTrod 'g.g '
(Cs-13Ose.cos.g)
!dya N0766 *
- 1. FoK GENERAL NOTES dSG OWG # C& -/30/S- 00 l
s q
lbMOU/7~ 0:?NNBCTOR6 CAY;
- 67 - 9012 5.
'T
- 3. A PPL& tom 90 ' FEMALE SAs)<sTED FULL /NG EL80W s
CA7" f F F~). - S O.
- 4. AfPLE' rom 90* FEMAlf EL80W CA7: M t f 90 - 50.
- 5. AfPLETod 90* MALE 7b f6/4 ALE SdoR7~ Box CONMECTOR.
DAT. # L/4F 90- SOL.
- L
!a. APPL 67CAI EMT-TWo Hot.E
~9
- 6 76E/. P/P6 67 RAPS p
CAT l # /"'W 2900.
AFFECTCD DWGS.
REVISION Q~
'7 FoR FLE* CopJOUI7~ LENGTW6 i eg g 6EG YABL6 ** I c4 6HEET *l2.
glfgg gg a constructors anc.g[ggggy 04
=
[
Q RicHt.AN4 WASHINGTON l
if
~ l0 REFERENCE DOCUMENT NO.
10 40 DISCIPLtNES b
ypp y}"; ^mn fljih1%
OA N8
/,flN Nuc.
M EcH.
MtcH SERV.
lac STRucT.
/
snescu no Es CS-13oss-ogg-t 1
i
-w-
^ ~m m - " ' " = ~ - -
' ~ " ~~' '
i
..... _... _ _.. ~... -
,f,.ue.... ~,..,
m..
4..
to-3 2 catE7 M4rAL 6CX6W ' RAPPED (TYE)l
~
3, 1
-f")p.
4, t
4g2 NOTS 6 (TYg) e 6GCTION 'A-A' SGG NO T6 r I
$ES DETAIL.'fh' 6&&
DETs Ge-ciae-os-0 g
(co-f3-o2A si.
_\\# 9'-3 $
ll 628 NofE #.5
\\jf 1
i s msfa Q\\
\\
1/
6 6E Afo rE S P
pg" ; h 7
S 2%" 3,
(
gf' q'
r e
V 4
j'"
l d
ll f==
=
[_ j~ co-va 73 gew cy L
cs.v-7c, 7.
hp cs-y-77 S
3perg 3,-79 c,-v Q
r u
~
v g
9 gy q, eg g, g e,
i e II" '
?
' Il's 4 O O.'T'
~
i
- c5-8 B" 5 [cig pa rArt.'
e SEE DefAIC EA'
/$czAeB-SGG Afo7 CS-AA"
(/
J e
q ese osrAu 'Ex,.
. (
cco-i3-02A-oo6-0
\\
J.
r-?y'f.
- 9,'
=6 v cuo. 'p'-+
3, (u
y, cyca $g'+
@ IS-o M M N '
1 y~
(
.t c,
- 1.-
4 In l
Mi l
ggg m7srg. W:S
$y
//
J'-?M_
/
i f
/
1
. EMSING FRAMG I
h z!2F/f V
SECT /oM
/A-/A 5
(cS-13-o2 A-ool-i.)
2.-.
w
/
WV
\\
5
- q'cirgy
+
l l
Al WATEf O
srnno b"f
]
APE 4'$ sce.7S J g
A
- to FA '
'~l)
Q v
P 0
- S
=
=
- T MT's W5 7"
- f k
% 'A!.-- $-
nu DETAIL
'A '
6ECTIog
'.g.g !
(Cs-Isogg-oog_g) 2A 7gdyd No'l'66*
- 1. FoK 66NSAAL MOYES 686 OWG #C & -13 4 2A -col-l
- 2. APPLE 7DM 90* L/QU/O T/6Nr 'sT' FLSX/246 META L.
.'q LOND0/r wNNacroRS CAT;
- s7 - 9o 12 5.
- 3. APFLEToM. 90* FEMAL&
6/*MSTED FULL /N4 ELBOW
~'
CA77 f FFL -50.
- 4. A PPL& Tb H 90* FEhfALE EL8OW CA7:4 /f90-50 S. AffLETod 90' MALE 7b f6MA44 SMcKT Box CcMMECTOR.
CAT; # LMf 90-SOL,
~9 (e. APPLEToAJ EMT-TWO HOLE
- n
- 676EL f/f2 67 RAPS cA7- # 7'W 2500.
AFFECTED DWGS.
REVISION a
~1 FoR fm c sEE rhets puow7~LEMF,THSon syssT*tz.
,g t
a I
mited en a constructosvr. gin 88TS
,( $
e l
g Q
mcut. Ann WAsemearon t
l v f 4-2A REFERENCE DOCUMENT NO.
UNrr i O 4O T"'.7. " < ' ' " ~
."v'.'*"'"".2.7 hhf,^N" hIA l
DISCIPUNES ms No sm oot Intt:
//////
C'nen e.o Es CS-I5aA -ot 3 -l
INTEROFFICE MEMORANDUM Q,RE 6 0.60 RECOMMENDED MODIFICATICNS SUBJECT WASHINGTON PUBLIC POWER DATE December 21, 1984 SUPPLY SYSTEM - UNIT 1 FROM CAMalovrh CC JKansneyer - TDI owners Group SWWakefield JJCadogan (SWEC-NC)
JJPowers (SWEC-NC)
CJTsai l
RLGelinas RMcAuliffe JJDiMare/ Job Bk. 245.1.13 WPC 245/3 (0119-1160060-B6)
General Files AParks:me As requested in your memorandum of August 16, 1984, recomunended pipe / tubing and support modifications and additions are being forwarded.
The review was done in accordance with the requirements of Report No. 11600.60-DC-02, Rev. O, and all recosamended changes are to assure that the components will perform their intended function at the Washington Public Power Supply System - Unit 1.
Please note that these recommendations do not assure any code compliance as that responsibility rests with the utility.
80 $$
r C. A. Malovrh Lead Engineer-EMD i
_m l
Attachment to IOM 6596 Pegs 1 of 11 RECOMMENDED MODIFICATIONS WPPSS-1 MODIFICATION MEMO All recommendations apply to Engines A/Ser. No. 75084 and B/Ser. No. 75085) g unless otherwise noted.
COMPONENT NO.
02-CFR The turbocharger thrust bearing lubrication system should be installed utilizing TDI drawing No. 102269 as a guideline.
The following recommendations should be implemented:
The maximum tubing span length should not exceed 3 ft-6 in. in order to minimize the ef fects of the turbocharger's operating vibrations.
The first support should be as close to the sight glass as practical but not more than 12 in. away.
The 1/4 in, dia tubing from the sight glass to the cross should have a lateral offset to accommodate j
thermal expansion.
A minimum offset of 6 in. is required around bends to accommodate thermal expansion.
- l 02-307D Verification of the following items should be done prior to j
engine startup:
1 All U-bolts should be torqued sufficiently, without overstressing the header, to prohibit axial header movement.
All nuts have suitable locking devices installed.
U-bolt inside radius should be coincident with the outside radius of the header to provide a snug fit.
i 3/8 in, dia U-bolts installed.
02-316C When 3/8 in. tubing is installed, adequate supports should be i
installed at 4 ft-0 in, maximum span intervals and located considering thermal expansion and terminal anchor movements, g
02-435A When the governor lube oil cooler tubing is installed as recommended by TDI, the maximum support spacing should be 5 ft-6 in.
A minimum offset of 6 in. is required around bends to accommodate thermal expansion.
0119A-1160060-B6
a-._A-e
---.A
+s
-Ld--
,-a
-a_
- - +. - - - -.. ~. -.
__A
,_s Attachment to IOM 6596 Page 2 of 11 02-441C Line Combustion Air Purge The 1/4 in.
tubing from the air start headers to the l
combustion air manifold (not installed) should have two-directional restraints at 4 ft-0 in. maximum span lengths.
Location of the restraints shall allow for thermal flexibility by providing a 6 in. minimum offset around bends.
I Line - Distributor Tubing to Air Start Valves in Cylinder Heads The existing tubing spacers across the generator face of the engine should be modified by the addition of cover plates secured to the engine (see Page 11 for example). Additional two-directional restraints should be added as required to ensure the 4 f t-0 in. maximum span lengths are not exceeded.
I j
ENGINE A a
Line - Tubina to Startina Nir Distributors j
Restraints should be added or modified on the tubing from the right and left bank headers to the distributors in the same locations as on Engine B.
In addition, three-directional restraints should be added as close as practical to each side of the filters because of the different style filters used on Engine A.
No restraints should be in contact with or attached to the filter cartridges.
Line - Startina Air Manifold Drain Lines i
The tubing installation and routing and restraint types and locations when installed should be similar to those existing j
on Engine B.
ENGINE B Line - Distributor Tubina to Air Start Valves in Cylinder Heads l
Tubing clips should be installed in the risers leading to the cylinder heads at approximately mid-span similar to Engine A locations.
Line - Tubing to Startina Air Distributors Two-directional restraints should be added to the 1/2 in, tubing from the right bank air header to the filter in the following locations:
1 In the riser approximately 18 in, below the air l
start header.
B 0119A-1160060-B6
.jg.
i
Attachment to IOM 6596 Paga 3 of 11 In the lower horizontal run approximately 12 in, from the riser.
In the lower horizontal run approximately 6 in, from the 180 deg return into the filter.
The filter cartridges on both sides of the engine should be l
restrained laterally with a 3/8 in. U-bolt.
The mounting bracket for the filter should be rigidly attached to the engine.
One two-directional restraint in each riser of the air start tubing on the left bank should be modified to a
three-directional restraint to provide vertical support.
Line - Air Supply to Governor Servo-Booster A two-directional restraint should be added in the riser approximately 18 in, from the air start headers on both sides of the engine.
02-450A Line - Crossover Header The 1 in. threadolet used as the method of connecting the 1 in, fuel oil supply tubing (branch side) to the 1 in, front in, fuel oil supply tubing (branch side) to the 1 in. front crossover header should be changed.
The change should incorporate the use of a socket-welded tee and appropriate tube adaptors to preclude the possibility of fatigue failure from long-term vibration stresses.
02-450B RECIRCULATION AND SUPPLY HEADERS, RIGHT AND LEFT BANK One of the eight required two-directional restraints on each engine bank should be revised to a
three-directional restraint and located approximately mid-engine.
The remaining two-directional restraints should be modified or thinused as required to provide proper sliding fit.
FUEL OIL DRIP RETURN HEADERS The first restraint on the right and left bank F.O. drip return headers at the governor end of the engine should be modified to a three-directional restraint to provide axial restraint of the headers.
A two-directional restraint should be added within 12 in, of the tee at the base of the right bank tubing riser running from the header to the drip tank (near the crossover piping).
This is to provide axial restraint of the crossover piping.
l 0119A-1160060-B6 c
i i
Attechment to ION 6595 Pcg2 4 of 11 The existing U-bolts on the drip-header crossover piping should be replaced with 3/8 in. U-bolts and suitable locking devices.
Installation should not restrict axial line movement while providing lateral restraint.
DRIP RETURN HEADER TO DRIP TANK g
The 1 1/4 in. tubing from the tee to the drip tank (not installed) should have two-directional lateral restraints installed at 6 f t-0 in. maximum span intervals.
Location of the restraints shall allow for thermal flexibility by providing a 6 in. minimum offset around bends.
DRIP RETURN RISERS, HEADER TO CROSSOVER The twisted flat bar/ tube block supports partially installed on the risers should be deleted.
New two-directional lateral / vertical restraints with increased structural properties should be installed on the horizontal offset of the risers.
The use of multiple bolts when attaching to the engine is advised.
WASTE LINES FROM DRIP TROUGHS The 3/4 in, tubing from the drip troughs was not installed at time of walkdown.
Installation should incorporate two-directional lateral restraints at a maximum span interval of 6 f t-0 in.
Location of the restraints and tube routing should account for differential expansion of the engine and tubing.
ENGINE DRIVEN F.O. PUMP SUCTION AND DISCHARGE A two-directional lateral restraint should be added to the suction and discharge tubing risers near pump at approximately mid-span.
A two-directional lateral restraint should be added at mid-span in the horizontal run of the suction tubing only.
FUEL OIL FILTER TO THE CROSSOVER HEADER A three-directional restraint should be added in the 45 deg skewed riser above the fuel oil filter.
ENGINE A FUEL OIL LINE FROM CROSS-FITTING TO F.O. FILTER A two-directional restraint should be added at the same location as on Engine B.
t 0119A-1160060-B6 21-a
i Attachment to ION 6596 Page 5 of 11 1
02-465B LINE - LUBE OIL HEADERS l
One of the eight required two-directional restraints on each engine bank should be revised to a three-directional i
restraint and located approximately mid-engine.
The remaining two-directional restraints should be modified or
]
shimmed as required to provide proper sliding fit.
I l
LINE - GOVERNOR LUBE OIL FROM GOVERNOR LUBE OIL COOLER l
A cover plate attached to structure should be added to
]
the existing spacer attached to the three lube oil tubes l
below the governor (see page 11 for example).
i i
i A two-directional lateral restraint should be added to each of the three lube oil tubes at the risers below the J
right turbocharger support bracket.
i LINE - LUBE OIL GEAR CASE HEADER AND BRANCHES L
A two-directional restraint should be added in the riser of
(
1 the 1 1/4 IPS gear case header near the top to provide lateral support of the cantilever configuration.
I LINE - LUBE OIL SUPPLY FROM THE FILTERS TO THE CROSSOVER
)
HEADER i
A three-directional restraint should be added to the 1 1/2 IPS riser to the crossover header from the turbocharger
)
support bracket as shown on TDI drawing 02'465-21 (Items 48 l
and 79).
i j
ENGINE B i
l LINE - LUBE OIL GEAR CASE HEADER AND BRANCHES
!l A
two-directional restraint should be added in the 3/8 in.
tubing horizontal run to the left bank camshaf t bearing at i
approximately mid-span, similar to Engine A.
j LINE - GOVERNOR END CROSSOVER HEADER I
A three-directional restraint should be added adjacent to the tee connection as shown on TDI drawing 02-465-21 (Item 48) j similar to Engine A installation.
j 02-467B LINE - LUBE OIL TO RIGHT BANK TURBOCHARGER 1
4 A two-directional-restraint should be added on the 3/4 in.
tube at approximately mid-span between the lube oil header i
and the first restraint.
3 0119A-1160060-86 22-t
Atte.chment to ION 6596 Pag 2 6 of 11 LINE - LUBE OIL TO LEFT BANK TURBOCHARGER A two-directional restraint should be added on the 3/4 in.
tube in the riser between the turbocharger inlet and the first restraint at a location similar to the right bank turbocharger.
g ENGINE B LINE - LUBE OIL TO RIGIIT BANK TURBOCHARGER The 1 1/2 x 1/4 in. bent plate restraint located on the 45 deg offset below cross on the 3/4 in. tube should be stiffened to increase its ability to accept lateral tubing loads.
ENGINE A LINE - LUBE OIL TO RIGHT BANK TURBOCHARGER The 3x 1/4 in, plate restraint located below the cross on the 3/4 in. tube should be stiffened to increase its ability to accept lateral tubing loads.
Note: Existing installa: ion is not complete as tube block is not attached to supporting structure.02-695 ENGINE SHUTDOWN PNEUMATIC CONTROL TUBING All multi-tube spacers should have metal cover plates and be rigidly attached to the engine.
Two screws per spacer are considered minimum to provide adequate restraint.
Partially empty spacer blocks should be filled using short tubing sections in the empty slots.
(See page 11 for example.)
Two-directional restraints should be added to the following 1/4 in dia tubes such that the maximum tubing spans do not exceed 4 ft-0 in.
Location of restraints should accommodate thermal expansion by providing a minimum of 6 in, offset around bends.
E68 et al - A multi-tube restraint should be added in the risers between the bulkhead at Cyl. IR and the first support.
E32 - Between the bulkhead and the first support on the governor end of the e ngine.
E46 - Between the fuel oil crossover header branch and the first bulkhead.
E35 - Between the lube oil header branch and the first support.
0119A-1160060-86 t n
Attrchment to IOM 6596 Peg 2 7 of 11 E33 Left bank turbocharger, between the first and second supports from the cross-fitting connection.
E92 Low pressure turbo oil between tie-in with E33 (TEE) and pressure sensor.
E24, E23H - Between the first and second support from g
the turbo mounted vibro switch.
ENGINE A E34 Right bank turbocharger, between the first and second supports from the cross-connection.
E-19, E-53 Right bank, generator end, between the third and fourth bulkhead similar to Engine B.
02-700A JACKET WATER VENT The jacket water vent lines of the air bubble removal system should be installed in accordance with TDI drawing No. 09-810-75084.
02-700B LINE - STANDPIPE OVERFLOW All U-bolts should be replaced with 3/8 in. dia U-bolts having proper locking devices and installed to provide a proper sliding fit.
The lower three-directional restraint should be modified by reinstalling the axial stop lug to bear on the support bracket rather than on the U-bolt as currently installed.
A two-directional lateral restraint should be installed near the base of the riser on Engine B similar to Engine A to limit axial motion of the horizontal run.
AIR BUBBLE REMOVAL SYSTEM Installation be such that two-directional restraints are at a maximum spacing of 4 f t-6 in. for 1/4 in, dia tubing and 5 ft-0 in, for 3/8 in dia tubing. A minimum offset of 6 in, around bends is required to accesseodate thermal expansion.
NOTE:
The installation of the air bubble removal system was incomplete at time of walkdown.
02-717E JACKET WATER Installation of this system should be completed by the installation of restraints as shown on TDI drawing 101419.
4 0119A-1160060-B6 m
Attechment to IOM 6596 Pag 2 8 of 11 All U-bolts should be replaced with 3/8 in. dia U-bolts having proper locking devices and installed to provide a proper sliding fit.
02-717I LUBE OIL A two-directional restraint should be added to the lube oil g
cooler drain line (shell side) near decin valves to prevent loosening of threaded connections to vessel during a seismic event.
SU?tP TANK DRAIN LINE All restraints should utilize U-bolts of 3/8 in.
dia Installation should be such that axial pipe movement is not restricted.
All threaded connections should have locking devices installed.
LUBE OIL INSTRUMENT AND VENT TUBING Two-directional restra'ints should be added at 4 ft-0 in.
maximum span lengths on all auxiliary subbase piping and equipment 1/4 in, tubing upon installation.
Location of restraints should consider thermal flexibility by providing a 6 in. minimum offset around bends.
ENGINE A i
A two-directional lateral restraint should be added near the interface flange, similar to Engine B.
02-717M LINE - FUEL OIL BOOSTER PUMP SUCTION PIPING Installation of the restraint located on the piping riser above the connection to the supply header from the day tank should be completed so as to ensure the lug that is welded to the pipe rests on the structural member. Through-bolting in Lieu of tapped holes is advised to eliminate the possibility of "bottoning out" bolts.
The minimum size for the U-bolt should be 3/8 in.
All threaded fasteners should have suitable locking devices installed.
The restraint located on the safety valve discharge bypass should have 3/8 in, dia U-bolts with suitable locking devices installed.
The U-bolt should be installed so as not to restrict axial movement while providing two-directional lateral restraint.
LINE - DRIP RETURN PUMP DISC 11ARGE The 1/4 in, dia U-bolt should be replaced with a 3/8 in. dia U-bolt with proper locking devices at the pump support structure.
Installation should not restrict axial movement while providing two-directional lateral restraint.
0119A-1160060-B6 i
Attachment to IOM 6596 Page 9 of 11 FUEL OIL INSTRUMENT AND VENT TUBING Two-directional restraints ahould be added at 4 ft-0 in.
maximum span lengths on all auxiliary subbase piping and equipment 1/4 in, tubing upon installation.
Location of supports should consider thermal flexibility by providing a 6 in. minimum offset around bends.
l ENGINE A LINE - FUEL OIL B0OSTER PUMP SUCTION PIPING A restraint should be added immediately upstream of the auxiliary duplex strainer and should be similar to Engine B (including modifications).
LINE - SUPPLY TO ENGINE DRIVEN PUMP STRAINER A restraint should be added approximately 2 ft-8 in. north of the strainer similar to Engine B (including modifications).
A two-directional lateral restraint for the 1 in. line from the booster pump should be incorporated in this restraint similar to Engine B.
The restraint attached to the pipe flange immediately upstream of the engine driven pump strainer should have longer flange bolts installed to ensure full thread engagement.
ENGINE B LINE - SUPPLY TO ENGINE DRIVEN PUMP STRAINER The restraint located on the horizontal pipe approximate 1/
2 ft-8 in, north of the strainer and also supporting the 1 in. Line from the booster pump should be modified to allow the installation of 3/8 in, dia U-bolts (one per line) to act as two-directional restraints.
Axial piping movement should not be restricted.
U-bolts should have suitable locking devices installed.
The damaged structural angle presently installed should be replaced.
A restraint should be added to the pape flange immediately upstream of the engine driven pump strainer.
Installation should be similar to Engine A (including modifications).
LINE - FUEL OIL BOOSTER PUMP DISCHARGE PIPING The first restraint downstream of the P.O.
booster pump should have existing U-bolt revised to 3/8 in. dia and have suitable locking devices installed.
The U-bolt should be installed so as not to restrict axial movement while providing two-directional lateral restraint.
e 0119A-1160060-B6 -
Attr.chment to ION 6595 Pega 10 of 11 LINE - FUEL OIL BOOSTER PUMP SUCTION PIPING The restraint located immediately upstream from the auxiliary duplex strainer should have 3/8 in dia U-bolt with suitable locking devices installed. The U-bolt should be installed so as not to restrict axial movement while providing two-directional lateral restraint.
I e
4 0
011)A-1160060-B6 e
l At:schesne to IOM 6596 Paga 11 of 11 l
2 ~ > ~ e,.
em,~ 1
,, m, _,,... m s c->
j I
l m
~
s w..,~)
4/
M/l A T(mu)
G E c t o u I. 1 a e.,o wraw,w7 NILL &O 3 TAP **.: ( fW n b MlH THtdK toc mtino s.nru.s evrs
'**^4 #S" U%
~
l 4 fy.3 --
'4" rust w,tw b* e saew (tve)
.l If x
U l
, jooc)ooo y
~~~~
'Ts%c3a. VAT *L'A
~ "*
I' 1000UUUUUUUL 1l
's s
,//
/
' //
- a, - a,
/ ~e ~
.u C v o u MitM U W M,t
.tc Gl6 4 A TEMSiiiCATNS %F04f cut,Y, NO ATIEM*T ~AG MM MACS "O
%TAbusn " Jet SH C4 '0 cat;0y, 'st tuees '.AtMd rat.W % :::ta., iyomogAg, 6 U P*0
- fA C W T'w't t M C otS A 4.5 c t. MMENOC.
h,
A
TRIP REPORT J.0.No. 11600.60 TDI DIESEL GENERATOR REVIEW L'ASHINGTON PC3LIC P0YER SUPPLY SYSTEli UTILITY, UNIT WN?-l Trip to WNP-1 Present for:
Richland, Washington Novemoer 28 through November 29, 1984 Duke Power Ccepany (DPC)
W. Neal J. Seebe Stone & kebster Engineering Corporation (SWEC)
G. Arena A. Aftandilian N. Hart A. Parks PURfolg The purpose of the trip was 'to perform a walkdown of the small bore piping, small bore supports, tubing, and tubing supports associated with the two model DSRV-16 4 Transamerica Delaval diesel engines for the TDI Diesel Generators owners Group (LG00).
The specific objective was to evaluate the structural adequacy of the following small bore and tubing components:
02-CTR 02-437 02-467A 02-717E 02-307A 02-441A 02-467B 02 7177 02-3073 02-441C 02-5408 02-7171 02-307D 02-4$0A 02-695A 02-717J 02-316C 02-4$0B 02-700A 02-717M 02-36$D 02-46$A 02-7003 02 435A 02 4658 02-717C 02-4353 E
Each of the above components as outlined to the TDI parts manual was walked down by SWEC personnel specifically to 'leterstne the structural adequacy of the engine and skid mounted small bore piping, small bore piping supports, tubing, and tubing supports in accordance with the engtneertug review criteria provided in Report No. 11600.60-DC-02 Rev. O.
The walkdown occurred with certain piping and tubing installations incomplete.
In those instances, those portions of components were evaluated by comparison to the Comanene Peak Lead, Engine Reports.
The CPC respontibilities were to represent the TDI DG00, as well as provide assistance, as required, in the walkdown effort.
Af ter the walkdown, a meeting was held between DPC and SWEC personnel to discuss $WEC sodification recommendations and determine which components require a "DR/QR" Report and inclusion in the " Recommended Modi!Lestion.
0113-1160060-86
r s
e 2
(d l$
5 I
4 Memo" and ubich ec=ponents were found acceptable pending proper
" maintenance."
RESUI.TS j
i g
Based on the walkdown and the subsequent DPC/SWEC meeting, the following i
components require DR/QR reports and will be addressed in a separate memorandum identifying recommended modifications:
02-441C 02-467B 02-717E 02-450B 02-695A 02-7171 02-465B 02-700B 02-717M All remaining components were generally found acceptable and, therefore, will be addressed via " Task Description Deletions" which will be prepared and documented by DPC and reviewed by SVEC.
In addition, the following maintenance recommendations should be addressed by the Utility:
Engine! A (Serial No. 75084) and B (Serial No. 75085)
Component 02-365D, Tuel Injection Supports Several of the grommet tusetts in the metal tube block assemblies on the fuel injection tubes were damaged or improperly fitted.
In some locations, the blocks were not installed in proper alignment to the tubes. The damaged grcanets should be replaced and toe misaltaned blocks should be reinstalled properly.
Component 02-437, Turbo Water Inlet Piping Interferences exist between the inlet piping and the right bank turbocharger bracket on both engines. These interferences should be eliminated to permit free piping movements.
Component 02-450B, Fuel 011 Supports Several clips supporting tubing f rom the nozzle holders to the fuel oil drain headers are damaged or are not properly tostalled. The damaged clips should be replaced and the misinstalled clips should be properly reinstalled so that a zero gap sliding fit is achieved.
E_ntine B Component 02-433A, Jacket Water Fittings Interferences exist between a welded fitting on the riser of thy jacket water piping and a structural bracket at the generator end of the exhaust jacket.
These interferences should be ettminated to permit free piping l
movements, i
r t
i
(
0118-1160060-B6 I
r
?A GE $
Component 02-441A, Starting Air Pioe and Fittings The air ffiters to the starting air distributors on both sides of the engine are provided with support brackets integral to the filter nousing.
These brackets should be attached to the engine block.
I The IR1PCO support in the horizontal run adjacent to the riser to the right bank air distributor should be reattached to the engine block.
The multiple tube clips, used to secure the tubing runs f rom the air dis-tributors to the cyltader heads parallel to the cranashaft, are loose.
Install locking devices and retighten.
The tubing clip mounted on the 1/4 in. tube at cyltader No. 1 is damaged and should be replaced.
Coeponent 02-4508, Fuel 011 Supports The tube from the strainer for the engine-driven pump interferes with the nylon tube block just forward of the pressure regulating cross on the tube from the engine-driven pump.
Realignment of the supply tube is recommended.
Enaine A Component 02-441B, Starting Air Supports Tube clips on risers to each cylinder head are ettber damaged or are improperly installed.
The damaged clips should be replaced and the mtsinstalled clips should be properly reinstalled.
Component 02-467B,'surbo Lube Oil Supports fhe two-directional lateral restraint on the right bank turbocharger located below the cross fittings on the 3/4 in. tubing is incomplete.
The tube block should be welded to the plate attached to the turbocharger casing.
Entines A and 3 - All Co-conents, General Observatten In addition to those described above, many instances of nuts and/or bolts not being tight were observed on small bore and tuting supports.
It is recommended that all threaded fasteners be inspected for ttshtness tattially and at each outage.
Those found loose, and all other f asteners on that support, should have suitable locutos devices installed.
During the walkdown of the auxiliary subease of each engine, it was observed that the Installed pipe supports did not show any evidence (NF identi,
fication plates) of being dest 6aed and installed to the 1974 ASME. III Subsection ":ff" as is required by Page 15A-3 of Diesel Specifiestion No. 9779-53.
AParksime 0113-1160060-36 i
p.
ATIACKNT G WNP-1 DR/QR REPORT Attached are fifteen copies of the DR/QR Report to assist in the review of the WNP-1 Emergency Diesel Generators.
Due to the similarity between components, the WNP-1 DR/QR Report has several references to the DR/QR Reports prepared for other nuclear projects for specific components.
The reference letter for submittal of these to the NRC is given below:
Docket Utility Plant 50-445 Texas Utilities Comanche
- Letter, John Beck to H.R.
Services, Inc.
Peak Denton, dated 3/1/85 50-322 Long Island Shoreham LILCO DR/QR report was put on Lighting Co.
docket as part of legal proceed-ings.
50-413, Duke Power Catawba
- Letter, H.B.
Tucker to H.R.
50-414 Co.
Denton, dated 6/21/85 50-424 Georgia Power Vogtle
- Letter, D.O.
Foster to H.R.
Co.
Denton, dated 1/18/85 50-416 Mississippi Grand Letter, L.F. Dale to H.R.
Power & Light Gulf Denton, dated 10/1/85