ML20217D470
| ML20217D470 | |
| Person / Time | |
|---|---|
| Site: | San Onofre  |
| Issue date: | 03/02/1998 |
| From: | Basu B, Cabling R, Shepherd S SOUTHERN CALIFORNIA EDISON CO. |
| To: | |
| Shared Package | |
| ML20217D430 | List: |
| References | |
| 90459, 90459-R01, 90459-R1, NUDOCS 9803300025 | |
| Download: ML20217D470 (16) | |
Text
,
FAILURE MODES & EFFECTS ANALYSIS DG CROSS-TIE; DCP7048.00SE.
SONGS Units 2 & 3 Document # 90459 Revision 1 March 02,1998 Prepared by:
b% b b Bikash Basu Reviewed by:
M'~j-
' Ric Cabiling (/
Reviewed by:
dY S'te/e Shepherd /
Approved By:
h Kali Hara 1-9003300025 980326 "
PDR ADOCK 05000361 p
FAILURE MODES & EFFECTS ANALYSIS DG CROSS-TIE; DCP7048.00SE.
SONGS Units 2 & 3 1.
INTRODUCTION AND BACKGROUND:
Edison's letter to the NRC dated October 24,1997 committed that a Failure Mode and Effect Analysis will be performed for the Cross-Tie modification. The DCP considered all credible single failure events of the components installed. The effects of the newly installed components on the system as well as related systems or subsystems required to perform the safety function as described in the UFSAR, and Design Basis Document were evaluated. It was concluded during the process of the design modification that this design modification does not have any single failure that could cause a failure of either Unit's Class 1E power system. Since either train of one unit can supply the needs of both units and the cross-ties are separated, this provides implicit single failure protection against l
cross-tie failures. However, the DCP did not document this finding. The intent of this FMEA is to capture those fmdings.
The functional objective of the DG crosstie modification is to allow, subsequent to satisfying 10 CFR 50.54(x) requirements, manual cross-connect of a unit's DG to the same train of the opposite unit's 4160VAC Engineered Safety Features (ESF) bus in the event ofloss of normal preferred power, alternate preferred power, and standby power to the opposite unit's 4160VAC Class 1E bus.
Two dedicated Diesel Generator Cross-Tie permissive Hand Switches (HS-5054XAl and HS-5054XB1 for TRAIN A, HS-5054XA2 and HS-5054XB2 for TRAI'N B) with
" Normal" and "50.54X" maintained position will be used per ESF train per unit for 10CFR 50.54(x) operation. The hand switches will be located at the train A and Train B Exposure Fire Isolation Panels of both units. After switching the crosstie permissive switches at each unit's fire isolation panel in t.% Class lE switchgear room, all subsequent operations are completed in the main control rc.;m.
Normal Onerations. Modes 1-6 During the normal operation mode (modes 1-6) all 50.54X hand switches must be placed in the " Normal" position for the DG and 4160VAC Class IE bus to be " OPERABLE."
In the " Normal" position, all existing design functions will be unaffected. The bypass INOP Status panel will annunciate if any of the switches are HQIin the Normal position.
10 CFR 50.54M Operation The hand switches on the affected train in both units (four total per train / two per bus in 2
j
(
each unit) must be selected manually in the lE switchgear rooms to the "50.54X" position for cross connection of the DG to the opposite unit at panel CR63 in the main control room.
The following are achieved upon placing the four afTected train Hand Switches (HS)( two per train of each unit) to the "50.54X" position:
1.
Removes the "2 out of 4,4 sec. delayed LOVS/SDVS or DGVSS" trip signal to each tie breaker in order to permit the tie breaker to be closed onto a dead bus from CR63 (contact # 11-12 from both redundant HS of a train are used for this function, Drawing # 30216, items 17 through 24 of the FMEA table ).
2.
Allows each tie breaker to close without initiating an associated DG breaker trip (contact # 31-32 from both redundant HS of a train are used for this function, Drawing # 30328, items 25 through 32 of the FMEA table).
3.
Disables each 4160VAC Class IE bus voltage reset relay circuit to stop automatic load sequencing on both units. This will prevent SIAS overloading of the DG.
Manual operator action in the control room will manually start the sequenced ESF loads that are needed while maintaining the DG within allowable load limits (contact # 42-43 and contact # 52-53 from both redundant HS of a train are used for this function, Drawing # 30192, items I through 16 of the FMEA table).
)
4.
Initiates a diesel generator ESF system bypass / inoperable alarm and status indication in each unit (contact # 21-22 from both redundant HS of a train are used i
for this function, Drawing # 30328, these contacts were are not included in the FMEA table as these contacts are for annunciation only).
l 5.
Forces the DG to operate in the droop mode when it is parralled with the opposite unit's offsite power source or Diesel Generator through tie brakers. Contacts provide a means to connect only during cross tie operation the newly ad Generator interlocks from the opposite unit. This will also allow continued maintenance on the 4160VAC class IE breakers ( UAT, RAT, DG, TIE breakers of a unit without afTecting the other unit. (contact # 62-63 and contact # 66-67 from both redundant HS of a train are used for this function, Drawing # 30343, SH.l. items 33 through 40 of the FMEA table).
2.
SCOPE:
The configuration evaluated was the post design modifications per DCP 7048.00SE. This analysis considered all possible failure modes of the Unit 2 train A Hand Switche.s (HS-5054XAl and HS-5054XB1 for Unit 2, TRAIN A).
3 2
3.
METHODOLOGY:
1 I
The methodology used for this single failure analysis is consistent with that of " Design Standard for Single Failure Analysis for Songs Generating Station Units 1,2 & 3" This analysis only includes U2 Train A. U2 Train B and both trains of U3 design changes are identical as such this FMEA is also applicable to these trains. Hot short of newly added cables in the modified control circuit is not analyzed here as DCP considered the compliance with appendix R requirements and concluded that the newly added cables have no impact on appendix R compliance.
4.
CRITERIA:
The criteria used for this single failure analysis are consistent with that of Design Standard for Single Failure Analysis for Songs Generating Station Units 1,2 & 3, Standard No. TS.
123-106, R0.
The components installed are all considered passive. The affected control circuits are powered by 125V DC ungrounded source. The modified annunciator circuit to initiate a diesel generator ESF system bypass /'moperable alarm and status indication in each unit (contact # 21-22, Drawing # 30328, from both redundant HS of a train are used for this function) was not considered for this analysis. A normally closed HS contact in the annunciator circuit ifinadvertently opens in modes 1-6 operation of the Unit will provide an Alarm / Indication as designed. For any other postulated failure it may only impact the i
Alarm / Indication circuit.
The following failure mode were considered for the remaining of the Hand Switch contacts used in this modification:
Case 1.
Operator Error, An incorrectly performed action by an operator. Operator placed a Hand Switch in the 50.54X position, in this event all contacts of the Hand Switch will transfer to the state of 50.54X position.
Case 2.
Hand Switch failed in the normal position, in this scenario all open and close contacts of the Hand Switch in the normal position will be considered failed in the normal state (e.g switch seizes in the normal position, Handle loosens or comes off).
Case 3.
Grounding of a pole of a Hand Switch.
Case 4.
Hand Switch failed in the 50.54X position. This Case is same as Case 1.
Case 5.
Hot short of a newly added cable in the modified control circuit.
4
1
( This is not included for this FMEA. All newly added cables are routed in -
the train oriented raceways. Cables were analyzed in the DCP for appendix R compliance.)
Case 6.
Shorting of a contact of a liand Switch (other contacts from the same Hand Switch are unaffected).
Case 7.
Opening of a Hand Switch contact (other contacts from the same IIand Switch are unaffected).
5.
SUMMARY
OF RESULTS:
- The design modifications implemented by the Diesel Generator Crosstie DCP 7048.00SE s
did not introduce any new single failure susceptibility to the plant.
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