ML20147G488

Preliminary Rept Rancho Seco Piping Vibration Tdi Diesels a & B

ML20147G488
Person / Time
Site:	Rancho Seco
Issue date:	02/11/1988
From:	Arzani V, Scheffler W DUKE ENGINEERING & SERVICES
To:
Shared Package
ML20147G420	List: ML20147G417 ML20147G488
References
NUDOCS 8803080241
Download: ML20147G488 (140)

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{{#Wiki_filter:., ME0A-PROBLEM REPORT-RANCHO SECO 88-l' PRELIMINARY REPORT RANCHO SECO PIPING VIBRATION TOI DIESELS A & B 1 BY DUKE ENGINEERING AND SERVICES CHARLOTTE, N.C. 8803080241 880225 {DR ADOCK 05000312 DCD

PURPOSE ~The purpose of this calculation is to document the verification process that has been used to determine the structural adequacy of certain piping systems for the vibration environment sustained. These systems, identified below, are support systems for the two TDI diesel generators installed at the Rancho Seco Nuclear Power Plant in the Sacramento Municipal Utilities District, Sacramento, California. SCOPE The scope of piping included in this document are listed in Tables IA and 1B by system and isometric drawing number. VIBRATION MEASUREMENT PROCESS METHOD - Vibration was measured using handheld vibration meters by scanning the piping in all directions with a velocity transducer. Vibration levels were recorded at the locations noted on the isometrics included in this report. (Figures Al thru A41 and B1 thru B41) In addition, vibration data to be used as input to computer analysis of running deflection shapes was collected with hand held or magnet held accelerometers at pre-determined points on the pipe and anchor points. All data was collected while the engine was running at rated power (3000 KW). INSTRUMENTATION - The instruments used for measuring vibration are shown in Appendix 1. Calibration certification is also given in the appendix. PARAMETERS MEASURED - Measurements were made in velocity for all piping qualified by velocity criteria. For piping qualified by computer analysis using operating deflection data, measurements were made in r acceleration and double integrated by hand to get spectral displacement. The frequency range of interest for all measurements was 10-1000 hz. VIBRATION ACCEPTANCE CRITERIA The vibration acceptance criteria is in accordance with "Requirements for Preoperational and Initial Start-up Vibration Testing of Nuclear Power Plant Piping Systems, ANSI /ASME OM3-1982" l METHODS OF QUALIFICATION The basic method of qualification was the velocity method as per paragraph 5.1.2 of OM-3. There was some, but very limited, use of the displacement method as per paragraph 5.1.1. In the most complicated system, jacket water return, qualification was done by detailed stress analysis using SUPERPIPE, Version 220, 1/30/87 computer code. Measured operating spectral peak response of the system was used to obtain displacement input for the computer model. Stresses were calculated for the operating shape for each significant spectral response frequency. At the maximum stress points for each of these operating shapes, the stresses caused by all significant operating shapes were vectorally combined with respect to the local coordinate system of the pipe. With respect to phase, the components were assumed to be in-phase. Scress allowables were in accordance with OM-3 (82) and C2K2 values were taken from ASME Ill 2

RESULTS The results of velocity measurements are shown in Table 2A for the "A" diesel and in Table 2B for the "B" diesel. These tables also show the accordanYw th OM-3 criterkulatien of the allo $able velocities i C2K2 val sed in the cal measurementresuStsfor a. The criteria an the turbeeharger are presented in Table 3. The piping locations where OM-3 vibration criteria are not met are identified in the tables. STRUCTURAL MODIFICATIONS Several structural modifications were made in order to reduce the vibration to acceptable levels. The need for these modifications was determined by measuring vibrations, by evaluating previous failures and/or by modal analysis. These modifications are described below. TURBOCHARGER Supp0RT - An E-W/ver.tical support / restraint was added on the west side in the form of a strut pinned at both ends. The strut attaches to the turbocharger support frame at the upper end and to structural steel framing at the lower end. The framing was added by tying into existing structural support steel. The need for the strut was determined from running vibration measuremer,ts, modal analysis and operating deflection shape analysis. The natural frequency of the existing system was 32 hz. The primary forcing frequency from the engine is 30 hz. Present vibration level is shown in Table 3. EXHAUST MANIFOLD SHROUD - An exoskeleton structure was added to the shroud to stiffen and strengthen the shroud structure. Modal and operating deflection shape analysis revealed that the 4" jacket water header which was supported by the shroud was moving excessively. The header supports consisted of pipe clamps bolted to thick plates welded to the 3/16" thick shroud skin. The flexibility of this arrangement combined with the high energy loading from the engine had resulted in fatigue failure of the shroud skin at the support plate interface. With the addition of the exoskeleton structure, the header supports were moved away from the skin and connected to the added structure. All bolted joints in the shroud supports were shimmed where necessary to obtain interface contact prior to torquing of bolting. 3 l

LUBE Oil RETURN TO PRESSURE CONTROL VALVE - This piping had experienced a-history of very high vibration and at least one fatigue failure. In addition to external piping vibration measurements, pressure pulsations were measured with dynamic pressure transducers. This revealed pressure spikes on the order of 300 psi P-P on top of a' static pressure of 92 psi. This extreme pressure pulsation condition, combined with the existence of seven elbeus-in the system, and further combined with structural resonance with the fundamental forcing frequency of the pump, created a vibration response unmanageable with restraints. The system design went through many iterations to de-tune the resonance condition and to reduce the pressure pulsations in the line. Eventually, the pressure pulsations-were reduced drastically with the.use of an in-line expansion tank at the exit of the pump. The vibration on the line was reduced to levels that are acceptable by the OM-3 velocity criteria. However, on subsequent runs of the "A" engine, the pressure pulses increased suddenly and drastically and could not be controlled through adjustment of the pressure control valve. Similar excursions of pressure have occured also on "B" engine. However, adjustment of the pressure control valve on each occasion has reduced the vibration to acceptable levels. Based on the OM-3 velocity criteria, the vibration level on this system on both A and i B units during these times of pressure pulse excursion was unacceptable. However, if the"B" engine excursions continue to be correctable by control valve adjustments, the resulting vibration levels are acceptable. The resolution of this problem has been reassigned to others. JACKET WATER RETURN LINE The modifications to the exhaust shroud also included modifications to the supports to the 4" header on this line. (See Exhaust Manifold Shroud) Additionally, a vertical support at the juncture of the 4" i header with the 6" header was re-located and re-designed. A vertical support on the 1)" return line from the exhaust shroud was also added. This support is supplied by the 6" header at the 6" header support location. The entire piping configuration in this general area was changed by SMUD simultaneous with the addition of the shroud exoskeleton. Other support / restraints have been removed from the lines coming from the turbocharger and one support / restraint has been re-designed to provide 1 only N-S restraint on these small lines. All of these modifications have i been made to reduce the vibrations from resonance with engine produced excitation. This piping was analyzed using operating displacements. Based on this analysis, B engine met the requirements of OM-3 (82). Certain portions of the small piping on A engine da not meet the requirements of OM-3. SMUD has decided to replace this piping with j stainless steel piping which has higher endurance limits. In addition, i the connection of this piping to the shroud will be evaluated by strain gaging and/or detailed stress analysis by others. TURBOCHARGER LUBE OIL SUPPLY LINE (l") j A restraint was added to this line to reduce vibration. The problem was discovered when the threaded (NPT) connection to the turbocharger housing started leaking during a run. The pipe was replaced. It was observed that the thread engagement on this connection was only 3/8". From the standpoint of "good design practice" in a high vibration environment, this appears to be inadequate. The vibration was acceptable after the restraint was installed. 1 4

CHEMXCAL ADDITION TANK INLET PIPING A restraint was added to this line on the B engine to de-tune the line away from a resonant condition. The initial velocity level was 7 IPS-PK. The vibration level is now 2 IPS-PK, COMBUSTION All INTERCOOLER AND WALKWAY PLATFORM The intercooler is mounted on the east side of the engine with five upper brackets and two lower brackets. The walkway platform was initially supported by the intercooler and, thus, the intercooler support brackets. Inspection of these joints revealed that the joints were not tight. After re-lubricating the bolts and re-torquing to TDI specifications, the joints still had gaps. On the "A" diesel, a shim o.2" thick machined with compound angles was required to properly shim the lower bracket before torquing the bolts. On the "B" engine, three broken bolts were found during the re-torquing process. None of these bolts were broken by the retorquing process. All of these bolts on the "B" engine were replaced. Before the bolts were removed for re-torquing, they were torqued to the TDI specified torque in order to assure structural integrity before beginning work. One of the broken bolts was actually torqued to specification even though it was already completely severed. This was possible because it failed at an angle, leaving several partial threads intact inside the threaded hole in the engine. This shows that simply torquing bolts without removing them first is inconclusive with regard to structural integrity. By unmagnified visual examination, we conclude that these bolts failed in fatigue resulting from vibration loading on the non-preloaded joint. The combination of non-parallel bracket joint surfaces and insufficient bolt pre-load allods the vibration load on the joint to result in cyclic strain on the bolts sufficient to result in fatigue failure. FUEL OIL LINE TO SUPPLY HEADER Restraints were added to this line. In addition, rubber inserts were 1 added in the restraints for energy absorption. Initial vibration was 16-18 IPS-PK. Present vibration level in active areas is 6-8 IPS-PK which is considered acceptable by OM-3 criteria. i STARTING AIR PIPING - GENERATOR END l An existing restraint was modified to increase stiffness and thereby detune resonance with engine excitation. Initial vibration level was 7 IPS-PK. Present vibration level is 4.2 to 4.5 IPS-PK which is acceptable by OM-3 criteria. TURBOCHARGER LUBE OIL RETURN LINE Because of a previous piping failure at the turbocharger connection, the piping was redesigned to obtain flexibility in the vertical direction. An expansion loop was added in the middle of the span and the loop was restrained laterally by connecting the loop to the combustion air line. The major vibration source became the combustion air line as a result of this tie-in. The pipe was analyzed (See Appendix II) according to the deflection criteria and was acceptable. 5

CONCLUSIONS The following piping, as it is now constructed, does not meet the requirements of OM-3 (82). 1. Jacket Water Return Line - A Engine REASON: Small piping from exhaust shroud and turbocharger does not meet stress criteria based on computer analysis. Stress at highest point is 20,680 PSI vs 10,000 PSI allowed by OM-3 (82). However, SMUD has issued design documents to replace this piping with stainless steel which will meet OM-3 (82) requirements. 2. Fuel Oil Tubing (1") from pump to filter REASON: OM-3 (82) Velocity Criteria is exceeded. Velocity is 9 IPS-PK vs 7.9 IPS-PK allowed by OM-3 (82) Criteria. SMUD has issued support designs to reduce these levels to acceptable limits. The following piping is not included in this report because the evaluation of this piping was reassigned to Engineering Dynamics, Inc.. Lube Oil Discharge Piping to Pressure Control Valve and to Lube Oil Cooler - Unit A All other piping included in the scope of this document has been evaluated for vibration response at 3000 MW load, and is considered to be operable in the vibration environment measured. SUPPORTING CALCULATIONS Calculations supporting vibration evaluation are included in Appendix II. i OVERALL ASSESSMENT OF VIBRATION PROBLEMS The major sources of piping excitation are 1. Engine 2. Lube Oil Pump The derivation of excitation frequencies is as follows: 1. Engine Speed 450 RPM 7.5 bz Firing frequency (single) 3.75 hz (composite) 30.0 hz Harmonics - Multiples of 3.75 hz Side bands - Multiples of 3.75 hz 6

OVERALL ASSESSMENT OF VIBRATION PROBLEMS (Continued) 2. Lube Oil Gear Pump Speed 612 RPM 10.2 hz Lobe pass frequency 61.2 hz Harmonics - Multiples of 61.2 hz The lateral engine vibration is over 2 IPS-PK at the top of both engines and the major engine-generated frequency is 30 hz. In the jacket water 1 return piping on "A" engine, 18.75 bz (5th order of firing frequency) has a major effect also. In addition, the engine spectra includes all harmonics of 3.75 hz to 100 hz. With this close spacing of excitation frequencies, it is quite evident that de-tuning of resonances would be almost impossible. '2-II" N Performed by V. G. Arzani 'V / b 74

• Approved by W. Scheffler uv

/

• The final report and approval is withheld pending receipt of final as-built i

drawings, and the verification of analysis validity in accordance with these drawings. TOIVIBRA.RPT 7

TABLE 1A PIPING IS0 METRICS TDI DIESEL - A Jacket Water System Drawing No. Rev. DCN 10019-4-XX-1 0 OA 10019-6-HC-1 0 OA 10019-26-HC-1 0 OC 10019-6-XX-1 0 OB 10019-2-HC-1 0 OC 10209-6-XX-1 0 OA 10209-5-XX-1 0 OA 10209-2-XX-1 0 0 10403-6-XX-1 0 0 10405-6-XX-1 0 0 10409-26-XX-1 0 0 10411-2-XX-1 0 0 10413-8-XX-1 0 0 10503-2-XX-1 0 0 66003-26-XX-1 0 OA Lube Oil System Drawing No. Rev. DCN 10013-3-XX-1 0 0 10023-11-XX-1 OA 10205-21-XX-1 0 0 10207-5-XX-1 0 0 10207-4-XX-1 0 00 10207-4-XX-1A 0 0 10211-4-XX-1 0 0 10211-4-XX-2 0 O 10211-4-XX-3 0 0 10211-4-XX-4 0 0 10211-11-XX-1 0 OA 10211-3/4-XX-1 0 OA 10219-8-XX-1 0 0 10301-2}-XX-1 0 0 10303-2-XX-1 0 0 10303-2-XX-2 0 0 10303-2-XX-3 0 0 10303-i-XX-1 0 0 8

TABLE 1A (Continued) PIPING IS0 METRICS TDI DIESEL - A Fuel Oil System 10011-1-XX-1 0 OA 10011-2-XX-1 0 OA 10011-1}-XX-1 0 0 10017-11-XX-1 0 0 10027-1-XX-1 0 OA Combustion Air System 10019-14-XX-1 0 0 Starting Air System 10111-3-XX-1 0 OA 10111-3-XX-2 0 OA 10117-3-XX-1 0 OA l 9

TABLE IB PIPING IS0 METRICS TOI DIESEL - B Jacket Water System Drawing No. Rev. OCN 10018-4-XX-1 0 OA 10018-6-HC-1 0 OA 10018-6-XX-1 0 OC 10018-21-HC-1 0 OC 10018-2-HC-1 0 OD 10208-6-XX-1 0 OA 10208-5-XX-1 0 OA 10208-2-XX-1 0 0 10402-6-XX-1 0 0 10404-6-XX-1 0 0 10408-21-XX-1 0 0 10410 2-XX-1 0 0 10412-8-XX-1 0 0 10502-2-XX-1 0 0 66002-21-XX-1 0 0 Lube Oil System Drawing No. Rev. OCN 10012-3-XX-1 0 08 OA 10022-li-XX-1 10204-21-XX-1 0 0 10206-5-XX-1 0 0 i 10206-4-XX-1 0 00 10206-4-XX-1A 0 0 10210-4-XX-1 0 0 10210-4-XX-2 0 0 10210-4-XX-3 0 0 10210-4-XX-4 0 0 10210-11-XX-1 0 OA 10210-3/4-XX-1 0 0 10218-8-XX-1 0 0 10300-21-XX-1 0 0 10302-2-XX-1 0 0 10302-2-XX-2 0 0 10302-2-XX-3 0 0 10302-1-XX-1 0 0 10

i i i TABLE 1B (Continued) PIPING IS0 METRICS TOI DIESEL-B Fuel Oil System Drawing No. Rev. DCN 10010-1-XX-1 0 OA 10010-2-XX-1 0 OA 10010-11-XX-1 0 0 10016-li-XX-1 0 0 10026-1-XX-1 0 OA Combustion and Starting Air System Orawing No. Rev. OCN 10018-14-XX-1 0 0 10110-3-XX-1 0 OA 10110-3-XX-2 0 OA 10116-3-XX-1 0 OA t 11

~ TABLE -2N De v./5ta tion -- _ _-_ __ -- Unit File No. DtESEL-A pip: N(r V l 6 RATi o N V E LO C. t TY O f Subgoct! Acc E prA N c E., cr2rreft. A / MEAsurz_EucNTs By Date ! Sheet No..I._ of Ib Choc Date TAC.k LT WATEs? SYkE M Problem No. SYsTE.N1/ P IPE Pbisr %l. Allehd MEAsur2E D Pt PIN G EfM4 G12.s N 0. 2-2 om-5 DuKG '"Aec.- p k JACKET WATEfL N/A SvPPLY 10413-8 XX-sp.1 g" 1 5.O .3, & o,35' S I I f 2 O,8 3 a.s 10103-6)Q(-W.1 Pump .l ..g" g. -g, o -. u..o l,. p.. _. ~ (o l.l 7 z,I I.'l 1 o.s-Ioio5'-@XX-19.1(, " 10 5,D 40 o.8E 11 l. 2. lZ 0,4 l 13 0,4 ._g, zg _ _p.-

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2. 6 7,0

5.o lool 7-lh'/X-91.1 2l 6 4E 4, f 28 2,8 2.9 2T 36 2.2 3I 3.5 i I" 32 T, (o 70 6.0 33 70 4,6 (l}(q c. l.3 3 Fo rt, C A N T i t..Ev CRdb EN D <> F 7' HCod)E R (2.) Cq -= 1 0 fo g, 2.Lcv /o w r. ope - pt a g t, j

DIES E L A $k.1 IL - comBOST i o rq ar4D 57A flT 4(, Ai(2. SYS TE.t/1/ P IPE Pomr W l. Allo w e.( meAsurc o c2-2- om-3 DuXC %-pk 7: pin G DG.:J G Gnte. N 0. N/A CoM G v5Tiot4 hR 10019-l4 X)(-5W.l I[ I SI 6,O 2. (o S ,i l' 2. 2,1 3 25 h 2,o 5 l,8 fo 2,0 7 lib I \\ STAILTirqG AiGL lol17-31KX-$N,1 2 l 5 5, o i, 2. I 2-9.5 3 3, 5~ 7.1 5

3. 0 I

I)iesEu A (h, g, l6 STA RT I NG Ai P-SYs rEA SYsTE.M / P IPE. Pomr WI. Allo e.t. meAsurd D c gz 2-om-s ou,cc % - r.< Pu o m cr t o.:a a s s,ts s o. N/A 15 Ioil t-3 -XX-sg.2. 2 (, 5 E,o 7 3,o g s,o 3,0 tolil-3"XX-sg. ] 3" 10 E T,o z. c, I \\\\ 3.0 lZ \\ 25 13 z, 2. [.3 l' { l 2. ~ 3" I5 2,4 1 It" 16 1.0 3" l7 2,2 \\h l% I.0 T l1 2.8 {,,, Z. 0 I 2-j 3" 21

2. 0

TABL.E ~7 S. bi ESE.L. - B. _Yi P I N G v I B r2 A T i o N -- V F_Lo c. I T Y A cc EPra N c1 crtgifti Afh' LEAS OMM ENT5._.. L ll TAcKET VJATer2_ srsT cm SYSTE.M / P IPE Pbmr %l. Allowe d M E Asuf2.E. D g2. 2. oM-3 Dug 6 % -Pk PiplNG DbJ4G Gif E. N o. ]~ACKET WATER kb - Sv P PLY witz.-s' xx-sa. I s" 1 Er 2.9 04 z l.2 0i 3 i 104 02.-(,"- XX-sa I (," ( 5 4,o C.8 5 O.8 3 (, 09 7 I. 2. 7 I. 2-C D.l \\0404-CM-sH \\ G" \\D 5 4.0

0. (,

ll O.7 I Z. o.5 12.A' O.6 13 0.35 14 O. 2 .._-....,....._..r.- ,..._.,._;.y......-.

u _ _. .c. -:.:_.._.- bb b b ~ tau ET_hlAT6 f? .$YSTIR A ll. SYSTE.Ml / P P E. point I WI. Allo w e ek. MEAAurako c1g1 CM-3 Dugg IN/se.c_pk PtPING DbJ4G Gitt N o. - nimee 10207-6g-sH.I G" l5 5 4.O M/A O. C TACK ET WAT6 9-0*b SUPPLT heat *,) \\ ~l O. 8 4" )% U./ l.5 (o" l' 4.0 0.% 20 4.1 l.5 3 5" 21 0 0.7 10208-5".XX-91. l 5" 22. 5 y,o og 23 2.0 2M l.4 4,. 25 4.4 4,0 2G z,9 5" 27 40 l. 2. I.4 28 i 29 Z

aa .:.. =. : = -- : = __._=: 2.- ~ DIESEL _3 ^ T_E_ KE.T MATER. 6Y6 TEM 3 11 GYSTE.M / P IPE Pbiwr WI. Allo w4. A. m eAsuRE.D c.g1 2 om_3 pugg g _pw PtplN G EfLW 6 si t.E. N o, (0 2.08-2". XX-sH l 2." 30 6 4,3 A)[A .7. 5-(7.W, soPA.Y cortT. ) Vl 2.. 3I E.5 in 32 I.9 .TAcxf.T w Arc R Sr.f'sP C 04LR.FL.o D 10408-2k,-XX-54 I 2.!,, 1 5 4.' O. Z t Z O.ZE 3 3 0.22. O.35 5 0K Tacker R AT E l?. KEEPW A R>vi 10'110-2" xx-sH I

2. ' '

(, G 4,3 0.3 'l '7 0,3 /q " 2 4,6 0.25 3 2" c 4,3 o.zs l0 o,35 .........._,7.. ,.....,.7

.==:-- ~ DCk6T. 0$CQ %YSRM -.. S I~/ SysTE.M / PIPE. Pbmr Wl. A llo w.e.R. m eAsuR.E D g1g1 CM-3 D v K 6_ % Pk P PlN G DbJ6 617 f. N o. losoz-2" xx-sg. i 3/q " ll E

4. (o NN 0.9 Kf.T tJ ATEi?-

o WARM h * "Y ' f }1 h, I3 99 0, 5~ 2" 19 4,3 0, 3 recur waren. DEfVliN ERAllI6 D Mrs,2L goo 02-zk"xx-Sai @[ lE 6 y4 o,9 A's IL o.3g P7 o.3 3hdfET NhTEd recevw t) MS P ' 9t h v)AS EVALu A n.-o usiNg 1 I 0016-6 HG-SW l COM9 V -" t7. l'EE"P Dl#L AdE (t"WJ ~~ l co l 8-G - XX -14 I A+d 6fLN $1 !I, 7'H li IW ALYTlf I 6 . %.Vd j i cci g 24.-4c-f 41 i ed DV'G Ok C VW1 0td 1 9 0 66-IU709'ON+ i oo 16-?_ -J c-9 I perio 4-026 -f607.04- 0017 i oo i a.... yy o, \\

?!ESEL._.3. [ ~ Lo_6 E 3 i L.. sysravl 6

l. 7_

SygTE M / PIPE. EbwT Vel. Allow 4 d MEAsurLE D Pt PIN G DbJ4G Sit.E. N o. 2. 2 oM-3 D u g6. '"Aac-Pk Lv 9 E O l t ', CRANK usE VEWT l00l2.-3 )Q(-54.1 y l 6 l 0, f S 2_ !.8 j 1 3 2, 2. 3" 4 '3 2,6 4A 3,0 a2 5' 2, 'i G 1,4 4" 7 4,1 2.z 3' 7 4,3 2, (, 8A 3, z 9 2,0 10 07 1 .7....-_,... ..._,..._7.....

.:...-.=_-.. = = =. -. LU GE A.l L _. S YST EM _ _ _ _ _ __ 6_ 11 SYSTE.M / P IPE Pbur WI. Allo w,_. A M EASof16.0 c2 g2. om-3 Du gs. %_pw PrPIN G t(bJ6 site. N o. / Lu r3 E. Ol L i N/A turbo Drz AIN 1002.Z-l@XX-5W.IlM" O E y,4 /, g g 2 3,0 zA 3, z 3 4, G. '/,8 45 a'M k',, 7 t 5 4,9 5,5 4A 7,0 E 3.4 6 40 IE o o lg" 8 6 4' 2,6 9

0. 4 5~

. _.. 7 ,.s

1- :~ _ D IE.6 E L. 3 ~ LtB E O lk. SYS T EM _..._.. _. ~ ~~ ~ s '7. IT. SYSTE.N1/ P IP F. PbiwT %l. Allow < d M EASof26. 0 g2 g2. Om-3 Du gg. %.pk ?PINGDR>JG Ga te. H 0. Lost oit: N/A tese u.ron.s lozis-8-xx-s4 I q" ALL 3,8 $5 ("" LUBE O IL. ; keepwa ra u 10204-2.' -XX-$Wil 24" 3 5 't, l, t{ i AL' less A n ormts o.9 10300-80xx-SH.124" 7 5 4,4 3.o Y VA tvC. b 8 Z,o l0302-Z"-xw.su,1 lY " 9 5 Hi4 '"j, g"" 2 10 / l. 2. 1 2" F 93 1,o less ik*n jg - o.9 13 l. 2. i .-.....,,..,7...,,. .....,.._.,7

__ 'D I ES E L B. L v 6 E. 6 i t-SYSTEM l1 SYSTE.M / P IPE Pbis i-Vel. Allo w e.l m e As u rts. D __., c2 g2. om-s Dugs % -vk ? pine ttLas sn te. H o. LVG F OIL

• KctPWAEM (0mt.)

N!A 10302-2.1xx-sH.z. 2." b 6 93 0.9 \\E 1, G lL l I. (, I? l.O lo302-2 XX-SH3 Z I" l9 5 Ll.1 ). 2. 1 3 2" 20 4.2 Si, / 40 2 21 5 4, 3 3,0 = l .........._..........,....--m.

.j . = = =. 7))EG E L.._ 8 L U S E. o tL_. SYSTEfv1 _. 3 I'7 SysTE.N1/ P IPE PbwT %l. Allo w.e_.( M EAsur16.r) Pip tN G t1bJ6 site. N o. 2. 2 om-3 Dugs %_pw Lu r3 E OI L '- N/A SuPPtsr ~lus %n 102.06-s-XX-58. I 6 19 5 4,O o,9 j ' z"

2. 0 4,0 l.2.

/ f l. 2. Zl 5" 22 4.0 2,o 4" 23 '2 l.4 m 9 21 l.o ...-.,,.,-. m,,...-..

3)l E.S E L -8 sh, % cf n Lu 8 E. off-S YS Tela SYSTE.M / P IPE Point Ve.l.. Ay o v 1 mes.g e g c2. 2. ow .zg

tygg_p, Pt r>t N G D G.:J %

snte. H o. '/h lotol-4 Xx-sp,1. PuuP O 6,0 o 9,g 1 3 l E.0 %.h 1,C 2 7_. O 3 l,s I,5 G 2n C I,1 7 1,2 6 1,5 o i,c ID

l., 8 12 lib i

l I l )1656 L - 3 Sk.18 417. L v f3 E. cm 5YsTEN1 SYSTE td/ P ipE Point Ve l. A ll o w <_.d. me AsuRE D c2.g2. om_3 D v.g g, ig e_pa PtPIN G D N 6 Git 6 N o. 1ozorg-@XX-M.) 9" l3 5,0 4,3 "/^ I, 2. 1r i,o No I,0 17 I, 2. 18 o,'E O I l

O e . ~ _~l Z___ Des ex B L uS E _ _O t t. Sy.57 E N') _ _. _ ro (7 SYSTE.M / P IPE Pbmr % l. All o w.c.( MEAsuf2E D PIPING DN4G GIT 6. N 0. 2. 2 om-3 Dugg (N/g,_c_pk LUBE ott v/A svPPt y (cont.$ 2 I45$ 10210-1 xx c.A. I c" ALL 5 4, 2. 0 ~ l021o-4 xx-9 2 Au-lej5,q " i 0 lesc han gg o.9 39 l.0 } S 40 l. (o 102l0-9 XK-51,9 9" 4l 5 4. 2. 1,8 1 ' a 2,1 43 2.s 9' 2.0 l0210-lk->0( #4.lI q" 4(o E 4.5 4.0 g k S*0 42 3,0

.s Unit File No. De./ Station _ ---D6% 3 submt O LOG E ctL SYstrM sy o,te Sheet No. b of l 7 hoNem No. Checked By Date - -t GYsTE.M / P IPE ibiyy VeI, Allo w 4_ d ME Ayor2E D PrplN G D7.04 G G i 7.6. N 0, -2. 2 om-3 Dv gg, (73ec_pk Lv8E of t suPri-Y N/A To flof.KER ARA 5 / Ton. M 3,O C,9 ) 6.O G 3* is 10210-M-XX-5H 1 9 GO

5. 5 El 5, 5 i

\\" 6lA 6.0 Y, (o 5,5 gg4 -3, - 63 3,o 91 3,5 66 8.7* 4.5 LU I3 F O IV To j VSb0 t 103o2-@M-SW. )Y." gG 44 5, 2. 4, 2. 2 I (z) CC l'33 'mSMA ___o(.07 ) OD+=cs '% ~ ucer mio _- i s e s-Tve '*..

... = - - HI E5 Eh. 3 [. [~_. FU E.L OIL S YSTEM k I7 SYsTE M/ PIPE PbiNr Wl. Allow 4 d M E As uRE.D PtPIN G DbJ6 Si24 N 0, 2. 2. om-3 Dugg (N/ggc_pk FoEL olL g/4 SYS TE M l00l0-l*2.1xX-w.l Ik " l 5 4.4 ' " ', ("" 2. o 2. I, 2. 3 2.0 i 2,4 d,,eisc, 6 2, (o 7,9 6.0 o'u 7 3,0 t loozH4X-sW. I kyc, 9 z, to 7,9 3.5 3 O \\ 8.0 A 9, o Y IE Zo 13 65 s \\ So0 \\ $- ToBi G 15 To BE. SUPPORTED To ECDocE v i e, (2 A T roN ....,.g,g7,,....

~~ = .w DIESEL 3 s. Fv E L. O i t._. SYSTEM. 13 17 SYSTE,t/)/ P IPF Fbiwr %l. A11o w.e d meAsur1E D PIPING UbJMG Glt6 H 0. 2-2- Om-5 D u g g. M/geg pk _ _ _ l0010-l XX-sH.i [g,yc, 15 2,6 7,9 A//A 2,o E f'uEtolL(omr) l6 { y,s IbA E,0 IG 6 5.0 ICC y,5 M 5,5 3 / l'7A 3,5 17 5.o IS A 6,5 Ic 6.0 2o y,g i 1 I

~ Dev,/5tation - Unit File No. . Subject 7 ;! Fo ct oit sYST EM By D,t, N ProNem No, Checked By D,te Sheet No of SYS TE.ty)/ P ipt kyr l Ve l. A llo w.e..( M EAsur2E D PlPIN G EflO6 Gi t.E N 0. I 2. om_3 Du gg, IN/gge _ pk FuGL Olt. WA SuPA.Y HEADER. 5 10010-2 YX-SH.l 2" 20 5, 0 'f, 3 y,o 2I f z5 23 3.o 2y. - y,. g-(" 25 1,6 7.0 1,5 f E.G, b 3< 5 /

j I ~ ~ ~ ' P I E.5 EL. 3' ~ ~~ Foet. o ic. system.. T ~ ~ ~ ~ ~~ 15 M SYsTE.u1/ P iPE Pbmr W1. AItow4 d. meAsurzs.O c2.g2. om-3 pu gg, g., pk Pt()ING t/bJ6 Grr 6 N o,

• ~

F0EL oll. h4T. ) l'9" 27 Cs 46 N/A 3.f iz t 2,E 28 29 z,5 30 2,5 31 215 , II L 3z 4, (, z,2_ 3" 33 Z, 2. ,4 PHA s s. R.ems HtF to GE t:7N F IR-% CD 7 WOWFIM CD 2NS% V& A a.tf m Wo pr4 il< 'inv tim 3 %6 i

• • 9

-=e

• -** -- 9

,,p.,*. w3,..,, c.....-y,

.z. 2 '~ T))ES E L _. 'B, COW]SOSTt ON AnD 9T'hl. TIN 6 All?__ ___ _ Ik I'L SYSTE.M / P IPE f%ist Wl. Allo w e.J MEAsuns.O _ g2. 2. om_3 p u g g_ g_pw PtpIN G trbJ6 si t.E. N o. A//A CMGosTioN AIE loo t?-F{xy - svi. t IZ" I 6 5, 0 2.0 I /4 " 2. ' 2,4 3 i .2, 2. 2,0 6 \\.3 'h U l,7 7 l l. z. sraeTiNG air. 101l(,-3 )X-Gl.l. 3" l E 60 2O 1 z 3, y 3 3.8 4 40 e2. { l l l

-. : - : : :. :. :. : _== =. =.- _ _.. ..._ 33. S Eh _ _ T_ _.._._..I.._ 1 STAkTENG k!P- _$ YS T E_ D 17 I7. SYSTE.M / P I P E. - l'b wT Wl. All o w* ak. M EA60RE.D OM-3 .Du, KE. 8N/se_c-Pk 1 PtplN G Ef2.WG Gi t.E. H 0. 1 1 u .w STA t<1'i4 & A I R. I'gg (esviso r.o) l0110-3 XX-CH.2. 3" (, C E o 2.5 1 4., 7 38 8 4,0 9 4,0 10ll0-3" g-sH.1 7 10-5' 5,0 4,O 3 [ I 4,3 12 3,4 I3 2,0 (" 14 1,2 3" If I 21 ,4" g J,6 2 17 29 l,4 l (" 18 4 i (" zo I,4 e 1 ..---a,--

TABLE 3 TURBOCHARGER VIBRATION VIBRATION-MILS P-P ENGINE AXIAL VERTICAL HORIZONTAL X Y Z A 17 9 19 B 8.5 6.5 19 Measuremerts were made at center line elevation on turbocharger casing under full load conditions. TDI allowables were stated as 25 mils p-p at 30 hz. The above measured values include all frequencies between 10 bz &nd 1000 hz. i 1 12

_ __, _. _ _ __ _ _ A_c K_E. i__v>W_rt.__7.__._. _._. ____ _. _,iQ-J

• Ero tt N

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see e

= = :. :::n=...;.- .s.. . -xx =' l ;- a.:-. :=- E7=EEE=.ig=&. ivo.,- < -xx E 'c' %. f.~ gf;~

=-

==- s -i3 n. e._, := = =~_ =- x wn. i ~... l $5,., &~ .f ~~ ~' i y t M $ y V i ' f y : h e - ~ <,- s ....p,p,v i 1,$ c e -.. s. ,,s A-w ~ .1 ....u.-........-q s ~ 1 . 1 u, gio g a i4.4 % _4,_m... f.# e. 3'/2" e 2WE p f p,a,s w <-+ e.n 5 ^ " ' An.e G m t-e.> g." emETGASS H ',..' o.'" cow,n m. ns etu os 3.vos-oi Q DCN MASTER l ~ wwt i ISOMETRIC DIAGRAM \\/ DIESEL GEN. EsulLDING-AREA 17 o EMERGENCY DIESEL GEN.-TLAIN 'A' ,".t _ M_.W...,y. cog 2 g y mera p i -)suun __iooi3 4-xx.Sn i l o v* Iawen w.rr --"'t ,Aw % & -I

r m m,

__ _ a ~ -m_ 2 di' 04 I mo.W-== I 8 I*- "5" a>"* i .g. sMUD g - m Q. d> d,"ts ocu_, } tJEtaJ D E Atas:A36 / E astse./Asro SrsTg __ i. o-1 s oecst Pt PE Arv ALWI $ \\

JM.X E T' l6 %TE_IL_ _ _R. E.ro R.._r4 2 J Ig l A E wm l Mn, ? :.go j. ss e c.u I i %.) ) 5 .2 t A6RKA%V MO U$1Alth kky e l 10019 -4"- HC /.- # .<.-....w.u. t0019-6'- X X 4 M c*r P/ .&,.r.-, ~.. t h

c..

wN .- p,. - a, w o =.am. cus u. O 48gg,C .r .a -..a l a..,.a u

A N

gog A t ..s 4 5.* w w -e Z t wtt9 an1REIntii f R 2 : " "'***.2,2"u...,.a.r.,., - m. .u.a ,7 / ,e ,m,. v. a,.

g.j=**a 7 g 4

,6 y / A Ap ..... * = wa-e s [ y#, .,- u in. - 'p# 2 ..w g ..... ~,. - s, l ,,,.], ) o '_ _. l-- ing <omyrs ..ja._ m l / E so Qoons-2 nrGW .sp 'Z Y jk, r \\ 5" ' w m. m <.-.-, .m q 3..,.s..... -,pyg,.m Oost 7-rff ut }- w oe so s.-,-s...4.,.. t. N e " ~is;saa' (ansr.* re st ar ren oro ar ran.0) ~. asr= a m sa si t e !! se e sran adricaw15*seus re uo n P (sosos-stf Ku y-- '1 ^- *' #*'"* C '"r"s"au'r*ra'w*s*m?** ***** i#

• '"o*. _

Y , %' no m ousu ev n a asin a rso s ru IO on en a + pi{ favsru re st ottlannw(OF rae.d ~~~~' ' ff3f~~~ Wj knarears.thrtmM 1**tkEhraTisi J y lC +. 4 10 \\ C +

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..L&. Etatanyasiraugm svg ewr_enancfrwa 4

1. • • *.)a*=se C

• K2 *2*'* * *
• W*%
• r*

JL tf

• r n

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• Wuv sa o.
• r~

S _9. m. a A 'O 64 r esa e so*tet.u s;.r wr.ts.s w. asin a rs* evra Q r x1 ,, test To Tsuu-s0007 c.ifW= iFasis7F.= s _cs.s. air a ts. ' a 4 e, si o /,k ' h ,_,ug,p }l" (paaWde e mga pu,

m. n.

u. Nc ..-.. -=. ~, 'Oon = - "O W carus noy_.w cs.a Essia a as* who 4 m e osa t . e,. [A Ljgt.c. w ut sto wr.ca.wa a es* mee g+9 r .om.c.uc3(n r.. ioois-is l,1 o 2 I 'T rT7?TA%$ro vv. s**ss.*2s.astiE3Wei s sea r a j _1_..u cwm e r ) renour ne (#i r9 4'-## g y g gg P arv otscmpnow 2 ,,o b #d .B:LL OF MATERI AL h00lS-4'-MCl ISOMETRIC DIAGRAM ~ ~ ~ ~ ~ ~ ~ DIESEL GENERAlOR BLDGu-ARE A 17 o coar 6n m ri mucrceass' 4 -.M, JACKET WATER SYSTEM-TRAIN A N D ~ -"s y_ A;;r rs ucg ucir unenar s1.. u =v. .e-raun aaui-. -~ ,,a,,, arm ya= ner-msrausnr .g maag __IO Ol9-6".HC,SH. l 0 .e g ___.1 A,1 hMASTER y Deuun. *-e m.,:E - ~ w poo,, <..m i, i o 3 . m__u ,41,--- za... i a ona x, eaten wo wmm o-ni.an. a,w ~ S U P E.R.P: P E. AN A LYS I $

__, = _ ucar ways raeTue.s m 3 9~ ^g. g son" N ciD-7 a rA ne f e/ .v' < r o i n 1 ,f .P ,v # s s 4,+ h. y ~ i a 3 ih Elh-.i len(

• ?

f ( %y%Q, kn,, +. g.o , g N. S i b Wj ; / 4 i o l e **A i tv c/o+ H aMs 1 e a*~

• A gka sTAnoPtPE

v. ~

FOR CONT St E 3 4 6*,,.uwo o/ y,g ~ <*>c sne q.,..; r n i f +t a + C J ,,. [.**. s .) kd t1 C l~ 1 1e 3> c w g NT M WM. AAs.1 e w.,..... m.+ g -,m. ,,,..u, y pgg,,eg a m yg,S

p. lg g

m 1 .- c. u..~. -.- s.. ..y.. s. DCN MASTEif Ad 2.' "ISDMETRIC DIAGRAM 3 DIESEL GEN. BUILDING-AREA 17 U EMERGENCY OtESEL GEN.-TR AIN*A" F c i_ Q __ ~.. l ,, _ I _.7 .mont g gJ 7((I'._M%,y.m =x,t,c,at way Itac_s3_m.,y,4A-1 1 y e Z: _ - = ~~-~~ n lool 9-6*-XX,SH. I l I r.~___1__ o ~ _... Qcssa ~ + + j.. _ = l _ _ _ _ _. _.___ __ 4 _ __g. _ _ 1 j-i- F-l g][ .3_.__,___ .n wh % K _____..2 _ j _.j$ ~ ~ ?}L 1 l b,?,,,ap .pe i,,,.. 8 =- _) h. .a.1,,,, _ ;_. -. _ _ a pgAta##16 / ENTER 497b SYSTEAt eg, su s-

JACKE.T WATER - RE.TvEN n-E S

s. m.o rn,... ~.,-. - -.

p l .3; w a., .r.. m..a, tg $ g-y A A .. u .w. .4 ma

7..

mm. a u. a en o ~ .w win , syn ~O' i - e.y um pies.rs.a wa tt am. so, wara.i.n me.ne.,1 an.1 , ///lO 77 g/3/ gifj7,/N,cmo i

gnt, ts.rwatasla. te g ef4rf4,Jf /M o.u,t..

Pag., m.uB f att.6.w noon 9-n. uran in ~ = e,.

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o n n o n;b ~ 1 I u Y if7 j ,l s. ! [a t> i S t \\ e [ y $'t ./ ~ .jQiji,t_' G, e *! ; \\ ,s I h,k! ] I'k < v v ', 5 1 j l 2 , gh d', N 9 I M\\ A/ ~ I N L APPENDIX I CALIBRATED VIBRATION MEASUREMENT INSTRUMENTATION WITH CALIBRATION CERTIFICATION 1. Bruel and Kjaer Hand Held Vibration Meter Model 2516 S/N: 1372782 S/N: 1372783 2. Bruel and Kjaer Accelerometer Calibrator Model 4294 S/N: 1248783 3. PCB Accelerometer Model 308-B S/N: 13404 1 i e 13 g N, ,/ [ g ~ \\ .s 1 h Bruel & Kjaer instruments,Inc. f 4 ! Certificate of Conformancei Y ! Model Serial No. i'

j. Customer Duke Power Company P.O.

N48702-34 3 ? I was tested and met factory specifications l according to the Referenced Test Procedure 12 November 1987 by Paul T. Melanson f on Cortlflod References

• Calibration Due B & K 111284 s/n 3 NBS-TN-234877(H) 26 June 1988 Fluke 8506A s/n 3975029 NBS-TN-234877(F) 28 Nov.

1987 l I i I EP 5315A s/n 2536A15460 WVB(HP) 17 Feb. 1988 i Reference Test Procedure: jj s Bruel & Kjaer Factory Service Instructione2516.1 Checking Procedure 9.82 } Temperature Relative Humidity Barometric Pressur9 q 24*C 45% 986mbar i e d @ M M w ave Signed ! Service Center Bruel & Kiaer Instruments. Inc. } 185 Forest Street l, I Marlborough. Massachusetts 01752

l

• References traceable to the National Bureau of Standards, Weshington,0.C.

l r w l .,, p E .. _. ~ x -. -' ~ l,-, 7 h:GA AI-1

i. F..

X- m e. u v a n q 12 lad., M k"25% A C.C ICO G Rh q G w= ~ ACC IC c~ (2A M J j i I 1 FREQ 6 TA kDAM (.1. (.A[ FRcrC <rwnAao u u T' i Sc u i 66 5.o i 10 st t i26i t. 2. i 1 so ut i s c. LA.B IOcat Ion 4.9 l } 6o u m c. 10.0 Scowz /cG 9.9 l l ico u 44 4.9 I Icces t o c,. 9.7 l l l 100 H -r_ (O G l 9.k l l l 500wrI 6G I H9 l l l I 6co Hr I to A I IO.O i inoe w z. l KG I 48 I /000 W2_f {C G-l 9b l l f l i i lW1 Acc2PT' l HOL D Prlecr t l' l s l I STANDARDS USED DESCRIPTION MANU1ACTURER MODEL CTEf CAL DUE DATE 7E din 2 /2-4,$T 71 bo t 5-2o-YB 70(Of "T~ 2 - E R i 70527 7-21-29 ! certify that the Test Equipment as calibrated =eets its sa cifdca ions. / 2- [-88 I hai Date CI?.!!?!! A~~  : 7 ?'_~12:02 T."".3 A?. 3 3 /I? ?000 0'."" 0? CAI,!3?A"!Om I have reviewed the usage of this Test Equipment since its last calibration and have initiated retest of any invalidated usages. / I&C ENGINEER Date COMMENTS: 'i~o t # /2 A eK G" 16% Al-3 ne y,- --7 e A, s s g Y Mf"WR$f \\ Bruel & Kjaer instruments,Inc. h 4 l Certificate of Conformance Model Serial No. Customer Duke Power Company P.O. N48702-34 l was tested and met factory specifications I according to the Referenced Test Procedure 12 November 1987 by Paul T. Melanson 1 on [ Calibration Due r f Cortlflod References

• B & K 111284' s/n 3 NBS-TN-234877(H) 26 Junc 1988

/ g vluke 8506A s/n 3975029 NBS-TN-234877(F) 28 Nov. 1987 f i HP 5315A s/n 2536A15460 WVB(HP) 17 Feb. 1988 I l' Reference Test Procedure: r i \\ Bruel & Kjaer Factory Service Instructione2516.1 Checkina Procedure 9.82 j k I j s l i, h Temperature Relative Humidity Barometric Pressure 24*C 45% 986mbar j ~ i' k I. N_t[wmo Signed Bruel & Kjaar Instruments Inc. { s L Service Center 185 Forest Street [ Marlborough, Massachusetts 01752 jl

• References trace.1ble to the National Bureau of Standards, Washington,0.C.

w w w w r ac x gy. AI4 '~ ' I r!r[ ~~ pm on1s1R5 pg.g..g5;g ..n-4 'c.C ico G 7?a uc;e Acc ic e; I? A ace s: i l FRECA 6 TA DA90 U.uf i F'R cro enAo o u u.7 -

5. O f

10 Hr t t.2 6 ! l._2 1 i SCsti 6G So st 5 c. 5, 0 l Iccati f o r, 10.0 1 l \\ 60HL t n c-10 0 SCOHz ICG 10 0 I O G. 9.8 l l 4 (# l 4.O l /CCOWt l oo H z_ l 100 H z ! JC G l /O,O l l I l 5 0 0 u z. I 6G l (' O l l l I Sco ur I te r, l 10,0 I o GG l uR i In c o u z. reco ut! Iocr I 9,7 l i i t 1 i t i I i l %M ACLGPf lHOGD RxlcLT I l 1 Ii I i i l l l i STANDARDS USED DESCRIPTION MANUIAGTupn MODEL CTEF CAL DUE DATE : 72602. I 2 - 4' -En ~71 G:D l 6-20-65 I 7alot 4 2-68 . -10 '52 *7_ l ~7 21 - E~C d .ons. I certify that the Test Equipment as calibrated =eets it /2 $b Data T,chnicia "I? !~ 7~.-!!"'* 2 7 ~ ST ~.13 02 * '*'3 12. 3 3 /!? T0"ND C'" OT 0.U.!!?.t.T!O!Q I have reviewed the usage of this Test Equipment since its last calibration and have I initiated ratest of any invalidated usages. / I&C ENGINEER Data COMNINTS: T'o c s RAN C C 16% N' A15 ~,,, n-.- ~ e TR AMDurER 3086 semC# 34o4 DATE 2 88 'Peesa MNIT ?7o48 SERi A t* Io91 EGuW FREo tSTA O RD auT c, SoHs 6. 50 9.3 d i 5.c m ~ l[ loo.2mV t oo2 a 100 Hz. (E 5o64<# 5'.o M a ico w= Sco Wm 6I 508.1mY foata Sco Hz. 15o loi2 3d 1o.123 $ 10 0 0 H z. So12 m\\l 5.092b I coo H z fo l t026 2m fIO.N24" I I l I ) l l I i STANDARDS USED DESCRIPTION MANUFACTURER MODEL CTEf CAL DUE DATE 70602 12 - 4'- S S 7o(o o I f-20-97 70311 7-22-28 10801 4 VT I certify that the Test Equipment as calibrated meets its specifi ations. W =pr i.2-7-88 dechn n Date CERTIFICATION OF COMPLIANCE WITH AP. 33 (IF FOUND OUT OF CALIBRATION) I have reviewed the usage of this Test Equipment since its last calibration and have initiated retest of any invalidated usages. / I&C ENGINEER Date COMMENTS: Ps a M F6 NNI ,d /a = /00 m. t5% ia tTE AI.6

1. IA W8 783

% K C Av sr? ATOP-DATE 2-7-0@ -eve SrA %L 42 W u.u.T To ' STO um at ( 0136 1.ct96 .03o8 l s l I [, /0 43 00 CA LIG R ATET owT9dT-M l. O R d c Ali M Area 5s72i AL i249783 m u swy TM soueca non w TcAn S erLIA5 to92 ta Powr.a uMT STANDARDS USED DESCRIPTION MANUFACTURER MODEL CTEf CAL DUE DATE ! 1 2 (o o 1 1.2 Yd Y2 G o / S-20 33 ! l 70/0/ Y 2 - 8B J l 7c317 7 -22 4 % i ec cations. I certify that the Test Equipment as calibrated meets its gd% l 2-7-9 ? T4ch31% Date CERTIFICATION OF COMPLIANCE WITH AP. 33 (IF FOUND OUT OF CALIBRATION) I have reviewed the usage of this Test Equipment since its last calibration and have initiated retest of any invalidated usages. / I&C ENGINEER Date COMENTS: To L E#A A/C EI 87o ihre M Au /~* MQL, Ace gt s/p4 Tie > Al A17 IW l f DUKE POWER COMPANY gggy { 2-N I File No. _ Dev./ Station Unit Subject I E 6 Et. A.. _r_ __ l/frA _ oete _zh.g!_Y_ Tue o e %em tueeoie 's 8 Tf2.A t ra Te 3 oM P ___ l %. " um c sy M Date 1 Sheet N __~kf b_arnblem No. _ -._. -- Checked sy 'DEFv ECTe o N AN ALYSI S 60 M $hs'<Itiod 6OMETRY'. 1.\\,0 -Tmano anuccries ctkt = 9, c, Ico23-Ih XX-5H. I

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61A O O M X*- D' Y Pe[ee[<W ' y EI = + X+ 4 sLd-y cnbb n y= 2 e x= f 17G DUKE POWER COMPANY - '. N... Unit I._ File No. fE N _._hEUld - Dev./ Station .TIESEL 4 Subject _ V8"k Date.? Tu_k&Q L V Oil NIN fCWYr gy Checked By Date Sheet Nod *.kf 1 %blem No. l Ma x* I il. y ' Je{lubm E,: y = 5 EZ { ~6Z ~ g "I ' A _L tvle l'.L (2 ff z Er G ~ gr 2 GZ[= M l'- f M/ = f Mg j ' g -9 A1 = (o E r $ 4 l' = C K. S E E 2 z 2 G tcihe p ={4 6) (,(so ooo ooo)(-Y),(.ott") = 9'(. 1 0 p r, - 5' Y (sv.zs.- )z % h h est a t.l< = 0. 1 7 Nole A.' I)+pto,LA is emswvdvf dik+no6 inelad.uh hx;L,'lity f w as bekan so ud /oe d i m g f,- 5 z) AcM d<bradim is len s~ve. I7H t i i APPENDIX III INSTRUCTIONS-INSTALLING STRUTS WITH PINNED-PINNE0 ENOS Turbocharger Ehrut 1. With the jacket water temperatures at keep warm condition, install the strut with the pinned ends and lock nuts loose. 2. Turn the strut in the direction that will produce tension (shorten) the strut. Torque the strut in this direction to 100 ft-lb. 3. Using a straight edge along the flat surface of the strut eye, make a scribe mark on the strut. 4. With a wrench on the eye, rotate the strut and eye back to center. Check with straight edge to insure that strut has not rotated relative to eye bolt. 5. With strut eye centered, tighten lock nut on one end by holding strut with wrench. Do not let strut rotate enough for eye to touch clevis. Torque to 500 ft.-lb. 6. Repeat step 5 on opposite end. Note that one end has left hand threads. Jacket Water Strut 1. With jacket water temperature at keepwarm condition, install the strut with the pinned ends and lock nuts loose. 2. Turn the strut in the direction that will produce tension (shorten) the strut. Tighten with hands as tight as possible. Continue tightening 1/4 turn with wrench. 3. Holding strut in center position with wrench, tighten lock nuts on each end, one at a time. Torque to 100 ft.-lb. Small pinned Link Strut On 2" Line At NW Corner Of Turbocharger 1. Attach plate to turbocharger. Torque bolts to TOI specification. 2. Install assembled strut on pipe and tighten U-bolts until strut is snug. 3. Measure gap between pipe and plate. 4. Shim to eliminate all but.060.080 in, of gap. 5. Tighten U-bolts using lock washers with moderate torque. 14 APPENDIX III (Continued) INSTRUCTIONS INSTALLING STRUTS WITH PINNED-PINNED ENOS Sliding Restraint Between 2}" Line and 6" Elbow Carefully mark locations of all parts relative to pipes and to each 1. other before removing. Clearance During reassembly, return all parts to original locations. 2. between nut on 6" U-bolt and teflon clearance hole must be at least i inch as assembled. 3. Shim to obtain interference fit of.060.080 between teflon and lower plate while system is in keepwarm condition. Torque 5/8 nuts to 75 ft-lb with TDI specified lubrication on all 4. rubbing surfaces. T0! VIBRA.RPT 15 i l .-- _}}