ML20198D273
| ML20198D273 | |
| Person / Time | |
|---|---|
| Site: | Catawba  |
| Issue date: | 05/14/1992 |
| From: | DUKE POWER CO. |
| To: | |
| Shared Package | |
| ML20198D271 | List: |
| References | |
| NUDOCS 9205190293 | |
| Download: ML20198D273 (14) | |
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l ATT ACIIMENT 1 PROPOSED CATAWilA UNIT 1 AND 2 TECIINICAL SPECIFICATIONS CIIANGES p'
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No citavcGr ELECTRICAL POWER SYSTEMS THis PAGE 3/4.8.2 0.C. SOURCES
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OPEPATING LIMITING CONDITION FOR ODERATION
- 3. B. 2.1 The following 0.C. channels and trains shall be OPERABLE and energized:
- a. Channel I consisting of 125-Volt 0.C. 6us No. EDA, 125-Volt D.C.
Battery Bank No. ESA and a full-capacity charger,*
- b. Channel 2 consisting of 125-Volt 0.C. Bus No. EDB, 125-Volt 0.C.
Battery Bank No. EBB and a full-capacity charger,*
- c. Channel 3 consisting of 125-Volt 0.C. Bus No. EDC, 125-Volt 0.C.
Battery Bank No. EBC and a feil-capacity charger,"
- d. Channel 4 consisting of 125-Volt 0.C. Bus No. EDO, 125-Volt 0.C.
Battery Bank No. E39 and a full-capacity charger,*
- e. Train A consisting of 125-Volt 0.C. Bus No. EDE, and
- f. Train B consisting of 125-Volt 0.C. Bus No. EDF.
APDLICABILITY: MODES 1, 2, 3, and 4.
ACTION:
- a. With 125 VDC Bus EDE or EDF inoperable, restore tne inoperable bus to OPERABLE status within 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> or be in at least HOT STAN0BY within t.he next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD 5HUTDOWN witnin the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.
7
- b. With one 125 VDC Bus EDA, EDB, EDC or EDO inoperable, restore the inoperable bus to CPERABLE status within B nours or ce in at least
- HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTOOWN within the following 30 h.ours. l
- c. With either 125 VDC Battery Bank No. EBB or ESC and/or its full-capacity charger inoceracle, restora the inoperable battery and/or full-capacity charger to OPERABLE status within 10 dsys or be in at least HOT STANDBY within the r, ext 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />
- d. With either 125 VDC Battery Bank No. EBA or EB0 and/or its full-capacity charger inocerable and 125 VDC diesel generator Batteries OGBA and DGBB and their full-capacity chargers in service powering Busses EDE and EDF during this period of time, restore the inoper-able battery and/or full-capacity charger to OPERABLE status within
- A vital bus may be disconnected froa its 0.C. source for up to 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> for the purpose of performing an equalizing charge on its associated battery bank crovided that the vital busses associated with the other battery banks are OPERABLE and energized. Also when the spare cnarger is being used as a replacement for the normal battery charger verify that the A.C. input to the charger is from the same A.C. division as the normal charger which it is replacing.
CATAWBA - UNITS 1 & 2 3/4 8-12 L. .
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A/O CHAMSF.I
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. ELECTRICAL POWER SYSTEMS LIMITIhG CONDITION FOR OPERATION ACTION (Continued) 10 days or be in at least HOT STANDBY within the next G hourt and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />,
- e. With two 125 VDC betteries and/or their full-capacity. chargers incperable and 125 VDC Batteries EBA 2nd EBC and/or their full-capacity chargers in service, or 125 VDC Batteries ' EBB ana EBD and/or their full-capacity chargers in service during this period of time, ref'. ore at least one battery and/or its full-capacity charger to OPERABLE states within 72 hours8.333333e-4 days <br />0.02 hours <br />1.190476e-4 weeks <br />2.7396e-5 months <br /> or he in et least HOT STAHMY within the n9xt 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> ard in COLD SHUTDOWN within the following 30 he'2rs.
'VEILLANCE REQUIREMENTS 4.L.2.1.1 Each 125-volt battery bank and charger shall be dec.chstrated OPERABLE:
- a. At least once _r ~ days by verifying that:
- 1) The parameters in Table 4.8-3 meet the Category A limits,
?) The total battery terminal voltage is greator than or equal to 125 volts on float charge, and
- 3) There is no visible indication of dmaging electrolyte leakage.
- b. At least once per 92 days and within 7 days after a battery discharge with battery terminal voltage below 110 volts, or battery overcharge with battery terminal voltage above 150 vo!ts, by verifying that:
- 1) The parameters in Table 4.8-3 meet the Category 5 limits,
- 2) There is no visible corrosion at either terminals or cannectors, or the connection resistance of these items is less than 150 x 10 8 ohm, ar.d
- 3) The average electrolyte temoerature of six connected cells is above 60*F.
- c. At least once per 18 months by verifying that:
- 1) The cells, cell plates (if visible), and battery racks show no visual indication of physical damage or abnormal deterioration,
- 2) The czil-to-cell and terminal connections are c. lean, tight, and coated with anticorrosio1 material,
- 3) The resistance of each cell-to-cell and terminal connection is less than or equal to 150 x 10 6 chm, and CATAWBA - UNI 151 & 2 3/4 8-13 Amendment ho. 26 (Unit 1)
Amendment No.16 (Unit 2)
m ELECTRICAL POWER SYSTEMS idRVElLLANCEREOUIREMENTS(Continued) ,
- ) The battery charger will supply at least 200 amperes at a minimum of 125 volts for at least 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br />.
- d. At least once per 18 raonths -dur%g shutdem, by ver:fying that the I battery capacity 1s adequate to eitner:
- 1) Supply and maintain in OPERABLE stas , all of the actual emergency loads for 1 nour when the battery is sucjected to a battery service test; or
- 2) Supoly a dummy load from Batteries EBA and EB0 and from Bat-teries EBB and ESC of greater than or equal to 373 amperes for the first minute of the first hour, greater than er equM to 213 amperes Vor the next 59 minutes of the first nour and a dummy load only from Batteries EBA and EB0 of greater than or equal to 210 amperes for the second hour while maintaining the battery
' terminal voltage greater than or equel to 105 volts
- e. At least once per 60 months, during shutdown, by verifying that the battery capac.ity is at least 80% of the tianuf acturer's rating when subjected to a perfor.7ance discharge test. Once per 60 month interval this performance discharge test may be performed in lieu of ,
the bauary service test required by Speci fication 4.3.2.1.1d. ; and
- f. A ; Wst once per 18 montns, curing shutdown, by giving performance L oischarge tests of k attery capacity to any battery that shows signs of degradation or hu reached 85% of the service life expected for the applicatior.. Degradation is indicated when the battery capacity
- 1rops more than 10% of rated capacity from its average on previous oerformance tests, or is below 90% of the mai. facturer's rating.
4.8.2.1.2 Each D.C. channel shall be determined OPERABLE and energi:ed with tie breakers open between redundant busses at least once per 7 days by veri-fying cornet breaker alignment, indicated power availability from the charger and battery, and voltage on the bus .f greater than or equal to 125 volts.
hmenSmu t klo. (Uns'tI)
CATAWBA - UN:TT 1 & 2 3/4 8-14 Amedmod- Vo. (vst-f)
NO CVlAWSS '
THW ft%E / l
,- 3// 8 ELECT 0ICAL POWER SYSTEMS BAJL.
3/4.3.1, 3/4.8.2 and 3/4.8.3 A.C. SOURCES, D.C. SOURCES. and DNSITE POWER DISTRIBUTION The OPERABILITY of the A.C. and D.C power sources and asso:iated distribu-tion systems during cperation ensures that sufficient power will be available to supply t5e safety-related equipment required for: (1) the safe shutoown of the facility, and s2) the mitigation and control of accident conditions witnin the facility. The minimum specified independent and redundant A.C. and 0.C.
power sourced and distribution systems satisfy the requirements of General Design Criterion 17 of Appendix A to 10 CFR Part 50.
The ACTION requirements specified for the levels of degradation of the power sources provide restriction upon continued facility operation conaensurate with the level of cegradation. The OPERABILITY of the power sources are consistent with the initial condition assumptions of the safety analyses and ere based upon ,aaintaining at least one redundant set of onsite A.C. and D.C.
power sources and associated distribution systems OPERABLE during accident conditions coincident with an assumed loss-of-offsite powe and single failure of the other onsite A.C. source. The A.C. and 0.C. source allowable cut of-service times are based on Reguistory Guide 1.93, " Availability of Electrical Power Sources," Decemoer 1974. When one diesel generator is inoperable, there is an additional ACTION requirement to verify that all required systems,
- subsystems, trr. ins, components and devices, that depend on the remaining 0FERABli diesel generator as a source of emergency pouer, are elso OPERABLE, and that the steam-driven auxiliary feedwater pump is OPERA 3LE. This require-ment is intended to provide assurance that a loss-of-offsite power event will
- . not result in a complete loss of safety function of critical systems during L the period one of the diesel generators is inoperable. The term, verify, as i
used in this context means to administratively check by examining log or
[ other information to determine if certain components are out-of-service for maintenance or other reasons. It does not mean to perform the Surveillance Requirements needed to demonstrate the OPERABILITY of the component. The ACTION requirements for diesel generator testing in t.he event of the inoper-ability.of-other electric power sources also reflect the potential for degra-l dation of the diesel generator dut to excessive testing. This concern hes i developed concurrently with increased industry experience with diesel genera- l tors and has been acknowledged by the NRC staff in Generic Letter 94-15. j The OPERABILITY of the minimum specified A.C. and D.C. power sour:es and
! associated distribution systems during shutdown and refueling ensures that:
(1) the facility can be maintained in the shut Ywn or refueling condition for i extended time periods, and (2) suficient instrumentation and control capa-bility is available for monitoring and maintaining the unit status.
The Su veiliance Requirements for demonstrating the OPERABILITY of the ,
diesel generators ara in accordance with the recommendations of Regula;ory Guide 1.9, " Selection of Diesel Generator Set Capacity for Standby Power Supplies," March 10,.1971, 1.108, " Periodic Testing of Diesel Generator Units Used as Onsite Electric Pr-er Systems at Nuclear Power Plants," Revisio.n 1, l
August 1977, Regulatory Gt.de 1.137, " Fuel-Oil Systems for Standby Diesel Gener-ators," Pevision 1, October 1979, the NRC Staff Evaluation Report concerning the Reliability of Diesel Generstars et Catawba, August 14, 1984, and Generic l ,
CATAWBA - UNITS 1 & 2 8 3/4 8-1 Amendment No.10(Unit 1)
Amendment No. 3 (Unit 2) 9/15/86
1: 1
. ELECTRICAL POWER SYSTEMS BA3ES T
A.C. SOURCES, D.C. SOURCES, and ONSITE POWER DISTRIBUTION (Continued)
Letter 84-15, " Proposed Staff Actions to Improve and Maintain L!asel Generator '
Reliability." If any other metallic structures (building, new or modified pip- i ing systems, conduits) are placed in the grourd near the Fuel Oil Storage System or if the original system is .nodified, the ade cy and frequency of inspections for the Cathodic Protection System shall be reeveluated end adjusted in accord-ance with the manufacturer's recommendations.
The Surveillance Requirements for demonstrating the OPERABILITY of the station batteries are based on the recommendations of Regulatory Guide 1.129,
" Maintenance Testing and Replacement of Large lead Storage Batteries for Nuclear Power Plants," February 1978, and IEEE Std 450-1980, "IEEE Recommended Practice for Maintenance, Testing, and Replacement of Large Lead Storage Batteries for Generating Stations and Substations."
. Verifying average electrolyte temperature above the minimum for wnicn the battery was sized, total battery terminal voltage on float cnarge, connection resistance values and the performance of battery service and discharge tests ensures the effectdueness of the charging system, the ability to handle high ,
discharge altes ai compares thg battery capacity at that time with the rated capacity. Pyc tb pc sv.s+zm rd pw ms%L & kiny du1Ac.bdm4 cah.k detr m a trcumesiel dc. sec<de.
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Table 4.8-3 specifies the ncrmal limits for each designated pilot cell and eacn connected cell for electrolyte level, float voltage and specific gravity. The limits for the designated pilot cells float voltage and specific.
gravity, greater than 2.13 volts and 0.015 below the manufacturer's full charge specific gravity or a cattery charger current that had stabilized at a low value, is characteristic of a charged cell with adequate capacity. -The normal
' limitsforeachconnectedcellforfloatvoltageandspecificgravity, greater than 2.13 volts and not more than 0.020 below the manufacturer s full charge specific gravity with an average specific gravity of all the connected cells not more than 0.010 below the manuf acturer's full charge specific gravity, ensures the OPERABILITY and capability of the battery.
Operation with a battery cell's parameter out;ide the normal limit but within_ the allowable value specified in Table 4.8-3 is permitted 5 up to 7 days. During this.7-day period: (1) the allowable values for electrolyte level ensures no physical damage to the platrs with an adequate electron transfer caoability; (2) the allowable value for the average specific gravity of all the cells, not more than 0.020 below the manufacturer's recommended full cnarge specific gravity, ensures that the decrease in rating will be less than the safety margin provided in sizing; (3) the allowable value for an incividual
-cell's specific gravity, ensures that an individual cell's specific gravity will .not be more .than 0.040 below the manufacturer's full charge specific gravity and that the overall capability of the battery will be maintcined within an acceptable limit; and (4) the allowable value for an individual 6
cell's float voltage, greater than 2.n7 volts, ensures tne battery's capability to' perform its design function.
CATAWBA - UNITS 1 & 2 B 3/4 8-2 AmendmentNo.k(Unit 1)
Amendment No. (Unit 2)
I'15/GU
I ATTACIIMENT 2 JUSTIFICATION AND SAFETY ANALYSIS 0
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lpshgmund/ Discussion Each unit at Catawba is provided with a separate 125-volt DC and 120-volt AC vital instrumentation and control (l&C) power system. The system provides a reliable, continuous source of power to Class 1E instrumentation and controls. The system consists of four independent and physically separated load groups that supply I&C channels A, B, C, and D. For the DC portion of the system, each load group contains its own battery, battery charger, DC distribution center, and DC panelboard. Each of the batteries is sized to supply the continuous emergency load of its own load group and the loads of another load group for a period of one hour. Each battery is also capable of supplying the anticipated momentary loads during this one-hour period. The batteries on Channels A and D are rated for 1200 ampere hours and tnose on Channels B and C are rated for 825 ampere-hours. T1.e 1200 ampere-hour batteries have adequate capacity to supply these loads for two hours. The 825 ampere-hour batteries have adequate capacity to supply these loads for a minimum of one ho. During normal operation, the batteries are floated on the DC distribution centers and are available to assume the loads without interruption upon loss of a battery charger or AC power source. Each battery consists of 59 cells and is located in a separate room in the Auxiliary Building. t Each battery charger is capable of supplying the steady-state loads of its own load group while charging its associated battery. A spare battery charger is provided to serve as a backup for any one of the normal battery chargers. Bus tie breakers are provided between distribution centers A and C and between distribution centers B and D to allow the standby charger to feed a vital bus in case its normal chmger is out of service and to allow the opposite battery to float on the bus when performing an equalizing charge on the bus main battery. In this configuration, the affected bus and the associated cross-tied bus will be supplied by two paralleled chargers and one battery. This is _ a normal alignment when maintenance or tesdng is being performed on a battery or its associated charger. These tie breakers are manual breakers and are operated in accordance with approved procedures. ~. Figure 1 depicts the DC portion of the vital I&C power system. Technical Specification Surveillance Requirement 4.8.2.1.1.d requires that a batter service test be conducted at least once every 18 months while the unit is shut down. Recently, a NRC Electrical Distribution System Functional Inspecion (EDSFI) was held at Catawba. As a result of the EDSFI, a violation (50-413, -414/92-01-02) was issued because Catawba had been conducting the 18-month battery service test while the unit was operating instead of while the unit was shut down, as required by technical specifications. Description of Proposed Technical Spgtificadon Chnngu Technical Specification Surveillance Requirement 4.8.2.1.1.d is modified to delete the phrase
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SUMMARY
DIACRAM FOR THE 125 VDC f 7 " 1. BREAKERS ARE KIRK KEY INTERLOCKED SUCH M 'MY$rN[sen yT g i C P0WER T (E l caan a
. . ,irierr orvm., T Y ONE BREAKER CAN BE CLOSED AT pairww me wgro sare w ggy gpy
- stroentra*. nrmi to tesica nonwmYs. DISTRIBUTION CENTERS f 2. SEE FIGURE 2 FOR AUCTIONEERlWe DIODE h er rren ASSEMBLIES. srrcartention no.. rws-iss.sim-essa
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- 3. SEE FICURE 3 FOR POWER PANELBOArtDS.
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"during shutdown,", This will allow the service test to be conducted during power operation in the future. Also, Bases Section 3/4.8.2 is modiGed to reDect the change to the above ,
surielllance requirement. D L htstiftCation and Safety Annlysis Because of the design of the DC portion of the vital 1&C power system at Catawba, deleting , the shutdown requirement from Surveillance Requirement 4.8.2.1.1.d will have no significant effect upon nuclear safety. This is true for the following reasons:
- The basis for the shutdown requiument in technical specifications is to minimize battery unavailability and maximize DC power system r; liability while at power. Due to _
Catawba's ability to cross-tic a vital bus to an alternate battery as indicated in the above discussion and as illustrated in Figure 1, the affected channel will remain battery-backed while its battery is taken out of service in order to perform the service test. When a service test is being performed on a particular battery, the associated battery charger is removed from service and the standby charger (ECS) is connected to the affected distn dion center. Therefore, both a battery and battery charger remain available to supply the affected bus during the test.
- At present, batteries are periodically required to be taken out of service durir.g power operation in ordF o perform equalize charging operations. Also, buttery destrapping and cleaning are performed when necessary, usually on an annual basis. Once the shutdown requirement of Surveillance Requirement 4.8.2.1.1.d is deleted and the service test can be performed at power, it would be performed in conjunction with the above activities.
Hence, there would not be a significant increase in battery unavailability as a result of conducting the service test at power. For batteries EBA and EBD, the service test would add approximately 2.5 hours of unavailability per battery (.5 hour for equipment setup and , 2 hours for conducting (L test). For batteries EBB and EBC, the service test would add approximately 1.5 hours of unavailability per battery ( 5 hour for equipment setup and I hour for conducting the test). The total increase in battery unavailability for each unit would therefore be approximately 3 hours during the fuel cycle.
- The total battery out-of-service time as a result of conducting the service test, performing i an equalize charge, and conducting any required batery cleaning and maintenance is well within the allowed limits as defined by Limiting Condition for Operation 3.8.2.1. (Refer to action statements e and d for the cases of one battery inoperable.) The total out-of-service time for conducting the above activities would be approximately 3 days (1.5 to 2.5 hours for the service test,24 to 36 hours for equalize charging, approximately 24 hours for destrappir.g and cleaning, and administrative time requireo for declaring the battery inoperable / operable, clearing paperwork, etc.). This is well within the 10 day limit of action statements e and d. (It should be noted that one of the Gn'ags of the Catawba EDSFI involved whether or not a small battery (825 ampere-hour) could adequately supply two channels in a cross-ti:d con 6guration while a large battery (1200 ampere-hour) is out of service. In response to this finding, Duke Power Company indicated that until this issue
w_ . . is permanently resolved, the above-described configuration would be considered inoperable per action statement e and the associated 72-hour time limitation would apply. In such a situation, the service test and all associated activities would be completed within the required 72 hebrs.) Conclusisns Deleting the shutdown requirement of Technical Specification Surveillance Requirement 4.8.2.1.1,d and allowing the 18-month service test to be co:iducted du iag power operation will have no adverse effect upon nuclear safety. The design configuration of the DC portion of Catawba's vital I&C power system supports such an ame; dment and the change poses no significant impact on battery availability. Neither pM.t pciannel nor the public will be m adversely affected by the proposed amendme: .. I 3 m (
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ATTACIIMENT 3 NO SIGNIFICANT IIAZARDS CONSIDERATION AND ENVIRONMENTAL IMPACT ANALYSES 4 l-
. - .. . . . . ~ - - -
' ~ ' No Sienincant Hazacds Consideration Analnis Duke Power Company has made the determination that this amendment request involves a no significant hazards consideration by applying the standards established by the Commission's regulation in 10 CFR 50.92. This ensures that operation of the facility in accordance with the proposed amendment would not:
- 1) involve a significant increase in the probability or consequences of an accident previously evaluated; or
- 2) create the possibility of a new or different kind of accident from any accider.t previously evaluated; or
- 3) involve a significant reduction in a margin of safety.
The Commission has provided guidelines pertaining to the application of the three standards by listing specific examples in 48FR14870. Example vi relates to a change which either may result in some increase to the probability or consequences of a previously-analyzed accident or may reduce in some way a safety margin, but where the re:ults of the change are clearly within all acceptable criteria with respect to the system or component specified in the ' Standard Review Plan. In this case the change proposed by this request is similar to Ermple vi in that it results in
'the deletion of a specific conditional requirement for conducting a test requiud l,y technical specifications.
The following evaluation measures aspects of this proposal against the Part 50.92(c) requirements to demonstrate that all three standards are satisfied. First Standard The amendment would not involve a significant increase in the probability or consequences
. of an accident previously evaluated.
Nrforming a service test of the vital batteries while at power will not result in the initiation of any accident scenarios, therefore thm will be no effect on the probability of any accident. The design of the DC portion of Catawba's vital I&C power system allows the battery service' test to be conducted at power while maintaining both an operable battery sad battery charger to supply the affected bus. Therefore, all vital buses will remain battery backed at all times.- (Pending a final resolution to the EDSFI finding concerning operability of_a cross-tied configura* ion where both buses are being fed from a single small battery, the service test L and all anceed activities will be conducted within 72 hours as required by action statement e of Limiting Condition for Operation 3.8.2.1.) The additional small amount of battery unnvailability incurred as a result of conducting the service test at power (1.5 to 2.5 hours) will have no significant impact on the consequences of any accident previously evaluated. L l c l,
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'Second Standard j i
The amendment would not reate the possibility of a new or different kind of accident from any kind of accident previ isly evaluated.
' No accident causal rnechanisms are introduced by conducting the service test of the vital batteries during power operation. No equipment will be operated in a new or deleterious manner, therefore there will be no effect on accident causal mechanisms.
Third Standard The amendment would not involve a significant reduction in a margin of safety. As demonstrated previously, the affected bus will remain battery backed at all times while conducting the service test; the increase in battery unavailt.bility as a result of performing the test at power will be extremely small (1.5 to 2.5 hours); and all battery out-of-service time will remain'within that allowed by existing technical specifications (10 days or 72 hours pending retalution of the above-described EDSFI finding). Therefore, there will be no significant effect on any safety margin. Based on the above and the supporting technicaljustification, Duke Power Company has
- concluded that there is no significant hazard consideration involved in this amendment request.
Environmental Impact Analysis The proposed technical specification amendment has beea reviewed against the criteria of 10 CFR 51.22 for environmental considerations. The proposed amendment does not involve a significant hazards consideration, nor increase the types and amounts of effluents that may be
- released offsite, nor increase individual or cumulative occupational radiation exposures.
Therefore, the proposed amendment meets the criteria given in 10 CFR 51.22(c)(9) for a categorical exclusion from the requirement for an Environmental Impact Statement. l l ![- ,}}