RBG-18-698, Forwards Responses to Power Sys Branch Request for Addl Info Re Fsar.Closeout to Item 16 & Partial Closeouts to Item 10 of Table 1.3 & Item 51 of Table 1.4 of SER Provided

Forwards Responses to Power Sys Branch Request for Addl Info Re Fsar.Closeout to Item 16 & Partial Closeouts to Item 10 of Table 1.3 & Item 51 of Table 1.4 of SER Provided

ML20098H202
Person / Time
Site:	River Bend
Issue date:	08/21/1984
From:	Booker J GULF STATES UTILITIES CO.
To:	Harold Denton Office of Nuclear Reactor Regulation
References
RBG-18-698, NUDOCS 8409120154
Download: ML20098H202 (61)

Text

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. GULF ^ STATES UTILITIES ' COMPANY es POSTOFFICEBOX 2951 * . BEAUMONT 1 EXAS 77704 AREACODE 713 838-663.

. August 21, 1984 RBG- 18,698 File No. G9.5, G9.8.6.2 Mr.. Harold R. Denten, Director Office of Nuclear Reactor Regulation

'U.S. Nuclear Regulatory Commission Washington, D.C. 20555

Dear Mr. Denton:

River Bend Station - Unit 1 Docket No. 50-458 Enclosed for your review are Gulf States Utilities Company (GSU) responses to Request for Additional Information identified by the

-Nuclear Regulatory Commission's Power Systems Branch (PSB). This letter will A) provide close out to Item (16) and provide a partial close out to Item (10) of Table 1.3 of the Safety Evaluation Report and B) provide partial.close out to Item (51) of Table 1.4 of the Safety Evaluation Report. . Attachment 1 of this letter summarizes GSU's responses,. The enclosures contain changes to the Final Safety Analysis Report (FSAR) text'that will be incorporated in a future amendment.

Sincerely,

. I.

J. E. Booker Manager-Engineering Nuclear Fuels & Licensing River Bend Nuclear Group 8409120154 840821 PDR ADOCK 05000458 =

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Attachment 1 RESPONSE TO SER OPEN ITEMS (10) AND (16) AND CONFIRMATORY ITEM (51):

I TRAINING The River Bend Station training program includes training for operations and maintenance personnel for the operations, preventative maintenance and corrective maintenance of the diesel

. generators. .A discussion of the River Bend Station training program is provided in revised FSAR Section 13.2 (Enclosure 1).

River Bend Station has implemented the Staff's recommendation of providing vendor training, or that equivalent to vendor training, for.the operations and maintenance department personnel (including supervisors). In addition, training for operation of the diesels

'Ls

provided for control room personnel at the plant simulator and

-for all operations personnel by on-the-job training using a qualification card system. FSAR Sections 13.2.1.1.1 Item 6 and Section 13.2.1.1.3 describe the training for operations personnel for the theory of operation, construction, controls and support systems.

To date, three maintenance personnel including one supervisor has received comprehensive vendor training for the diesels consisting of theory of operation, support systems, testing, controls, preventative maintenance and corrective maintenance through complete overhaul. In addition, twenty-two mechanical and electrical maintenance technicians have received training on the diesels consisting of theory of operation, support systems, controls and preventative maintenance.

Vendor retraining, or that equivalent to vendor retraining, for operations and maintenanca personnel is-provided on a continuing basis and provides for r - atenance of proficiency.

II DESIGN PARAMETERS Additional information on the diesel generator design parameters for the most severe ambient conditions that might be experienced at River Bend Station is provided in revised FSAR Section 8.3.1.1.3.6.1.1 and 8.3.1.1.3.6.1.2 (Enclosure 2).

III HPCS DG AUXILIARY-SYSTEMS DRAWINGS Additional information for the HPCS diesel generator auxiliary systems controls, alarms and instrumentation is provided in Enclosure 3. These drawings will be incorporated into the FSAR in a future amendment.

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] ' ' 1 IV 'HPCS DGCWS LEAKAGE 5 Additional information is providediLn revised FSAR Section 9.5.5.2 (Enclosure 4): describing how makeup water may be added to the HPCS Ldiesel generator during long periods of continuous operation.

, i Vi ASME VS. B31.1 lThe interface requirements were provided in.a March 5, 1984 letter from Booker to Denton and is supplemented with additional-

. clarifications as provided in Enclosure 5.

' VI. HPCS DGCWS INHIBITOR Additional information on the type of inhibitor used for the HPCS DGCWS.is provided in revised FSAR Section 9.5.5.2 (Enclosure 6).

VII TEST'AND CALIBRATION PROGRAM The frequency of instrumentation and control test and calibration program for the diesel generator auxiliary systems is provided in-revised response to FSAR Question 430.69 (Enclosure 7).

VIII'DGSS I&C DRAWINGS

-The standby diesel' generator air start system instrumentation and controls diagram is provided in Enclosure 8. These drawings'will be' incorporated into the FSAR in a future amendment.-

- IX- HPCS DGSS FIVE START CAPABILITY Additional information on- the five start capability of the HPCS

'DGSS is provided in revised FSAR Section 9.5.6.1 (Enclosure 9). A graph is provided in Enclosure 10 to show the HPCS DGSS five start capability based on a' Perry factory test report. The extrapolated

' data points were based on a constant pressure drop determined by I

- the mean of the actual test points. 'The constant pressure drop was used to determine the. extrapolated points because the actual pressure drop.would tend to decrease. Thus, the straight line

curve would be conservative. In addition, as stated on FSAR Figure 9.5-4b the minimum recommended cranking pressure at the air-starters"is 100 psig.

X' DUST CONTROL

'In order to protecc electrical contact surfaces, both the standby and HPCS diesel generator control panels are designed in accordance w__-____-__-_--____---_________-______________________-_-_--___-_a

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s withNEMAType1/andwillhavedust-tightgasketeddoors. The

. static excitor cabinets (NEMA Type 3)-will have dust-tight gasketed idoors and filterfequipped louvers for proper cooling and protection of'the field flasher contacts. All starting circuitry relays and contacts.not' contained in dust-tight cabinets or panels as

. described above,'will'have individual dust-tight covers. The.

ventilation air intake for the, diesel generator building and control. room is at el. 118'-0" (see FSAR Figure 1.2-28). This is about 23'-6" above the average plant grade of 94'-6". Ventilation air to each diesel generator control' room (200 cfm) is filtered (see FSAR Figure 9.4-5).- Normal ventilation air (diesel-engine not running) for.each diesel generator room consist.of 2000 cfm

" filtered air that enters from the diesel generator control room and

.1650 cfm_ unfiltered air that enters from outside the building.

EDuring normal plant operation, equipment and personnel access doors are normally kept closed to minimize the entra'nce of dust.

In addition, the diesel generator room floors will be painted as recommended by NUREG/CR-0660.

Combustion air for the diesel. generators is piped directly from

-outside the building. 1 Nun intake is at el.129'-6" - (centerline),

which is 35 feet above the average plant grade of 94'-6". The

combustion -air is filtered, as described in FSAR Section .9.5.8.

Dust control during construction is minimized by water sprinkling or by paving or applying asphalt binders to . construction roads.

Af ter construction exposed tracts of land will be re-seeded to.

promote vegetation where practical. (see Environmental Report Section 4.6.3).

XI -EMERGENCY LIGHTING Additional information is provided in revised FSAR Section 9.5.3 and Figure 9.5-9 (Enclosure 10).-

-I

~XII~ FUEL'0IL STORAGE TANK SEDIMENT Additional information is provided'in revised FSAR Section 9.5.4.3 (Enclosure 11).

XII COMBUSTION AIR INTAKE SENSOR Additional information is provided in revised FSAR Section 9.5.8.5 (Enclosure 12).-

1,.

- 4 5-

XIV FUEL' OIL STORAGE TANK FILL / VENT LINT ENCLOSURES The following references are provided:

(1) , Location / Layout: FSAR_'ig.:1.2-2P F

(2) ' Structural Design of DG Building: FSAR Section 3.8.4.1.5.

~(3) Design of tornado missile barriers: FSAR Section 3.5.3

' XV DIESEL DRIVEN AIR COMPRESSOR Additional information is provided in revised FSAR Section 9.5.6.2.2. (Enclosure 13).

XVI--PRE-LUBE MODIFICATION FSAR FIGURE UPDATE The response to FSAR Question 430.101 is revised to include that

.the FSAR Figure 9.5-5b will be updated to incorporate the modification-described. (Enclosure 14)

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ENCLOSURE 1 4

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,VS' p. Emergency procedures

Radiation monitor malfunctions q.

r. Load rejection transients

s. Malfunctions involving core damage

t. Feedwater and pressure regulation malfunctions

u. Multiple malfunctions with various size LOCA

v. Post-LOCA conditions-

w. Plant hydrostatic test procedure

x. Reactor scrams Y; Gmsnstau Densna. Genesans Orenamous Personnel attending this course include:

1. Shift Supervisor

, 2. Control Operating Foreman

3. Nuclear Control Operator

4. Other - Individuals pursuing NRC licenses will receive this course or its equivalent prior to taking the examination (s).

13.2.1.1.5 Observation Training (A6) - 4 Weeks The observation course is designed to give the cold license

_ candidate access to an operating nucl ear pl ant facility in

) which to gain experience prior to the NRC license examination. The experience is gained by both academic classroom and actual in-plant observation. Current plans are to use Georgia Power Company's Hatch Plant as the principle observation site; however, other plants will be used if the need arises.

Supervision for this portion of the cold license training program will be the responsibility of GSU. The training consists of the following:

1. Routine processing / indoctrination

2. In-plant tours (following classroom reviews)

3. Site tour

4. Systems reviews

5. Equipment arrangements

6. Containment design

7. Control room review Amendment 11 13.2-15 January 1984 g N]

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RBS FSAR

-('N . 81. Specific operating characteristics of the reactor

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and auxiliary system

82. Effects and causes of system changes

83. Fuel handling and core parameters

84. Fuel handling and loading

85. Core loading procedures and limitations

86. Fuel transfer and storage

87. Fuel characteristics

88. Fuel handling personnel requirements

89. Administrative procedures and controls

90. Administrative, procedural, and regulatory items affecting facility operations

91. Design'and operating considerations

92. Facility license considerations ga. Emsessuev Omsst 6a====.m Oranarious n,? Personnel attending this phase consists of those listed in Section 13.2.1.1.4.

13.2.1.1.10 Prelicense Examination (B3)

This service consists of actual written and oral examinations closely adhering to NRC methods and' practices.

These examinations will be completed prior to certification of competency of an individual to the NRC. Examinations are critiqued and reviewed with GSU management as part of this service.

These examinations will be administered by a qualified outside agent experienced in this area.

Personnel participating in thic phase of the training will consist of any license candidate who has not been previously licensed on a commercial reactor.

13.2.1.1.11 Fire Protection Training

\

Fire protection training consists of training in three specific areas:

Amendment 11 13.2-27 January 1984 v

1

. RBS FSAR

() -

13.2.1.3 Training Programs for Nonlicensed Personnel Gjfr.

Professional,. supervisory, and technical persennel receive training necessary to satisfy requirements for their positions. This training will consist of formal classroom p.resentations coupled with on-the-job training. Vendor training will be utilized to provide additional knowledge on specific tasks.

13.2.1.3.1 BWR Technology Training (B7) - Length 4 Weeks This course. provides BWR plant technical and maintenance personnel with the design and operating details of the balance of plant systems at the River Bend Station.

The course will be taught by NUS Corporation (or other training contractor firm). Subject matter includes but is not limited to:

1. Turbine

2. Turbine auxiliary systems

3. Generator

(~ 4. Generator auxiliary systems t)

5. Condensate system (p

6. Feedwater system 7.. Condensate demineralizer system s

8. Auxiliary steam system ,

9. Leak detection system

10. Circulating water system ,

11. Condenser air removal system 12.' Service water systems

13. Feedwater heaters

. 14. Extraction steam system

15. Floor and equipment drain system

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. Maintenance and Technical Training Programs The training programs for Mechanical, Electrical, I&C, Chemistry, and

, Radiation Protection personnel are developed from a job performance task analysis and updated from post training performance feedback.

The exact course content and course length for each discipline will change as a result of that feedback. The approximate general course outlines are as indicated.

Mechanical Maintenance Training

1. Hand Tools

2. Measurement Tools

3. Valves

4. Pumps

5. Air Compressors

6. Bearings

7. Lubrication

8. Boiler Maintenance

9. Resurfacing Techniques

10. Cutting Tools

11. Heat Exchangers ps 12. Print Reading (m,) 13. Piping and Pipe Fittings

14. Shock and Expansion Devices

15. Steam Traps

16. Insulation

17. Centrifugal Pumps

18. Positive Displacement Pumps

19. Coupling and Alignment

%20. Diesa6 THeanv. Comm 6...svecoat Systs.. Paeveurar.. A4n rsu.=ca.

Electrical Maintenance

1. Fundamentals of Electricity a 2. Batteries, Generators and Motors [fwes.uoiwe. Emsaw tv Dihet Go uan=Q ,

3. Transformers and Control Mechanisms

4. A.C. Motor Control Maintenance

5. Breakers

6. Electrical Safety

.7. Cables and Conductors

8. Electrical Test Equipment

9. Electromagnetism

10. Switchgear

11. Special Termination and Penetrations

12. Safety in Electrical Maintenance 7

I&C Technician Training

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1. Mathematics

(-) 2. Mechanics 2; n '

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. -3. Heat Transfer a . i t'~  : -

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4. Chemistry l S. Reactor Technology i Uy4U l 6. Instrument and Control Technology - ' N,, ;Tgj!!;

Electrical Theory

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.' g-s; 73 8. ' Electronic Theory

' 'd , 9. Digital Electronics

10. Troubleshoo' ting

. , 11. Maintenance and Repair

12. Test Equipment

-13. Print Reading ,

14. Analog process control

- :15. Hand tools

16. Radiation detection

17. Plant Specific Training

18. Instrument and Control Devices

19. Procedures Chemistry Technician Training

1. General Chemistry Theory

2. Routine Sampling Requirements

3. Post-Accident Sampling Requirements

4. Photometric Analysis Methods

5. Gravimetric Analysis Methods

6. Volumetric Analysis Methods

7. Specific Ion Probe Analysis Methods

8. Chromatographic Analysis Methods

.9. Radioanalysis Analysis Methods

10. Chemical Process Theory Radiation Protection Technician Training

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1. Atomic Theory

2. Exposure Control

3. Biological Effects of Radiation

4. Survey Requirements .

5. Contamination Control

6. Instrument Calibration

7. Post-Accident Exposure .,

8. Waste Management

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RBS FSAR 8.3.1.1.3.6.1 . Standby Diesel Generators

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8.3.1.1.3.6.1.1 Description Each standby diesel generator is physically independent, located in a building structure designed to withstand earthquakes and to protect 'the standby diesel generators against tornadoes, floods, hurricanes, and tornado-generated missiles (Section 3.8). Within the protected structure, each standby diesel generator, including its associated starting equipment and other auxiliaries, is installed in a separate room of a Seismic Category I building so that an incident at one generator will not physically or electrically involve the others. Each standby diesel generator is provided with a separate missile-protected combustion air intake, room air intake and discharge, and diesel engine exhaust opening.

Seism'ic qualification of the standby diesel generators and associated equipment is discussed in Sections 3.9.2.2A and 3.10A. Cniir;nn:ntal qualifi;;ti:n in dircur :d in Sem-.mu 3.11 oud u tho empersto Enviivumentel Quellfi;&tien 33 Decurent 'EOD). In addition, the standby diesel generators can provide full rated load when subjected to extreme atmospheric conditions, e.g., due to a hurricane or tornado.

The probability of a tornado striking a point on the site is

- low, about once in 3,415 yrs (Section 2.3.1.2.4).

Each standby diesel generator is provided with an independent fuel oil system consisting of a day tank with fuel capacity for 1-hr minimum operation at required load, and one 100 percent capacity Class lE fuel oil transfer pump for automatically filling the day tank from its respective storage tank. One fuel oil storage tank for each standby diesel generator supplies fuel for continuous operation at

its rated capacity for 7 days (Section 9.5.4).

Each standby diesel generator unit is provided with two independent and redundant air starting systems with separately powered air compressors to furnish air for automatic and manual starting. The starting systems for each standby diesel generator includes electrically driven compressors, primary air tanks, reserve air tanks, and necessary gears and valves for cranking the engine. The two starting systems (the HPCS diesel's air compressors are described in Section 8.3.1.1.3.6.2) are arranged so that failure of one will not jeopardize proper operation of the other. Each train of the starting system is capable of at least eight cranking cycles without the assistance of outside power. The time required by each air compressor to Amendment 13 8.3-11 June 1984

RBS FSAR system associated with that generator. Safety-related piping and valves subject to freezing are electrically heat traced and thermally insulated. (:Q The standby diesels for LEGS *EG1A and 1EGS*EGlB are Transamerica Delaval Inc. type DSR 48 and provide 4889 bhp in continuous duty. The synchronous generators were manufactured by Electric Products Divicien Porter.

lPansews PraaLes t- m e. .

The rating of each standby diesel generator is determined from plant design and powe'r requirements ~and has 'the capability to ensure proper starting and operation of all required motor loads without excessive frequency or voltage

drop. The rating of each of the standby diesel generators

! is based on the maximum required coincident loads during the t

unit design basis accident (DBA) in accordance with Regulatory Guide 1.9, except for the HPCS diesel. The i philosophy applicable to the sizing of the HPCS diesel is

defi.ned in Section 8.3.1.1.3.6.2.

The rating of the standby diesel generator sets are as follows:

Standby Standby Diesel Generator Diesel Generator Time 1EGS*EG1A 1EGS*EG1B (hr) 3,500 kW 3,500 kW 8,760 2

(I 3,850 kW 3,850 kW The 8,760-hr rating is on continuous duty under normal maintenance. The diesel generators are capable of supplying 10 percent in excess of their 8,760 hr rating, at rated

, voltage and frequency for any 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> out of any 24 consecutive hours of operation.

j '

Me derating ie required for eperation of the et endby die ==1 RERAct wnW -

generatere fer 2rbient t::peratur:: up t 125 " or for russarA is cabi:nt stacophoric prc: ur : d;wn t; 20.50 in. "g ab;;1ute

, 1(10.1 prin).

3 The standby generator and the' 4.16-kV preferred station 4 service system are manually synchronized during periodic testing or upon restoration of preferred power. If any safety-related switching equipment fails to operate i automatically, manual operation is possible, remotely in the

main control room or at the standby diesel generator control l room. Except for sensors and other equipment that must be

! directly mounted on the engine or associated piping, the 1 controls and monitoring instrumentation are installed on

. free-standing floor-mounted panels located in a vibration-free floor area.

(-;,_!.

Amendment 13 8.3-12 June 1984 MV i

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p--

l _i INSERT A The standby diesel generators are specified to provide their rated output for combustion air temperatures ranging from 2'F to 110 F.'

No derating is required.for ambient atmospheric pressures

'down.to 20.58 inches Hg - absolute (10.1 psia).: Humidity extremes are not expected to affect the pperation of the standby _ diesel generators since the intake air is compressed and heated in the turbochargers-prior to entering the engines.

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~ sik Ihe standby diesel generators are capable of running 99 unloaded for 7 days without degrading the performance or reliability of the engine. The manufacturer has demonstrated this capability with a special no load endurance test.

8.3.1.1.3.6.2 High Pressure Core Spray Power Supply System 8.3.1.1.3.6.2.1 Description Fig. 8.3-3 shows the HPCS power system (Division III)

. simplified one-line diagram electrical arrangement, power l distribution, protective relaying, and instruEentation for

,1 the HPCS power system.

The HPCS power supply system is self-contained except for

the initiation signal source and access to the preferred source of offsite power through the plant ac power distribution system. It has a dedicated diesel generator, lE22*S001G1C and is operable as an isolated system

, independent of electrical connection to any other system.

The HPCS diesel IE21*S001G1C is a Stewart and Stavenson EMD 20645-E4, 20-cylinder vee type. It provides 3600 bhp in continuous duty. The synchronous generator was manufactured

', by Ideal. This SM-100 model has an 8,760-hr rating of 7s g

2600 kW, and a 2,000-hr rating of 2850 kW.

. Seismic qualification of the HPCS diesel generator and associated equipment is discussed in Section 3.9.2.2B and 33 i "It58rs A s 3.10B. 3 "..cic nn ntal qu;11fi :ti:n i: dic:urred in Errtien 2.11 2nd in the :;2rzt Er/ir:nz::t:1 ^u:lific ticr.

r: urent 'E^r).

The standby auxiliary equipment such as heaters, air j compressor, and battery charger are supplied from the same power source as the HPCS motor.

i Voltage and frequency of the HPCS diesel generator is compatible with that available from the plant ac power system. .

! The HPCS diesel generator has the capability to restore l power quickly to the HPCS bus in the event offsite power is unavailable and to provide all required power for the startup and operation of the HPCS system. The HPCS diesel generator starts automatically 1x1 a LOCA signal from the plant protection system or the HPCS supply bus undervoltage, and will be automatically connected to the HPCS bus when the c

plant preferred ac power- supply. is not available. The g Amendment 13 8.3-15 June 1984 5

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, In addition, the HPCS diesel genera' tor can provide full rated load when subjected.to extreme atmospheric conditions. No de-rating is required for operation in ambient temperatures up to 120 F, a relative humidity of 90% and~an atmospheric

-pressure down to 28.25 inches Hg. Low combustion air temperatures do not affect the operability of the HPCS diesel generator-since the intake air is compressed and_ heated in the turbo-charger prior to entering the engine .

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RBS FSAR w continuous operation at full rated load. Any loss of water

' is noticed through routine checks of the standpipe sight glass. Jacket water low level is alarmed in the standby diesel generator control room, and activates a common 13 trouble alarm in the main control room to alert the operator of abnormal conditions. Makeup water, if needed, is

' provided from the makeup water nystem (Section 9.2.3 and Figure 9.2-3b). 4 The HPCS DGCWSisacompletelysekf-containedclosedloop, l 13 with an expansion tank. The DGCWS can be vented to ensure that the entire system is filled with water. Surfaces of l8 vent lines in contact with water will resist corrosion because the water used is demineralized and treated. Each 18 time the engine is run all parts of the cooling system are wetted with inhibitor that provides a protective coating inside the pipes. Running the engine once a month will 2 provide adequate corrosion protection, and no decrease in cooling system. life is anticipated. This design precludes

-piping exposure to air and its associated corrosion.

a bomte - ni4cile The HPCS cooling water system provides a total cooling water capacity of approximately 318 gallons which is adequate to maintain the required pump NPSH. The system does not require makeup water unless it is lost through seepage, 11 4 52 leakage, or the pressure relief cap. Any loss of water is dm3 7 noticed through routine checks of the expansion tank sight 6

ehWJ.an er V glass andt is manually replaced when necessary through the g,heth filler opening at the top of the expansion tank. Howeseek, genenders makeup needs are anticipated for seven days continuous peration of the HPCS diesel engine at full rated load. *H 2___axneer A The HPCS diesel generator cooling water system has a built-in provision to assure all components and piping are l completely filled with water by having two system high point l vents, one. coming off the manifold, and the other coming off

the water side of the lube oil cooler. These high point vents are attached directly to the cooling water expansion 7 tank to maintain the closed system. In addition, there is a low positive pressure in the system from the engine driven water circulating pump, which helps drive out any entrapped l

air in the system. Thus, the air is purged from the system

! piping once the engine is running and attains rated speed.

The venting of air from the cooling water system does not

delay the starting of the diesel generator.

Upon a cold start, if any air is pushed out of the manifold, 11 before it can be vented to the expansion tank, it travels to the top of the lube oil cooler where a second line vents to j Amendment 13 9.5-24a June 1984

.- __. .. y. - - - - . , , _ . , , , . - . - - - , . , , + , - - . - , - . . - -

- INSERT A 1

In.the event that continous operation exceeds seven' days and cooling water is'needed, the makeup water may be added by a pressurized source connecting to the cooling water drain connection (Fig. 9.5-3b).

Makeup cooling water is added slowly to the cooling water system to

. avoid thermal shock.

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ENCLOSURE 5

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. .x ASME'SECTION 'III. ~_CEASS '3 vs. ANSI B31.1

~-

'The HPCS Diesel Generator auxiliary systems have been designed as"

- described in FSAR text Section 9.5 and Table 3.2-1. Specifically, the components and piping systems are ' designated Seismic Category I and

.y .are designed.either to ASME Section III Class 3 or ANSI B31.1 l

, requirements. Utilization of the codes described above meets -

Regualtory Guide 1.26 which requires the design and associated quality

^

requirements be based on the importance to safety of the plant. There are fewctechnical differences between ANSI B31.1 and ASME Section III, Class ~3 as reflected in the following table. Specifying all safety

~ class auxiliaries as Seismic Category I and requiring qualification and pre-operational. testing further reduces these differences.

Conservative design pressures were utilized in the auxiliary systems piping design. Verification that correct piping and component materials were'used (material certification) during the' manufacturing

process should eliminate the need for actual mill test reports for piping.' The discussion following the P.able specifically delineates the differences between the two codes and River . Bend Station's

~

~ specific design for each of the diesel engine auxiliary systems.

RBS considers that an acceptable alternative, which provides an equivalent level of design and quality as ASME Section III Class 3

, requirements, has been provided in its HPCS diesel geiterator auxiliary systems design.

~

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ASME Section III, Class 3 ANSI B31.1

- 1)' Requires _ASME materials 1) Requires only material certi-and mill test reports for fications.

piping.

2) Requires. seismic design in 2) Requires design for pressure,

. addition to the B31.1 re- temperature, and normal operating -

l

' quirements. loads. *

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3) Requires liquid penetrant - 3) Requires only visual'inspec- -.A i

examination for welds over tion of welds for design **

J4" IPS. pressure and temperatures of

, +he auxiliaries.

o I4)' Requires-hydrostatictest

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4) Requires initial service leak

g. , to 1.25 x design pressure. test.

>The diesel generator auxiliaries'are separated into three different

. .. 1 segments for design and manufacture, as described in FSAR Section 9.5.

h .. a) ' The auxiliaries that are supplied as a part of the diesel engine

' skid and' diesel starting air skid.

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,, b) The fuel oil storage tanks and day tanks (provided by a' tank I g g ' fabricator). ,

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- c) The piping that connects the DSA skid with the engine skid, fuel , - -- .?

' L'{Ui' oil storage tanks and day tank to the engine skid, thelcooling- '

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service water 'to 'the cooling water heat exchanger and the diesel- .

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A discussion of each segment follows:

a) Diesel Engine and Diesel Starting Air (DSA) Skid The engine-mounted piping and components of the fuel oil, engine cooling water (except heat exchangers - ASME Section III, Class

~ _ 3), starting air and lubricating oil systems arei seismically qualified to Seismic Category I requirements as part of the diesel

-engine skid. These systems, furnished with the engine, are the standard systems developed by the engine manufacturer in accordance with DEMA standards, and have a long history of service and reliability. These systems, piping, and components, are designed, fabricated, inspected, installed, examined, and tested in accordance with the guidelines and requirements of ASNI B31.1.

'It should be also noted that it is not possible to obtain all auxiliary components to ASME Section III, Class 3 requirements.

For example, the diesel oil pump, lubricating oil pump, filters

, and flex hoses could not be purchased to ASME Section III, Class 3, since they are unique to engine component manufacturers, which do not manufacture to ASME Section III, Class 3 requirements.

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For the engine skid and DSA-skid, the technical differences

~s between ANSI B31.1 and ASME Section III, Class 3 are reduced by the specification of Seismic Category I and RBS's intent to perform a system pressure test in accordance with the hydrostatic test parameters specified in ASME Section III, Class 3. The technical differences are delineated in the following paragraph, formatted consistent with the above table. (Technical differences are distinguised from the Section III, Class 3 administrative requirements in that a technical difference will result in a' difference in construction, whereas an administrative requirement provides additional paper evidence the work was done in accordance  ;-

with the Code.,)

1) By invoking ANSI B31.1, RBS has received material certification (certificates of compliance) for the skid-mounted piping components and piping. Mill test reports for piping as required by ASME Section III cannot be obtained.

2) By specifying the skids to be Seismic Category I, the skids and auxiliaries on them will withstand a seismic event.

3) The only piping on the diesel engine skids that is over 4" are ,,

, the 6" lines between the cooling water heat exchanger, expansion ,,

tank, and engine block. These have not been liquid penetrant .

examined, but will be prior,to preoperational testing. ('

F*s '

4) The engine auxiliary systems will be at operating pressure'for ,' .

a considerable peried of time throughout plant startup testing and V.^ A .C' "

, thus, will provide a good test of their leak tightness before the,  :; gg

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systems are put into operation. Because of the overspecified design pressure of the components and piping, the chance for leakage at other than mechanical joints is low. The expansion tank will be hydrostatically tested at 1.5 times its design pressure.

b) Diesel Oil Storage Tank, Day Tank Supplied by Fabricator These components are ASME Section III, Class 3. ,

' c) Piping and Components Connecting Skids The fuel oil piping up to the diesel engine skid, and the cooling water system's piping and components up to the diesel engine heat exchanger, are designed, fabricated, inspected, installed, examined, and tested in accordance with ASME Section III, Class 3 requirements.

The piping connecting the diesel fuel oil storage tank and day tank, is ASME Section III, Class 3. The piping connecting the DSA skid to the engine skid are designed, fabricated,. inspected, installed, examined;and tested in accordance with' ANSI B31.1 and is designated Seismic Category I. Performance of hydrostatic testing to 1.5 times design pressure will also be accomplished

, during onsite testing of the auxiliary systems.

Essential components of the starting air system are' designed in accordance with the requirements of Section III of the ASME Code.

The system is classified Safety Class 3 and Seismic Category I from the check valve upstream of the reciever tanks.

.Theairintakeandexhaustsystem,7 including c;- f:r the crankcase vent lines and exhaust silencers is also classified Seismic' Category I Safety Class 3. Piping and components up to the diesel engine

.5 interface, are designed in accordance with ASME Section III Glass 3 5 ,7/-'./

requirements. For both systems, the tir: et :ptr ting pr:::::: 't>2?l5Y during preoperational testing will be 2: If'^1; *^ ^"rrre 1^ 2h equivalent. 66 ad ;;;Id ::: i during sp::: tion at th: high:r, hut chart:r dur: tic: t :t t i. : cf 10 rinut:: ::quir:d by ASME Section III, ,

Class 3. Therefore, the technical differences between ANSI B31.1 and ASME Section III, Class 3 are largely closed.

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' ENCLOSURE 6 e

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6

RBS FSAR as continuous operation at full rated load. Any loss of water

^ is noticed through routine checks of the standpipe sight glass. Jacket water -low level is alarmed in the standby diesel generator control room, and activates a common is

- trouble alarm in the main control room to alert the operator of abnormal conditions. Makeup water, if needed, is provided from the makeup water system (Section 9.2.3 and

' Figure 9.2-3b).

The HPCS DGCWS is a completely self-contained closed loop, l 13 with an expansion tank. The DGCWS can be vented to ensure that the entire system is filled with water. Surfaces of l3 vent lines in contact with water will resist corrosion because the water used is demineralized and treated. Each time the engine is run all parts of the cooling system are 18 wetted with inhibitor that provides a protective coating inside the pipes. Running the engine once a month will J provide adequate corrosion protection, and no decrease in cooling system. life is anticipated. This design precludes

-piping exposure to air and its associated corrosion.

a bonate - ni4 rife The HPCS cooling water system provides a total cooling water capacity of approximately 318 gallons which is adequate to maintain the required pump NPSH. The system does not require makeup water unless it is lost through seepage, 11

.:f- leakage, or the pressure relief cap. Any loss of water is 5.y d 3,4 7 noticed through routine checks of the expansion tank sight ehdWsan d andt is manually replaced when necessary through the mdsel'{Pglass filler opening at the top of the expansion tank. Hewesee, genen6kes; No makeup needs are anticipated for seven days continuous 8peration of the HPCS diesel engine at full rated load. *P t___IM5etT A The HPCS diesel generator cooling water system has a built-in provision to assure all components and piping are completely filled with water by having two system high point vents, one. coming off the manifold, and the other coming off the water side of the lube oil cooler. These high point vents are attached directly to the cooling water expansion 7 tank to maintain the closed system. In addition, there is a low positive pressure in the system from the engine driven water circulating pump, which helps drive out any entrapped air in the system. Thus, the air'is purged from the system

. piping once the engine is running and attains rated speed.

'The venting of air from the cooling water system does not delay the starting of the diesel generator.

Upon a cold start, if any air is pushed out of the manifold, 11 before it can be vented to the expansion tank, it travels to the top of the lube oil cooler where a second line vents to

/y Amendment 13 9.5-24a June 1984 U i

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• s INSERT A

'In the event that continous operation exceeds seven days and cooling water is needed, the makeup water may be added by a pressurized source connecting to the cooling water drain connection (Fig.'9.5-3b).

Makeup cooling water is added slowly to the cooling water system to avoid thermal' shock.

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4 ENCLOSURE 7

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.- s RBS FSAR

>p%

Ty QUESTION 430.69 (9.5.4)

Provide a discussion of the testing of the diesel generator fuel oil storage and transfer system controls and instrumentation necessary to maintain and assure a highly reliable system. Define what is meant by " periodically" as it relates to testing of controls and instrumentation.

RESPONSE

The response to this request is provided in revised s Section 9.5.4.4.

Additionally, control logic for the diesel generator standby power support systems (fuel oil storage and transfer, cooling water, starting, lubrication, and combustion air intake and exhaust systems) is discussed in Section 7.3.1.1.11. The standby and HPCS diesel generator protection systems are described in Sections 8.3.1.1.4.1 and 8.3.1.1.4.2, respectively. These sections identify those instruments and controls located in the diesel generator control room and in the main control room.

Design criteria and regulatory requirements for calibration, h 1.22, setpoint selection, and minimum testing (e.g., Regulatory 93 GuidesN1.108 and 1.118) of Class 1E portlons of the standby 1.8, power support systems are identified in Sections 47.1.2, 7.3.2, 8.1, and 8.3.1. =a P e r i ~' i- alibration and surveillance of the control and protect [ ion systems for standby power support systems will be included in the plant operating procedures. The logic testing will include simulation of abnormal conditions for which the system is required to generate signals, i.e low water temperature, high pressure setpoints, etc.

These signals are shown on Figures 7.3-15, 7.3-16, 7.3-17, 7.3-23 sheets 17 through 28 and 8.3-12. @

4 D,ft cALioPariou TEST AMO SOR.vEILI.AMcES LulLL GE c.on oce. Ten AT m rninimum Evee.y EltaurcEM b8) inonrus . Mont Paceveur TTST Awo sueveu.aucts snar se coucocTED As oteMED NEc tss*R./ *ba vue sncstg zusTsumruvnviou ouo coureos.5 i't Amendment 11 Q&R 9.5-11 January 1984 h

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ENCLOSURE 8

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ENCLOSURE 9

m RBS FSAR s

p 3. The DGSS is designed so that a single failure of any active or passive component, assuming a loss of offsite power, cannot result in the loss of more than one diesel generator starting system train.

4. Piping which forms integral part of the diesel engine is designed in accordance with ANSI Piping Code B31.1. The remainder of the piping is designed in accordance with ASME III, Class 3. The air receivers associated with the DGSS are designed and constructed in accordance with the requirements of ASME Code,Section III, Class 3.

! 5. Each redundant DGSS train is capable of providing the standby diesel generator with eight starts (five of them are 10 see starts) from two air receivers without recharging the associated air receivers.

6. The HPCS diesel generator air start subsystem has 11 sufficient capacity to start the diesel generator within 10 seconds five times without recharging, l1 s when operated in its normal configuration using both redundant trains through all air start motors, and when initially charged to 46G psig. The cir

tart cycter h:2 cufficient cir cupply t et2rt the is

@ engin: three tir r 215 prig.

t re icar p :: ur At this pressure the diesel-driven air cf compressor is automatically operated to replenish the air supply to 250 psig.

7. The DGSS will be evaluated for the consequences of moderate energy line breaks in accordance with the guidelines given in Section 3.6. The moderate ,

energy lines installed in the diesel generator room are the air start piping and components, and the

~

standby service water piping and components. There are no high energy lines which could affect the system.

9.5.6.2 System Description 9.5.6.2.1 Standby Diesel Generators Each DGSS for each standby diesel' generator consists of the following major components and associated piping, valves, and controls:

?

1. Two starting air compressors (nonsafety-related)

Amendment 13 9.5-27 June 1984 e

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8 Extrapolated data points are based on the starting curve _ _

trend. Five starts: beginning pressure 215 psi ending pressure 152 psi

Reference:

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ENCLOSURE 10

v 4- m , RBS FSAR indicating instruments. Battery cells are checked .:@">,

periodically for_ voltage and specific- gravity, while %T

<- redundant power supplies.are isolated for testing to ensure

that one does not mask-the deficiency of the other. The evacuation alarm signal _is tested periodically in accordance with normal station procedures. -

i- 9.5.3 . Lighting Systems Lighting systems described 'in-tthis section include both normal and emergency lighting systems.

g 9.5.3.1. Design Bases yggy,g g44n T .The station. lighting sy ems panel roomslighting with power-provide supplied from normal and standby ac sources or from an uninterruptible. power ystem and battery pack systems.

During normal operatio , all lighting is supplied from the S normal buses, except r 20 percent of the light fixtures in 33 idue main control room, which are normally connected to, a standby bus derived from the standby diesel generators. The i

loss of offsite power does-not_ affect t_heaormal-lighting

.s . system. . The station lighting systems are designed under the fo'llowing bases:

station lighting systems provide lighting a

1. The .

intensities at levels recommended by the Ad7 '

Illuminating Engineering Society and in accordance

- with current OSHA requirements.

2. Lighting fixtures are selected with due consideration for environmental conditions and ease of maintenance. .

. Fluorescent lamps are used for general lighting j throughout the plant with the following exceptions.

Incandescent lamps are the only type used within

. the containment,_ and in certain areas of the 3 auxiliary, radwaste, and fuel buildings, and in the condensate ~demineralizer area. Some special e quartz-incandescent fixtures are used in the fuel

! pool and the surrounding area. High-pressure sodium (HPS) lamps .are used for high-bay, medium-bay, and roadway lighting. The illumination

< level and type-of fixture to be used in vital and hazardous areas where emergency lighting is needed

. .for safe shutdown of the reactor or the evacuation of personnel in the event of an accident are listed in Table 9.5-2. l s l 3. Safety ac lighting, . supplied from the normal uninterruptible power system, is provided for Amendment 11 9.5-14 January 1984

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• s RBS FSAR I The battery packs are designed to sustain the

. ~ 'G(f; 7 illumination level for a period of 8 hr.

\

9.5.3.2 System Description

, Outdoor area lightins is controlled 'by light-sensing devices. High-pressure s' odium fixtures are used for general yard and roadway ilighting. They are supplied by 240-V or l 480-V ac, single-phase power. Fluorescent and incandescent fixtures are supplied by l'0-V/240-V 2 ac, single-phase ,

3-wire power. The station lighting systems are divided into three systems (Fig. 9.5-9): '

1. Station lighting System 1 (normal) receives power from the " normal service buses of the station f service ac -power distribution system described in Section 8.3.1. .

l , oppresarmlsly 60 percenf #

In the main control room, the normal ac lighting l 11 I system feeds : .nually centrolled bachup  ::

li;htin; cub:yrter with apprcnimatcly-20 percent of

, ' Auener:zo percent eFee ythe main control room lighting f xtures. These W ixtures7[!:r 5 manually transfe to one of the 4wo available Class 1E bus 9s supplied _ by a standby 5 it diesel generator, which cen furnish power for up to

1. 7 days, er te-2 ncn-Cl:25 1E =curce of pouc 9. It

!-  ?

is normally connected'to en: F-i) i.

Of theg Divisio a XClass1Ebusee.f3.

l 2. Station lighting System 2 ( s af e'ty' ac lighting) _l5 receives power from the normal uninterruptible

power supply (UPS) syst,em and is confined to the main control room. Twenty percent of the total fixtures-in the main. control room are pupplied from System 2.

3. Station lighting System 3 (emergency de) receives power from the local battery packs, which are j normally fed .from the normal ac system. Local i battery packs"are installed in~the following areas

, as indicated in Table 9.5-2:

! s

, a. Main control room (e9 recs)

)

[ b. Standby diesel generator building ,

I

c. Class 1E switchgear r'ooms

d. Standby service water pump hottse 3, I e. Class 1E' battery rooms

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!- a RBS FSAR I.

f 23 h. Means of egress and building exits. G

C+

j 2: The main control room and remote shutdown panels are the

! s only areas requiring continuous lighting in excess of 8 hrs, which is.provided as described above.

l-

{' -In . case of failure of the normal ac lighting system, exit i> signs and means of egress throughout the station are

! s illuminated by System 3. In the event of failure of the

,' normal ac lighting system and' a loss of offsite power, portable lighting (battery-powered lanterns) is available 1 for all areas of the plant.

I I 9.5.3.3 Safety Evaluation l .In all Seismic Category I structures, the lighting fixtures i and conduits are seismically supported. In the main control

[ room, they are seismically supported in accordance with n structural requirements for control room design: lighting 1: over. the main control and computer areas is supplied from a

' All ceiling lighting and fixtures are the

louvre.

s fluorescent strip type and are securely mounted above and independent of the louvres. The remaining areas are illuminated by recessed fluorescent fixtures in an

' acoustical suspended ceiling. The fixtures are double suspended, i.e., from the suspended ceiling and from the g3 structure. ys I All battery packs are a sealed type and are seismically

, supported. These battery packs are designed to give sustained. illumination for 8 hr following a loss of normal p wer.

33 -6. He e.nf,..I room 1 @ fig syder .

13 ] Beeeuse "Ehe remote shutdown panel rooms O percent of the main control room fixtures are connected to a Class 1E l bus,{pecialdesignconsiderationshavebeenmad. From the the j_ -

Class 1E bus to 2nd including the power receptacle, circuit is designed as , Class 1E with two independent 33

overcurrent protection devices installed in the circuit to 4 ensure protection , of the Class 1E portion of the circuitstL,]45EET A From and. including the lug, it is treated as a non-Class 1E system, with additiona safety protection as follows:

recepto6cle crul i 1. The transformer load is limited to 75 percent of i its maximum rating.

i i-

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l. Amendment 13 9.5-16 June 1984

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INSERT A-i

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The Class'1E portion of the-lighting circuit is installed as are other Class 1E circuits, using Class IE cab)es installed in seismically-supported conduit. Under any DBE condition, the Class.lE} power supply will remain l operable.' The ncn-Class lE, portions, such as.the receptacles, cables and. racewa.rs, are also seismically supported to remain in place and available:after.a DBE. The light fixtures

-are seismically' installed.and utilize lamp slips to ensure their availability under DBE conditions. The lighting a jtransformer and lighting panelboard are seismically qualified

?will,=therefore,. remain available'to furnish' Class.1E power O to this portion _of the main control room lighting system

., [.under DBE conditions.

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'RBS FSAR f3( 1. Sufficient -thickness has been included in the

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, b) Piping not buried is protected by a zinc-rich

, primer and a polyurethane finish coat.

3. The exterior surface of the storage tank is shot

_ blasted in accordance with the Steel Structure Painting Council (SSPC) standard SPG'*). The

, surface is then coated with zinc-rich epoxy primer followed by .a top coat of coal tar epoxy that conforms to the SSPC-pal standard'58

4. The storage tank is located in a dry sand-filled, concrete vault and is not exposed to groundwater.

5. A' diesel fuel oil stabilizer, such as SDI-35, is

-. added to the fuel oil storage tanks' to prevent

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oxidation of the fuel oil and the formation of gums

. and tars that could plug fuel lines. The water emulsifier component of SDI-35 keeps any water

. contamination suspended in the fuel oil and

_ prevents it from settling out in the bottom of the tank. SDI-35 also contains agents to prevent 18 internal storage tank corrosion and biotic growth in the fuel. -

6. The tanks are kept normally full to minimize air contact.with tank surfaces.

The fuel oil 'f'o rwa'rding filters described in Section 9.5.4.2.3 are designed to remove any sediment that 3 might be stirred up during_ refueling. ,

Plant operating procedures require staggered refill of the diesel fuel oil storage tanks. end, the following considerations when filling durin'g required diesel generator operation. The day tank is verified to be full prior to 33 refilling its associated fuel oil storage tank. Refill i:

et : ::ntr:lled ret: t mini =i : turbulen:: in th: ter:ge t:nh 2nd i: initinted in rufficient tire t 211:. rufficient

ttle.;;..t prier t refilling the next tenh. Confirmation r Amendment 13 9.5-21 June 1984 d

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. INSERT A Refilling-of one standby diesel generator-fuel oil storage tank will

~ begin after 72 hours8.333333e-4 days <br />0.02 hours <br />1.190476e-4 weeks <br />2.7396e-5 months <br /> of continuous diesel generator operation.

~

Refilling of the second diesel generator fuel oil storage tank will e gin after 96 hours0.00111 days <br />0.0267 hours <br />1.587302e-4 weeks <br />3.6528e-5 months <br /> of continuous. diesel generator operation. Refill b'

is at~a controlled rate to minimize turbulence in the storage. tank and

-is. completed in-time to. allow sufficient settlement prior to refilling the next tank.. In' addition, the procedures' require i

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ENCLOSURE 12 i

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() (temperature, humidity, actual demands were placed on the system.

etc) that would be expected if Periodic surveillance testing and inservice inspection programs for the DGCAIES components, instrumentation ,

controls and alarms are in accordance with Regulatory Guide 1.108, Revision 1, and engine manufacturer ,5 recommendations. .

The system is designed so that testing can be accomplished on a diesel generator with the plant in normal operation or shut down without impairing the reliability or redundancy of the remaining diesel generators.

9.5.~8.5 Instrumentation Requirements hkeu belween Oc -Ivded=<qer and 4he sa4'ae c3Gadee head) '

Control panels located in each diesel gererator control room accommodate instruments and controls for operation of the diesel generator combustion air intake)and exhaust system.

Combustion air intake manifold pressure hnd crankcase vent pressure indicators are provided (tchen beturen the turbocharger end-th; engine). Exhaust stack and cylinder a exhaust port temperature indicators are also provided.

TuSEET A For the standby diesel generators, a high crankcase vent

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pressure condition automatically trips the diesel engine in all operating modes, except during engine startup or an emergency operation. The HPCS diesel generate- does not have an automatic high crankcase vent pressure trip, but can be tripped manually either from the main control room or the HPCS diesel generator control panel (after receipt of the alarm).

A high crankcase vent pressure condition for each of the diesel generators in any operational mode also activates a trouble alarm on the main control room panel and on the diesel generator control panel. Diesel generator protective ls functions are further discussed in Section 8.3.1.1.4. I Indications of DGCAIES system conditions alert the operator to the possible need for system maintenance. There are no s

annunciated alarms for the combustion air intake and exhaust system for which the operator must take action.

9.5.9 Storage of Gases Under Pressure The storage of gases under pressure is required for routino operation of the power plant.

Amendment 5 9.5-43 August 1982 O

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at'the engine control panels locatedLin each diesel generator control room. -Low pressure measured by the intake manifold pressure sensor provides an indication of turbocharger malfunction or intake air filter clogging.

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( ). in the distributors causes spool valves to engage and follow 50/ the profile of the air starting cams on the ends of the camshaft. The cam profiles are so designed that at least one spool valve is always in position to emit a pilot signal to the proper cylinder, causing that cylinder's air starting valve to admit 250 psig air into the combustion chamber, forcing the piston down to rotate the crankshaft. As the engine rotates, timed and sequenced pilot air signals are emitted, starting 5 deg before top dead center and ending at 115 deg after top dead center. When the starting signal is cut off, the spool valves lift off the cam.

9.5.6.2.2 HPCS' Diesel Generator The DGSS for the 'HPCS diesel generator consists of the following major components and the associated piping, valves, and controls:  ;

1. Two starting air compressors

2. Two starting air dryers

3. Two starting air receivers'(64 cu ft each)

4. Two starting air motors.

((%,) There are two independent air starting systems. The air supply system contains one receiver in each redundant system. Each system has one air compressor for charging air into the air receivers. One of the air compressors is electric motor driven and the other is diesel engine driven.

1. The electric motor-driven air compressor is powered from the HPCS bus. It is automatically started when the air pressure in the receiver drops below 225 psig and shuts off when the air pressure 31 reaches 250 psig.

2. The diesel-driven air compressor is air-cooled and supplied by a 2 1/2-gallon, engine-mounted, fuel tank. It is automatically started when the air pressure in the receiver drops below 215 psig and shuts off when the air pressure reaches 250 psig.

The exhaust for the engine discharges to atmosphere within the HPCS DG exhaust silencer missile enclosure.

The air supply train with a diesel-driven air compressor l18 thus provides a backup for the electric motor-driven air compressor train.4 Additional discussion of instrumentation lts Amendment 13 9.5-29 June 1984 G

b The ddsel - dnveu o i r- compreno" IS Shr+ed b90 12 5 VOC rnofor- t.o hich a connected 40 4he 125 VDC Sbn db bus C and associo4ed baNery. chc4 qeN [58= 8.3-N.

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() QUESTION 430.101 (9.5.7)

In section 9.5.7.2, you discuss the HPCS diesel generator

. soak back. pump, and state that this pump is used to pre-lube

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i

.the HPCS diesel engine. Expand your discussion of this pump and its function to demonstrate that'the entire engine has ,

adequate pre-lubrication. Use P& ids, and/or any other l drawings and diagrams, as required, to demonstrate there is '

adequate pre-lubrication.

i RESPONSE i The response to this request is provided in revised s Section 9.5.7.2 and Fig. 9.5-5b.

A description of the automatic' prelube modifications is .

consistent with LRG-II Item 1-PSB is provided below.-(D The HPCS lube oil system piping and connections will be modified to implement diesel manufacturer's recommendation  !

MI-9644. Lube oil flows to the preheat system and to the turbocharger will be separated. The ac- motor-driven circulating pump will provide 6 gpm flow to the preheat system and the VDC motor-driven soakback pump will provide 3 gpm flow to the turbocharger. Both of these pumps will have the capability to operate continuously. Vent lines Or with orifices will be added to the lube oil filter and lube oil cooler to bleed off any entrapped air and the vents will-is be connected to the engine camshaft housing to discharge any oil flows back to the engine. A vent will also be added to the . lube oil cooler discharge pipe- to prevent a siphon effect that would draw oil out of the cooler into the engine strainer box. Two new sight glasses will be added for '

visual monitoring of the oil level during standby.

In addition, the cooler discharge pipe will be changed to form an inverted U connection to the oil strainer tank. An additional piping connection will be made from-the bottom of the cooler to the pressure pump discharge line through a check valve and then to the gallery. This will flood the main oil gallery that supplies oil to the main bearing, the accessory drive, the turbo, and the top deck. This will minimize the time for oil to reach these components during a fast start, as well as maintain lubrication of the main bearings. -

. O FS A E Fi be; reviseo To~ wcorpo d e Me.

mods'%g4 .n'o9.3n -56 w' ell beloa) by Movember MN .

s dEschbed Amendment 13 Q&R 9.5-43 June 1984 O

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