View source for 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

{{Adams
| number = ML20098H202
| issue date = 08/21/1984
| title = 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
| author name = Booker J
| author affiliation = GULF STATES UTILITIES CO.
| addressee name = Denton H
| addressee affiliation = NRC OFFICE OF NUCLEAR REACTOR REGULATION (NRR)
| docket = 05000458
| license number = 
| contact person = 
| document report number = RBG-18-698, NUDOCS 8409120154
| document type = CORRESPONDENCE-LETTERS, INCOMING CORRESPONDENCE, UTILITY TO NRC
| page count = 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 {{letter dated|date=March 5, 1984|text=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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RBS FSAR
    ,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
 \-)          ,
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
                                                                                                ~
                        ^* 16. AC electrical distribution                   ,
                                                                                                                /
()               Amendment 11          -        13.2-32                  January 1984             ,
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4 Insert for Page 13.2-32 J(( }
                         . 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 '
                                                                                                                                ~^ L,'*:
               .                 -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
: 7.                                                                                       /s Jg w      n ,d c cfir s
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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
([$
: 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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1 g- 4 ENCLOSURE 2

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 hours 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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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
2

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       'l e INSERT A
     ,              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

__              n . . . . . . . . . _ . . . -                           .                                  .              ,                s          -
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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.
                                                                        ~
                                                                                                                      ~
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.                    *
                    ~
: 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
                                                     ~
                                                                                     ~
: 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).                                           ,
7
                                       ~
                                               - 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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,           .Mn,                  &                    ' engine air intake and exhaust.                                                                     .     .
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  ..~             . . . . .          .m_..                           . _     .   .                                     . . _ . . . . . .
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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.
     .k                           '
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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                    '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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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 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:==
'VPF 5244-55-1 (Perry factory test report) s e 6
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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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       . ~ '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
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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            ,
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: c. Class 1E switchgear r'ooms
: d. Standby service water pump hottse                                3, I                                      e. Class 1E' battery rooms
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f         23                    h.       Means of egress and building exits.                             G
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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.
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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
              <S                        design of this carbon steel tank to allow for the
                                       .1/8 in'of corrosion expected over a 40-yr period.
: 2. System piping        is    protected    against corrosion as follows:
a)     Buried piping        is_ coated with coal tar enamel that conforms to the American              Water   Works Association Standard C203ca>        ,
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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 hours of continuous diesel generator operation.
                                                               ~
Refilling of the second diesel generator fuel oil storage tank will e gin after 96 hours 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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RBS FSAR
()               (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
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I RBS FSAR                                            '
()       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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          .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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