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Rev 0 to Societe Alsacienne De Consts Mecaniques De Mulhouse Diesel Generator Qualification Rept
	ML20248D649
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Site:	Prairie Island
Issue date:	09/29/1989
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SACM DIESEL GENERATOR QUALIFICATION REPORT REVISION 0 l

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SACM DIESEL GENERATPE QUALIFICATION REPORT TABLE OF CONTENTS Page I.

INTRODUCTION 2

A.

Modification Background 2

B.

Purpose 2

II.

EQUIPMENT QUALIFICATION 3

.A.

Qualification Requirements 3

1.

Load Capability Tests 3

2.

Start and Load Acceptance Tests 4

3.

Margin Tests 4

III. PROPOSED QUALIFICATION METHODOLOGY 5

A.

Previous Qualification Testing 5

1.

Krummel 2.

EdF-Cruas 3.

ASCO B.

Engineering Evaluations 6

C.

Factory Testing 6

D.

Site Testing 8

IV.

CONCLUSIONS /

SUMMARY

10 APPENDICES 1.

Diesel Generator and Support Systems 2.

SACM Background and Experience 3.

SACM Model UD45 GEN-SETS for Nuclear Power Plants 4.

SACM Model UD45 GEN-SETS for Non-Nuclear Power Plants 5.

Krummel Nuclear Power Plant Test Program Summary 6.

EdF-Cruas Nuclear Power Plant Test Program Summary 7.

ASCO Nuclear Power Plant Test Program Summary 8.

Diesel Generator Site Specific Comparison 9.

Engineering Evaluations 1

ATTACHMENT 1 l'

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SACM DIESEL GENERATOR QUALIFICATION REPORT l

l I.

INTRODUCTION l

A.

MODIFICATION BACKGROUND Northern States Power Company (NSP) is installing two safety grade emergency diesel generators sets (GEN-SETS) at the Prairie Island Nuclear Generating Plant (PINGP) for Unit 2.

The existing design configuration utilizes a " share" philosophy, where two diesel generators provide emerger.cy power to the Safeguards Loads of one Unit, and sufficient power to the other Unit to maintain a safe shutdown condition.

The purpose of this modification will be to provide dedicated redundant emergency power sources for both Unit 1 and Unit 2.

The other benefits of the change are a simplified operational configuration, improving emergency power availability during Station Blackout (SBO) conditions, and establishing redundant emergency power sources in each unit of sufficient margin to meet future safeguards load expansion.

Each of the GEN-SETS is composed of a tandem-driven diesel generator manufactured by a French firm, Societe Alsacienne de Constructions Mecaniques de Mulhouse (SACM)..The generator supplier, sub-contracted to SACM is Jeumont-Schneider, also of France. The completed units will be assembled and tested at the SACM facilities before shipment to the site.

Appendix 1 describes the GEN-SETS and the associated auxiliary systems in more detail. Appendix 2 is provided to describe both the background and experience level of SACM, which have resulted in SACM being a major supplier of diesel-driven equipment, in both nuclear and non-nuclear power applications.

B.

PURPOSE The purpose of this report is to provide the NSP qualification plan for the SACM tandem-driven diesel generators, model UD45, and establish that current qualification requirements will be met by a combination of modified type-testing, engineering analysis, and functional testing, performed both at the vendor and in the field, prior to placing the diesel generator sets in service for Unit 2 at the Prairie Island Nuclear Generating Station.

I a

l ATTACHMENT 1 Page 3 of 10 SACM DIESEL GENERATOR QUALIFICATION REPORT II.

EOUIPMENT QUALIFICATION A.

QUALIFICATION REQUIREMENTS The qualification requirements for diesel generator sets utilized as emergency power sources for nuclear power stations are primarily identified in Section 7 of the IEEE Standard 387 of 1984. The United States Nuclear Regulatory Commission (NRC) Regulatory Guide 1.9, Revision 2, although addressing IEEE Standard 387 of 1977, will be included in the discussion of requirements.

Qualification testing is intended to provide a sufficient confidence level that the emergency power sources (diesel

generators) will meet both the engineering design requirements and the application considerations.

Scope of the testing recommendations, extracted from IEEE 387-84, include a load capability test, start and load acceptance tests, and margin tests. These major test areas are described below:

1.

LOAD CAPABILITY TESTS - Section 7, paragraph 7.2.1 These tests are to demonstrate the capability of the diesel generator unit to carry the following rated loads at rated power factor for the period of time indicated, and to successfully reject load. One successful completion of the test sequence shall satisfy this particular requirement.

a)

Load equal to the continuous rating, for the time required to reach engine temperature equilibrium.

b)

Immediately following step 1, the short-time rated load shall be applied for a period of 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months and the continuous rated load shall be applied for a period of 22 hours2.546296e-4 days 0.00611 hours 3.637566e-5 weeks 8.371e-6 months . The short-time rated load and the continuous rated load may be applied in either order.

c)

A short-time rated load rejection test shall be performed.

d)

Light or no-load capability shall be demonstrated by test.

Light or no-load operation shall be followed by a load application greater than or equal to 50 percent of the continuous kilowatt rating for a minimum of 0.5 hours5.787037e-5 days 0.00139 hours 8.267196e-6 weeks 1.9025e-6 months .

Note: NRC Regulatory Guide 1.9, Rev. 2, states that the above sequence, presented originally in IEEE 387 of 1977, Section 6.3.2 be modified to reverse the order of continuous and short-time load applications.

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ATTACHMENT 1 PIge 4 of 10 l

SACM DIESEL GENERATOR QUALIFICATION REPORT 2.

START AND LOAD ACCEPTANCE TESTS -'Section 7, Paragraph 7.2.2

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A series of reliability tests shall be conducted to establish both the capability of the unit to start, and to accept load within the period of time to satisfy the plant design requirement. An acceptable start and load acceptance test is defined as follows, however, other methods with proper j

justification may be found equivalent for the level of reliability to be demonstrated:

A total of 300 valid starts and loading tests shall be performed with no more than three (3) failures allowed.

If the 300 tests are spread over more than one unit, each unit shall be started and loaded at least 100 times. The start and load tests shall be conducted as follows:

a)

Engine cranking shall begin upon receipt of a start signal, and the diesel generator set shall accelerate to specified frequency and voltage within the required time interval.

b)

Immediately following (1), the diesel generator set shall accept a single step load equal to or greater than 50 percent of the continuous kilowatt rating.

c)

At least 270 of these tests shall be performed with the diesel generator set initially at warm standby.

d)

At least 30 of these tests shall be performed with the engine initially at normal operating temperature.

Note: The acceptance criteria for valid starts, referenced above is defined in Section 7, Paragraph 7.2.2, Sub-paragraphs 5a through Se.

3.

MARGIN TESTS - Section 7, Paragraph 7.2.3 Tests shall be conducted to demonstrate the diesel generator set capability to stert and carry loads that are greater than the magnitude of the most severe step load within the plant design load profile.

At least two margin tests shall be performed using either the same or different load arrangement. A margin test load at least 10 percent greater than the magnitude of the most severe single step load within the load profile is considered sufficient for the margin test.

E ATTACHMENT 1 Page 5 of 10 SACM PSEL GENERATOR QUALIFICATION REPORT III.

PROPOSED QUALIFICATION METHODOLOGY A.

PREVIOUS QUALIFICATION TESTING Qualification test results from three representative sites, utilizfng the SACM designed, model UD45 diesels are listed in this section.

Appendix 8 identifies the major components and parameters of each of the three sites listed below and provides a comparison to the NSP diesel generator sets.

1.

KRUMMEL 1

Start and load acceptance tests as deYined in IEEE 387-72 were conducted for I

the model UD45 diesel at the KRUMMEL nuclear plant in West Germany.

The site was supplied with three V16 and three V20 versions of the UD45 diesels. The V20 version, due to its larg.er capacity, was selected by the utility for the type testing to qualify both model UD45 diesels.

Site testing on one of the diesel generator sets included over 600 successful test cycles (start & load) without a failure. Appendix 5 contains a discussion of the test methodology and results obtained during these test cycles.

It should be noted that the qualification testing successfully performed at the KRUKMEL facility for this model UD45 diesel exceed the present IEEE 387-84 and NRC recommendations with respect to start and load reliability.

2.

EDF-CRUAS 1

Start and load acceptance tests, according to IEEE 387-72 were performed on the diesel generators at the EdF-CRUAS nuclear plant in France. The testing included over 1500 successful starts without a failure on a model UD45 engine.

l A summary, contained in Appendix 6 lists the test starts and subsequent loading.

Again, the number of successful starts on this model UD45 engine greatly exceeded present IEEE 387-84 and NRC requirements.

3.

ASCO The tandem GEN-SETS for the ASCO nuclear plant in Spain, powered by model UD45 engines were successfully start and load tested. USNRC Regulatory Guide 1.9, endorsing IEEE 387, was utilized as a guideline for testing.

Factory testing of these sets included over 100 starts with various subsequent loading profiles successfully applied. Appendix 7 covers this factory testing as well as subsequent field testing.

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ATTACHMENT 1 Page 6 of 10 SACM DIESEL GENERATOR QUALIFICATION REPORT B.

ENGINEERING EVALUATIONS SACM has prepared an Engineering Evaluation of Tandem versus Single-driven diesel generator sets.

The results of the evaluation are contained in Appendix 9 for the NSP diesel generator sets.

An additional engineering evaluation prepared by the Electricity de France (EdF) based on the SACM model UD45 diesel, presently in service in the EdF nuclear plants as emergency power sources, indicates a very high confidence level for these type SACM engines.

Another document entitled "The Reliability of Emergency Generator Sets:

Study - Experimentation - Operational Experiences" has been prepared by EdF and SACM for presentation at OPERA 89 (OPERABILITY OF NUCLEAR SYSTEMS IN NORMAL AND ADVERSE ENVIRONMENTS --- LYONS, FRANCE -- SEPTEMBER, 1989).

The paper reports on the characteristics of emergency diesels and presents reliability statistics on diesel generator sets in service with EdF at the time of document preparation.

The results of each of these evaluations establish that the model UD45 diesel is qualified, regardless of configuration, tandem or single, for use as a reliable emergency power source in nuclear power plants.

C.

FACTORY TESTING Initial testing will consist of vendor-specified diesel engine performance test runs, generator testing, and combined " break-in" test raas on each diesel generator set to verify acceptable GEN-SET operation.

Qualification testing will be performed on each GEN-SET to verify Capability, Start and Load Acceptance, and Margin. A synopsis of the methodology for each of these areas is listed below:

1.

Load Canability Tests a.

Light or no-load capability until the engine oil and water system temperatures reach equilibrium plus 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months b.

Short-time kilowatt nameplate load (110%) operation for a continuous period of 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months , c.

Rated kilowatt nameplate load (100%) operation for a continuous period of 22 hours2.546296e-4 days 0.00611 hours 3.637566e-5 weeks 8.371e-6 months .

d.

Loss of short-time load transient response, with verification that engine overspeed value remains within acceptable limits.

The above test sequence, (24-hour run) will be performed without interruption between events on both diesel generator sets.

Premature termination of this test will require a repeat of the test.

l ATTACHMENT 1 Page 7 of 10 SACM DIESEL GENERATOR OUALIF7 CATION REPORT 2.

Start and Load Acceptance Tests a.

Start testing of both diesel generator sets, followed by 50 percent of the continuous kilowatt rating, applied in a step-load, will be demonstrated 30 times with the GEN-SET at " keep warm" standby temperatures.

Five additional start and load cycles will be performed from normal engine-operating temperatures. The ability of the GEN-SET to start, accelerate to setpoint in less than or equal to 10 seconds, and supply the 50% step-load for a period of time to reach engine equilibrium conditions will be the acceptance criteria for this test.

The modified number of start and load cycles, together with the subsequent field testing will adequately establish the GEN-SET start reliability and load assumption capability.

This method is also consistent with the present effort to reduce excessive wear by testing, recently addressed by the NRC (NUREG CR/0660, 4440, 4557, and 4590), while still verifying the overall reliability of the diesel generator.

b.

Each diesel generator set will be subjected to one simulated loading sequence, utilizing the Prairic Island load values provided by NSP, The test load values that are specified provide for an envelope test approach to accommodate future increase in Safeguard loads and will be made up of both resistive and motor loads.

A combination of motor and resistive load, equal to the first NSP sequenced load specified will be applied, with voltage, frequency and load values monitored until steady-state is reached. At that time, the motor load will be removed and the remaining resistive load will be increased to a value equal to the steady-state value of the motor load.

The next sequenced step-load will then be simulated using a combination of motor and resistive loads, applied to the generator already supplying power to the total steady-state loads from any previous step (s).

Three motors of different horsepower rating (250, 750, and 1000HP) will be used to produce the required motor load value. The size of the motor load will be changed as required, to closely match the values specified for the each sequenced step-load.

This simulation of the step-loading sequence will be continued until the rated 5400KW generator load value is achieved. A loss of 100 percent load will be initiated, with voltage and frequency (speed) monitored during the transient.

Acceptance will be based on successfully starting, accelerating to setpoint, and supplying the first and succeeding simulated loads until rated load is achieved.

E ATTACHMENT 1 Page 8 of 10 SACM DIESEL GENERATOR QUALIFICATION REPORT 3.

Margin Tests Each diesel generator set will undergo two (2) margin demonstration tests.

Each test will consist of a GEN-SET start, acceleration to setpoint, and step-loading a total load value equal to the 1ergest single sequenced-load plus 10 percent. A step-loss of this load will be initiated, with voltage and frequency (speed) monitored during the transient.

These tests will further demonstrate the diesel generator set start and load acceptance capability.

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D.

SITE TESTING NSP plans a series of on-site tests to verify in-situ performance of the diesel generators and associated support systems.

The major areas of the test program are listed below together with a summary of the primary objectives for each phase.

The test program will be conducted utilizing the NRC Regulatory Guide 1.108, Sections C.2.a.1 through C.2.a.9 as test guidelines. All phases of testing will be controlled by written test procedures to document methodology, results, and compliance with existing guidelines.

The various phases of the test program are as follows:

1.

Component Pre-reouisite Testing The objective of this initial testing phase will be to verify controls, setpoints, and initial operation of the various components are as per design.

Initial operation of the diesel generator, under the supervision of the vendor will also occur during this time to re-verify the operation of the diesel engine and controls.

2.

Diesel Generator Preon Testing This initial system test will concentrate on the following areas of the emergency power system:

Controls, interlocks, alarms, and monitoring system for the diesel, generator, and the various support systems.

Starting air system logic and capability will also be demonstrated, as well as " keep warm" temperature control for the water and lube oil systems.

Diesel generator starting and load carrying capabilities will be demonstrated.

The sequence will consist of the following:

a).

A repeat of the vendor 24-hour load run will be performed with load equal to the KVA and PF rating of the 6enerator, utilizing the actual power distribution components of the plant.

This will further establish the capability of the GEN-SET and verify power distribution compatibility during continuous operation. Loss of short-time load (110%) will also be verified following the 24-hour run.

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ATTACHMENT i P:ge 9 of 10 SACM DIESEL GENERATOR QUALIFICATION REPORT l

j b).

In compliance with NRC Regulatory Guide 1.108, Rev.1, Sections C.2.a.9, 35 consecutive, in-situ start demands followed by manual loading of the diesel generator to greater-than 50 percent of continuous rating (KVA and PF) for a minimum period of one hour will be performed on each diesel generator. Valid start criteria as defined in NRC Regulatory Guide l

1.108 will be utilized as acceptance criteria to determine that no valid start l

failures occur during this test.

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3.

Intecrated Saferuards Preon Testinn The objective of this final test series will be to demonstrate the emergency power source response to simulated plant blackouts, safety injection, and the combination of blackout and safety injection demands, using the actual plant loads, as activated by the safeguard sequencer.

This verification of automatic safeguard sequencer loading is also intended to demonstrate that the Safeguard Sequencer operation and load group assignments have not been changed as a result of this dedicated Unit 2 diesel generator addition.

4.

Plant Sursel11ance Tests Following the preoperational test phase, the in-service surveillance test program, established to ensure the continued reliability of the emergency power systems for both Unit 1 and Unit 2, will be in effect in accordance with the Prairie Island Technical Specifications.

IV.

CONCLUSION /

SUMMARY

The qualification recommendations of the current guidelines have been met.

The only departure from the testing suggested by IEEE 387-1984, Section 7, Paragraph 7.2.2, is the reduction in the number of starts followed by the suggested 50 percent step-load per diesel generator set, from a total of 300 to 70 (35 per GEN-SET).

The justification for this variance and the qualification of the NSP diesel generator sets is based on the following:

1 1.

Previous successful qualification testing has been demonstrated.

Engine cranking and start system components utilized in the qualification testing at KRUMMEL, EdF CRUAS, and ASCO nuclear plants, are the same as those of the NSP diesel generator sets. Where component supplier differences occurred, testing at other SACM installations has established their reliability.

2.

The similarity between tandem and single engine-driven diesel generator sets has been addressed, both by engineering analysis and field test results.

Therefore, the combined 2100 successful start and load cycles, demonstrated at the KRUMMEL and EdF-CRUAS sites, coupled with the ASCO plant testing, have more than adequately established the consistency and start reliability of this model UD45 design.

E' ATTACHMENT 1 pig 3 10 of 10 SACM DIESEL GENERATOR QUALIFICATION REPORT 3.

SACM engineering documentation, in the form of component analysis, calculations, and evaluation reports, with field test data feedback, establish a sound basis for tandem versus single engine-driven diesel generator reliability.

4.

SACM has implemented design changes to improve reliability and reduce excessive wear in the model UD45 diesel engine.

Each design enhancement has been evaluated by SACM and found not to impact the qualification of the diesel generator. The report from EdF provides evidence that design changes and proof-testing have resulted in high overall reliability of the model UD45 diesel generator sets.

5.

Factory and site testing in accordance with the recommendations of IEEE 387-84 and NRC Regulatory Guide 1.108, Rev. 1.

This includes a total of at least 65 start tests on each GEN-SET, with load acceptance, load rejection, and continuous load-carrying capability demonstrations.

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ATTACHMENT 1 Appendix 1 Page 1 of 5

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APPENDIX 1 DIESEL GENERATOR AND SUPPORT SYSTEMS I.

DJESEL GENERATOR SACM will be providing two tandem-driven diesel generator sets (GEN-SET), to estisfy the NSP emergency power source requirements for Unit 2 of the Prairie Island Nuclear Generating Station.

Each GEN-SET utilizes two model UD45, turbocharger, V16 cylinder diesel engines. Each diesel engine is coupled to either side of the generator. This configuration develops a combined output of 7560 EdP.

Starting of each engine is redundant and is accomplished by direct air injection into each cylinder.

i The acceleration, speed, and transient load response of each diesel is controlled by a Woodward electro-hydraulic governor, featuring backup hydraulic control.

The Jeumont-Schneider generator for each GEN-SET is a 1200 rpm, 4160 VAC, 0.8 PF, 60 hz unit rated at 5400 KW continuous, with capability of 110 percent of nominal rating output, or 5940 KW for 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months . Generator output is controlled by automatic voltage regulator, to provide for satisfactory transient load response.

Power for the diesel control circuits, as well as generator field flash pcwer is derived from the Unit 2, 125VDC, Class 1E battery system.

II.

SUPPORT SYSTEMS The auxiliary support systems for each engine consist of air start, engine cooling water., fuel oil, lube oil, combustien air and exhaust.

An auxiliary " desk" or skid for each engine contains the local metering, pre-lube system, filtration, and " keep warm" water heater components.

This is a SACM standard design that provides centralized engine monitoring and maintenance.

Isolation valves are provided for all process lines entering or leaving this seismically qualified auxiliary " desk" (skid).

A computer-driven, monitoring system, although not considered a support system that is required for operation of the GEN-SET, has been specified by NSP.

A description of the system capability is also discussed in this section.

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ATTACHMENT 1 Appendix 1 Page 2 of 5 A summary description of each of these support systems is provided below:

A.

Startine Air Each engine of the tandem diesel generator design has a dedicated air-start system. An air-start system consists of skid-mounted, redundant, AC motor-driven compressors, dryers, and air receivers.

Each set of the redundant components provides starting air to each bank of 8 engine cylinders via a dedicated air distributor.

With a tandemi SET design, the result is four, isolated air-start sources, each providing

.arting air to a bank of 8 engine cylinders. Air provided from any 2 of the 4 sources is sufficient to produce the required diesel generator acceleration for loading in less than or equal to 10 seconds.

Starting air from any 1 of the 4 sources will produce diesel generator start, but not within the required time frame. Normally, starting air is provided from all four air start sources simultaneously.

Sizing of the air start components on the engines, as well as the auxiliary skid mounted compressors and receivers is consistent with the requirements of NUREG-0800, Section 9.5.6 to provide multiple engine starts and timely repressurization of the air receiver tanks.

B.

Encine Coolinn Water Each engine is provided with two, separate, closed-loop cooling water systems.

The high temperature (HT) system consists of an engine-driven centrifugal pump, expansion tank, thermostatic control valve, and water-to-air heat exchanger (radiat.or).

The (HT) pump takes suction from the radiator / expansion tank and provides a glycol-water cooling flow to the engine block and turbocharger.

The low temperature (LT) system c7nsists of an engine-driven centrifugal pump, expansion tank, thermostatic control valves, and water-to-air heat exchanger (radiator).

The (LT) pump takes suction from the radiator / expansion tank and provides a glycol-water cooling flow to the combustion air coolers and the lube oil heat exchanger.

Standby, " keep warm" temperature is maintained by an HT circulating water pump and thermostatically controlled electric heater.

The " keep warm" temperature is transferred to the lube oil system by means of a' pre-lube oil heat exchanger.

Continuous opeistion of the pre-lube pump, in standby mode,

ATTACHMENT 1 Appendix 1 Page 3 of 5 circulates the heated oil throughout the lube oil system.

Engine operation de-energizes the HT " keep warm" water system and re-directs HT water flow, by thermostatic valve action, to either a radiator for cooling or bypasses the radiator until HT water temperature requires cooling.

B.

Ennine Cooling Water cont.

This shift in HT system operation to cooling mode, together with the normal shutdown of_the pre-lube system, establishes a cooling path for the lube oil system via the LT cooling water system radiators.

Flow in the Ur system is controlled, as a result of thermostatic valve operation either through or around the UI radiator.

The HT and LT radiators for each GEN-SET are mounted horizontally within the confines of the emergency diesel generator structure and are force-air cooled by two AC motor-driven fans per radiator.

C.

Fuel Oil The fuel oil system for each engine consists of fuel oil filtering, and two booster pumps and common day tank.

Fuel oil is supplied initially from the day tank to an AC motor-driven booster pump (or DC motor-driven booster pump, during a loss of offsite power) which provides flow through a set of duplex fuel oil filters to the injector pump manifold. Dedicated injector pumps and nozzles for each cylinder provide the controlled distribution of fuel oil to each cylinder.

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After engine start, the engine-driven booster pump assumes pumping responsibilities while the AC motor-driven pump continues to operate in the unlikely event of a an engine-driven booster pump failure. Both booster pumps are provided with separate suction piping from the day tank. Motor-driven I

pump excess flow is recirculated back to the day tank by pressure control valve operation.

Pressure relief valves located throughout the system provide over-pressure protection for the fuel oil system.

Fuel oil injection piping, between the pump and injector for each cylinder, is of the double wall type, utilizing dampening elastomer material, at the various pipe support locations to isolate any engine vibrations.

Inner piping leakage, should it occur, drains to, and is monitored by, a level-alarmed collection tank.

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NITACHMENT 1 Appendix 1 i

Page 4 of 5 j;

The main fuel oil storage tank system provides the required 7-day minimum supply of fuel oil, as per NUREG 0800, Section 9.5.4 to each of the engines of a GEN-SET.

Transfer of fuel from the storage tank system to the day tank common to each engine of a GEN-SET, is provided by motor-driven transfer pumps of sufficient capacity to provide the fuel needs of the GEN-SET at 100 per cent power.

D.

Lube 011 Major components of the lube oil system include a pre-lube system, two engine-driven gear pumps. with both centrifugal and glass fiber cartridge-type filter units, two heat exchangers, and thermostatic control valves to maintain oil quality and temperature at the designed values.

Engine start and wear-reduction enhancements have been provided by the incorporation of a pre-lubrication system to each engine.

Each pre-lube system, mounted on each auxiliary " desk" (skid) includes a pre-lube heat exchanger and redundant pre-lube pumps, one AC and one DC motor-driven.

This pre-lube system for each engine provides two functions:

1.

Maintains a constant flow of lubrication oil throughout the defined areas of the engine to reduce excessive wear due to engine starts.

This philosophy, acknowledged by the NRC, is further enhanced through the use of a DC motor-driven pre-lube pump to ensure lubrication during loss of AC power.

2.

Together with the pre-lube heat exchanger, heated by the HT water system during standby mode, the pre-lube system provides flow oi' the " keep warm" oil to optimize the start reliability of the engine.

Engine operation, de-energizes the pre-lube pump and enables the two engine-driven oil pumps of each engine to provide the required lubrication flow during GEN-SET operation.

Engine oil is now cooled by two lube oil heat exchangers for each engine utilizing the LT closed-loop, radiator-cooled, water system previously described as the cooling media.

E.

Combustion Air and Exhaust For each engine of a GEN-SET, outside air is directed through an intake air filter and divides between the two turbo charger compressor inlets. After compression by each turbo unit, the combustion air passes through temperature-

ATTACHMENT 1 Appendix 1 Page 5 of 5 controlled aftercoolers (two for each turbo) and into two intake air manifolds for distribution to each of 16 cylinders (8 per manifold) of the engine.

The exhaust from 8 cylinders ( 4 cylinders from each of the two banks of 8 cylinders) is combined to provide the motive power for each of the turbo ll charger turbines.

Exhaust from both of the turbo charger turbines is joined and routed through a silencer for noise attenuation before discharge out of the Diesel Generator building.

The exhaust gas discharge piping for each engine of a GEN-SET, is located so as to preclude recirculation of the exhaust gases back into the combustion air system.

Sizing 'of both the intake and exhaust lines is per SACM recommendations to minimize the pressure drop in the lines.

F.

Monitorinc System A computer-driven, non-1E monitoring system will be utilized by NSP primarily as a tool in the diesel generator preventative maintenance program, to increase the GEN-SET performance through early identification of potential problem areas.

This data acquisition system is capable of real-time display and data storage.

The monitor system provides the following capabilities:

1.

General surveillance and local alarm reporting of the engine process parameters during all modes of operation. All reports will be time-based to readily identify the sequence of events when troubleshooting a problem for root cause determination.

2.

Provide trending capability based on stored historical data to more accurately predict the need for preventative maintenance and therefore increase diesel generator reliability.

The above system is functionally supplemental, not redundant, to either the diesel generator annunciator system or the information provided to the Emergency Response Computer System.

i c.

ATTACHMENT 1 Appendix 2 Pure 1 of 1 APPENDIX 2 SACM BACKGROUND and EXPERIENCE I

'Societe'Alsacienne de-Constructions-Mecaniques'de Mulhouse (SACM).of.

Mulhouse, France has been' manufacturing diesel engines for over 40 years.

Since 1957 (over 30 years) SACM has_ been a major _ supplier of models UD30, UD33, and UD45 emergency diesel generator sets to power plants, both nuclear and non-nuclear worldwide, with capacities ranging up to 8,000 kilowatts per GEN-SET.

Combined total of single and tandem SACM GEN-SETS is over 270 for 80 nuclear plants and over 1190 for non-nuclear power generation.

(Reference Appendices 3 and 4).

SACM has adopted the philosophy of using a compilation of only the most

. stringent standards required by each of their various clients in the development of design criteria and manufacturing.

This practice allows the use of a single quality Assurance (QA). program for all design engineering, manufacturing, and inspecting. From railroad engines to emergency diesel generators for nuclear power plants, the same QA program and therefore the same high-level of. quality,.is applied to all SACM products. This QA program has been recently auditad by the QA departments of both ES/, the purchaser,

. and Fluor-Daniel Inc., the architect engineer.

SACM_ maintains a system called." Data Bank" for. recording all identified and

- owner-reported diesel generator set anomalies and operation events. With this data collection program,-SACM monitors the performance of its diesel generator sets through component serial numbered files which record event

description, problem analysis (root cause investigation) and resolution, parts

. supplied, and implementation date. This feedback and corrective action program is further enhanced through annual SACM-sponsored customer meetings, and an owner's group meeting every two years.

1 i

I ATTACHMENT 1 Appendix 3 P;ge 1 of 9 APPENDIX 3 l

SACM MODEL UD45 GEN-SETS FOR NUCLEAR EMERGENCY POWER GENERATION I

t Contained in this Appendix is. a list of SACM GEN-SETS presently operating, or currently scheduled for delivery to the nuclear power industry for use as emergency power-sources. A breakdown of the manufacturer (SACM) coding methodology for each model is described below:

(UD) - (45) - (V) - (16) - (S) - (5) - (D)

Manufacturer code - Uni Diesel UD First Letters Engine bore / stroke - 175/180 mm First Numbers 30 Engine bore / stroke - 240/220 mm 45 Cylinder arrangement --- in-line L

Second Letter Cylinder arrangement --- 50 degree Vee V

Number of cylinders l

Second Number 12 Number of cylinders 16 Number of cylinders 20 Ferroviaire --- railway engine Third Letter F

Marine M

Petrol-pumping P

Stationary S

1 Non-turbocharger Third Number Non-turbocharger w/aftercooler 2

Turbocharger w/o piston cooling 3

Turbocharger w/ piston cooling 4

Turbocharger, piston cooled, low compression 5

Turbocharger, piston cooled, high compression, 6

with high performance turbo and aftercooler Diesel fueled Last letter D

Gas fueled G

Heavy fuel F

TE 88888 88 88 88 88 88 88 888 AY 99999 99 99 99 99 99 99 999 D

11111 11 11 11 11 11 11 111 P

U n

L.

F 9

08 5

2 O) 12209 47 87 57 32 80 27 621 f

20746 58 91 68 77 00 30 045 9

81781 44 33 33 33 11 88 171 S

.. ;g RH ST FR 4

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t

ATTACHENT 1 Appendix 4 Page 1 of 5 APPENDIX 4 SACM MODEL UD45 GEN-SETS FOR NON-NUCLEAR POWER GENERATION Contained in this appendix is a listing which reflects the continued use of the model UD45 engine for non-nuclear power generation. The average use per year of the sets when originally purchased is shown, where information is available.

After approximately 24,000 to 30,000 hours0 days 0 hours 0 weeks 0 months of use, per SACM recommendations, major maintenance outages are typically occur on these GEN-SETS.

A breakdown of the manufacturer (SACM) coding methodology for each model is described below:

(5) - (D)

(UD) - (45) - (V) - (16) - (S)

Manufacturer code - Uni Diesel First Letters UD Engine bore / stroke - 175/180 mm 30 First Numbers Engine bore / stroke - 240/220 mm 45 Cylinder arrangement --- in-line Second Letter L

Cylinder arrangement --- 50 degree Vee V

Number of cylinders 12 Second Number Number of cylinders 16 20 Number of cylinders Ferroviaire --- railway engine Third Letter F

Marine M

Petrol-pumping P

Stationary S

Non-turbocharger 1

Third Number Non-turbocharger w/aftercooler 2

Turbocharger w/o piston cooling 3

Turbocharger w/ piston cooling 4

Turbocharger, piston cooled, low compression 5

Turbocharger, piston cooled, high compression, 6

with high performance turbo and aftercooler Diesel fueled Last letter D

Gas fueled G

Heavy fuel F

l b

'?

l-ATTACHMENT 1 l

Appendix 4 Page 2 of 5 CLIENT NO. OF YR. IN SACM ENG. TOT.

HRS /YR (LOCATION)

GEN-SETS SERVICE MODEL (KW) 0F OPER.

COMMENT SARIA-NIAMEY (NIGER) 2 1961 V12S4D 1030 6000 SIPEA-DANANG (VIETNAM)

'3 1961 V12S4D 1210 N/A SARIA-NIAMEY (NIGER) 2 1962 V12S4D 1030 6000

'SOCALTRA-LOUVROIL (FRANCE) 1 1963 V16S4D 2130 N/A SIPEA-NHATRANG (VIETNAM) 1 1963 V12S4D 1210 N/A ACIERIE-UCKANGE (FRANCE) 1 1963 V12S4D 1990 N/A A.I.A. BORDEAUX (FRANCE) 1 1963 V12S4D 1400

.. N/A SARIA-0UAGADOUGOU (BURKINA) 3 1963 V16S4D 1910 6000 EGA-COLOMB BECHAR (ALGERIE) 2 1600 V16S4D 1600 N/A S.G.E.A. ACHERES (FRANCE) 4 1964 V12S4G 880 6000 C.E.E. TOGO LOME (TOGO) 1 1965 V12S3D 1100 N/A S.N.P.A. EL GASSI (ALGERIE) 2 1965 V12S3D 1100 N/A SAFELEC NIAMEY (NIGER) 2 1965 V16S4D 1770 6000 TANDEM SEEG PORT GENTIL (GABON) 2 1965 V16S4U 1380 6000

'SEEG LIBREVILLE (GABON) 2 1965 V16S4U 1380 6000 SAM NEPTUNE (EMIRATS AR UNIS) 3 1966 V12S3D 1250 N/A ARAB. DRILL (EMIRATS AR UNIS) 2 1966 V12S3D 1250 N/A AFF. ETR. BUJUMBURA (BURUNDI) 1 1966 V12S4D 1600 N/A SEE BRAZZAVILLE (CONGO) 2 1966 V16S3D 1770 N/A OLIVIER EXPO PEKIN (CHINE) 1 1966 V16S4U 1600 N/A SEE SAINT-DENIS (REUNION) 1 1966 V16S4U 1770 N/A TANDEM S.G.E.A. ACHERES (FRANCE) 1 1967 V12S4G 880 N/A UNELCO NOUMEA (NELLE CALEDONIE) 2 1967 V16S4D 1770 N/A THM TOBROUR (LIBYE) 4 1967 V16S4U 1590 N/A

' ARAB TRADING LIBYE) 2 1967 V16S4U 1600 N/A LEBON-PARTCHIN (IRAN) 2 1968 V12S3D 1320 N/A CNES KOUROU (GUYANE FRCSE) 2 1968 V16S3D 1690 5000 TANDEM SEEG PORT GENTIL (GABON) 1 1968 V16S4U 1510 7000 TANDEM SEEG LIBREVILLE (CABON) 1 1968 V16S4'U 1620 7000 CIE DES P0 TASSES (CONGO) 7 1968 V16S4U 1620 N/A TANDEM U.T.E._ REMORQUES (URUGUAY) 3 1969 V12S3D 1210 N/A DJEBEL ONK (ALGERIE) 1 1969 V12S3D 1320 N/A SARIACI DALOA (C0TE D'IVOIRE) 2 1969 V12S3D 1210 N/A ALSTHOM DONIAMB0(NELLE CALEDONIE) 1 1969 V12S4D 2200 N/A LEGRANT MUN CAYENNE (GUYANE FRCSE) 1 1969 V16S3D 1770 N/A HOTCHKISS BRANDT (ARABIE SDTE) 4 1969 V16S3D 1770 N/A ALSTHOM KINSHASA (CONGO) 2 1969 V16S3D 1690 N/A TANDEM S.N.E. POINTE NOIRE (CONGO) 2 1969 V16S3D 1770 6000 SARIA NIAMEY (NIGER) 2 1969 V16S4D 1770 6000 C.H.U. CAEN (FRANCE) 2 1969 V16S4D 2580 100 S.E.E.G. PORT GENTI (GABON) 1 1969 V16S4G 1620 6000 TANDEM SARIACI FERKESSE (C0TE D'IVOIRE) 4 1970 V12S3D 1210 6000 SARIA-BOBO DIOULASS(BURKINA FAS0) 1 1970 V12S3D 1320 N/A C.H.U. GRENOBLE (FRANCE) 2 1970 V12S4D 1290 200 S.N.P.A. EL GASSI (ALGERIE) 1 1970 V12S4G 1250 N/A S.E.E.G. LIBREVILLE (GABON) 2 1970 V16S3D 1770 6000 SNE POINTE NOIRE (CONGO) 1 1970 V16S3D 1770 6000 SEE CNES KOUROU (GUYANE FRCSE) 1 1970 V16SEF 1690 2000 TANDEM SARIACI BOUAKE (C0TE D'IVOIRE) 1 1970 V16S3F 1770 N/A

.N.D.E.

REMORQUE (SALVADOR) 3 1971 V12S3D 1470 N/A 1

ATTACHMENT 1 Appendix 4 Pop 3 of 5 CLIENT NO OF

'YR. IN SACM ENG. TOT.

. HRS /YR (LOCATION)-

GEN-SETS. SERVICE MODEL

-(KW) 0F OPER.

COMMENT LSARIACI DALOA'(C0TE'D' IVOIRE) 1 1971 V12S3D 1210 N/A SARIACI CENTR MAN (COTE D'IVOIRE)' 2

- 1971 V12S3D

'1210' N/A

, CONG TY;DIEN-REMORQ (VIETNAM).

30 1971 V12S3D 1320 N/A L1 LP.P.C..REMORQUES (GRECE)-

10 1971,.V12S4D

.1320.

N/A

'S.E.E.G. LIBREVILLE (GABON)-

2 1971.V16S3D 1770 6000 ALSTHOM KINSHASA'(CONGO) 4 1971 V16S3D 1770 N/A TANDEM ENERG ELEC ST-DENIS (REUNION) 1-1971 V16S3D 1620 6000 TANDEM SELF VELIZY (FRANCE) 1 1971 V16S3D 1770 N/A

.E.E,M. ANTSIRABE (MADAGASCAR) 1 1971 V16S3D 1770 N/A

.STE TCHAD ENER ELEC (TCHAD) 1 1971 V16S3D 1770 6000 SNE POINTE. NOIRE (CONGO) 1 1971 V16S3D 1690' 6000 RDEE CAYENNE.(GUYANE FRCSE) 1 1971 V16S3D 1770 N/A TANDEM CONG TY DIEN SAICON.(VIETNAM)-

10 1971 'V16S3F 1770 N/A TANDEM LSARIACI BOUAKE-(C0TE D' IVOIRE) 1 1971 V16S3F 1770 N/A S.E.E.G. PORT CENTI-(GABON) 1 1971 V16S4G 1620 6000 TANDEM SELF VELIZY (FRANCE) 1 1971 V16S4G 1400 N/A J

L SARIACI REMORQUE (C0TE D'IVOIRE) 1 1972 V12S3D 1320 N/A

)

SARIA-BOBO DIOULASS(BURKINA FASO) 1 1972 V12S3D 1320 N/A

'l

'SARIACI SAN PEDRO (C0TE D'IVOIRE) 1 1972 V12S3D 1210 N/A E.C.T. REMORQUES (LIBYE) 2 1972 V12S3D 1150 N/A EEM MAJUNKA (MADAGASCAR) 1 1972 V16S3D 1690 N/A L

RDEE CAYENNE (GUYANE FRCSE) 1

.1972 V16S3D 1770 N/A TANDEM

.CIE MIN LOBITO'(ANGOLA) 1 1972.V16S3D 1770 N/A SARIA OUAGADOUGOU.(BURKINA FAS0) 1 1972 V16S3F 1770 N/A SEEG PORT GENTIL (GABON) 2

'1972 V16S4G 1770 6000 SARIA KOUDOUGOU (BURKINA FASO) 1 1973 V12S3D 1320 N/A AMAN-VENDREZANNE (FRANCE) 4 1973 V12S4D 2250 2000 EEM TAMATAVE (MADAGASCAR) 1 1973' V16S3D 1690 6000 PUBLIC ELEC TRIPOL (LIBYE) 1 1973 V16S3D 1600 6000 MAURELEC - KSAR (MAURITANIE) 1-1973 V16S3F 1770 6000 SAEM REMORQUE (MOZAMBIQUE) 1 1974 V12S3D 1320 N/A 1

PATEG TRIPOLI P1'(LIBYE).

2 1974 V12S3D-1180 6000 i

FIAT LANCEUR TURB (ITALIE) 6 1974 V12S4D 2360 200 PEC TRIPOLI (LILYE) 1 1974 V16S3D 1770 N/A STRUVER-ALKHARD (ARABIE SDTE) 1 1974 V16S3D 1770 4000 i

SARIACI FERKESSE (C0TE D'IVOIRE) 1 1974 V16S3F 1770 N/A SARIACI SAN PEDRO (C0TE D'IVOIRE) 2 1974 V16S3F 1770 N/A NIGELEC NAIMEY-(NIGER) 2 1974 V16S4D 1770 6000 STRUVER - HANOVRE (ALLEMAGNE RFA) 1 1974 V16S4G 1430 N/A

]

l

'M BUJIMAYI KISANGAN (ZAIRE) 2 1975 V12S3D 1320 N/A TANDEM L

SARIACI MAN EECI (C0TE D'IVOIRE) 1 1975 V12S3D 1320 N/A l

LSTRUVER UHDE (LIBYE) 1 1975 V12S4D 2000 N/A PATEC (LIBYE) 1 1975 V12S3D 1620 6000

~E.C. BENGHASI (LIBYE) 4 1975 V16S3D 1770 N/A SONELCAZ - BECHAR (ALGERIE) 2 1975 V16S3D 1730 3000 SONELCAZ - BECHAR (ALGERIE) 4 1975 V16S3D 1770 3000 SONELCAZ EL OUED (ALGERIE) 3 1975 V16S3D 1770 3000 SARIA-0UAGADOUGOU (BURKINA FASO) 1 1975 V16S3F 1770 N/A TANDEM CIMI PPE INCENDIE (EGYPTE) 2 1975 VI6S4D 2940 200 SEEG PORT GENTIL (GABON) 2 1975 V16S4G 1620 6000 TANDEM

l

..4.

ATTACHMENT 1 Appendix 4 Page 4 of 5 CLIENT NO. OF YR. IN SACM ENG. TOT.

HRS /YR (LOCATION)

GEN-SETS SERVICE MODEL (KW)

I

.0F OPER.

COMMENT INDAR POINTE NOIRE (CONGO) 2 1975 V20S3D 2320 N/A E.D. COMORES-VOIDJOU (COMORES) 1 1976 V12S3D 1320 6000 PATEC - ECT - TRIPOLI (LIBYE) 6 1976 V12S3D 1180 N/A POLIBRASIL LUMMUS (BRESIL) 1 1976 V12S3D 1080 N/A RACANIERE - ANNABA (ALGERIE) 1 1976 V16S3D 1770 N/A G.C.E.W. TRIPOLI (LIBYE) 1 1976 V16S3D 1770 N/A SOLICO AL KHARDJ (ARABIE SDTE) 2 1976 V16S3D 1770 N/A-MINIST DEF ALKHARDJ (ARABIE SDTE) 1 1976 V16S3D 1770 N/A I

KREBS (SYRIE) 1 1976 V16S3D 1620 N/A MAURELEC - KSAR (MAURITANIE) 2 1976 V16S3F 1770 6000

-SARIA BOBO DIOULASS (BURKINA FAS0) 1 1976 V16S3F 1770 N/A AFCOM SAN PEDRO (C0TE D' IVOIRE) 2 1976 V16S3F 1770 N/A SEEG PORT GENTIL (GABON) 2 1976 V16S4G 1620 6000 TANDEM i

PATEC MISURATA (LIBYE) 10 1976 V20S3D 2130 6000 HERLICQ RAD. TELE (GABON) 5 1976 V20S3D 2430 200

-TRAITEM EAU RIYADH (ARABIE SDTE.)

7 1976 V20S4D 2540 4000 SARIACI BOROTOU (COTE D' IVOIRE) 1 1977 V12S3D 1320 N/A AFCOM BOE0 DIOULASS (BURKINA FAS0) 1 1977 V16S3D 1770 N/A HERLICQ LIBREVILLE (GABON) 6 1977 V16S3D 1900 N/A PEWC BENGHAZI (LIBYE) 2 1977 V16S3D 1770 N/A MIRPUR MATHELO PAKI (PAKISTAN) 1 1977 V16S3D 1635 N/A SARIACI - TECHNIP (C0TE D' IVOIRE) 2 1977 V16S3D 1770 N/A SARIACI - EECI (COTE D' IVOIRE) 8 1977 V16S3F 1770 6000

.I.N.D.E. REMORQUES (SALVADOR) 1 1978 V12S3D 1470 N/A SONELEC NOUAKCHOTT (MAURITANIE) 1 1978 V16S3F 1770 6000 SARIACI - BOROTOU (COTE D' IVOIRE) 1 1978 V16S3F 1600 N/A EDF KOUROU (GUYANE FRCSE) 1 1978 V16S3F 1770 6000 SADELMI UNIV RIYADH (ARABIE SDTE.) 4 1978 V16S4D 2100 6000 CEM (NIGER) 2 1978 V20S3D 2320 N/A SAFI (MAROC) 1 1978 V20S4D 4420 N/A DEGR BANDAR ABBAS (IRAN) 1 1978 V20S4D 2300 N/A EDF - CNES - KOUROU (GUYANE FRCSE) 2 1979 V16S3D 1690 N/A INTERSCHALT-HOP. (ARABIE SAOUDITE) 4 1979 V16S3D 1620 N/A SONELGAZ EL OUED (ALGERIE) 1 1979 V16S3D 1770 N/A ECCO - TRIPOLI (LIBYE) 2 1980 V16S3D 1690 6000 STEE N' DJAMENA (TCHAD) 3 1980 V16S3D 1770 6000 INTEX ENG LAMAKARA (TOGO) 2 1980 V16S3F 1770 N/A E.I.E. PONTA DELGAD (PORTUGAL) 1 1980 V20S4D 3570 1000 HEURTEY IN ABIDJAN (C0TE D'IVOIRE) 1 1981 V12SID 730 N/A NIGELEC (NIGER) 8 1981 V12S3D 1320 6000 UAP - TOUR ASSUR (FRANCE) 1 1981 V12S4D 2000 200 HOPITAL MONTPELLIER (FRANCE) 2 1981 V12S4G 1000 6000 EDF KOUROU (GUYANE FRCSE) 1 1981 V16S3D 1770 6000 BECHIN SAY (FRANCE) 2 1981 V16S4D 3390 200 MICHELIN (NIGERIA) 6 1981 V20S4C 1550 6000 EDF GENNEVILLIERS (FRANCE) 1 1981 V20SSD 4120 200 EDF ST LAURENT DU M (GUYANE FRCSE) 1 1982 V12S3D 1290 6000 EDF GUYANE (GUYANE FRCSE) 1 1982 V12S3D N/A 6000 AL ASHA AIRPORT (ARABIE SAOUDITE) 1 1982 V12S6D 2210 200 HAIL GOVERN COMPLEX (ARABIE SDTE.) 5 1982 V16S6D 2860 4000 i

_-~

l(-

v I'

ik+-

' ATTACHMENT 1 Appendix 4 t

Page 5 of 5 CLIENT-NO. OF YR. IN SACM' ENG. TOT.

HRS /YR (LOCATION)-

GEN-SETS -SERVICE MODEL (KW)

.OF OPER.

COMMEE

'UAP TOURS (FRANCE).

I 1983 V12S5D 2000 200 FIAT TTG'(ARABIE SACUDITE)

'l 1983 V12S6D 2400 N/A

'TIBB-CENTRE OGUM'(NIGERIA) 1 1983 V16S3D 2240 N/A

..C.H.R. LILLE-(FRANCE) 1 1983

'V16S4D 2210 200 SAUDI OGER ROYAL DI (ARABIE SDTE.)

5. 1983 V1656D 2860 2000 LURGI PERTAMINA (INDONESIE) 2 1983 V20S4G.

1570.

3000 REMORQUES LIBYE (LIBYE)-

3.1984 V12S6D.

2200 N/A

'REMORQUES SONELGAZ,(ALGERIE)

.2 1984 V16S3D 1766 2000.

REM INSON SONELGA'(ALGERIE) 4 1984 V16S3D 1766 2000 HERLICQ GABON (CABON) 2 1984 V16S3D 1900 N/A-

.KSAR MAURITANIE (MAURITANIE) 2 1984 V16S3D 1600 6000 ECCO TRIPOLI;(LIBYE) 4 1984-V20S3D 2130 6000 CENTRE ESSAI MEDIT (FRANCE) 1 1985 V12S3D 1280 200 1-NAJ TURAIF AIRPORT (ARABIE SDTE.)

1 1985-V12S6D 2100 200 SONE 1EAZ OUARGLA (AISERIE) 4 1985'

.V16S3D 1690 3000 CENTRALE DE SAHR (TCHAD) 1 1985 V16S3D 1600 6000 BTMC BANGLADESH (BENGLADESH) 1 1986 V16S3D 1263 7000 SAUD-0GER ALPHA RIY (ARABIE SDTE) 6.1985-V16S6D 2860 N/A-

-PATECJ-WATIA (LIBYE) 1 1985 V20S3D 2130 6000 NAJ'GASSIM.(ARABIE SAOUDITE)-

'1 1986 V12S6D 2570 N/A ENERCAL NOUMEA (NELLE CALEDONIE) 1 1986 V12S6D 2130

'N/A FEAL AL HADA-TAIF (ARABIE SDTE.)-

4 1986 V16S6D 2430' N/A PATEC VATIA.'(LIBYE)-

4 1986 V20S3D 2130~

N/A ACORES (PORTUGAL) 1 1986 V20S4D 3500 N/A

-CENT.EPURAT VALENTO (FRANCE)=

2 1987 V12S4U 1120 1500 GIE TOUR FRANKLIN 1'(FRANCE) 1 1987 V12S6D 2550 200 K'FAHD PALACE RIYAD (ARABIE SDTE) 5 1987 V16S6D 2860 N/A SAUDI-0GER.(ARABIE.SAOUDITE) 1 1987 V16S6D 2860 N/A SNAMPROGET. INDO-GUL (INDE)'

1 1987 V16S6D 2200 N/A GIE TOUR' FRANKLIN 2 (FRANCE) 1 1988 V12S6D 2547 200 NUOVA RAYON-REMORQU (ITALIE) 1 1988 V12S6D 2200 N/A S-.T..E.E. N DJAMENA (TCHAD) 1 1988 V16S3D N/A 6000 HOPITAL IAPEYRONIE (FRANCE)

1. 1988-v16S3D 2842 200 The above. list represents 330, model UD45, GEN-SETS. A total of more than 1190 SACM diesel generator sets of various models (UD30, UD33, and UD45) for electrical power generation are presently in service worldwide.

Together with power generation, SACM has continued to provide reliable diesel engines of the same models,- (UD30,~ UD33, UD45) to the railway industry (800), petroleum industry (145),

marine industry (214), and military marine service (385) since 1957.

1

-l

p l

.b e ATTACHMENT 1 Appendix 5 Page 1 of 3 APPENDIX 5 KRUMMEL NUCLEAR PLANT TEST PROGRAM

SUMMARY

I.

EOUIPMENT DESCRIPTION A total of six (6) diesel generator set (CEN-SETS) were supplied:

A.

Three diesel generator sets, with SACM model UD45V16S5D diesel, each driving a Siemens generator, rated at 6900V, 50 Hz, 1500 rpm, and 3160KW continuous.

B.

Three diesel generator sets, with SACM model 11D45V20SSD diesel, each driving a Siemens generator, rated at 6900V, 50 Hz, 1500 rpm, and 4390KW continuous.

II.

TEST CRITERIA Testing was performed according to the German Nuclear requirements which have addressed the IEEE 387 and NRC Regulatory Guides for recommended testing methodology and acceptance criteria.

III.

TEST PROGRAM A.

FACTORY TESTING Standard SACM factory testing for each of the six diesels was, performed by SACM prior to shipment to the site. A 100-hour load test of a UD45V20S5D engine was successfully performed.

Testing was witnessed by the Eureau Veritas and documented in their report BVAT 0168971B12.

SACM for this particular contract, did not perform any testing of the customer-supplied, SIEMENS generator, or combined GEN-SET testing at the SACM factory.

I l

ll 1

6-ATTACHMENT 1 Appendix 5 Page 2 of 3

]

i B.

SITE TESTING Site testing verified over 100 hours0.00116 days 0.0278 hours 1.653439e-4 weeks 3.805e-5 months of load carrying capability on a V20 version diesel generator set per the following loading schedule:

LOAD (%)

DURATION COKMENT 0

< 10 seconds Start with manual loading 100 80 hours9.259259e-4 days 0.0222 hours 1.322751e-4 weeks 3.044e-5 months 110 1

hour 110 2.5 hours5.787037e-5 days 0.00139 hours 8.267196e-6 weeks 1.9025e-6 months 75 2.5 hours5.787037e-5 days 0.00139 hours 8.267196e-6 weeks 1.9025e-6 months 50 2.5 hours5.787037e-5 days 0.00139 hours 8.267196e-6 weeks 1.9025e-6 months 25 2.5 hours5.787037e-5 days 0.00139 hours 8.267196e-6 weeks 1.9025e-6 months 15 4 minutes Note 1 100 6 minutes Note 1 25 4 minutes Note 2 100 6 minutes Note 2 50 4 minutes Note 3 100 6 minutes Note 3 75 4 minutes Note 4 100 6 minutes Note 4 Notes:

1.

This 15 to 100 to 15 per cent cycle was repeated 50 times.

2.

This 25 to 100 to 25 per cent cycle was repeated 50 times.

3.

This 50 to 100 to 50 per cent cycle was repeated 18 times.

4.

This 75 to 100 to 75 per cent cycle was repeated 26 times.

Throughout this base-load and transient-load demonstration test, no failures occurred.

Multiple start a io load tests were conducted by the utility on a V20 GEN-SET as qualificat. ion data for all the V16 and V20 versions, in a two phase test program.

1.

PHASE A Testing consisted of engine start, followed by sequenced step-loading, with the diesel generator carrying this total load until equilibrium temperatures were reached. Load shed consisted of a reverse in the sequence loading until all load had been removed.

The engine was then cooled to the " keep warm" temperature values in 4 hoars.

The start-load-unload cycle was repeated over 200 times without a failure of the GEN-SET to accelerate and pickup the step loads applied during the sequence.

After this series of tests, an inspection was performed and no abnormal engine wear was indicated.

I

^:

ATTACHMENT 1 Appendix $

Page 3 of 3 2.

PHASM_h A.

Qualification testing continued on the same GEN-SET. Testing consisted of engine start, followed by sequenced step-loading,.with the diesel generator carrying this total load until equilibrium temperatures were reached.

Load shed consisted of a reverse in the sequence loading until all load had been removed.

B.

With the engine still running, the loads were again sequenced on the diesel generator, held until steady-state occurred, and then removed in a sequenced fashion.

C.

This particular scenario (B), with the engine running, was repeated an additional time, for a total of three sequenced loadings per test cycle (A + B + C).

The entire cycle was repeated, after engine cooldown to the " keep warm" temperature values. A total of 400 cycles or 1200 sequence step-loadings were demonstrated during Phase B of the testing with no failures of the GEN-SET to start or accept the loads.

Post inspections of the GEN-SET indicated no abnormal engine wear after more than 600 starts and 1400 sequenced step loadings were imposed on the generator.

Acceptance testing per German requirements was conducted on both the V16 and V20' version of the SACM diesel generator sets. The test consisted of 99 hours0.00115 days 0.0275 hours 1.636905e-4 weeks 3.76695e-5 months I

of continuous load at 100 per cent rating with I hour at greater than 110 per cent of generator rating.

No failures occurred during this endurance demonstration.

Surveillance testing continues with monthly verification of 100 per cent output I

capability for a 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months period. This monthly testing is concluded with a fast start followed by automatic sequencer loading.

Annually, each of the diesel generator sets is tested for 24 hours2.777778e-4 days 0.00667 hours 3.968254e-5 weeks 9.132e-6 months continuous output of 100 percent followed by an overload of 110 per cent for 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months .

l L __

)

.s.

1

(

ATTACHMENT 1

)

Appendix 6 Page 1 of 2 APPENDIX 6 1

EdF-CRUAS NUCLEAR PLANT TEST PROGRAM

SUMMARY

I.

EOUIPMENT DESCRIPTION EightJ(8) diesel generator sets, with SACM model UD45V20SSD diesel, each driving a Jeumont-Schneider generator, rated at 6900V, 50 Hz, 1500 rpm, 4000KW continuous.

II.

TEST CRITERIA Testing was performed according to the French Nuclear requirements which have addressed the IEEE 387 and NRC Regulatory Guides for recommended testing methodology and acceptance criteria.

In addition the EdF test program was initiated to verify that the problems found in the BUGEY and FESSENHEIM connecting rods had indeed been resolved.

III.

TEST PROGRAM A.

FACTORY TESTING Standard SACM factory testing of the diesel, generator, and the combined diesel generator set performance was conducted for each of the above eight GEN-SETS.

An additional diesel generator was built and factory tested to the SACM standards.

This ninth diesel generator set became the designated test set used by EdF to' establish the qualification for the SACM diesel generator sets'.~

B.

SITE TESTING A comprehensive test program was conducted at the EdF-CRUAS nuclear plant.

The sequence of the testing conducted was as follows:

STARTS SUBSEOUENT LOAD / ACTIVITY PHASE A 14 No-load applied after start.

1 Step load of 40 per cent applied Note: The Phase A cycle was repeated 20 times, with 20 engine inspections between repeats, for a total of 500 successful starts and 20 step-load demonstrations.

i

l ATTACHMENT 1 l

Appendix 6 Pagm 2 of 2 STARTS SUBSEOUENT LOAD / ACTIVITY PHASE B 14 No-load applied after start.

1 Step load of 40 per cent applied Note: The Phase B cycle was repeated 10 times, with 10 engine inspections between repeats, for a total of 150 successful starts and 10 step-load demonstrations.

PHASE C The sequence listed in PHASE B above was repeated an additional seven (7) times. The total of successful starts under this test phase equaled 1050, with 70 additional engine inspections and 70 step-load demonstrations.

The total of all of the field tests listed above is computed as follows:

STARTS 40% STEP LOAD 1FSPECTIONS PHASE A 300 20 20 PHASE B 150 10 10 PHASE C 1050 70 70 TOTAL 1500 100 100 No failures were encountered throughout this rigorous test sequence. Diesel generator start times throughout the testing remained in a range of 7.5 to 8.5 seconds.

The last engine inspection after completion of all testing, did however indicate a modification was required in the symmetrical design of the piston ring spacing, as well as relocation of the uppermost ring on the piston. This change in ring-to-ring spacing and the re-location on the piston has been made to all SACM engines. The inspection further confirms that the previous connecting rod problem at BUGEY and FESSENHEIM had been resolved by SACM.

A report prepared by the EdF utility acknowledges the reliability of these SACM model UD45 engines for nuclear plant application.

l

~=

ATTACHMENT 1 Appendix 7 Page 1 of 2 APPENDIX 7 ASCO NUCLEAR PLANT TEST PROGRAM

SUMMARY

I.

EOUIPMENT DESCRIPTION Four (4) diesel generator sets, with two (2) SACM model UD45V16S5D diesels, connected in a tandem configuration driving a Jeumont-Schneider generator, rated at 6900V, 50 Hz, 1500 rpm, 4500KW continuous.

II.

TEST CRITERIA Testing was performed according to the Spanish Nuclear requirements which have addressed the IEEE 387 and NRC Regulatory Guides for recommended testing methodology and acceptance criteria. Utilizing the KRUMMEL site tests as a qualification basis, the 300 start with subsequent 50 per cent step-loading tests were not required.

III.

TEST PROGRAM A.

FACTORY TESTING Standard SACM factory testing of each diesel, generator, and the combined diesel generator set performance was conducted for each of the above tandem-driven GEN-SETS.

Each tandem-driven GEN-SET was tested in accordance with the following test schedule:

STARTS LOADING COMMENTS I

7 None Train A Starting Air Receiver capacity 7

None Train B Starting Air Receiver capacity 1

50 %

Sequence loading up to this value 0

106 %

From a load plateau of 50 %, sequence loading up to 5370 KW 0

146 %

From a load plateau of 4780 KW, sequence loading up to 6580 KW 1

80 %

Step-load of 3600 KW applied followed by an l

0 38 %

additional step load 3 seconds later of 1700 KW 0

-117 %

Load reject transient response verified by step 5300 KW lo&d reduction 0

60 %

Step-load of 3600 KW applied followed by an 0

38 %

additional step load

m-r ATTACHMENT 1 Agwndix 7 Page 2 of 2 3 seconds later of 1700 KW 0

-117 %

Load reject transient response verified by step 5300 KW load reduction 100 None Verification of diesel engine start only.

TOTAL:

116 B.

SITE TESTING Site testing was-conducted utilizing the recommendations of the USNRC Regulatory Guide 1.108.

Thirty-five (35) valid, consecutive starts, each followed by manual synchronization to the grid and loading to > 50 per cent of generator nameplate, were successfully performed on each GEN-SET with no failures. A total of 140 start-load cycles were successfully completed for this site with four GEN-SETS.

A 24-hour continuous load test was performed on each GEN-SET.

The 24-hour capacity test consisted of loading the GEN-SET to the 110 percent of nominal rating for 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months , followed by loading to the 100 percent of nominal rating for the remaining 22 hour2.546296e-4 days 0.00611 hours 3.637566e-5 weeks 8.371e-6 months period.

The GEN-SET transient load capability was established by simulating a safeguards.and blackout condition, causing safeguards loads to be sequenced onto the GEN-SET.

Periodic testing of the diesel generator sets, ongoing since 1982 for Unit 1 (1985 for Unit 2), continues in the form of a plant surveillance test program.

The program consists of two types of tests conducted at both monthly and annually (refueling outage) intervals.

The monthly test utilizes one of the four different start signals (manual, SI, blackout, or coincident SI + blackout) to initiate a GEN-SET start.

The type of signal used'is such that each variation is demonstrated at least every 124 days. GEN-SET acceleration together with voltage and frequency (speed) response are monitored during the test.

Startup is followed by manual loading to 100 per cent nameplate in 60 seconds and held at that value for a one-hour i

period.

1 l

The refueling outage testing consists of automatic start via a simulated SI or l

SI + blackout, followed by load sequencer application of safeguards loads.

Verification of acceleration, voltage and frequency (speed) is performed at this time. Also demonstrated during this refueling outage test are loss of largest single load response, full-load rejection, and 24-hour load capability.

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APPENDIX 9 SACM ENGINEERING EVALUATIONS The purpose of this review is to discuss single and tandem configured GEN-SET response during various phases of operation, including:

starting, loading, and steady-state load operation.

Information presented here is based on test results of single GEN-SETS at KRUMMEL and CRUAS nuclear plants, in-service results of tandem GEN-SETS at ASCO, VANDEL1DS, and KOREAN nuclear plants, and SACM calculations.

I.

STARTING PHASE-A.

AIR START SYSTEM Air start system components of the SACM model UD45 engine, and their designed function are identical for each configuration. The tandem design differe only in the amount of conservatism witl the addition of another redundant starting air system, enabling GEN-SET start from any two of four air supplies.

4 The starting failure rate of a single GEN-SET is approximately 0.36 x 10 per start request, as determined by the actual failure rate experienced in the field. Since a tandem configured GEN-SET, with its redundant starting air system, could be considered to have half this failure rate, a value of 0.18 x d

10 can be initially assigned to the tandem CEN-SETS. However, a risk d

assessment calculation assigns an additional 0.04 x 10 per start request due to considerations of starting air system common mode failures.

Thus the total calculated starting failure rate for a tandem configured GEN-SET is 0.22 4

x 10 per start request.

B.

FUEL INJECTTON SYSTEM On UD45 engines, engine start and load control is regulated by a governor.

The governor, in response to deviation from a nominal speed setpoint physically positions the fuel rack to uniformly permit the fuel injection pump of each cylinder to supply the appropriate amount of fuel. Maximum deviation occurs upon receipt of a start signal with the engine at zero speed, causing full opening of the fuel racks.

Pneumatic booster is provided to overcome the inherent lag in governor hydraulic pressure output during engine starting.

The booster, utilizing starting air system as a pressure source, pressurizes the hydraulic output portion of the governor to provide the instantaneous opening of the fuel racks.

L

CL 1g U

i.

(

ATTACW4ENT 1.

p Appendix 9 PMm 2 of 6 -

d:

,J.

' Both the KRUMMEL and NSP designs incorporate the use of-this. pneumatic booster assembly to establish maximum fuel position at the. time of; engine. start.

At the moment of start,~there is no functional difference in the control of 9

the fuel injection system between the KRUMMEL and NSP engine.

G.

ENGINE IGNITION The engine speed at which auto-ignition takes place inside the cylinder (engine ignition) depends essentially upon the engine volumetric compression i.

ratio and combustion air temperature.

The two engines of the NSP tandem GEN-SET design have exactly the same1 volumetric compression ratio and combustion' air temperature at aspiration.

Engine l ignition therefore' occurs at'the same shaft' speed, approximately 75

. rpm.

No detrimental interaction between engines occurs even in the event of a slight shift in ignition speed..Either engine will provide sufficient.

acceleration to increase the shaft' speed sufficiently to cause engine ignition of the remaining engine.

D.

ELASTIC COUPLINGS When the auto-ignition speed.is attained, each of the two engines of a tandem GEN-SET provide essentially the same torque. This output torque equality is based on the fact that each engine has:

1) an identical number of cylinders;

2) with equivalent displacement; 3) maximum fuel rack positioning; 4) identical turbocharging:'and 5) the same thermodynamic conditions in each cylinder. Each engine-to-generator coupling therefore, transmits an equal amount of torque to initially rotate the generator.

- E.- STARTING INERTIA Two key factors in determining the starting time of a GEN-SET are the Starting Inertia and the RPM plateau which the GEN-SET must achieve to become synchronous.

For the model UD45 engines, the 60 Hertz synchronous speed is 1200 rpm, while for-.50 Hertz operation, the synchronous speed is 1500 rpm.

L' ATTACHMENT 1 Appendix 9 Page 3 of 6 SYNCH GLOBAL INERTIA MEASURED UD45 SPEED S.LT.E TYPE SET ENGINES

.fIpg). ' ROTATING INERTIA PER CYL START TIME (ke-m )

gyp.32)

(seconds) 2 KRUMMEL' Single V20S5D 1500 550.7 27.5 7.5 to 7.7 CRUAS Single V20SSD 1500 646.3 32.3 7.7.to 8.0 NSP Tandem V16S5D 1200 1246.7 39.0 8.3 (Calculated)

ASCO

. Tandem V16SSD 1500 1459.0 45.6

. < 10 CHINA Tandem V12SSD 1500 864.5 36.0 8.3 to 8.5 F.

CONCLUSIONS During the starting phase, a side-by-side comparison of a tandem CEN-SET and two single GEN-SETS may be made, on the condition that the engines are of the same model design and that the operation of the starting air system and governor are functionally the same. Under these conditions, the results of starting tests conducted on a single-engine GEN-SET can be directly applied to the performance of the tandem-engine GEN-SET. Engines at the KRUMMEL plant and those for the NSP plant can be compared in this fashion.

II.

OPERATING PHASE A.

LOAD ACCEPTANCE The engine response time to load changes depends primarily on the governor response and the performance of the turbocharging system.

From a theoretical point of view, SACM has shown by calculation that the NSP GEN-SET is capable of satisfying the transient speed criteria, experienced during step-loading and loss-of-load situations.

The calculation program utilized by SACM since 1976, has been proof-tested with resulting high reliability and-repeatability in predicting GEN-SET performance on numerous nuclear and non-nuclear installations.

In application however, the overall response of the GEN-SET during a given transient condition is subject to the following component responses:

1

~

l ATTACHMENT 1 Agendix 9 Page 4 of 6

1) When there is a large increase in load demanded by the generator, as during the initial loading phase, the speed of the GEN-SET drops and the governor responds nearly instantly (within approximately 100 milli-seconds),

to this speed variation. The governor places the fuel injection pumps in full rack position. Therefore, all of the cylinders receive, during this transition phase, the same quantity of fuel. The differences in the reaction times of the two governors are less than 0.5 per cent.

The differences in load regulation of the power at full rack are also less than 0.5 per cent.

2) During this transient load time, the turbocharger receive the same energy from the exhaust gas and due to there identical design, they furnish the same amount of turbocharging (combustion air boost) pressure to each of the two engines.. Difference in turbocharging pressure for a given exhaust gas value, caused by fouling and/or inherent component tolerance differences, decreases the instantaneous power response between the two engines by less than 2.0 per cent.

The effective cumulative differences, due to governor and turbocharger response are significantly offset by providing a total fuel rack travel equivalent to 115.6 per cent of nominal full power.

B.

STEADY-STATE Two important aspects of stability at steady-state consist of speed stability and engine-to-engine load division (sharing).

Discussion of these two areas is provided below:

1.

SPEED STABILITY ens ne speed stability depends essentially on the performance of the governing i

system. When considering only the hydraulic portion of the governor units provided at KRUMMEL and NSP, speed stability performance is identical.

The NSP choice of the Woodward model EGB35P governor with model 2301A processor however, greatly enhances the overall system response with the introduction of an electronic speed control system as the primary control element. The hydraulic section of the governor performs a dedicated backup function, with a nominal setpoint of 1245 rpm to permit a sufficient maneuvering range for the electronic system corrections required to maintain j

the desired 1200 rpm setpoint value.

l

1 w

ATTACHMENT 1 Appendix 9 Page 5 of 6 2.

LOAD SHARING

a. ' GOVERNOR sThe discussion of load sharing'as presented here' pertains to the. engine-to-engine load sharing as seen in a tandem GEN-SET configuration.

In the past, SACM had utilized'a pneumatic load sharing system (e.g. ASCO and ALMARAZ) which controlled the hydraulic governing system satisfactorily. Expressed in terms of power of one engine compared _ to the other, the difference is, at the nominal rating, on the~ order of 3.5 to 4.0 per cent.

. The' tandem' GEN-SETS of South Korea, Units 9 & 10, are equipped with a' system

- of electric load sharing. The precision obtained in terms of the difference in power is on the order of 3.0 to 3.5 per cent.

The tandem GEN-SETS of VALDECABALLEROS'and'NSP are equipped with an electronic

' load-share compensation system. The precision in load sharing with this particular type of system is _ on the order of 3.0 to 3.5 per cent at the nominal rating. All things being otherwise equal, this is the expected range for the NSP GEN-SETS.

The above load-share differences are again significantly offset by the 115.6 per cent full fuel injection capability of each engine.

b.

ELASTIC COUPLINGS l?

For the NSP tandem GEN-SETS, the maximum torque that is transmitted to each coupling in 26,000 mN (newton-meters). The nominal torque of the coupling which SACM has chosen for these GEN-SETS (i.e. Stromag, type GE3500R) is i?

_ 35,000 mN, with a maximum torque capability of 105,000 mN.

Consequently, the differences in torque value between each engine, as a result of load sharing h

tolerances, the order of 3.0 to 3.5 per cent, are well within the coupling design margin.

c.

TORSIONAL VIBRATIONAL SACM has addressed the torsional vibration responses for the tandem GEN-SET under the following postulated scenarios:

l L

1) Two engines operating in overload (i.e. short time rating).

2) One engine driving the entire shaftline, including the second engine which is providing no torque. In this case, the power of the tandem GEN-SET is reduced by 50 per cent.

ll. ;

E.[

A di

,p ATTACHMENT 1-

,p-Nyendix 9 Pape 6 of 6

3) Single engine operation with the second engine having been uncoupled. In this case,.the power of the tandem GEN-SET is reduced by 50 per cent.

In all of the above' postulated configurations, the torsional vibrations were calculated and found to be within acceptable limits.

C.

CONCLUSIONS A tandem CEN-SET may.be ' directly compared to a single GEN-SET with the condition that the governing systems are the same on each of the engines and that a load sharing device corrects for the small differences between each engine governor response.

The precision in terms of power on each engine is on-the order of 3.0 to 3.5 per cent at the nominal power rating.

SACM model UD45' engines have shown a high operational reliability with values on the order of 0.74 x 103 / hour failure rate for. single GEN-SETS and a 1.25 x

-10'3 / hour failure' rate for tandem configured GEN-SETS.

Tests previously conducted on both single and tandem GEN-SETS of the same base model design (UD45), have. adequately established the qualification of the tandem GEN-SETS to be utilized at NSP. The SACM engineering evaluation

. presented here coupled with the other test and field experience of the UD45 engines-(presented elsewhere in this report) and the proposed test demonstration programs to be conducted in the factory and at the site, support the reduction in test starts and the acceptance of this engine design as having been previously qualified.

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