ML20212B144
| ML20212B144 | |
| Person / Time | |
|---|---|
| Site: | Vogtle  |
| Issue date: | 10/22/1986 |
| From: | BECHTEL GROUP, INC., GEORGIA POWER CO., SOUTHERN COMPANY SERVICES, INC. |
| To: | |
| References | |
| NUDOCS 8612290179 | |
| Download: ML20212B144 (179) | |
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. GEORGIA POWER COMPANY SOUTHERN COMPANY SE*RVICES, INC.
l BECHTEL WESTERN POWER CORPORATION i e..- t >
LOSS OF OFFSITE POWER TRANSIENT TEST OF THE NUCLEAR SERVICE COOLING WATER SYSTEM V0GTLE ELECTRIC GENERATING PLANT, UNIT 1 Table of Contents
- 1. Introduction
, 2. Conclusions
- 3. LOP Transient Description
- 4. Test Description
- 5. Instrumentation
- 6. Test Results
- 7. Waterhammer Evaluation
- 8. References
- 9. Tables and Figures I
l Bechtel Western Power Corporation l October 22, 1986 gt,I"' f\ oP< @ s$ sa's 199P, t>**g h O\'
Loss of Offsite Power Transient Test of the NSCW System for VEGP, Unit 1
- 1. Introduction Transient analyses of the Vogtle Nuclear Service Cooling Water (NSCW) system have predicted that simultaneous tripping of the NSCW pumps following a Loss of Offsite Power (LOP) and subsequent pump restart may result in excessive loading on the piping and pipe supports because of potential waterhammer. To resolve this concern, system. modifications
;have lbeen performed"to reduce the severity of this transient (Reference.2). These modifications include addition of theJ following:
- 1. Motor operators to the pump ~ discharge valves.and c
cooling - toweri return v'al'ves .
- 2. Check' valves to' heat exchanger _ inlet lines.,
3 Train:A/ Train B1 crossties.
- 4. Pump discharge valve bypass line.
- 5. System restart logic changestand a capabilitysto throttle the tower return: valves'.
A series of tests were performed from June 25, 1986 to July 1, 1986 on Unit 1 Train A NSCW in accordance with special test procedure ST-11. A similar set of tests were performed for Train B from August 12, 1986 to August 18, 1986 in accordance with special test procedure ST-13 These tests were conducted under the direction of Nuclear Operations with assistance from Bechtel Engineering. Data on system performance during the LOP transient restart were reviewed to establish final settings for the tower return valves (Train A valves HV-1668A and B, Train B valves HV-1669A and B). System verification tests were run with final valve settings to demonstrate that restart of NSCW following an LOP transient could be accomplished within the allowable limits of the system design.
- 2. Conclusions Tables Al and B1 in Section 9 list the various tests performed on the Unit 1 NSCW system with the conditions and
/* ([\ results of each test.
made: 15 runs on the For Train A, 35 valid test runs were tower bypass valve HV-1668B and 20 runs on the tower spray valve HV-1668A. For Train B, 21 l_ i valid test runs were made: 9 runs-on the bypass valve HV-U .M./ 1669B and 12 runs on the spray valve HV-1669A. Final valve
- V;hs positions were confirmed by simulating the complete LOP transient and verifying that the resultant pressur'e f'\
I transients and piping system observations were within acceptable limits.
%d l 2
Restart of NSCW after an LOP can be performed automatically using the valve positions indicated above, provided that the design changes made by'CCP B10130M Revision 0, Revision 1 and Revision 2 are implemented. This assures that the valve and pump operations are sequenced to give a slow fill prior to full flow operation. During testing of Train A, two inadvertent waterhammer events were experienced, runs 14 and 15 (Figures A19-A26). One event was caused by an incorrect temporary jumper and another was caused by a premature manual pump start. Transient pressures as high as 400 to 500 PSIG were recorded. However since 4 of the 5 pressure transducers were damaged by the waterhammer, we believe that the recorded pressures are not accurate and the actual transient peak pressure was approximately 900 PSIG. An NSCW transient recovery program was established to resolve concerns on the effects of the waterhammer on Train A of NSCW. The program entails inspections and evaluations to assure that the system can perform its intended design functions. To date, the only identified anomalies resulting from inspections are three potentially damaged snubbers. These snubbers are being examined to determine the cause of failure. Based on the inspections and evaluations completed to date, we recommend that operation of the Unit 1 NSCW system be continued. Upon completion of all the transient recovery program inspections, a final assessment of the Unit 1 NSCW system capability to perform its intended design function for its design life will be made. In summary, the conclusions are that: A. Train A - With HV-1668B set at 12.50 +2.50 in the bypass mode and HV-1668A set at 100 12.50 in the spray mode, the maximum peak pressure is within system allowables and no loss of piping pressure boundary integrity or unacceptable pipe and pipe support movement occurs. B. Train B - With HV-16698 set at 12.50 + 2.50 in the bypass mode and HV-1669A set at 7.So [ 2.50 in the spray mode, the maximum peak pressure is within system allowables and no loss of piping pressure boundary integrity or unacceptable pipe and pipe support movement occurs. C. The test demonstrates that with the system setup as described above (A and B), observed transients were of limited magnitude such that the integrity of the piping pressure boundary, pipe support structure and equipment were not affected. 3
. . . . ~ .- . .-
4 4 13 LOP Transient Description A simplified schematic of the system is shown in Figure 1. , Under normal plant operation, one train of NSCW is operating and the other train.is in a standby mode and is kept filled t , by the operating train. During an LOP, the pumps on.the operating train trip and the motor operated valves remain open. -A portion of the NSCW piping and components at higher elevations drains through the open tower valve creating 3 voids and water column. separation in the system (Figure 1 schematically shows the extent of voiding). After station emergency power. is restored by the diesel generators, the pumps restart and begin to rapidly refill the voided piping. If this process is uncontrolled, the high refilling water column velocity'would produce severe waterhammer (high
- energy pressure wave initiated at the water columns . impact i point and propagating into the surrounding water filled pipe). An inadvertent event represented by run #15 (Figures A20 - A26) shows the results of this type of waterhammer.
Design modifications were made to the NSCW system to - e mitigate the effects of an LOP transient waterhammer. Logic changes. .and . pump discharge bypass piping were :added-.by1CCP B10130M:to 1slowly ~ fill-the-voidedJpiping prior to normal t s ystem . o per ation . Figure 1 shows the bypass piping, and Figure 2 shows the restart sequence following an LOP. Hydraulic transient analyses were performed to determine forcing functions based on the modified system design. These forcing functions were used as input to computer models of the piping systems to determine dynamic loads for design of the pipe and pipe supports. Preliminary results
/
obta_ined_by_both Bechtel and V-SAMU indicated that this may
- j. le, a_d_ to unnecessarlprofet cWits to - perform the analyser _
l and may also result in a schedule fmpact due to the lengthy i time _ pfiod requiredTTreliminary analytTeal results l obtained also indicated that numerous changes to pipe y supports may be required using this approach. Due to the
- time, cost and effort involved in continuing with this approach, it was determined that the most cost effective
- resolution was to perform a series of tests to establish the
' intermediate position ~~TFt1re tower v alver t!UFing system re' fill and to verify ~that the system in ics final deYtgn ! configuration can restart arter 3n LOF 1,causieni, with no j adverse effects (Reference 3). j 4. Test Description The scope of this test includes the Unit 1 NSCW system operation in the normal mode (using the cooling tower sprays via HV-1668A for Train A and HV-1669A for Train B) and in the bypass mode (returning flow directly to the basin via i l 4
HV-16688 for Train A and' HV-1669B for Train B) . For Train A testing, Special Test Procedure ST-11 " Nuclear Service Cooling Water System Loss of Offsite Power Transient Analysis" was written by Nuclear Operations with assistance from Engineering. The computer model had predicted that throttling of the spray and bypass valves was necessary to slow fill the system in the required time with minimum pressure transients. The test was set up to first run the system with a very conservative valve throttle position (450) and slowly decrease the throttle position until the system refill was accomplished in the required time with the pressure surge minimized. The test consisted of 10 sections as described below. Paragraph numbers correspond to ST-11 section numbers. 6.1 Preliminary Fill Rate Pressure Measurements This section determined the NSCW header pressures measured by a test gage at PT-1636. The data was used as a secondary means of determining the status of system re-fill. The primary means of determining system re-fill status was the pressure transducer readings. 6.2 Train A Tower Bypass Valve HV-1668B Fill Position Determination (Runs 1 through 13, Figures Al-A18) i The LOP transient was simulated from loss of power (t=0 sec) to pump discharge valve opening (t=85 sec) in accordance with the time sequence shown in Figure 2. Bypas: valve intermediate opening position was varied from 450 (run 1) to 7.50 (run 13). 6.3 Train A Tower Spray Valve HV-1668A Fill Position Determination (Runs 14, 20 through 33, Figures A19, A27-A44) The LOP transient was simulated from t=0 see to t=85 sec. Spray valve intermediate opening position was varied from 450 (run 20) to 7.50 (run 33). 6.4 Train A Bypass Valve Loss of Power Transient (Runs 15, 34, Figures A20-A26, A45, A46) The LOP transient was simulated from t=0 see to t=100 sec, which was normal system operation. The bypass valve was set at 12.50 for this test. 5
, _ ~ _ .
6.5 Train A Tower Spray Valve Loss of. Power Transient (Run 35, Figures A47, A48) The LOP transient was simulated from t=0 to t=100 sec. The spray valve was set at 100 for this test. 6.6 Supplemental Train A Spray Valve HV-1668A Fill Position Determination (Run 16, Figure A27) This test supplemented the 6.3 tests by setting the spray valve at 450 and opening the spray valve
*5 sec before pump start.
6.7 Supplemental Train A Spray Valve HV-1668A Fill Position Determination (Run 17, Figure A28) This test was similar to the 6.6 test except that a 6 sec delay was used for pump start. 6.8 Supplemental Train A Spray Valve HV-1668A Fill Position Determination (Run 18, Figure A29) This test was similar to the 6.6 test except that a 4 sec delay was used for pump start. 6.9 Supplemental Train A Spray Valve HV-1668A Fill Position Determination (Run 19, Figure A30) This test was similar to the 6.6 test except that a 2 sec delay was used for pump start.
; 6.10 Bypass Drain Down Time Test i
This test was run to find the time required for the system to drain down when the bypass v 1ve i (HV-16688) was opened 12.50 (92.6 sec drain down time). I The original plan was to test the system in the order of 2 test procedure sections 6.1 through 6.5. However, the waterhammer experienced during run 14 (6.3), raised concerns about the sensitivity of the tower spray valve (HV-1668A) position to system refill time. Sections 6.6 through 6.10 I were added to the procedure to test the spray valve in a l more conservative manner than originally planned. For Train B testing, Special Test Procedure ST-13 " Train B , Nuclear Service Cooling Water System Loss Of Offsite Power Transient Analysis" was used. This test was based on the ST-11 procedure but was slightly modified using the l 6
experience gained from the Train A testing. The test consisted of sections as described below. Paragraph numbers correspond to ST-13 section numbers. 6.1 Train B Tower Bypass Valve HV-1669B Fill Position Determination (Runs 1 through 8, Figures B1-88) Same as ST-11 section 6.2. Bypass valve intermediate opening position was varied from 250 (run 1) to 7.50 (run 8). 6.2 Train B Tower Spray Valve HV-1669A Fill Position Determination (Runs 9 through 14, 20, Figures 39-B14, B23) Same as ST-11 section 6.3. Spray valve intermediate opening position was varied fron 200 (run 9) to 50 (run 20). 6.3 Train B Bypass Valve Loss of Power Transient (Run 15, Figures B15, B16) Same as ST-11 section 6.4. The bypass valve was set at 12.50 for this test. 6.4 Train B Tcwer Spray Valve Loss of Power Transient (Run 16, Figure B17, B18) Same as ST-11 section 6.5. The spray valve was set at 100 6.5 Train B Spray Valve Loss of Power Drain Down Transient (Run 17, Figures B19, B20) This was similar to the ST-13 section 6.2 test except that the time from LOP to power restoration was revised from 15 seconds to 4 hours. It simulated a station blackout (no offsite power and l no emergency diesel power) for 4 hours. The test
- determined the effect of an extended drain down l including air in-leakage to the system. This test was run with the spray valve set at 100 6.6 Train B Tower Spray Valve Loss of Power Transient (Runs 18, 19, 21, Figures B21, B22, B24)
Same as ST-13 6.4 The spray valve was set at 12.50 (run 18), 7.50 (run 19) and 50 (run 21). l 7 t . .-. __ _ _ _ _ _ _ _ _ -
A typical test setup was as follows: o NSCW pumps were operated from the Control Room. o NSCW pump discharge valves and tower return valves were operated from temporary test switches in the NSCW pumphouse. o Pressure and flow data were collected and recorded at a station in the NSCW pumphouse. o Test observers were stationed at selected system locations. The NSCW system was placed in a normal operation mode, returning flow to the tower via either the bypass valve (HV-1668B or HV-1669B) or the spray valve (HV-1658A or HV-1669A) depending on the mode and train to be tested. The LOP transient and system restart were simulated by a combination of manual and automatic actions in accordance with Figure 2. After each test, the recorded pressure data (see Figure A1 for a typical example) and test observer observations were reviewed. After this review the next testing step was determined, and a piping system walkdown was performed if a significant transient occurred or the test procedure required a walkdown. Table A1 (Train A) and Table B1 (Train B) list the tests in the order run and indicate when piping system walkdowns were performed. Table A2 (Train A) and Table B2 (Train B) are listings of the test observer records and the piping system walkdown results. t The test observer records and walkdown results showed no significant piping movements except during the Train A waterhammer events, runs 14 and 15. The test observers were trained Bechtel engineers who used the following criteria as bases for their inspections:
- a. Using marked reference points on piping, look for pipe movement relative to supporting steel members. Measure and record the length and direction of piping movement. By placing tape on
, the piping in strategic locations, observe shift in tape locations and damage to tape to record pipe movement.
- b. Look for indications of dented pipe, bent pipe, broken or bent vents, drains and small bore branch i piping.
- c. For pipe supports, look for indications of cracked welds, bent or damaged support members, loose anchor bolt nuts, loose base plates and other
[ loose hardware. l l l
- d. Using a pre-test walkdown as a reference, establish baseline data for observation and record any piping or pipe support anomalies noted.
An engineering evaluation of the Train A and Train B piping layouts selected pipe supports.and piping isometrics to be included in the. walkdown scope. Criteria used for piping and pipe support selection were that the most significant loads uould be expected in relatively long, straight piping runs of: greater than 50 ft. for 4 in and 6 in. piping; greater than 30 ft. for 8 in. and 10 in, piping; and greater than 25 ft. for 16 in, through 24 in. piping. Table A3 lists the specific items included in the Train A wall: downs and Table B3 lists the Train B items.
- 5. Instrumentation Locations of instrumentation used in the tests are shown in Figure 1. The types of instrumentation used during the test are described below:
a) Pressure transducers Train A, ST-11 Five pressure transducer locations were used (see Figure 1). Test locations wer'e chosen based on the analytical model of Train A NSCW. Piping sections experiencing voiding (CCW Heat Exchanger, ESF Chiller, Containment Auxiliary Cooler) and piping.with potentially high transient pressures (RHR Pump Motor Cooler, Diesel Generator Jacket Water Heat Exchanger) were monitored. For test runs 1 through 15, Microsystems model ME-901-0288, i 0 to 300 PSIA pressure transducers were used. During test run 14, the Auxiliary Cooler pressure transducer was damaged and was replaced with an identical instrument. During test run 15 the Diesel Generator, CCW, ESF and Auxiliary Cooler pressure transducers were damaged and were replaced by Microsystems model ME-901-0289, O to 400 PSIA instruments. Test runs 16 through 35 had no further problems with pressure transducers. Train B, ST-13 Based on the computer model results, the five pressure transducer locations used in Train A plus one additional location (Reactor Cavity Cooler) were used for Train B. Test locations were chosen for all voided piping (CCW, Containment Auxiliary i 9
Cooler, ESF Chiller) and high pressure locations (RHR Pump Motor Cooler, DG Jacket Water Heat Exchanger, Rector Cavity Cooler). To assure that peak pressures could be measured if a waterhammer occurred, a wide range pressure transducer was selected for Train B. For test runs 1 through 17, Microsystems ME-901, O to 5000 PSIA pressure transducers were installed. After test.run 17, concerns were raised as to the accuracy of the instrument readouts in the 0 to 300 PSIA range. The pressure transducer installed at the Containment Auxiliary Cooler was reading as low as
-60 PSIG during system drcin down. This instrument was removed from the system and recalib;ated. It was found to be in error for readings below 0 PSIG but read correctly for pressures greater than 0 PSIG.
To eliminate the concern of instrument accuracy, all pressure transducers were changed to Statham Model PA418-500, O to 500 PSIA, for test runs 18 through 21. Except for the Containment Auxiliary Cooler negative pressure readings on runs 1 through 17, the pressure transducer readings for runs 1 through 17 were equivalent to those for runs 18 through 21 which indicated that the O to 5000 PSIA transducers were giving reliable results. b) Pressure Records Pressure transducer data were recorded by a high speed chart recorder, Honeywell 7 channel Visicorder, and a magnetic tape recorder, Teae 7 channel cassette recorder. Figures Al-A48 and B1-B24 are copies of the chart recorder outputs. Since use of the cassette tape records requires the special 7 channel tape recorder, Bechtel will maintain the tape records. If additional chart recorder outputs of specific time histories are needed, Bechtel will furnish the chart recorder records on request. c) Test Pressure Gage System pressure was monitored by a test gage installed at PT-1636, Train A and PT-1637, Train B in the NSCW Pumphouses. A 0 to 200 PSIG Heise
- gage was used.
l l l l 10 l l
d) Test Pressure Differential Gage System flow during the refill portion of the LOP transient restart sequence was tonitored by a test pressure differential gage installed at FE-5731,
, Train A and FE-5732, Train B.
e) Stopwatch A calibrated stopwatch was used by the Nuclear Operations test engineer to time the simulated LOP transient (Figure 2).
- 6. Test Results The test results are presented in two parts:
Section I - Describes the phenomenon of system drain and refill. Section II - Describes the test results (including field observations), compares differences in the results of the two trains and provides justification for their acceptance. The detailed discussion for these sections is included below: Section I Figure 1 is a simplified schematic of the NSCW system showing elevation of various components and piping. Following an LOP, high points in the system will be voided. The portions expected to be voided in the spray and bypass modes are identified in Figure 1. Theoretically, atmospheric pressure can support a water column of about 30 feet above the water surface. Therefore under steady state conditions after draining the system, the water level should be about 30 feet above the discharge point as indicated in Figure 1 (Elevation 266 feet for spray f mode and 250 feet for bypass mode). This is also called the vapor line. Hm ever, due to the inertia effect of flowing water and the s/ stem configuration, water will not stop at the vapor line elevations on pump trip following an LOP. The water surfaces will oscillate around these points and finally come to rest at some lower elevation. The components and piping located well above these locations do not get filled by this oscillating flow. The components and piping in this region will be subjected to repeated filling and voiding as the water column moves up and down. This is known as " sloshing" behavior. " Sloshing" behavior is not i 11
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..;- - ~
^
sy 2; L .- , expected to occur when operating in the bypass mode because the components and piping in the voided region are above 250 feet elevation (vapor line).. In the spray mode, the CCW Heat Exchanger f alls in the marginal range (260 feet elevation) where " sloshing" is expected following a pump trip. Due to the more extensive horizontal piping runs on Train B, it is expected that the Train B spray mode would have more of the " sloshing" effect pressure surges. A long horizontal piping run in the critical " sloshing" zone is more susceptible to localized column rejoining due to the greater volume of water contained in the piping. Figure 5 is an isometric comparison of the Train A and Train B CCW discharge piping layouts. Section II Figure 2 outlines a restart sequence of the NSCW system following an LOP event. The sequence is divided into four sections: system draining, isolation, slow refill and fast refill. Column rejoining and consequent pressure surges are expected in the slow refill and fast refill modes.' Comparisons of the spray and bypass valve test results are shown in Figure 3 and Figure 4. In Figure 3, the spray valve operating mode shows pressure spikes during system draining (pump trip), slow refill (pump start and fill) and fast refill (discharge valve open) . The Train B pressure spikes are greater than Train A due to the " sloshing" effect following a pump trip as discussed earlier. Figure 4 shows 1 a comparison of pressure traces of the Train A and Train B bypass mode operation. Pressure spikes occurred only during the slow refill (fill) and fast refill (discharge valve open) modes. Maximum pressures are summarized in Table 1. At the final valve settings, peak pressures are: Train A Train B Spray valve 100 - 110 PSIG Spray valve 7.50 - 260 PSIG Bypass valve 12.50 - 160 PSIG Bypass valve 12.50 - 180 PSIG The acceptance criteria used for Train A was that the 1 maximum peak pressures should be equal to or less than 1.2 l times the system design pressure as permitted by the ASME i III code. The1 code allows system-design pressure to be exceeded by ,20% for less than 1% of the time. - The peak pressure experienced during the restart transient lasts approximately 50 milliseconds or less. The piping design pressure is 200.PSIG and the corresponding acceptance criteria is 240 PSIG (1.2 x 200 = 240 PSIG). The most limiting . component- design pressure 'is 150 PSIG with a 180 l -PSIG acceptance criteria. Since the peak Train A pressure ! is 160 PSIG, Train A test results meet the acceptance criteria. 12
Three-components (Reactor Cavity Cooler and associated piping, ESF Chiller, and DG Jacket Water Heat Exchanger) in Train B did not meet this acceptance criteria. Additional
- testing was performed to establish if valve settings different than those used for Train A would reduce the peak pressures. Confirmation runs were made for four Train . B spray valve positions (instead of only one confirmation run on the Train A spray valve), and it was determined that a 7.50 setting resulted in the minimum peak pressure of 260 3 PSIG. The, acceptance criteria-for3 r,ain
~
T Bmwere-revis ed uto l be based on component;and+ piping,[~ydrostatic '""~ ~' test,pgessures; based on the followinggationale. o The hydrostatic pressure has a margin of approximately 50%.of material yield strength based on Code requirements.
, , o '
The overpressure duration is extreaely short. It is a single peak of approximately 50 milliseconds or less and is not enough to lift relief valves. J 9 j o Stresses on piping and components from 20_to 40 ~ 3 cycles of short duration have no effect on the
' per5sure boundary and are significantly below the
,, material endurance-limit.
'i L o The use of hydrostatic pressures as an acceptance criteria for extremely short duration pressure pulses has been verified by discussions with r,1 vendors and a consultant.
Q\ o The peak pressure is less than the piping minimum b _- - ;> wall allowable pressure and there is no danger of pressure burst. f Therefore using the hydrostatic pressure as an acceptance criteria, the allowable maximum pressures compared to actual pressures are: P Hydro P Actual ESF Chiller 225 -PSIG 200 PSIG DG Jacket Water 225 220 Reactor Cavity Cooler 300 260 For piping, the allowable versus actual pressures are: P Min. Wall P Actual L Piping (at Rx Cavity Cooler) 345 PSIG 260 PSIG Based on the above acceptance criteria, the Train B pressures are acceptable. i Piping and pipe support observations during testine are summarized in Table A2 (Train A) and Table B2 (Tra; B). In Train A tests, the NSCW pump discharge bypass line (isometric 13
i T
; 'e 1K5-1202-512-01) did not have all pipe supports installed prior to the test and did experience noticeable deflections during pump start. This line was inspected several times during the course of testing and no permanent displacements occurred. On Train B, the similar line (1K5-1202-516-01) also experienced movement. The Train B pipe had the required pipe supports installed and moved approximately 1/4 inch during pump start. This pipe is designed to be flexible due
/ to the pipe support arrangement, and a 1/4 inch movement was analyzed and found to_be acceotable. The Train A line was also fcund to be acceptable since movements .af ter all- pipe
/~' l supports ~are installed are expected to be within acceptable limits as shown on Train B. After testing was completed , it was found that.some of the flow orifice plates FO-5725 through FO-5730) were bent in the direction of flow. This discrepancy was identified in ODRT-1-86-3591, and design changes were made to relocate the orifices to resolve the concern. Additional testing was performed to verify this design change, and it was found that under certain pump trip and quick restart conditions line movements could be greater
' t'1an the 1/4" measured previously. This condition is i ;sssociated with normal pump start and is not a result of the
, ,-waverhammer or column separation phenomena. The engineering
, Levaluation is still in progress and will be the subject of
- separate correspondence. Other minor pipe movements were recorded during testing on Train B. All were analyzed and s found acceptable.
Special Test A special test was run on Train B to simulate an NSCW restart after a 4 hour station blackout (Run 17, Figure B19, B20). This test was run with the spray valve (HV-1669A) set at 100 and only ran through the system refill mode. It did not continue through the pump discharge valve opening steps. c After the test, the pump discharge valves were opened manually 120 seconds after the pump start. Comparison of Figures B19, B20 with a normal restart, Figure B13, show that the transient pressures during drain down and refill are dampened out. This is due to air leakage into the system during the 4 hour period when a vacuum is maintained at the niping high points. During refill, air acts to cushion the system and minimizes peak pressures from column rejoining. Therefore sir.ce air enters the system during an extended station blackout, the restart transient is less severe (lower peak pressures) than the normal LOP restart with no air in the system. ,
- 7. Waterhammer Evaluation Two inadvertent waterhammers were experienced during Train A testing, not planned by the ST-11 procedure. During run 14 (Figure A19), the test plan was to operate the system in the 14
tower spray mode with the spray valve intermediate position set at 200 open. As a result of a missing jumper in the temporary wiring circuit for HV-1668A, the spray valve did not open at the time required (t=40 see on Figure 2). The NSCW pumps started to fill the system with no simultaneous drain down through the spray valve. The resultant quick filling of the voided piping produced a waterhammer at approximately t=46 sec. Peak pressures recorded by the test instruments were: Test Point Peak Pressure Pressure Vessel Design P1 Diesel Generator 140 PSIG 150 PSIG P2 RHR 190 PSIG 150 PSIG P3 CCW 130 PSIG 200 PSIG P4 ESF Chiller 250 PSIG 150 PSIG PS Aux Cooler >350 PSIG 200 PSIG Test point P5 pressure transducer was damaged by the~ waterhammer and was replaced. Test run 15 (Figures A20-A26) was planned as a test of the system in the bypass mode with a bypass valve position of 12.50 open. Due to premature manual starting of the NSCW pumps at t=15 sec (instead of t=40 sec), the NSCW pumps started to fill the voided system with the pump discharge valves fully open. A waterhammer occurred starting at t=18 sec. Peak pressures recorded by the test instruments were: Test Point Peak Pressure Pressure Vessel Design P1 Diesel Generator >360 PSIG 150 PSIG P2 RHR >350 PSIG 150 PSIG P3 CCWE >350 PSIG 200 PSIG P4 ESF Chiller >380 PSIG 150 PSIG PS Aux Cooler >400 PSIG 200 PSIG Test point P1, P3, P4 and P5 pressure transducers were damaged by the waterhammer and were replaced. An NSCW transient recovery program was established to determine the effects of the waterhammers on system integrity and long term operational capability. The recovery program was divided into a shor ; term investigation (Phase A) and a long term investigation (Phase B). The results of the Phase A review were transmitted in Reference 7 and documented in Reference 6. No abnormal conditions were found in any Phase A walkdown or evaluation. The Phase B program was transmitted in Reference 6 and consists of a one time inspection program to be implemented prior to fuel load to ensure that the system and components can perform their intended design function. System peak pressures due to the waterhammers are estimated to be approximately 900 PSIG. The system was inspected for effects of this pressure by: 15
o System flow checks comparing post-transient read ing s . 5 l with pre-transient readings [ o Heat exchanger leak checks k o Valve operability checks m o Instrumentation reading checks t o System piping and equipment walkdowns b The NSCW piping system was evaluated for waterhammer effects 1 [ i by: L h o System walkdowns for damaged pipe and pipe supports ., E o Analyzing pipe movements recorded during the test F [ To date, three snubbers at two support locations (V1-1202-
- 181-H052, H045) have been found to be potentially damaged as I a result of the Phase B waterhammer investigation. There
! are two snubbers at each of these support locations. The snubbers have been sent to the suppliers for inspection and ( evaluation of the failure mode to determine if these F snubbers failed due to the waterhammer event. After the Phase B inspection results (Reference 6) are received and - [ evaluated, engineering will transmit final recommendations i on the NSCW transient recovery program. The final 2 recommendation is to be completed prior to fuel load and is 6 scheduled for November 21, 1986. 5 8. References
- 1) BG-33790 dated August 7, 1985 E
Subject:
Manual Start of the NSCW System to Preclude M Waterhammer E 2) BS-6200, dated October 8, 1985 b
Subject:
Design Changes to NSCW to Preclude fF 3) Waterhammer PFE-11816, dated June 10, 1986 g
Subject:
NSCW LOP Transient Verification Test
- 4) PFE-12101, dated June 29, 1986 b
Subject:
NSCW Transient Recovery Program = 5) PEE-12177, dated July 3, 1986 ?
Subject:
NSCW Train A LOP Transient Test Preliminary E Results
- 6) ODR T-1-86-2268 dated September 25, 1986 (not enclosed)
Subject:
Train A NSCW Waterhammer
- 7) PFE-12741, dated September 4, 1966 5
Subject:
NSCW Transient Recovery Program [_ 8) BG-34907 dated October 10, 1986 r=
Subject:
NSCW Valve Setting Procedure
- 9) Calculations (not enclosed)
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42 FIG 1 SIMPLIFIED NSCW SYSTEM PROFILE d';.. PI( .I3 2 i43Ct! 'RE-S ART A :TER ..O D , .)[J N. TAB 1 "RA B A A>3 3 TEST RISJLT FEAK DPFSS. b .( . f.y 2'3 3 "RA ' AAt) 1 -3DRA7 JA _V E T. 3 O!!* DA R :C s i .a - .M bb
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TAB A4 TRAIN A INSPECTION REPORTS FIG A1 TRAIN A BYPASS VALVE 45 deg
..; FIG A2 TRAIN A BYPASS VALVE 40 dog !*.. ~[ ;*h -[ FIG A3 TRAIN A BYPASS VALVE 35 dog "d<4. :,
d# - e FIG A4 TRAIN A BYPASS VALVE 30 deg 'Q . FIG A5 TRAIN A BYPASS VALVE 27.5 deg ' h' . }K FIG A6 TRAIN A BYPASS VALVE 25 deg . k . -*..
/d FIG A7 TRAIN A BYPASS VALVE 22.5 deg ;
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.gF?e FIG AB,A9 TRAIN A BYPASS VALVE 20 dag ;g:Lt.'., f.k.; FIG A10,A11 TRAIN A BYPASS VALVE 17.5 deg s
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. g,s - FIG A12.A13 TRAIN A BYPASS VALVE 15 deg v',g , s
- l. FIG FIG A14,A15 TRAIN A BYPASS VALVE 12.5 deg A16,A17 TRAIN A BYPASS VALVE 10 deg rl44f ty.,
y.\ . 9 FIG A18 TRAIN A BYPASS VALVE 7.5 deg ql .J
.; _' : 3 A19 TRAIN A SPRAY VA.VE 20 deg--WATERHAMMER * / ,a .
1 : 3 A20-A?6 TRAIN 4 3YDAiS UALVE 12.5 deg--WATERHAMMER ;,)P E, fly [ : 3 A27 ' ': A : s A SDRA/ VA.VI 45 deg 15 SEC 3ELAY :i... 'h :
3 A2' '
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A S D RAY VA VI 45 deg 6 SEC LE_AY [M md[ [ 3 A2; 4A : 4 A SoRAY VA VI 45 deg 4 SEC 3 E AY %;fh.' FL3 A30 RA 4 A So7AY VA.V E 45 deg 2 SEC )E_AY i. f . y Q,.M
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F:3 A31 9A:4 A SoRAY VA_VI 45 deg 3{p. F:3 A32 RA 4 A SDRAY VA V E 40 deg g /.t . 1, .= s , . FIG A33 TRAIN A SPRAY VALVE 35 deg '9
;. FIG A34 TRAIN A SPRAY VALVE 32.5 deg 9 Q.s..
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FIG A35 TRAIN A SPRAY VALVE 30 deg i%?. s.g( f3 "t FI3 A36 TRAIN A SPRAY VALVE 27.5 deg i='.: FIG A37 TRAIN A SPRAY VALVE 25 dag :. .N.D
- s. FIG FIG A38 TRAIN A SPRAY VALVE 22.5 deg A39 TRAIN A SPRAY VALVE 20 deg k[
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FIG A40 TRAIN A SPRAY VALVE 17.5 deg M.Y [N FIG 441 TRAIN A SPRAY VALVE 15 ceg :T@ FIG A42 TRAIN A SPRAY VALVE 12.5 deg
,~ ,) FIG A43 TRAIN A SPRAY VALVE 10 deg 1.' ,4 ~
,h FIG A44 TRAIN A SPRAY VALVE 7.5 deg [6.5 3.^ FIG A45,A46 TRAIN A BYPASS VALVE 12.5 deg CONFIRMATION .jklf.$
FIG A47,A48 TRAIN A SPRAY VALVE 10 deg CONFIRMATION j r
,.l f ,g TAB B1 TRAIN B TEST
SUMMARY
Y-t$j);. TAB B2 TRAIN B TEST OBSERVER RECORDS (
.[ TAB B3 TRAIN B PIPE SUPPORTS 7.4j TAB B4 TRAIN B INSPECTION REPORTS j. b i: I L, B1 TRAIN B BYPASS VALVE 25 deg f^}{
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**05-Oct-86 **
FIG B2 TRAIN B BYPASS VALVE 22.5 deg FIG B3 TRAIN B BYPASS VALVE 20 dag FIG B4 TRAIN B BYPASS VALVE 17.5 deg FIG B5 TRAIN B BYPASS VALVE 15 deg FIG B6 TRAIN B BYPASS VALVE 12.5 deg FIG B7 TRAIN B BYPASS VALVE 10 deg FIG Be TRAIN B BYPASS VALVE 7.5 deg FIG B9 TRAIN B SPRAY VALVE 20 deg FIG B10 TRAIN B SPRAY VALVE 17.5 deg FIG B11 TRAIN B SPRAY VALVE 15 deg FIG B12 TRAIN B SPRAY VALVE 12.5 deg FIG B13 TRAIN B SPRAY VALVE 10 deg FIG B14 TRAIN B SPRAY VALVE 7.5 deg FIG B15,B16 TRAIN B BYPASS VALVE 12.5 deg CONFIRMATION FIG B17,B1B TRAIN B SPRAY VALVE 10 deg CONFIRMATION FIG B19,B20 TRAIN B SPRAY VALVE 10 deg 4 HR STATION BLACKOUT FIG B21 TRAIN B SPRAY VALVE 12.5 deg CONFIRMATION FIG B22 TRAIN B SPRAY VALVE 7.5 deg CONFIRMATION FIG B23 TRAIN B SPRAY VALVE 5 deg - FIG B24 TRAIN B SPRAY VALVE 5 deg CONFIRMATION t
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fl&u25 2 NSCW RESTART AFTER LOP SECONDS li 0 : LOSS OF OFFSITE POWER. SYSTEM DRAINING qF 15 < DIESELS START AND READY TO ACCEPT LOAD PUMP DISCHARGE VALVES AND TOWER VALVE START TO CLOSE. ISOLATION 30 < PUMP DISCHARGE VALVES FULLY CLOSED. at 35 TOWER VALVE FULLY CLOSED. 7c 40 TWO NSCW PUMPS START. TOWER VALVE STARTS TO GPEN. 45 : SPARE NSCW PUMP STARTS IF REQUIRED. TOWER VALVE OPEN AND STOPS IN THIS POSITION. SEQUENCER STEPS COMPLETED. SLOW REFILL gg 75 : SYSTEM REFILL COMPLETE. MARGIN 85 < PUMP DISCHARGE VALVE STARTS TO OPEN. JC TOWER VALVE STARTS TO G0 WIDE OPEN. FAST REFILL JL 100 TOWER VALVE FULLY OPEN. PUMP DISCHARGE '/ALVES FULLY CPEN. 882/188/2
**26-Aug-06 *+
f/k3L& I NSCW LOP TRANSIENT TEST RESULTS TRAINS A AND D THE FOLLOWING PRESSURES ARE THE NAX1NUM RECORDED AT EACH TEST LOCATION TRAIN A FEA6 FRESSURE DURING REFILL TEST (PSIG) PEAK PRESSURE DURING CONF 1RN. TEST (PSIG) RUN# bvPASS VLV POS DG RHR CCW ESF AUX CAV DG RHR CCW ESF AUX CAV
##### ######NN#NNNN# ######## #N###### ######## ######## #NNNN#48 N####### #####NNNN 95N###NN ######## #N#NNNN# t#StNNust sN######
9 17.5 DEG 40 (C) 80 (C) 10 (C) 20 (C) 0 (C) N/A 10 15 40 (C) 75 (C) 30 (C) 50 (C) 10 (C) N/A 11,34 12.5 Sn (C) 90 (C) 40 (C) 50 (C) 30 (C) N/A 70 (D) 110 (C,D) 60 (D) 160 (C) 70 (C,D) N/A 12 10 60 (C) 100 (C) 50 (C) 60 (C) 40 (C) N/A l 13 7.5 100 (C) 140 (C) 70 (C) 120 (C) 70 (C) N/A TRAIN D RUNN B(FASS VLV POS 4 17.5 DEG 10 (C) 50 (C) -5 (C) 10 (C) -10 - 30 (C) 5 15 10 (C) 60 (C) O (C) 20 (C) -5 (C) 40 (C) 6,15 12.5 20 (C) 60 (C) 0 (C) 20 (C) 20 (C) 40 (C) 100 (D) 140 (C,b) 90 (D) 100 (D) 170 (D) 180 (D) 7 10 20 (C) 70 (C) 5 (C) 20 (C) 20 (C) 50 (C) 8 7.5 20 (C) Bu (C) 10 (C) 40 (C) 65 (C) 90 (C) TRAIN A RUNN SF' RAY VLV F OS NNN#N #NN#24##NN#N#N 29 17.5 DEG 20 (A) 80 (C) 30 (A) 40 (C) -10 (C) N/A 30 15 10 (C) 75 (C) 10 (A) 60 (C) -10 (C) N/A 31 12.5 10 (C) 90 (C) 15 (A) 110 (C) 0 (C) N/A 32,35 10 10 (C) 90 (C) 20 (A) 95 (C) 10 (C) N/A 60 (D) 100 (C,D) 40 (D) 110 (D) 60 (D) N/A 33 7.5 20 (C) 90 (C) 25 (A) 120 (C) 220 (C) N/A TRAIN D RUN# SPRAN VLV FOS
##### ############NM 10 17.5 DEG 110 (B) 110 (A,B) 110 (A) 60 (C) -10 -
70 (B) 11 15 110 (B) 120 (A) 110 (A) 60 (C) -10 - 60 (B) 12,10 12.5 110 (B) 120 (A) 120 (4) 00 (C) 10 (C) 70 (B) 220 (B) 160 (D) 140 (A) 210 (D) 205 (D) 305 (D) 13,16 10 110 (B) 120 (A,B) 120 (A) 80 (C) 60 (C) 70 (B) 120 (D) 140 (D) 120 (A) 220 (D) 230 (D) 200 (D) 14,19 7.5 110 (B) 120 (A) 120 (A) 95 (C) 60 (C) 120 (C) 220 (B) 140 (A.D) 140 (A) 200 (D) 100 (D) 260 (D) 20,21 5 220 (B) 140 (A) 130 (A) 240 (C) 140 (C) 170 (C) 100 (A,B) 130 (A.D) 130 (A) 230 (C) 170 (D) 240 (D) (A) F E Al PRESSURE OCCURS AT CHECl- VALVE CLOSURE (T= 13 SEC) (B) PEA 6 r'RESSURE OCCURS AT PUMP ST ART (T= 40 SEC1 (C) FEAL PRESSURE OCCURS AT SYSTEN FILL (T= 45 TO B0 SEC) (D> PEAT F RESSURE OCCURS AT PMP DISCH VLV OPENING (T= 05 SEC)
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TABLE A3 PIPE SUPPORTS INSPECTED FOR THE NSCW LOP TRANSIENT TEST TRAIN A PIPE SUPPORT PIPING ISOMETRIC
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VI~52652[34-H6[5~~~~ 5K2-5565~134261 V1-1202-134-H014 1K2-1202-134-02 V1-12Q2-134-HO41 1K2-1202-134-03 V1-1202-134-H042 1K2-1202-134-03 V1-1202-OO2-H012 1K3-1202-OO2-02 V1-1202-002-HO14 1K3-1202-OO2-02 V1-1202-390-HOO3 1K3-1202-004-04 V1-1202-OO4-H035 1K3-1202-004-04 V1-1202-134-HO23 1K3-1202-134-03 V1-1202-134-HO18 1K3-1202-134-01 V1-1202-134-HO15 1K3-1202-134-01 V1-1202-181-HO44 1K3-1202-181-03 V1-1202-187-HOO2 1K3-1202-187-01 V1-1202-187-HOO6 V1-1202-223-HO17 1K3-1202-187-01 1K4-1202-223-03 { V1-1202-223-HO18 1K4-1202-223-03 V1-1202-223-HO13 1K4-1202-223-03 NEW HANGER 1K4-1202-223-03 V1-1202-223-H012 1K4-1202-223-01 V1-1202-OO7-H002 1K5-1202-007-01 V1-1202-008-HOO2 1K5-1202-008-01 V1-1202-009-HOO2 1K5-1202-009-01 V1-1202-010-HOO2 1K5-1202-010-01 V1-1202-184-HOO2 1K5-1202-184-01 V1-1202-035-H012 1K5-1202-035-02 V1-1202-181-H050 1K5-1202-181-01 V1-1202-181-HO19 1K5-1202-181-01 V1-1202-037-HO23 1K5-1202-037-02 V1-1202-OO4-HG73 1K5-1202-OO4-02 V1-1202-004-h045 1K5-1202-OO4-02 V1-1202-004-HO79 1K5-1202-004-01 V1-1202-037-HOO7 1K5-1202-037-01 V1-1202-037-HO31 1K5-1202-037-03 V1-1202-O!7-H029 1K5-1202-037-03 V1-1202-035-H025 1K5-1202-035-03 V1-1202-035-H021 1K5-1202-035-03
oo11-Jul-86 ** TABLE Al NSCW TRAIN A TEST
SUMMARY
RUN (ST-11 #) TEST DESCRIPTION FIGURE COMMENTS 1 (6.2 #1) TOWER BYPASS VALVE A1 SYSTEM STEADY STATE HV-16688 SET AT 45deg PRESSURE AT PT-1636 INTERMEDIATE POSITION TEST GAGE, 10PSIG DURING SYSTEM REFILL 2 (6.2 #2) BYPASS VALVE AT 40deg A2 PT-1636, 10PSIG 3 (6.2 #3) BYPASS VALVE AT 35deg A3 PT-1636, 10PSIG 4 (6.2 #4) BYPASS VALVE AT 30deg A4 PT-1636, 12PSIG 5 (6.2 #5) BYPASS VALVE AT 27.5deg AS PT-1636, 22PSIG (PRESSURE READING IS QUESTIONABLE. PUMP DISCHARGE VALVES MAY HAVE BEEN SLIGHTLY OPEN). 6 (6.2 #6) BYPAOS VALVE AT 25deg A6 PT-1636, 16PSIG 7 (6.2 #7) BYPASS VALVE AT 22.5deg A7 PT-1636, 18.5PSIG 8 (6.2 #8) BYPASS VALVE AT 20deg , A S ,9 PT-1636, 24PSIG 9 (6.2 #9) BYPASS VALVE AT 17.5deg A 10,11 PT-1636, 37PSIG SYSTEM FILL INDICATED AT T=695EC. 10(6.2 #10) BYPASS VALVE %T 15 des A12,13 PT-1636, 52PSIG SYSTEM FILL AT T=66SEC. 11(6.2 #11) BYPASS VALVE AT 12.5deg A 14,15 PT-1636, 62PSIG SYSTEM' FILL AT T=643EC. 12(6.2 #12) BYPASS VALVE AT'10deg A16,17 PT-1676, 74PSIG SYSTEM FILL AT 64SEC. 13(6.2 #13)* BYPASS VALVE AT 7.5deg A18 PT-1636, 74PSIG SYSTEM FILL AT 61SEC. TRANSIENT PRESSURES AT ALL TEST POINTS WITHIN ALLOWABLES. HOWEVER THE TRANSIENT CHANGE FROM THE PREVIOUS 10(eg VALVE SETTING WAS SIGNIFICANT AND FURTHER REDUCTION IN VALVE OPENING WAS NOT TESTED.
oo11-Jul-86 ** TABLE A l NSCW TRAIN A TEST
SUMMARY
RUN (ST-11 m) TEST DESCRIPTION FIGURE COMMENTS
~
14(6.3 #1)
- TOWER RETURN SPRAY VALVE E19~~~~~~ W3TERHEEEEE~~5hRdY UELV5~~
HV-1668A SET AT 20deg DID NOT CPEN AT PUMP START INTERMEDIATE POSITION DURING SYSTEM REFILL. 15(6.4 #1)
- TOWER BYPASS VALVE HV-16689 A20-26 WATERHAMMER. PUMP START SET AT 12.5deg. BEFORE VALVES CLOSED.
16(6.6 #1) TOWER SPRAY VALVE HV-1668A A27 PT-1636, 13PSIG SET AT 45deg INTERMEDIATE POSITION DURING SYSTEM REFILL. VALVE OPENS 15SEC BEFORE PUMP START. 17(6.7 #1) SPRAY VALVE AT 45deg. A28 PT-1636, 13PSIG VALVE OPENS 6SEC BEFORE PUMP START. 18(6.8 #1) SPRAY VALVE AT 45deg. \29 PT-1636, 14PSIG VALVE OPENS 4SEC BEFCRE PUMP START. 19(6.9 #1) SPRAY VALVE AT 45deg. Aso PT-1636, 14PSIG VALVE OPENS 2SEC*BEFORE PUMP START. 20(6.3 #2) SPRAY VALVE AT 45deg. A31 PT-1636, 14PSIG VALVE OPENS AND PUMP START SIMULTANECUSLY. 21(6.3 #3) SPRAY VALVE AT 40deg. A2 PT-16.36, 14P3IG 22(6.3 #4) SPRAY VALVE AT 35deg. A30 PT-1636, 14PSIG 23(6.3 #5) SPRAY VALVE AT 32.5deg. A34 PT-1634, 14PSIG 24(6.3 #6) SPRAY VALVE AT 30dag. A35 PT-1606, 14PSIG 25(6.3 #7) SFRAY VALVE AT 27.5deg. A36 PT-1634, 14.5PSIG 26(6.3 #7) SPRAY VALVE AT 25deg. A37 PT-1636, 15PSIG 27(6.3 #9) SPRAY VALVE AT 22.5deg. A38 PT-1636, 15.4PSIG 28(6.3 #10) SPRAY VALVE AT 20deg. A39 PT-1636, 16PSIG 29(6.3 #11) SPRAY VALVE AT 17.5deg. A4o PT-1636, 17PSIG 30(6.3 #12) SPRAY VALVE AT 15deg. A41 PT-1636, 18.4PSIG 31(6.3 #13) SPRAY VALVE AT 12.5deg. A42 PT-1636, 21PSIG
oo11-Jul-86 o+ TABLE Al NSCW TRAIN A TEST
SUMMARY
RUN (ST-11 #) TEST DESCRIPTION FIGURE COMMENTS ' 32(6.3 #1434 SPRAY VALVE AT 10deg. 643 PT-1636, 23.5PSIG 33(6.3 #15)* SPRAY VALVE AT 7.5deg. A 44 PT-1636, 29.5PSIG TRANSIENT PRESSURES AT ALL TEST POINTS WITHIN DESIGN ALLOWABLES. HOWEVER THE TRANSIENT CHANGE FROM PREVIOUS 10deg VALVE - POSITION WAS SIGNIFICANT AND FURTHER REDUCTION IN VALVE POSITION WAS NOT TESTED. 34(6.0 #2)
- BYPASS VALVE AT I2.5deg. A45,46 TRANSIENT PRESSURES AT FULL SIMULATION OF LOP ALL TEST POINTS WITHIN TRANSIENT BACK TO NORMAL ALLOWABLES.
SYSTEM OPERATION. 05(6.5 #1)
- SPRAY VALVE AT 10deg. A47,48 TRANSIENT PRESSURES AT FULL SIMULATION CF LOP ALL TEST POINTS WITHIN TRANSIENT BACK TO NORMAL ALLOWABLES.
SYSTEM OPERATION. 1
- PIPING WALMDCWN FERFCRMCD AFTER.THIS TEST l
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i' l l TABLE A2 TEST OBSERVER RECORDS l I ATTACHMENTS: 1) CRITICAL HANGER LIST
- 2) CRITICAL ISO'S 3)WALKDOWN CRITERIA
! 4) INSPECTION REPORTS l CRITICAL PIPE SEGMENT 5 AND PIPE SUPPORTS WERE SELECTED FOR OBSERVATION AND EVALUATION IN AREAS WHERE LOADS RESULTING FROM THE WATERHAMMER WERE ANTICIPATED TO BE THE GREATEST. THE SELECTION OF THESE PIPE SUPPORTS AND PIPE SEGMENTS WAS BASED UPON PRIOR EXPERIENCE AND INFORMATION FROM SYSTEM HYDRAULIC AND STRESS ANALYSES. REPRESENTATIVE AXIAL RESTRAINTS IN LONG STRAIGHT RUNS WERE DESIGNATED AS CRITICAL SUPPORTS. FOR LONG STRAIGHT RUNS WITHOUT AXIAL RESTRAINT. THE FIRST LATERAL RESTRAINT AROUND THE END ELBOW WAS ALSO CHOSEN. TAPE WAS APPLIED TO THE STRAIGHT RUNS TO INDICATE AXIAL MOVEMENT. A TCTAL OF 36 CRITICAL SUPPORTS WERE SELECTED AS A R(IULT OF A REVIEW OF ALL IN SCOPE ISOMETRICS. r THE PIPING AND SUPPORTS AT HIGH ELEVATION POINTS IN l THE SYSTEM ALONG WITH OTHER LOCATIONS WHERE SYSTEM REVIEW INDICATED POTENTIAL ACTIVITY WERE VISUALLY ! OBSERVED DURING THE TEST RUNS. SEVEN ENGINEERS WERE STATIONED AT THESE SELECTED LOCATIONS. IN ADDITION. ( EVERY OBSERVER WAS ASSIGNED SEVERAL CRITICAL SUPPORTS. EACH SUPPORT WAS INSPECTED PRIOR TO THE TESTING TO RECORD BASELINE INFORMATION. ATTACHMENT 1 LISTS THE CRITICAL SUPPORTS ALONG WITH THE RESPONSIBLE ENGINEER. ATTACHMENT 2 PROVIDES ALL ISOMETRICS WITH CRITICAL HANGERS. PERSONNEL INVOLVED IN THE WALKDOWNS AND OBSERVATIONS WERE EXPERIENCED PIPE SUPPORT AND STRESS ENGINEERS OR TRAINED MECHANICAL ENGINEERS. DURING THE TESTING, A TOTAL OF 35 RUNS WERE COMPLETED. THIS EXCLUDES SCRUBBED ATTEMPTS, BUT DOES INCLUDE l THE INADVERTENT WATERHAMMER EVENTS DURING RUNS 14 l AND 15. DURING RUN 15, THE INADVERTENT WATERHAMMER WAS CAUSED BY A PREMATURE PUMP START. THIS WAS BY FAR THE MOST SEVERE WATERHAMMER WITNESSED DURING THE TSETS.'A REPORT ON THIS EVENT IS THE SUBJECT OF SEPARATE CORRESPONDENCE. I IN THE COURSE OF THE SCHEDULED SEQUENCE OF RUNS (EXCLUDING RUN 15). WALKDOWNS WERE PERFORMED AFTER RUNS 13,14,32.33,34 AND 35. SOME PIPING VIBRATION ! AND ASSOCIATED NOISE WAS DETECTED BY THE OBSERVERS, HOWEVER NO VIOLATION OF THE INSPECTION CRITERIA
TA6LE A2 (ATTACHMENT 3) WAS REPORTED. THE TYPES OF VIERATION AND NOISE RECORDED WERE SIMILAR TO THAT EXPECTED DURING A NORMAL SYSTEM PUMP START TRANSIENT. TWO RECOMMENDED ACTIONS RESULTED FROM A REVIEW OF THE WALKDOWN REPORTS. THE NSCW BYPASS (ISO 1K5-1202-512-01) DID NOT HAVE ALL PIPE SUPPORTS INSTALLED AND DEFLECTED NOTICEABLY DURING PUMP START. NO PERMANENT DISPLACEMENT OCCURRED AS A RESULT OF THE TESTS. AFTER ALL SUPPORTS ARE INSTALLED PER THE DESIGN. WE EXPECT THAT NO UNACCEPTABLE MOVEMENT WILL OCCUR. A CHANGE TO ADJUST THE FLANGE BOLT ON THE 24" RETURN HEADER WILL'BE INITIATED TO RESOLVE A TEST OBSERVATION, IN CONCLUSION. THE TESTING CONFIRMED THAT LOP TRANSIENT RESTART OF THE SYSTEM IS ACCOMPLISHED WITH NO LOSS OF' PIPING PRESSURE BOUNDARY OR UNACCEPTABLE PIPE AND PIPE SUPPORT MOVEMENT. j l l l l l
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