ML18037A018

Control of Heavy Loads at Nine Mile Point Unit 2.

ML18037A018
Person / Time
Site:	Nine Mile Point
Issue date:	07/10/1984
From:	STONE & WEBSTER, INC.
To:
Shared Package
ML17054A875	List: ML17054A874 ML18037A018
References
REF-GTECI-A-36, REF-GTECI-SF, RTR-NUREG-0612, RTR-NUREG-612, TASK-A-36, TASK-OR 12177, NUDOCS 8407130187
Download: ML18037A018 (548)

Text

J.O.No.12177 THE CONTROL OF HEAVY LOADS AT NINE MILE POINT UNIT 2 DOCKET NO.50-410 8407i30i87 8407fo ADaCV OSaOa4~0 A.PDR I I Nine Mile Point Unit 2 TABLE OF CONTENTS Section Title INTRODUCTION t BASIS OF REVIEW', RESULTS OF REVIEW HAZARD ELIMINATION TABLE LIST OF FIGURES LIFTING DEVICES'acae l-l 2-1 3-1 5-1 6-1 8.1 8.2 8'8.4 VERIFICATION OF TESTING, INSPECTION, AND MAINTENANCE VERIFICATION OF CRANE DESIGN Introduction Differences Between Unit 2 Design and NUREG 0554 RBPC Ioss of Power and Failure Modes and Effects Analysis Cranes Other than RBPC 7-1 8-1 8-1 8-2 8-4 8-4 Operator Training, Qualification, and Conduct 9-1 Nine Mile Point Unit 2 LIST'OF TABLES.Table Number Title 3-1 3-2 3-3 3-5 OVERHEAD HANDLING SYSTEMS WHICH CARRY HEAVY LOADS OVER SAFE SHUTDOWN OR DECAY HEAT REMOVAL EQUIPMENT OVERHEAD HANDLING SYSTEMS WHICH ARE EXCLUDED FROM FURTHER.CONSIDERATION 2MHR-CRN1/POLAR CRANE LOADS REACTOR BUILDING CRANES'-LOADS HANDLED SCREENWELL

'AREA TRAVELING CRANES-LOADS HANDLED HAZARD ELIMINATION Nine Mile Point Unit 2 LIST OF FIGURES Figure Number Title 5-1 5-3 Safe Load Paths for Heavy Loads Safe Load Paths for Heavy Loads, Refueling Floor Safe Load Paths, Screenwell Building Crane Restricted Area Diagram

Nine Mile Point Unit 2 SECTION 1 INTRODUCTION Nuclear Regulatory Commission (NRC)letter dated December 22, 1980, to Niagara Mohawk Power Corporation (NMPC)contained NUREG 0612, Control of Heavy Loads at Nuclear Power Plants.This letter requested NMPC to review the control for handling heavy loads to determine the extent to which general guidelines were addressed and to identify changes and modifications that would be required to satisfy these guidelines.

The information presented in this report is a summary of the heavy loads analysis of Unit 2.The concerns of the NRC staff as defined in NUREG 0612 have been specifically addressed in Section 3.The objective of NUREG 0612 to provide a maximum practical"defense-in-depth" approach to reduce risk involved in load-handling failures remains an ongoing objective of NMPC.Section 8.2 of this report provides a comparison and evaluation of the differences between the Unit 2 polar crane and NUREG 0554.1-1 I I Nine Mile Point Unit 2 SECTION 2 BASIS OF REVIEW A heavy load has been defined by NUREG 0612 as any weight greater than the combined weight of a single spent fuel assembly and its associated handling tool.This report uses"greater than 1,000 pounds" as a basis for determining"heavy load." The actual weight for the spent fuel assembly and its associated handling tool is 1,129 pounds.In the area of the reactor and spent fuel pool, all loads which are hoisted and handled were investigated.

This report does not address temporary rigging/load handling systems which are erected as needed during the course of normal plant maintenance; these are controlled by administrative procedures in accordance with NUREG 0612.The general guidelines identified in NUREG 0612 were used as a basis for this review.2-1

Nine Mile Point Unit 2 SECTION 3 RESULTS OF REVIEW/The results of the, review are listed as direct responses to Enclosure 3 of the NRC's December 22, 1980, letter.For convenience the NRC requested information is repeated, followed by NMPC's response.The following format corresponds point by point to Enclosure 3 of the NRC's letter: 2.INFORMATION REQUESTED FROM LICENSEE 2.1 General Requirements for Overhead Handling Systems NUREG 0612," Section 5.1.1, , identifies several general guidelines related to the design and operation of overhead load-handling systems in the areas where spent fuel is stored, in the vicinity of the reactor core, and in other area of the plant where a load drop could result in damage to equipment required for safe shutdown or decay heat removal.Information provided in response to this section should identify the extent of potentially hazardous load-handling operations at a site and the extent of conformance to appropriate load-handling guidance.2.1-1 Re uested Information Report the results of your review of plant arrangements to identify all overhead handling systems from which a load drop may result in damage to any system required for plant shutdown or decay heat removal (taking no credit for any interlocks, technical specifications, operating procedures, or detailed structural analysis).

~Res orise This study included a systematic review of all-permanent cranes', monorails, and hoists'ntended for use at Unit 2.The overhead handling systems,.from which load drops may', result in damage to a system required for plant shutdown or decay heat removal, are listed in Table 3-1.3-1 Nine Mile Point Unit 2 2.1-2 s Re uested Information Justify the exclusion of any overhead handling system from the above category by verifying that there is sufficient physical separation from any load-impact point and any safety-related component to permit a determination by inspection that no heavy load drop can result in damage to any system or component.

required for plant shutdown or decay heat removal.~Res onse 2~1 3 The overhead handling systems, which have been excluded from this study, are listed in Table 3-2.The specific justification for excluding each system is noted.Re uested Information 6 With respect to the design and operation of heavy-load handling systems in the reactor building and those load-handling systems identified in Item 2.1-1, provide your evaluation concerning compliance with the guidelines of NUREG 0612, Section 5.1.1.The following specific information should be included in your reply: 'a..Drawings or sketches sufficient to clearly identify the location of safe load'aths, spent fuel, and safety-related equipment.

~Res onse See Section 5 for drawings which define safe load paths and show safety-related equipment.

b.A discussion of measures taken to ensure that load-handling operations remain within safe load paths, including procedures, if any, for deviation from these paths.3-2 Nine Mile Point, Unit 2~Res onse c~Safe load paths will be referenced in procedures and shown on'quipment layout drawings.Ioad paths will not be marked on the floor in the area where the load is to be handled.There are 10 to 15 load paths for the reactor building operating floor.Ioad paths would be confusing and overlapped by other load paths.There are limit switches on the reactor building polar crane (RBPC)to limit movement of heavy loads over the spent fuel pool.Most of the other cranes discussed in Item 2.1-1 are mono'rail which inherently define the load path.I The tabulation of heavy loads to be handled by each crane which includes the load identification, load weight, its:designated lifting device, and verification that the handling of such load is governed by a written procedure containing, as a minimum, the information identified in NUREG 0612, Section 5.1.2(2).~Res onse See Tables 3-3, 3-4, and 3-5, for tabulation of heavy loads handled by cranes, hoists, and monorails.

The procedures will comply with NUREG 0612 Section 5.1.1(2), except that the safe load paths are not marked on the floors.These procedures will be available for onsite review.d.~Verification that lifting devices identified in Item 2.1-3c comply with the requirements of ANSI N14.6-1978, or ANSI B30.9-1971 as appropriate.

For lifting devices where these standards, as supplemented by NUREG 0612, Section 5.1.1(4)or 5.1.1(5)are not met, describe-any proposed alternatives and-demonstrate'their equivalency in terms of load-handling reliability.

3-3 Nine'Mile Point Unit 2~Res onse See Section 6 for a discussion on lifting devices.e.'erification that ANSI B30.2-1976, Chapter 2-2, has been invoked with respect to crane inspection, testing, and maintenance.

Where any exception is taken to this standard, sufficient information should be provided to demonstrate the equivalency of proposed alternatives.

~Res onse See Section 7 for compliance with guidelines of ANSI B30.2-1976.

Verification that.crane design complies with the guidelines of CMAA Specification No.70'nd Chapter 2-1 of ANSI B30.2-1976,'ncluding the demonstration of equivalency of actual design requirements for instances where specific compliance with these standards is not provided.~Res onse See Section 8 for verification of crane design.g.Exceptions, if any, taken to.ANSI B30.2-1976 with respect to operator'raining, qualification, and conduct.~Res onse See Section 9 for operator training, qualification, and conduct.2.2'Specific Requirements for Overhead Handling Systems Operating in the Reactor Building NUREG 0612;Section'5.1.4, provides guidelines concerning the design and*operation of load-handling systems in the vicinity of spent fuel in th'e reactor vessel or in storage.Information provided in response to this section should demonstrate that adequate measures have been taken to ensure 3>>4 Nine Mil'e Point Unit 2 2.2-1 that,'n'his area, either the likelihood of a load drop which might damage spent fuel is extremely small, or that the estimated consequences of such a drop will not exceed the limits set by the evaluation criteria of NUREG 0612, Section 5.1, Criteria I through III.Re uested Information Identify by name, type, capacity, and equipment, designator, any cranes physically capable-'(i.e., ignoring interlocks, moveable mechanic'"stop's, or operating procedures) of carrying'oads over spent fuel in the storage pool or in the reactor vessel.~Res onse Name~Te~ca acit Equipment a.Reactor Building Crane Polar.125/25/0.5 ton 2MHR-CRN1 C.Fuel-Handling d.e;Channel'-Han'dling Fuel Grapple b.Fuel-Handling Jib Jib Jib Tele-'scoping, 0.5 ton.0.5 ton 200 lb 2MHF-CRN-1 2MHF-CRN-2 2MHF-CRN-3 NA 2.2-2 Re uested Information Justify the exclusion of any crane in this area from the above category by verifying that they are incapable of carrying heavy loads or are permanently prevented from movement of heavy load over stored.fuel or into any location where, following any failure, such load may drop into the reactor vessel or spent fuel storage pool." a~Res onse The fuel-handling jib cranes and the channel-handling jib crane can be excluded since loads handled are less than 1,000 lb.The fuel grapple handles only the fuel assembly and therefore is also excluded since 3-5 Nine Mile Point Unit 2 previous analyses postulated worst-case accident for spent fuel assembly drop over the reactor core.The calculated exposures (design base accident)were a small fraction of the allowable guidelines of 10CFR100 as discussed in Section 15.7.4 of the Unit 2 FSAR.2.2-3 Re uested Information Identify any cranes listed in Item 2.2-1 which you have evaluated as having sufficient design features to make, the likelihood of a load drop extremely small for all loads to be carried and the basis for this evaluation (i.e., complete compliance with NUREG 0612, Section 5.1.6, or partial compliance supplemented by suitable alternative or additional design features).

For each crane so evaluated, provide the load-handling system (i.e., crane-load-combination) information specified in Attachment 1.*~Res ense The main hook (125 ton)of the reactor building polar crane is a single-failure proof design which complies with the criteria of NUREG 0612, Section 5.1.6.See Section 8 for a more detailed summary of the RBPC design.See Table 3-3 for the crane loads.2.2-4 Re uested Information For cranes identified in Item 2.2-1 not categorized according to Item 2.2-3, demonstrate that the criteria of NUREG 0612, Section.5.1, are satisfied.

Compliance with Criterion IV will be demonstrated in response to Section 2.3 of this request.With respect to Criteria I through III, provide a discussion of your.evaluation of crane operation in the reactor building and your determination of compliance.

Thi s response*All attachments are those accompanying of the NRC's December 22, 1980 letter.3-6 Nine Mile Point Unit 2 should include the following information for each crane.a.Where reliance is placed on the installation and use of electrical interlocks or mechanical stops, indicate the circumstances under which these protective devices can be removed or bypassed and the administrative procedures invoked to ensure proper authorization of such action.Discuss'any related or proposed technical specifications concerning the bypass of such interlocks.

~Res onse In regards to the reactor building polar crane: electrical interlocks may be temporarily removed or bypassed with written approval, of the station shift supervisor and/or station superintendent.

The reasons for removal or bypassing will be included with the written approval.A site procedure which explains the conditions and requirements for temporary removal or bypassing will be developed.

b.Where reliance is placed on the operation of=the standby gas treatment system, discuss present and/or proposed technical specifications and administrative or physical controls provided to ensure that these assumptions remain valid.~Res onse Technical specifications will address required.operability of standby gas treatment system during fuel handling operations.

C.Where reliance is placed on other site-specific considerations.(e.g., refueling sequencing), provide present or proposed technical specifications, and discuss administrative or physical controls provided to ensure the validity of such considerations.

3-7 Nine Mile Point Unit.2.~Res ense The fuel-handling procedures now being formulated will follow the guidelines of NUREG.0612...d.Analyses performed to demonstate compliance with Criteria I thorugh III should conform to the guidelines of NUREG 0612, Appendix A.Justify any exception taken to these guidelines, and provided the" specific information requested in Attachments 2, 3, or 4, as appropriate, for each analysis performed.

~Res onse No such analyses, were required for this study.2.3 Specific Requirements for Overhead Handling Systems Operating In Plant Areas Containing Equipment Required for Reactor Shutdown, Decay Heat Removal, or Spent Fuel" Pool Cooling'UREG 0612, Section 5.1.5, provides guidelines concerning the design and operation of load-handling systems in the vicinity of equipment or components required for safe reactor shutdown and decay heat removal.Information provided in response to this section should be sufficient to demonstrate.that adequate measures have been taken to ensure that in these areas, either the likelihood of a load drop which might prevent safe reactor shutdown or prohibit continued decay heat removal is extremely small, or that damage to such equipment, from load drops will be limited in order not, to result in the loss of these safety-related functions.

Cranes which must be evaluated in this section have been previously identified in your response to Item 2.1-1, and their loads in your response to Item 2'-3c.2.3-1 Re uested Information Identify any cranes listed in Item 2.1-1 which you have evaluated as having sufficient design features to make the likelihood of a load drop extremely small for all loads to be carried a'nd.the basis for this evaluation (i.e., compiete."'" compliance with NUREG 0612, Section 5.1.6, or partial compliance supplemented by suitable alternative or 3-8 Nine Mile Point Unit 2 additional design features).

For each crane so evaluated; provide the load-handling-system (ice ,, crane-load-combination) information specified in Attachment 1.2~3 2~Res onse See Section 8, Verification of Crane Design./Re uested Information For any cranes identified, in Item 2.1-1 not designated as single-failure proof in Item 2.3-1,.a comprehensive hazard evaluation should be provided, including the following information:

a~The presentation in a matrix format of all heavy loads and potential impact areas where damage might occur to safety-rel ated equipment.

Heavy loads identification should include designation and weight or cross-reference to information provided in Item 2.1-3c.Im'pact areas should be identified by construction zones and elevations or by some other method such that the impact area can be located on the plate general arrangement drawings.~Res onse See hazard..elimination, tables in Section 4.b.For each interaction identified, indicate which of, the load and impact area combinations can be eliminated because of separation and redundancy of safety-related equipment, mechanical stops and/or electrical interlocks, or other site-specific considerations.

Elimina-tion on the basis of the aforementioned consideration should be supplemented by the following specific information:

(1)For'oad/target combinations eliminated because of separation and redundancy of safety-related equipment, discuss the basis for 3-9 Nine Mile Point Unit 2 determining that load drops will not affect continued system operation (i.e., the ability of the system to perform its safety-related function).

~Res onse See comment section of the hazard elimination tables in Section 4.(2)Where mechanical stops or electrical interlocks are to be provided, present details showing the areas where crane travel will be prohibited.

Additionally, provide a discussion concerning the procedures that are to be used for authorizing the bypassing of interlocks or removable stops, for verifying that interlocks are functional prior to crane use,.and'or verifying that interlocks are restored to operability after operations which require bypassing have been completed.

~Res onse See the drawings listed in Section 5 for"areas where crane travel is prohibited due to mechanical stops or interlocks.

Bypassing of~interlocks or mechanical stops will be covered in the load-handling procedures.

e~(3)Where load/target combinations are eliminated on the basis of other site-specific considerations (e.g., maintenance

,.sequencing), provide present and/or proposed technical specifications

-and.discuss administrative procedures or physical constraints invoked to'ensure the validity of such considerations.

3-10 Nine Mile Point Unit, 2~Res onse See comment section of the hazard elimination tables in Section 4.For interactions not eliminated by the analysis of Item 2.3-2b, identify any handling systems for specific loads which you have evaluated as having sufficient design features to make the likelihood of a load drop extremely small and the basis for this evaluation (i.e., complete compliance with NUREG 0612, Section 5.1.6, or partial compliance supplemented by suitable alternative or additional design features).

For each so evaluated, provide the load-handling-system (i.e., crane-load-combination) information specified in Attachment 1.~Res onse All interactions were eliminated by analysis of Item 2.3-2b.For interactions not eliminated in Items 2.3-2b or 2.3-2c, demonstrate using appropriate analysis that damage would not preclude operation of sufficient equipment to allow the system to perform its safety function following a load drop (NUREG 0612, Section 5.1, Criterion IV).For each analysis so conducted, the following information should be provided: (1)An indication of whether or not, for the specific load being investigated, the overhead crane-handling system is designed and constructed such that the hoisting system will retain its load in the event of seismic accelerations equivalent to those of a safe shutdown earthquake (SSE).(2)The basis for any exceptions taken to the analytical guidelines for NUREG 0612, Appendix A.3-11 Nine Mile Point Unit 2 (3)The information requested in Attachment 4.~Res orise All interactions were eliminated by analysis of Item 2.3-2b.3-12 Nine Mile Point Unit 2 TABLE 3-1 OVERHEAD HANDLING SYSTEMS WHICH CARRY HEAVY LOADS OVER SAFE SHUTDOWN OR DECAY HEAT REMOVAL EQUIPMENT Mark No.2MHR-CRN1 2MHR-CRN3p 4 2MHS-CRN6 2MHS-CRN7 2MHR-CRN65 2MHR-CRN66 2MHR-CRN67 2MIIS-CRN2, 3, and4 2MHW-CRN1 Identification 125/25/0.5-Ton Reactor Building Polar Crane 34-Ton Recirc Motor Handling Cranes 10-Ton Stop Log Area Crane 8-Ton Single Girder Crane 2-Ton Monorail System 2-Ton Transfer Monorail System 8-Ton Monorail System 5-Ton Emergency Diesel Generator Cranes 75/40-Ton Screenwel I Room Crane Location Reactor Building at El 387i 4>>and Azimuth 0'-359'rimary Containment at El 284i 11ii and AZimuth'I35 and 315o Screenwel I Building Intake and Discharge Shaft Area EI 307'-9" Reactor Building at El 261'-0" and Azimuth 0 Primary Conta inment at El 305'-9" and Azimuth 240 to 105 Primary Conta inment at El 261'-0" and Azimuth 165 to 235'rimary Containment at El 261'-0" and Azimuth 315 to 45'mergency Diesel Generator Building E I 261'0" Screenwel I Building above Service Water Pump Bays~Func ion Refueling and maintenance Remova I and rep tacement of pump motors Remova I and rep I acement of SWP motor-operated valves and stop logs Remova I and replacement of'utboard main steam and feedwater valves Remova I and replacement of safety relief valves Transfer safety relief valves and CRD cart Removal and replacement of'ain steam isolation va Ives Maintenance of emergency generators Ma intenance of service water pumps, circulating water pumps, feedwater heater tube bundles, and miscellaneous equipment 1 of 1

Nine Mile Point Unit 2 TABIE 3-2 OVERHEAD HANDLING SYSTEMS WHICH ARE EXCLUDED FROM FURTHER CONSIDERATION Mark No.2MHN-CRN1 Identification and Justification 30-Ton Radwaste Building Crane-This crane is located inside the radwaste building, which does not contain any safety-related equipment.

A load drop from this crane would not.result in damage to any system required for plant shutdown or decay heat removal.2MHN-CRN5 6 Radwaste Building Monorail (10-Ton Capacity)This crane is located inside the radwaste building, which does not contain any safety-related equipment.

A load drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal.2MHN-CRN70 Grating and Miscellaneous Equipment Hoist (2-Ton Capacity)-This crane is located inside the radwaste building, which does not contain any safety-related equipment.

A load drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal.2MHN-CRN71 Concrete Slab Hoist (3-Ton Capacity)-This crane is located inside the radwaste building, which does not contain any safety-related equipment.

A load drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal.2MHN-CRN72 Heat Exchanger Hoist (2-Ton Capacity)-This crane is located inside the radwaste building, which does not contain any safety-related equipment.

A load drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal.2MHN-CRN73 Concrete Slab Hoist (4-Ton Capacity)-This crane is located inside the radwaste building, which does not contain any safety-related equipment.

A load drop from thi s crane would not result in damage to any system required for plant shutdown or decay heat removal.1 of 4

Nine Mile Point Unit 2 TABLE 3-2 (Cont)Mark No.Identification and Justification 2MHN-CRN74 Concrete Slab Hoist (4-Ton Capacity)-This crane is located inside the radwaste building, which does not contain any safety-related equipment.

A load drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal.2MHN-CRN75 Concrete Slab Hoist (4-Ton Capacity)-This crane is located inside the radwaste building, which does not contain any safety-related equipment.

A load drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal.2MHF-CRN1 and CRN2 Refueling Area Jib Cranes-The capacities of these cranes are all 1/2 ton.Therefore, these cranes are excluded, from the Heavy Loads study.2MHF-CRN3 Channel Handling Boom with Counterbalance.

The capacity is 200 lb.Therefore, this crane is excluded from the Heavy Loads study.2MHT<<CRN1 250/40-Ton Turbine Room Crane-This crane is located inside the turbine building, which does not contain any safety-related mechanical equipment.

A load drop from this crane will not preclude plant shutdown.2MHS-CRN1 RDS Cart Crane (1.5-Ton Capacity)-This crane is located in that area of the reactor building at El 289'-0" and Azimuth 221 F which does not contain safety-related equipment.

A load drop from this crane would not result, in damage to any system required for plant shutdown or decay heat removal.2MHS-CRNS Workshop Crane (10-Ton Capacity)-This crane is located in the turbine building dirty workshop and large tool area at El 261'-0".A load drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal.2MHS-CRN9 Discharge Flume and Screenhouse Crane (10-Ton Capacity)-This crane is located in the 2 of 4 I

Nine Mile Point Unit 2 TABLE 3-2 (Cont)Mark No.Identification and Justification screenhouse.

A 16ad drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal..2MHS-CRN20 Lube Oil Tank Equipment Crane (1.5-Ton Capacity)This jib crane is located over the turbine oil reservoir at El 277'-6".A load drop from this crane would not result in damage to any system required for plant shutdown or decay heat removal.2MHK-CRN31 3-Ton Monorail Hoist System-This is located inside the control building at El 261'-0" and is used for the removal of the hatch cover slabs and equipment.

A load drop from this hoist would not result in damage to any system required for plant shutdown or decay heat removal.2MHK-CRN32 2MHK-CRN33 and CRN34.3-Ton Monorail Hoist System-This hoist is located inside the auxiliary boiler room at El 261'-0".A load drop from this hoist would not result in damage to any system required for plant shutdown or decay heat removal.I 10-Ton Monorail Hoist Systems-These hoists are located in the turbine building for the handling of the condenser waterboxes during a plant shutdown.A load drop from these hoists would not result in damage to any system required for plant shutdown or decay heat removal.2MHK-CRN45 and CRN46 5-Ton Monorail Hoist Systems-These hoists are located inside the normal switchgear building.at respectively and>>e used for the handling of hatch cover slabs and equipment.

Load drops from these hoists would not result in damage to any system required for plant shutdown or decay heat removal.2MHK-CRN48 10-Ton Monorail Hoist System-This system is located in the decontamination area at El 261'-0".A load drop from this hoist system would not result in damage to any system required for plant shutdown or decay heat removal.3 of 4 I 1 Nine Mile Point Unit 2 TABLE 3-2 (Cont)Mark No.Identification and Justification 2MHK-CRN49 1-Ton Monorail Hoist System-This hoist, is located in the screenwell stop log and trash rack area at El 261'-0".A load drop from this hoist would not xesult in damage to any system required fox plant shutdown or decay heat removals 2MHK-CRN55 4-Ton Monorail Hoist System-This hoist is located in the control building above floor El 306'-0".A load dxop from this hoist would not result in damage to any system required for plant shutdown or decay heat removal.2MHR-CRN50 Pipe Chase Hatch Cover Hoist (5-Ton Capacit;y)

This hoist, is located in the reactor building at El 353'-10" and Azimuth 50.A load drop from this hoist would not result in damage to any syst: em required for plant shutdown.2MHR-CRN51 Pipe Chase Hatch Cover Hoist (10-Ton Capacity)This hoist is located in the reactor building at El 328'-10" and Azimuth 320.A load drop from this hoist would not result in damage to any system required for plant shutdown.2MHR-CRN52 8-Ton Monorail Hoist System-This hoist is located in the reactor building at, El 328'-10" and Azimuth 125.It is used for removing a hatch cover.A load drop from this hoist will not result in damage to any system required for plant shutdown.2MHR-CRN61 8-Ton Monorail Hoist System-This hoist is used for the removal and replacement of the equipment hatch cover at Azimuth 315 and El 261'-0".A load drop from this hoist would not result in damage to any system required for plant shutdown.4 of 4 5 I Nine Hile Point Unit 2 TABLE 3-3 2MIIR-CRNI/POLAR CRANE LOADS Crane Load Fuel Transfer Shielding Bridge Drywel I Shield Plug A Drywel I Shield Plug 8 Drywel I Shield Plug C (with rigging)Drywel I Shield Plug D Drywel I Shield Plug C Drywol I Shield Plug I'rywel I Shield Plug G Drywel I Shield Plug N Drywel I Head Weight~tons 3>>90 102 1 1941k 90 8P.93 93 82 55 4 Designated Liftin Device Main Strongbacks and Sling Assemblies Ma in Strongbacks and Sling Assemblies Ha in Strongbacks and Sl ing Asscmblios Main Strongbacks and Sling Assemblies Ma in Strongbacks and Sl ing Assemblies Hain Strongbacks and Sling Assomblies Ma in Strongbacks and Sl ing Assemblies Hain Strongbacks and Sl ing Assemblies Ha in Strongbacks and Sling Assemblies Hain Strongbacks and Sling Assemblies Governing Handling Procodure Frequency Handled Twice each refuoling opera t ion Twice each refueling ope ra t ion Twice each refueling opera t ion Twice each refueling opera t ion Twice each rofuo I ing operation Twice each rofueling operation Twice each refueling ope ra t i on Twice each refueling operation Twice each refueling operation Twice each refueling opera t i on 1 of 3

~I~~~~

Nine Mile Point Unit 2 TABLE 3-3 (Cont)Crane Load Reactor Vessel Head Steam Dryer Steam Separator Reactor Vessel Head Insulation and Support I rame Spent Fuel Shipping Cask Reactor llead Stud Rack Weight g t~ons 92 50 80 100 Designated Hain Strongbacks and Sling Assemblies Ma in Strongbacks, Sling Assemblies, and Spreaders Beams Ha in Strongbacks, Sling Assemblies, and Spreader Boams Ma in Strongbacks and Sl ing Assemblies Cask Lifting Yoke Sling Assemblies Governing llandling Procedure Frequency Handled Twice each refueling operation Twice each refueling opora t ion Twice each refueling opera t ion Twice each refueling operation As needed over the life of plant Twice each rofue ling operation Reactor Stud Tensioner Refueling Cana I Plugs WCS Filter Deminera I Izer Removal Plugs SFC Filter Removal Plugs 5 Sling Assemblies 16 Ha in Strongbacks (max)and Sling Assemblies 15 Main Strongbacks and Sling Assemblies 10 Hain Strongbacks and Sling Assemblies Twice each refue I ing operation Twice each refueling operation As needed over the life of plant As needed over the life of plant 2 of 3

Nine Mile Point Unit 2 C ra ne l.oa d SFC Filter Deminera I izer Remova I Plugs Reactor Service Platform TABLE 3-3 (Cont)Weight Oesignated Lemons~Lift in Device II'l ing Assembl ies Ma in Strongbacks and Sling Assemblies Governing Handling Procedure Frequency Handled As needed over the life of plant Twice earh refueling operation Storage Pool Ga to Rccirculat.ion Pump Motor roan 33 5 Main Strongbacks and Sl ing Assemblies Ma in Strongbacks and Sling Assemblies Twice each refueling operat ion As needed over the life of plant+Load-handl ing procedures wi I I be doveloped to cover load-handling opera-tions for heavy loads that are handled over or in proximity to spent fuel or safe shutdown equipment.

+<<Maximum load.3of3 I

Nine Mile Point Unit 2 TABLE 3-4 REACTOR BUILDING CRANES-LOADS HANDLED O~rane osd Main Outboard Steam Valve(s)2MSS~HYV7A, O, C, and D Crane Mark No 2MHS"CRN7 Weight~tons Designated Lif'tin Device Sl ing Assembly Governing tiandling Frequency Procedure Handled Feedwater Valves Hatch Cover (Pipe Chase)at El 328'-10" 2MHS-CRN7 2MHR-CRN51 MSS Valve Operators 2MHS-CRN7 6.3 5.5 Sling Assembly Sling Assembly Sling Assembly Hatch Cover (Pipe Chase)at El 328'-10" PSV Va Ives (PSV-120 to 137)CRD Cart Recirculation Pump Motors RDS Cart Cooling Coil Cart Equipment/Personnel Hatch Cover at EI 261'-0" 2MHR-CRN52 2MHR"CRN65 1~8 2MHS-CRN1 2MHR-CRN3L4 2MHR-CRN1 23 2MHR-CRN66 1.5 2MHR-CRN3h4 33.5 Sling Assembly Sling Assembly Sling Assembly Sling Assembly Sling Assembly Sling Assembly Sling Assembly I nboa rd Steam Va I ves 2MSS"HYV6A, B C, and 0 2MHR"CRN67 6 5 Sling Assembly+Load-handling procedures will be developed to cover load-handling opera-tions for heavy loads that are handled over or in proximity to spent fuel or safe shutdown equipment.

Frequency will depend on maintenance guidelines.

l Nine Mlle Point Unit 2 TABLE 3-5 SCREENWELL AREA TRAVELING CRANES-LOADS HANDLED Crane Load Service Water Pumps Service Water Pump Motors C i rcu I a t i on Water Pumps Circulation Water Pump Motors Stop Log No.6 Stop Log No.9 6th Pt Heater 5th Pt Heater 4th Pt Heater 3rd Pt Heater Crane Hark No.2HHW-CRN1 2MHW-CRNl 2MHW-CRNI 2HHW-CRNI 2HHS-CRN6?MHS-CRN6 2HHW-CRN1 2HHW"CRNl 2MHW-CRN1 2MHW"CRN1 Weight~tons 2.5 30 20 2.5 56 34 38 28 Designated Llftin Device Sl ing Assembly Sling Assombly Sling Assembly Sling Assembly Sling Assembly Sling Assembly Sling Assembly Sling Assembly Sling Assembly Sling Assembly Governing Handling Frequency Procedure Handled+Load-handling procedures wi I I be developed to cover load-handl ing opera-tions for heavy loads that are handled over or in proximity to safe shutdown equipment.

Frequency will depond on maintenance guidelines.

~l l 4 Nine Mile Point Unit 2 SECTION 4 HAZARD ELIMINATION TABLE Table 4-1 lists the potential impact where damage might occur to safety-related equipment upon a heavy load drop.1.Hazard Elimination Categories a.Crane travel for this area/load combination is prohibited bQ electrical interlocks or mechanical stops.b.System redundancy and separation precludes loss of capability of system to perform its safety-related function following this load drop in this area.C.Site-specific considerations eliminate the need to consider load/equipment combination.(See comment at bottom of Table 4-1 for detailed explanation of the use of this category.)

Likelihood of handling system failure for this load is extremely small (i.e., Section 5.1.6, NUREG 0612 satisfied).

e.Analysis demonstrates that crane failure and load drop will not damage safety-related equipment.

Load is handled only in shutdown condition.

Safety-related components under the load paths are already inoperative due to plant conditions and/or maintenance requirements.

Their failure does not prevent safe shutdown conditions from being maintained.

~I~~~5 Il l Nine Mlle Point Unit 2 TABLE 4"1 HAZARD ELIMINATION HARK NO.2MHR"CRNl (25-Ton Auxllfary Hoist)tp Impact Area: Reactor Building-Refuel lng Floor Loca t I on: At E I 387 f t 4 in, Azimuth 0'o 359'oad WCS Filter Demlneralizer Removal Plugs SFC Fl lter Removal Plugs SFC Filter Domlnera I izer Remova I Plugs Removal Plate Gra t ings Remova I Hoist Plate Gratings Radioactive Tunnol Access Plug~EI eva i on 353 ft, 10 in 353 ft, 10 in 353 ft, 10 in 353 ft, 10 in 353 ft, 10 in 353 ft, 10 in Safety-Related E ul men Reactor and Spent Fuel Pool Reactor and Spent Fuol Pool.Reactor and Spont Fuel Pool Reactor and Spent Fuel Pool Reactor and Spent Fuel Poo I'eactor and Spent Fuel Pool Hazard Elimination Ca ocr Ak Ak Ak kElectrical Interlocks and limit switches will prevent the carrying of any of these loads over spent fuel or safety-related equipment.

See crane restricted area diagram (Figure 5-4).1 of 10 I I E Nine Ml le Point Unit 2 TABLE 4-1 (Cont)MARK NO.2MHR-CRN3 (Recirc Motor Handling)Impact Area: Reactor Building-Orywell Location: At El 284 ft 11 in, Azimuth 135'oad~Ei eva i on Sa f e ty-Re I a ted E ui men Hazard Elimination Ca eor Rec i rcul a-tion Pump (2RC-P1A)Motor 261 ft, 0 in Tho recirculation C" pump and associated piping and olec-trical conduit not removed f'r the lift operation+This crane's sole purpose is for maintenance/removal of the pump motor and motor cooling coils.This crane will be utilized only during cold shutdown conditions; howevor, failure of these components does not result in a loss of safe shutdown capability.

Tho potontla I exists for damage to the pump or its associated piping.2of 10 g

Nine Mile Point Unit 2 TABLE 4-1 (Cont)MARK NO.2MHR-CRN4 (Recirc Motor Handling)Impact Area: Reactor Building-Drywell Location: At EI 284 ft ll in, Azimuth 315'oad Reci rcula-tlon Pump (2RC-P1B)Motor Elevation 261 ft, 0 in Safety-Related E ui ment Hazard Elimination Ca e or The recirculation C>>pump and associated piping and elec-trica I conduit not removed for lift operation>>This crane's sole purpose is for maintenance/removal of the pump motor and motor cooling coils.When this motor is replaced, it will be hoisted up the equipment hatch at Azimuth 315'nd carried over the reactor operating floor with the main hook of the RBPC (single-failure proof).This crane will be utilized only during cold shutdown conditions.

The potentia I exists for damage to the pump or its associated piping;however, failure of these components does not result in a loss of safo shutdown capability.

3of 10 II Nine Nile Point Unit 2 TABLE 4-1 (Cont)MARK NO.2MHS"CRN7 (Outboard MSS and FWS Valves)Impact Area: Reactor Building-Main Steam Tunnel Location: At El 261 ft 0 in, Azimuth 0'oad 2MSS+HYV 7A, 7B 7C, and 70 2FWS+AOV23A and 23B 2FWS+MOV21A and 21B Elevation 261 ft, 0 in 261 ft, 0 in 261 ft, 0 in Sa fe ty-Re I a ted E ui ment 2 1/2-in (3 elec-trical conduit MSS-750-170"2 MSS lines for valves WCS-008-89-1 Hazard Elimination Cate or 4 of 10 I

Nine Nile Point ljnit 2 TABLE 4-1 (Cont)HARK NO.2HHR-CRN65 (Hain Steam Safety Relief Valve Removal)Impact Area: Reactor Building-Primary Containment Location: At El 305 ft 9 in, Azimuth 240'o 105 Load PSV Valves (PSV-120 to PSV-137)Elevation 296 ft, 6 in Safety-Related E ui ment 2-ISC-750-107-2 2-IAS"150-727-3 2RIIS-012" 125-1 2-MSS-026-43-1 2-HSS-026-44-1 2-MSS-026-45-1 2-HSS-026-46-1 Hazard Elimination Ca eor 5 of 10 I

Nine Mile Point Unit 2 TABLE 4-1 (Cont)MARK NO~2MHR"CRN66 (PSV Valves and CRD Cart Removal)Impact Area: Reactor Building-Primary Containment Location: At El 261 ft 0 in, Azimuth 135'o 231'oad PSV Valves and CRO Cart Elevation 261 ft, 0 in Safety-Related E ui men 2-ICS-010-70-1 2ICS+MOV128 2-CCP-003-343-3 2-CCP-003-344-3 2MSS-026-43-1 2MSS-.026"44-1 2CX999GF1-1 1/2" 2CK993NA-3" Hazard Elimination Caeor 6 of 10 I I I Nine Hi le Point Uni t, 2 TABLE 4-1 (Cont)HARK NO.2HHR-CRN67 (HSS Isolation Valves)Impact Area: Reactor Building-Primary Containment Location: At El 261 ft 0 in, Azimuth 315 Load 2HSS+HVY 6Ap 6B, 6C, and 60~EI eva i on 261 ft, 0 in Safety-Related E ui men 2>>FWS-024-031-1 2-FWS-024-032"2 2MSS-026-43"1 2MSS-026-44-1 2HSS-026-45-1 2HSS-026"46-1 Hazard Elimination Ca eor 7of 10 I I I I I Nine Mlle Point Unit 2 TABLE 4-1 (Cont)MARK No.2MHS-CRN2, 3, and 4 (Emergency Diesel Generator)

Impact Area: Emergency Diesel Generator Building Location: EI 261 ft 0 in Load Any Diesel Component, Maintenance Too I, or Auxi I iary Equipment~El eva i an 261 ft, 0 in Safety-Related E ui men 2EGS"EG1 2EGS+EG2 2EGS+EG3 Hazard Elimination Ca eor F%F++The only time.when the load wil I be over safety-related equipment would be when the diesel generator is down and being serviced.The overhead crane structure is being recertified for seismic qualification.

An alarm system with light wl I I alert operator when the crane is out of the stored position, 8 of 10

Nine M I I e Point Un I t 2 TABLE 4-1{Cont)MARK NO.2MHW-CRN1 Impact Area: Screenwell Building Location: Above Service Water Pump Bays Load Service Water Pump Motors Ci rcula-tion Water Pumps Ci rcula-tion Water Pump Motors Feedwater Neater Tube Bundles Stop Logs~EI eva i on 224 ft, 0 in 231 ft, 9 in 239 ft, 4 in 280 ft, 0 in 261 ft, 0 In Sa fety-Re lated E ui ment Sorvice water pumps and piping Service water pumps and piping Service water pumps and piping Service water pumps and piping Service water pumps and piping Hazard Elimination Caeor Ctt"Administrative procedures will prevent crane travel over safety-related equipment, Seo Safe Load Path Drawing (Figure 5-3).9 of 10 I I Nine Mile Point Unit 2 TABLE 4-1 (Cont)MARK NO.2MHS-CRN-6 Impact Area: Screenwell Building Location: Intake and Discharge Shaft Area Load Stop Log(s)~EI eva I on 261 ft, 0 in and 285 ft, 0 In Safety-Related E ul men 2SWPKMOV30A 2SWPKMOV30B 2SWP%MOV77A 2SWP+MOV77B SWP Piping Hazard El iminatlon Ca eor+Operating procedures wil I restrict crane travel over safety-related equipment.

See Safe Load Path Orawing (Figure 5-3).10 of 10 II 90 I I SAFE LOAD PATH 2tllH C N 7 I REheVAL AND"EPL ACE'h'ENT 0 OUTEOARDMSSVALVESAND F JG VALViS).SAF LOAD PATH M-N (REM VAI.AND REPLACEMENT OF MSS ISOI.ATION VALi 10 90 (Qi/f/SAFE LOAD PATH 2MH.N (REMOVAL.REPLACEMENT OF SRV'S)/HOLcT TVAY TO EL 261io I 290 N 30'-'TI mERTUIIE.CAO).y')e~I~A HOIST WAY I FROM EL.9~I I SAFE LOAD PATH WR.CRN 66 (TRANSFER OF SRV S AND CRD CART)SAFE LOAD PATH M (REMOVAL AND REPI.ACEMENT OF PUMP MOTOR)I 2 3 4 5 6 7 8 9 IO II l2 G ND RECIRCULATION MOTOR AND PUMP 2RCcs PIB RECIRCULATION MOTOR AND PUMP 2RCS+PIA EQUIPMENT HATCH COVER ELEVATOR NO.4 PIPE CHASE PSST SPACE ELECTRICAL TRAY RISERS 2 HVR UNIT FEEDWATER VALVES MAIN STEAM VALVES SAFETY RELIEF VALVES IIEACTOR SAFE LOAD PATH MHR-CRN 4~(REMOVALAI8 REPLACEMENT CF PUMP MOTOR)FIGURE 5-1 ()g~aQe M ApertTTre&r~2 0 PLAN EL 26I-O SAFE LOAD PATHS FOR HEAVY LOADS NIAGARA MOHAWK POWER CORPORATION NINE MILE POINT-UNIT 2 THE CONTROL OF HEAVY LOADS AT NMP2 gv't'N I y I!ea 9.C W'y l I I M I I Ml I I I I I MINI I I I I I~I~P~~a~I'~~P I I~P~P~P e~P I~~~~~a~

k'J\f" O~v E 4~0 v a TRAVEL OVER MOY'S RESTRICTED EXCEPT FOR SERVICE ON MDV'S THIS AREA SERVICED I BV STOP LOG CVALYE'~MD CRAIIE 2MHS CRN-6 (IOTONT 2SW~77ABB TX j:RTtjgK cana TRAYELOVER SAFETY RELATED CONTROL PANEL RESTRICTED UIPMENT OPENINGS'ICE WATER PUMPS 2 SWTOPI4.QB L.B BAY EQI'>MEN OPL'O'NG-OP SERVILE wA.EP STr<<'iTRS A'lao Availahte%Aperfare Caxg THIS AREA SERVICED BY 75/40 TON SCREENWELL ROOM CRANE'UIPMENT OPENS SERVICE WATER'PUM~

A BAY I NOTE: 7540 TON SCREENWEEL ROOM CRANE RESTRICTED FROM THIS AREA EXCEPT FOR MAINTENANCE ON SERVICE WATER EPU I PMENL FIGURE 5-3 SAFE LOAD PATHS SCREENWELL BUILDINGS NIAGARA MOHAWK POWER CORPORATION NINE MILE POINT-UNIT 2 THE CONTROL OF HEAVY LOADS AT NMP2 s4ovsaok@e-o3

'l~4 C 4 n

'III~J"1(TUI(E CARg OVTUHe OF ReSTRICTeD O'ReA of'peNT FveL STORAC%.C CASK LOADINI<<FOOLS 10 BOUNDARY LINeS SHOWINCI SBCIMFNTAL LIMITATIONS OF~3 NOI5T (MNN)'I<1K 0 UO<<U<<tt<<Iblo<<VN C%.BOUNDARY LINeS SHowIHcl sec'jMeHTAL LIIVIITATIOHS OF g NOWT (<<II<<)OUTLINE OF RSSTRIC'TtD I ARSA OF SPENT FLIBL ST OR.AI<<Ca POOL'90'O I NT B 5PSNT FVDL CA5y LOADIN(POOL BOUNDARY SHOWINQ~lrtCNTAL LIM IT A'T I ON 5 0 C 3 HOIST (MAIN)o'0't gS/CeN'Tee, OF RKACTOR STATIOH f'l8O 0//~<<5(s IOO'.O o.F<<1'r.~ceN Te<<L oF ReAC TOR STAT IOI4 O e e I CRHTtQ ck'Rt<<CTOR STATIO FIOINT A ZID SELecToR swe A f B<<NO A Re THIS VIEW SNOWS AReA OF R,esTRIc'TI0N FoR I HolsT(Pe<<.

P g H)AND 3 IIOIST (MA<N)Z,VO sel SC'ToR.Sw A It B H RM<<R, TRIC.'TION TNls view sNows AReA DF RCS'TRIC:TIOH FOR.2.NOIST (<<OX)ONLY f70 P AAI I Sel Q.c'ToIL Sw B oM DT.PASS POSITION FOR (SSLSCTOQ A ON f4OILMAL ReSTILIC.'TION POSITIO~Also AvailahIe Qn: Aperture GILrm FIGURE 5-4 CRANE RESTRICTED AREA SHEET 1 OF 2 NIAGARA MOHAWK POWER CORPORATION NINE MILE POINT-UNIT 2 THE CONTROL OF HEAVY LOADS AT NMP2 840 7 180 18'()P I l.e 1.I v

>rl' CRANE OPERATION DATA A key operated tvo selector (single key)svitch is located an the radio transmitter and on the pendant push'utton station.Selector"A"-Three positions labled: 1)-"Normal Restriction" 2)Key operated by-pass--"PI hoist (aux.P&H)" 3)Key operated by-pass--"f2 hoist (aux.-2S Ton)" Key is removable in the"normal restriction" position only.Selector"B"--Tvo positions labled 1)-"Normal Restriction" 2)Key operated by-pass--"f3 hoist (main)" Key is removable in the"normal restriction" position only.(Note:-To select any key operaced by-pass position on either selector, the corresponding selector svitch vill be in the"normal restriction" position.) I Selector svitch"A" and"B" in"normal restriction"position; bridge and trolley travel vill be as follows: (see plan viev I&II)To restore crane operation and resume motion vith selectors in"normal restriction" position the folloving is required: (a)-Insert key in selector"A" svitch and select either fl hoist (aux)or f2 hoist (aux)(2)by~ass position.(b)-Re-start crane and back out trolley.or rotate bridge to re-set proximity limit switch.(c)-Return selector"A" to"normal restriction" position and remove key.(d)-Bridge and/or trolley may nov continue travel in normal unrestricted areas.II Selector"A" in key operated position'I hoist (aux.P 6 H)" (Selector"B" vill be in"normal rescriction" position.) 'Ibis position vill allow un-restricted operation of the OI hoist (aux P 6 H)in all areas of the station.This includes those areas of the spent fuel storage and cask loading pools.($3 hoisc (main)and P2 hoist (aux)vill be inoperable.) and trolleyItravel vill be as follows: (Selector"A" vill be in"normal restriction" position and fl'hoist (aux P&H)and f2 hoist (aux)will be inoperable. See plan viev III.)Brid e Travel Restriction With the trolley[at either end of bridge and with trolley proximity svitch in tripped position;any bridge motion from either direction which vill position//3 main hook over the restricted spent fuel storage pool area, will trip che bridge proximicyjsvitch, and in conjunction vith the trolley svitch, de-energize operable crane motion and sec brakes.The bridge vill come to rest vith the center line of P3 main hook at edge of a circular'egmental section determined by the center of~<reactor scacion to either inner corner of the pool areas Hook has access co the cask loading pool area.Limitations of this area will be determined byIIa line from the center of reactor station to the inner corner of the cask loading pool (point A), and by an arc line determined by the distance from the center of reactor station to the far edge at (point B)of the cask loading pool.Brid e Travel Restriction with the trolley at either end of bridge, and with trolley proximity svitch in the tripped position;any bridge motion from either direction which vould position hooks over restricted area, vill trip the bridge proximity svitch and in con-junction vith the trolley svitch de-energize all crane nations and set brakes.The bridge vill come to rest with the center line of hooks at the edge of a circular segmental section determined by the center of reactor station to either inner corner of the pool areas.Trolle Travel Restriction Hith either end of the bridge posicioned over the restricted area;and vith bridge proximity svitch in tripped position, any trolley motion which vould posicion hooks over che restricted area, vill trip the trolley proximity switch and in conjunction with the bridge svitch, de-energize all crane motions and sec brakes.'Ihe trolley vill come co rest vith either the center linc f3 hook (main)or the center line fl hook (aux.)(depending upon which end of the bridge is positioned over the restricted area)on the inner are line of a seg-mental section determined by the minumum distance from the center of reactor station to the nearest edge of the storage pool area.III Sl t"I" I ky p tdp ltt"~PISS t*"(Sl I"I" ill be in"normal restriction" position.) This position vill allow un-restricted operation of the f2 hoist (aux)in all areas of the station.This includes those areas of the spent fuel storage and cask loading pools.(83 hoist (main)and fl hoist (aux P&H)will be inoperable. Trolle Travel Restrictions With either end of the bridge positioned over thc restricted spent fuel storage pool area, and wIth the bridge proximity svitch in tripped position, any trolley motion which would posicion che f3 main hoak over the storage pool area, vill trip the trolleytproximity switch and in conjunction vith the bridge svicch, dc-energize operable crane motions and set brakes.The trolley vill come to I rest with the center line of main hook ac the edge of an arc line determined by the minimum distance from the center of reactor station to the edge of the spent fuel storage pool;in the area of the cask loading pool, the hook vill be at edge of anIarc line determined by the distance from the center of the reactor station to th t (point B)of the k 1 di ol.e far edge a position, the fo loving is required: (a)-Return selector"B" to"normal restriction" position.Remove and insert key in selector"A" and place selector in either"81 hoist (aux P&H)" or"42 hoist (aux)(1)by-pass position.(b)-Re-start ctane, back out crolley, or rotate bridge to re-see proximicy limit svitch.(c)-Return selector"A" to"normal restriccion" position, rcmove and insert key in selector"B" and again place selector in"f3 hoist (main)" position.(d)Bridge and/or trolley may nov continue travel again in all areas except the spent uel storage pool area.MERrURE CARD Also AraBable Un Aperture Carrl FIGURE 5-4 CRANE RESTRICTED AREA SHEET 2 OF 2 840 0 13018'Cog RA MOHAWK POWER CORPORATION NINE MILE POINT-UNIT 2 THE CONTROL OF HEAVY LOADS AT NMP2 ,i~'I I i' Nine Nile Point, Unit 2 SECTION 6 LIFTING DEVICES The following specially designed lifting devices consist of primary and redundant strongbacks and sling assemblies. They are single-failure proof in accordance with NUREG-0554. The design approach for these devices is consistent with the design criteria contained in ANSI N14.6.Quality Assurance program requirements in compliance with the provisions of 10CFR50, Appendix B'and supplementary Quality Assurance requirements were mandatory in the purchase specification. Critical items are identified as QA Category I components'ifting " Rig Arrangement for Drywell and Vessel Heads Lifting Frame Rig Arrangement for Insulation Support 3.5.6.7.Lifting Rig Arrangement for Steam Dryer Lifting Rig Arrangement for Steam Separator Lifting Rig Arrangement for Transfer Bridge Lifting Rig Arrangement for Service Platform Lifting Rig Arrangement for Shield Plugs 6-1 I Nine Mile Point Unit 2 SECTION 7 VERIFICATION OF TESTING, INSPECTION, AND MAINTENANCE Proc'edures will be written and approved for inspection, testing, and maintenance of the reactor building polar crane and those cranes identified in Item 2.1-1.These cranes will be inspected, tested, and maintained in accordance with Chapter 2-2 of ANSI B30.2-1976 with the exception that tests and inspection will be performed prior to use where it is not practical to meet the frequency of ANSI B30.2 or where frequency of crane use is less than the specified inspection and test frequency. 7-1 ,Nine Mil'e Point Unit 2 SECTION 8 VERIFICATION OF CRANE DESIGN F 1 INTRODUCTION The.reactor building polar crane (RBPC)has been designed for, Class Al.standby service in accordance with Crane Manufacturers'ssociation of America (CMAA)Specification No.70 and the mandatory requirements of ANSI B30.20 in addition to the technical requirements of SWEC Specification No.NMP2-251P~The RBPC is seismic Category I.The crane is designed for the following rated loads:~No.1 Auxiliary Hoist'/2-ton~No.2 Auxiliary Hoist 25-ton~No~3 Main Hoist 125-ton~Crane Trolley 125-ton~, Crane Bridge 125-ton The main hoist is designed to provide a dual loading path so that the single-failure of, any.component shall not result in loss of the lifted load.The single-failure system criteria also applies to the hoist electrical system.The hoist motor is a 75 hp dc'shunt motor.The alternating power supply is rectified to supply the motor with dc power.The dc hoist controls are provided with phase loss and phase reversal protection. The redundant main hoist system consists of a dual path through the hoist gear train,-the reeving system, and the hoist load block along with restraints at critical points to provide load.retention and to minimize uncontrolled motions of the load upon failure of any single hoise component. The system includes the complete gear trains connecting the hoist motor to the hoist drum, while the main hook is used for handling the spent fuel cask;positive interlocks are provided which prevent the transfer path of the cask to be over the spent fuel storage pool but still allow the hook to lower the cask into its proper position in the spent fuel loading pool.The auxiliary hoists also have positive interlocks which prevent their transfer paths to be over the spent fuel storage pool.Overrides of these interlocks will be covered by special administrative procedures. The auxiliary hoists can also be placed.in operable modes by use of key-operated selector positions. The operating modes of these hoists will also be controlled by administrative procedures. 8-1 Nine Mile Point Unit 2 8.2 DIFFERENCES BETWEEN UNIT 2 DESIGN AND NUREG 0554 A thorough evaluation was made between the RBPC design features and those recommended in NUREG 0554.The RBPC main hoist as designed contains all the major safety features recommended by NUREG 0554 to quality as single-failure proof.The following section provides a detailed summary of the differences between the RBPC design and NUREG 0554 recommendations. The significant differences between the Unit 2 design and NUREG 0554 are as follows: a.NUREG Section 2.2 requires a 15-percent design margin for wear-susceptible components. Evaluation All wear susceptible components, except thrust bearing have greater than a 15 margin.-The lifting eye thrust bearing design margin.However, failure of this not result in a load drop.the lifting eye percent design has a 4 percent component will b.NUREG Section 2.4 specifies impact tests for materials over 1/2 in.The specification requires impact tests for materials over 5/8-in thick.Evaluation ASME'Section III, NC-2300, requires impact tests for materials greater than 5/8-in thick;the Unit 2 specification is consistent with this requirement. c.NUREG Section 4.1 specifies a cable safety factor of 10 to 1 dynamic.The specification requires a cable safety factor of 10 to 1 static.,Evaluation The dynamic safety factor of the crane when considering the maximum critical load (MCJ)to be 120 tons is slightly under 9.6 to 1.This conservative design more than surpasses requirements to sustain the dynamic effects of load transfer due to the loss of one of the two independent rope systems.An ample design margin will still exist in the remaining rope system of eight parts supporting the load..8-2 Nine Mile Point Unit 2 d.NUREG Section 4.3 specifies load attachment points to be designed:for three times the load to be handled, static plus dynamic.The specification requires the load attachment points to be designed for three times the static load to be handled.'Evaluation A design factor margin study and a main hoist load block design study were made to verify the safety of the RBPC design.For the main hoist load blocks study the structural components were reviewed for a 138-ton load (MCL plus 15 percent).The resulting stresses were less than 1/3 the minimum yield strength of the respective materials. e.NUREG Section 4.6 specifies that lift beams and lifting devices be designed for three times the load, static plus dynamic.The specification requires three times the static load.Evaluation The lifting rigs and sling assemblies were designed for',three times the static load times 1.05.The calculated ,.stresses were less than the minimum yield strength of the respective materials. See Section 6 for further details on the design of these devices.NUREG Section 5.1 specifies the bridge speed not, to'exceed the slow recommendation of CMAA, which is 50 ft/min.The Unit 2 crane's bridge span is designed to be 75 ft/min.Evaluation The RBPC design includes crane bridge inching motors with a speed of 2 ft/min.The 75 ft/min normal operating speed satisfies the moderate speed recommendation of CMAA-70.With these features the intent of NUREG 0554 is met.g.NUREG Section 8.5 specifies that the MCL be marked on the crane.The specification uses maximum working load (MWL).Evaluation The MCL will be identified on the RBPC.8-3 Nine Mile Point Unit 2 h.NUREG Section'.0 specifies that the operating manual give the margin'for degradation of wear-susceptible components. Evaluation This is an administrative requirement which will be covered in the Inspection Procedures detailed in Section 7.-These procedures will be in compliance with ANSI B30.2.0.NUREG Section 10.0 specifies that crane operator qualification be addressed. Evaluation ~Section 9 covers crane operator qualifications. 'I 8.3 RBPC LOSS OF POWER AND FAILURE MODES AND EFFECTS ANALYSIS With regard to the NRC's December 19, 1983, Clarification to Generic Letter 81-07, concerning electrical circuitry and phase loss of a single-failure proof crane, the dc hoist controls of the Unit 2 reactor building polar crane, Mark No.2MHR-CRN1, are specifically provided with phase loss protection as well as phase reversal protection. Inherently, the crane's dc hoist controls are provided with a fail-safe design such that power is removed from the hoist motor and the holding brakes applied upon any of the following contingencies: ~Opening of an ac phase~Loss of ac fuses~Loss of voltage~*Loss of regenerative power capability ~Loss of motor field'Loss of dc fuse Additionally, the crane's dc hoist controls are provided with a torque check, which prevents the hoist holding brakes from being released until the motor field is energized and armature current, is flowing.8.4 CRANES OTHER THAN RBPC a.Cranes 2MHR-CRN3, 2MHR-CRN4, and 2MHS-CRN7 were designed so that the trolleys ,and crane bridges" cannot be dislodged during an earthquake, in combination with SRV Nine Mile Point, Unit 2 and LOCA phenomenona. The design of the single girder underhung motor-operated bridge crane includes the requirements of CMAA Specification No.70 and all the mandatory requirements of ANSI B30.11.The design of the wire rope hoists and trolleys include the requirements of HMI-100 and the mandatory requirements of ANSI B30.16 in addition to the technical requirements of SWEC Specification No.NMP2-P251W. b.The 75-ton screenwell area crane, 2MHW-CRN1, is designed in accordance with the requirements of CMAA Specification No.70 and ANSI B30.2.0 in addition to the technical requirements of SWEC Specification No.NMP2-P251C. c.The wire rope hoists and trolleys of jib cranes 2MHF-CRN1, 2, and 3 include the requirements of HMI-100 hnd the mandatory requirements of ANSI B30.16 in addition to the technical requirements of SWEC Specification No.NMP2-P251Z. d.2MHR-CRN61, CRN65, CRN66, and CRN67 monorail hoist systems have been designed in accordance with the mandatory requirements of HMI-100 and ANSI B30.16 in addition to the technical and seismic requirements of SWEC Specification No.NMP2-P251R. e.The remaining monorail hoist systems have been designed in accordance with all of the mandatory requirements of ANSI B30~16 in addition to the technical requirements of SWEC Specification No.NMP2-P251K. Hand-operated chain hoists and trolleys include the requirements of HMI-200.8-5 Nine Mile Point Unit 2 SECTION 9 OPERATOR TRAINING, QUALIFICATION, AND CONDUCT Unit 2 uses lesson guides to train crane operators. These lesson guides ensure proper and safe operation of floor-operated overhead cranes in accordance with ANSI B30.2-1976. The crane operator program ensures that the recommendations of ANSI B30.2-1976, Chapter 2-3, are adequately included.The current crane operator training program includes the requirements for a practical operating examination. This practical examination is given after the operator undergoes detailed classroom instruction. In addition, the operator is required to meet certain physical qualifications before qualifying to train as a crane operator.These physical qualifications are consistent with ANSI B30.2-1976. 9-1 II J'I Nine Mile Point Unit 2 FSAR QUESTION F430.1 (8.2.1)Section 8.2.1 does not specify transmission line lengths to the Scriba substation, nor does it include layout and right-of-way drawings.Provide these drawings or a date by which they will be supplied.RESPONSE Section 8.2.1 has been modified to include transmission line lengths to the Scriba substation. See Figure 430.1-1 for layout and right-of-way drawing.iso Amendment 10 QScR F430.1-1 April 1984 8407260350l ~1 C Mll I ~~~I~I~I NINEiHPII, II APG PU 9>>/,./~I.$W'QA'-~\I I l 21~I~NE3~IN~ElE WENI 3'3,~%i/li I I lgll~.3 1 ff331 l'll ,.r"-L.V)'ENERATING STATION"':~.,)z:.'.",';,",'IN I I I'.5:.~i=11~.r',)-.--Exhibit'TlV' ~311 E 33333 Elulft NEVrl~~ueJC 33333+333~~C~IEN 3~IEIEW I 4~2t I~$1'l~I Ep.>4~,'I Ji h.;4 (P(II iP<l I i?//.I 4'iC!1 1 I.)/,t~IE 3 1'E$QjE/1:W:,I fr Q~i Il~I j~'I 4~'@57 ,OLNEY a, l., SV,BST i 0 I~~I I'~3~3~IE 0'.~E~/4 I~\I'1'~'i 1 l I~'.9 i 1 I i lE IINR5Q 8 ALB~,I~I>>,'I I IE 3~~, NORTH I~'~3, 3 l.s iver\).a TO'1";,~.3(.'~I.'"..':-~'I<-'I,~t.ivy!'g:IIEj3::.,3.'IGURE 430.1-1 UNIT 2-VOLNEY TO UNIT 2 TRANSMISSION RIGHT OF WAY.NIAGARA MGHAWK POWER CORPORATION NINE MILE POINT-UNIT 2 FINAL SAFETY ANALYSIS REPORT AMENDMENT 10 APRIL 1984/ i.>4a 4 qI Nine Mile Point Unit 2 FSAR QUESTION F430.2 (SRP 8.2)The staff understands that the configuration of the offsite power circuits will be changed from that which is currently described in the FSAR.Accordingly, provide an FSAR amendment which includes: a.A revised Figure 8.2-1 and narrative description of the new offsite power circuit configuration. b.Drawings of the physical orientation of the offsite circuits around the.Nine Mile Point and Fitzpatrick Power Stations.-Suggest using Figures similar to 2.1-2 and 2.1-3.c.Drawings which show tower spacing for lines which share a common right of way.d.Steady state and transient stability analyses results for the new offsite configuration including the loss of the largest capacity to the grid or removal of the largest load from the grid.<RESPONSE:See.".."..revi'sed -.Sections 8.1,.and.:.8..2.. -.A tower spacing drawing is not provided since the 115 kV is not on a common right-of-way.See Figure 430.7-1.&lU MAKE i.Ii'y<)c.~QbE ass~~~~i"S a z)ADD q~r~a oa c.wwei C~~~~~~>o+~-><<~/"'u<<i+a~~~~<<+~ZHm sw~Y~D<9m~~~~<>~<~a gg~uaLTC.OP'aJ Y C7~1~.~g c g.,g~~g.cP~ PnE.~~PROtKG~l~E py~D[QEIQSIQp3> gE~BE+&1ZPbDSPDg HK~S z~cxu+<w~~tu~~a<<si~[s~u~~c ro g~Amendment 8 QE(R F430.2-1 January 1984 J Jl/ Nine Mile Point Unit 2 FSAR QUESTION F430.3 (SRP 8.1.8.2)Provide information and a discussion of grid availability, including the frequency, duration, and causes of outages as required by R.G.1.70.RESPONSE NMPC's records indicate that there has been one trip of the Nine Mile-Volney No.9 line since its original energization, occurring on May 17, 1983, at 10:41 am.Power was restored immediately, and the cause is unknown.There are no records on any other lines because these lines in and out of Scriba Station are new and have no record of operation. A.study performed on the central region (including the Unit 2 transmission system)of the NMPC service area has shown 58 trips on 6,100 year-miles of 345-kV lines over a 15-yr period.This results in 0'095 unplanned trips per mile per'year."""'"These.:-.trips"include.~l.unplanned events, including the following: 1.Lighting strikes.2.Equipment failures.3.System disturbances. It should be noted that the experienced trip rate (0.0095)from all unplanned sources is less than the design value for lighting strikes of 0.0117~unplanned trips per mile per year.4'.~4o Qvasttoa L Amendment 11 QGR F430.3-1 June 1984 ~I,'~'I tl V'rl t V 0-NOTE: NINE MilE SCRIBA ef AND SCRIBA VOLNEY et1 SISKVTRANSMISSIONLINEANDRELATEDSCRIBA STATION BREAKER POSITIONS WHICH ARE SHOWN MAYB'EADDEDFORNMPC'SYSTEM RELIABRILITY NINE Mkt NNIE MILE~I~t fITZPATRICK r I I I L I I I leT c Ic" icl D I I wig ww I IC(ei wl Ie ce I A wl Ic(I COOLING TOWER ce e.~e I I ce I ec ce~c H VI e ic~I ce ic O ei A.wl DI>g C,rj 0 s>~Sg~res~~s g t e J<u<'s<4 g<'<t""~cP.A.I, y.5)5 Le we+'s<:e(sec1"~<+8@op, Amendment 8 gaR-F430.7-1 Janua y 1984 J;,i.4I 1~+I/h'I 1 lc 4t l'L(r t> Nine Mile Point Unit 2 FSAR" switchyard. Reserve station service transformer 2RTX-XSR1B, energized from the offsite Power Source B, feeds Division II of the onsite emergency distribution system through its 4.16-kV tertiary winding;its 13.8-kV secondary winding serves as backup source for the plant nonsafety-related power distribution system.The auxiliary boiler transformer, normally energized from the offsite Source A, feeds the auxiliary boiler and associated loads through its 13.8-kV secondary winding;its.4.16-kV tertiary winding provides a backup source for Divisions.I or II of the emergency power distribution system.Bus sectionalizing disconnect switch 2YUC-MDS20 is normally open, maintaining separation between the two of f site sources.'gg p7 7~+, Under normal operating conditions, reserve station service transfer 2RTX-XSR1A and auxiliary boiler transformer 2ABS-Xl are energized from the 115-kV Scriba Substation source;reserve station service transformer 2RTX-SXR1B is energized from the 115-kV James A.FitzPatrick Substation source;and normal station.service transformer 2STX-XNS1 is energized from the,,main:generator..The.115-kV disconnect switches 2YUI-MDS1,'2YUF-MDS2, and 2YUC-MDS10 are closed, and discon-nect , switch 2YUC-MDS20 is open.Circuit switchers 2YUC-MDS3, 2YUC-MDS5, and 2YUC-MDS4 are closed.In case of the loss of power from Scriba Substation, trans-'formers 2RTX-XSR1A and 2ABS-Xl can be energized from the James A.FitzPatrick Substation by operating the appropriate '115-'kV disconnect'switches: In case of the loss of power from James A.FitzPatrick Substation, transformer 2RTX-XSR1B can be powered from Scriba Substatio.f ">by operating the appropriate 115-kV disconnect switches,: In-case of loss-of-power to the.normal station service.transformer from the main generator, its associated normal switchgear buses are automatically transferred to the reserve transformer sources.The transfer scheme is described in Section 8.3.1.The 115-kV circuit switchers and disconnect switches are designed to operate as described below.The opening or closing of the circuit switchers or the disconnect switches is controlled by actual permissive interlocks. 115-kV Circuit Switcher 2YUC-MDS3 closes when there is no electrical fault on reserve station service transformer 2RTX-XSRlA (i.e., lockout relays 86-2SPRX01 and 86-2SPRZOl are not tripped)and the control switch for 2YUC-MDS3 on the main control panel 2CEC*PNL852 is in the CHOOSE position.Circuit switcher 2YUC-MDS3 opens when an electrical fault Amendment 7 8.2-7 December 1983 ~~I'b$eg.q H1 fp* 7 Pay I pL.T4 Ale v.V~zP R~-~iB zPBs-Xl os~ZMg gent-)A QJL 4.lb Y-V a4~~-swsol s,'2.MMs"-"sWG'0[7 "~eMt4S-a~Ol8 APE gPU c V lg h I f I <o$36..p0<<"f'R-f C~sAM g~wo>APL~A'~~1c~g~*t'>p I.J~~+to/5+gg+-P t1'P y~~I w~~~~c yg~ASl6&LAi..5~fool~C~>e.~sP5<M<<<~~~~+\sw+~, (o (w.y)~%p2.i?s 0 OEM Ov-~.~r~-i~a;~lr~>~~)-p+VIIO G hl" I (b>B>n&7~~, VV'v 1 s H.gA~p'~~o't/~y/ ils v'<e<i e.c.oi~g~y g~rc~~kggc 1".~4 p/~<g,'~pC,/f$80~~+mg 0'*P~1 E~~III)I\~' Nine Mile Point Unit 2 FSAR QUESTION F430.8 (SRP App 8A)Regarding the degraded voltage condition and undervoltage relays discussed in FSAR Section 8.2.2: a.You state that 517.5 V (90 percent of the motor nameplate voltage of 575 V)is required at the 600 V buses to ensure proper starting and running of all Class lE motors.Since 90 percent is the motor rated voltage for continuous operation, the additional voltage drop from the 600 V buses to the motor terminals will result in the motors operating at less than their continuous .rated voltage.Justify this condition. Likewise, justify the capability to start 80%rated NSSS and MOV motors with only 80%of the motor rated voltage up at the buses.b.You state that from the voltage profile study the grid voltage needed to maintian adequate station voltages at the lowest tap of the load tap changer (ZTC)is below the normal operating range of the grid.Is this the worst case condition? Since the sensing for the LTC is on the 13.8 KV system, is there a lightly loaded 13.8 KV condition which would result in the LTC being on a higher tap and consequently worse 4.16 KV voltages?Also, provide the results of your analysis for the opposite condition, i.e., heavily loaded 13.8 KV system and lightly loaded 4.16 KV system resulting in 4.16 KV system overvoltages. 1.13 1.14 1.15 1.16 1.17 1.18 1.19 1.20 1.21 1.22 1.23 1.24 1.25 1.26 1.27'.28 1.29 c~You state that, when the auxiliary boiler transformer is supplying the onsite emergency power distribution system and the grid.is at its normal operating minimum, the voltage at the 600 V buses under the most severe load conditions is 460 V (80 percent of 575 V).Per the discussion in item (a)above justify the capability to start NSSS and MOV motors and to operate continuously all Class 1E motors at this low voltage.1.30 1.31 1.32 1.33 1.34 d.Extend your analysis to include all Class 1E equipment (not just motors)down to the 120/208 and 120/240 volt levels, and provide t: he Class 1E bus voltage profiles for, steady state and t'.ransient conditions. 1.35 1.36 1.37 e.Provide a detailed description of your second level undervoltage relay design, including setpoints; and address each position of SRP Branch Technical Position PSB-1.1.38 1.39 RESPONSE Amendment 6 QCcR F430.8-1 December 1983 1.41 ch1217718fqr6r 10/24/83 156 I 4~'i I'I I~1+S)N h RcVIsEO lNQRbl46 Nine Mile Point Unit 2 FSAR tern voltage fluctuations of 120.75 kV (105 percent)to 109.25 kV (95 percent)and secondary load fluctuations. The 4.16-kV tertiary winding voltage fluctuates in accordance with the foregoing selected tap position, primary voltage variation, and/or 4.16-kV emergency switchgear bus load condition. The Class 1E motors are capable of starting at 75 percent and running at 90 percent of their rated voltage.The maximum permissible voltage drop between the 4.16-kV emergency bus and the connected load under normal running condition is 20 V, while that during motor starting is 60 V.The maximum permissible voltage drop between 600-V emergency load center buses and their connected loads under normal operating conditions is 12 V;for the motor control centers, this is generally broken up as 4 V between the load center and the motor control center (MCC)and 8 V between the MCC and the motors.However, for MCC feeders having longer ca-ble lengths, the voltage drops from 600-V load centers to the MCC and from the MCC to the motor are redistributed within the framework of the total voltage drop limitation of 12 V.The voltage profile study of the plant electrical power distribution system-shows that with the preceding criteria for the permissible voltage drops, the minimum voltage that will ensure proper starting and running of all Class 1E motors at the 4.16-kV and 600-V level are: 1)460 V (80 percent of the motor name plate voltage of 575 V)at 600.-V buses during the most severe motor starting condition at the 4.16-kV bus with the 4.16-kV bus loaded, and 2)517.5-V (90 percent of the motor name plate voltage of 575 V)at the 600-V buses under full load condition of the 4.16-kV bus.a From the voltage profile study, it is observed that the minimum 115-kV system voltage that will satisfy these con-ditions is 98 kV (85 percent of 115 kV)at the lowest tap of the ETC (103.5 kV).This is below the normal operating range of the 115-kV system (109.25 kV or 95 percent to 120.75 kV or 105 percent).The emergency onsite ac power distribution system undervoltage relays are set accordingly to prevent degraded voltage conditions of the offsite power sources from affecting site operating conditions. 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Describe what is required to connect the alternate of=site source to the safety buses through these cubicles.RESPONSE See revised Section 8.F 1.1.2.Psa c.If a safety bus is being powered from its a1ternate offsite power source and that source is subsequently lost, will the bus be automatically reenergized from the diesel generator? This shou1d be the.case.4 See JH~~Q, r-cp, s, g Sec-/r'c~+3.I.>.2-Amendment 7 QccR F-30.10-1 De embe 1983 ~I , VI l I"g.'s>c CQ Ik't-II I tl l V/, REYLsED woPbt Ng Nine Mile Point Unit 2 FSAR rated speed, voltage, and freauency, the generator breaker 101-1 closes.Within 10 sec from the starting signal, the load secuencing,-begins. Similarly, the emergency bus 2ENS*SWG103 'transferred to its erne gency diesel ge.erator 2EGS~EG3 upon loss of voltage or sustained degraded voltage from reserve trans ormer 2RTX-XSRlB. Upon loss of voltage or degraded voltage from reserve transformer 2RTX-XSRIA or 2RTX-XSRIB, the emergency bus 2ENS*SWG102 is also trans-ferred to its emergency diesel generator 2EGS*EG2 in a similar way, except that no load shedding on the bus is reauired.In case of'LOCA, the emergency diesel generators start and run on no-load so that they can pick up loads in the event a delayed loss of offsite power should occur following a LOCA.The emerg ncy 4.16-kV switchgear is rated for 2SO MVA inter-rupting capacity.All breakers are rated for 1,200 amps continuous duty.Each divsional switchgear has two dc con-trol power" buses.suppliedby its associated divisional emergency dc power system.Class lE battery 2BYS*BAT2A feeds bus 2ENS*SWG101 via Class 1E 125-V dc switchgear 2BYS*SWG002A. Class lE battery 2BYS*BAT2B feeds bus 2ENS*SWG103 via Class 1E 125-V dc switchgear 2BYS*SWG002B..Similarly, Class 1E battery 2BYS*BAT2C feeds bus 2ENS*SWG102 via,Class 1E 125-V dc panel 2EGS*PNL002. One control bus supplies.control'power to the main breake s, assoc'ted te'laying,-and control ci'rcuits; the other bus supplies con-trol power for the feeder.breake s, associated relaying, and cont ol circu'ts.The two"control buses are supplied by two separate cables originated at tne same breaker on the dc bus.The two caries are routed separately. Each control bus can be cc=aected to the o her dc feeder via a pullout fuse block a angement.Eme gency 4.'16-kV switchgear buses are electrically indepen-dent and physically isolated from each other so that any failure in one d'vision will not jeopardize the safety func-.tion of any other division.Emergency 4.16-kV switchgear buses are located in separate rooms in the emergency switch-gear room at el 261 ft in the control building, a Category I structure. 600-V Distribut on System The 600-V dist ibution system consists of the normal and emergency 600-V load centers, 600-V MCCs, and 600-V power distribution panels.The, load centers feed the MCCs, 600-V d'st'bution pa.e's, 600-V motor loads from 50 to 200 hp, and other loads rom 60 to 150 kW.The MCCs feed plant auxil'y motor loads f om 1(2 to 50 hp, motor-operated Amendment 4 8.3-9 September 1983 L if W'C I<~C, 2.zNsk..~stol m~Ebs y~KB(o3~ 'I" w$Y>>pl l gal C V>Z 4't Nine iNile Point Unit 2.FSAR QUESTION F430.15 (SRP 8.3.1)Provide the following information regarding the Division I and II automatic starting and loading systems: a.If the offsite source is lost when it is powering the Class 1E buses with the d'esel generator running in standby will the residual bus voltage be allowed to decay prior to sequencing the f'st group of loads?Describe how this is accomplished. b.Explain the various starting times indicated'or the SW pumps in Table 8.3-1.C.d.Clarify Tables 8.3-5 and 8.3-6.It is difficult to discern discrete load sequenc'ing intervals and to correlate the times given in these tables with the times given in Table 8.3.1.It is also difficult to correlate the numbers given in the"starting,""running" and ,"total load" columns of Tables 8.3-5 and 8.3-6.Describe whether the Class lE LOCA loads are sequenced on offsite power or block loaded.If they are load sequenced, we require that a separate sequencer for'ffsite and onsite'power=for each electrical division be provided.Alternatively,,provide a detai'led analysis to'-demonstrate'hat there'are no credible..'sneak,.circuits,.or 'common.-fai3.'ure"'-modes in: the sequencer.design which could., render.both onsite and offsite power sources unavailable. In addition, provide inf ormation concerning the'reliability of your sequencer and reference the design, detailed drawings.e.Table 8.3-5'~di"'.ates that the diesel generator load for the final load sequence interval during a simultaneous LOOP-'*and,LOCA.is 4,679..XW.... This is in excess of the 4400 KW cont'uous rat'ng of the d esel generator shown in Figure 8.3-2.Justify the operation of the diesel gene ator at greater than its continuous rating.R" SPONSE See revised Sect'on 8.3.1.1.2 and revised Tables 8.3-1,.8.3-2, 8.3-5, and 8.3-6.P f'5r d.Provide more information on the sequencer circuitry. What is meant by sequential relaying?What type of relays are used?Describe the location of the sequencer circuits.Are they centrally located or distributed? Will failure of one relay result in loss of the entire load sequencer? .983 V~p~.'ii%4 ll/Vw iX'I ,t Ie~lp, I il E.3~J,l~t+5'A<,<,C dan~c-C,4=!L.>uc 4 6 3~y~c 7 pe.la<8.~..o f.,@~C,...7i~Q~,.m!ll.no7 c.(fe~T.7w.7~~~g..opae~I i'~ohoA~~ l V'(N I VJ,f i~~q\l'II Nine i%i le Point Unit 2 FSAR QUESTION F430.16 (SRP 8.3.'1)Regard'ng the control and protect'on systems fo" Division I, II, and III diesel gene ators discussed in FSAR Section 8.3.1.1.2: a.Is coincident logic used on the Divis'on I and II generator phase over-cu rent t'p as required by R.G.1.9?b.Are all conditions which shu down the diesel gene ator during test but bypassed du ing emergency operation, alarmed in the main control room in accordance with.R.G.1.9?c.Cross reference the diesel generator conditions you have identified in FSAR Section 8.3.1.1.2 subparagraphs 1, 2, 3, and 4 with the annunc'ation provided in the main control room iden"-'fied in subparagraph 5.Do this for"'":",both':Divisions...I,and I.I,and III.RESPONSEee revised'ection 8.3.'1.1.2 and Table 8.3-3A.C.~Regarding the alarms associated with the division I and II diesel generators -the single.common alarm in the control room which is designated as Emergency Diesel Generator System Trouble/Trip does not provide a clear indication to the operator of whether the machine has a disabling or non-disabling condition since both are annunciated in the same window.AII the conditions which render the diesel."'generator:incapable of responding.to-:an emergency auto-start signal should be alarmed in a cannon diesel generator inoperable window.Non-disabling conditions should not be mixed with these.~Regarding the alarms associated with the division, III diesel generators -if the"Iow fuel oil level in day tank" and"low starting air pressure" conditions render the diesel generator incapable of responding to an emergency start they should not be alarmed as"Engine Troubl'e" together with other non-disabling conditions. Amendmen 7 QS~R F430~16-"-December 1983 -~~F, W'~L>~p I<'i J' diesel engine conditions annuncia ed as an"Engine Trouble Al."~~'n the control room will exis'hile engine is in de, Durin en ine standb mode"low fuel oil level i running mo.g g n'dayi.tank"=or"low starting air,.pressure" condition will initiate"Engine.Trouble Alarm" in the control room to alert the operator of abnormal situation. The operator is required to take necessary action to ensure that proper fuel supply or adequate air supply to diesel engine is available. ,'he fuel oil day tank, is backed.by a seven-day storage tank.Diesel generator starting air supply"system has two redundant trains;either train can start the diesel engine.Therefore, even if one"tank's at low pressure.adequate starting capability is still available through redundant air supply train. 'I'~'I l 4 44, I 1~44'Hg I t~,'4~I f 4 4**4"Ip44 I Nine M'le Point Unit 2 CESAR h.Directional shutdown). ground overcurrent (with i.Blown potential transformer fuse.Mode selector switch in OFF position.k.Incomplete sequence (starting) .l.Overspeed engine (with shutdown). m.Excessive vibration engine (with, shutdown). Generator contxol in maintenance position or inoperable. o.Generator space heater auxiliary switches or MCC no proper for auto operation. 5.All.conditions:.mentioned in items 1, 2, 3, and 4 are annunciated in a common window in the main con-trol room designated as Emergency Diesel Generator System Trouble/Trip. 6.,Indicating instruments. which are provided for moni"oring 'the status of system pressuie,':temperature, level, etc, locally in the diese3.generator contxol room and/or main control room are ,discussed in Sections 9.5.4 through 9.5.8.In addition, the fol3.ow'ng f,ndica or@are prov'ded for monitori.>g the status of the generators: a.Voxtmeters. b.Rrmeters, Amendment 7 December 1983 r+1 4*v~'C A J l.it ,k I' 8M05 652-lo f 8gz lil 0 c$45lI't.P@.l FgkR+9 l~f 5&ef sf~l~p Fo~<$5<Muc&~nn<8 i'e.s~<Q r'5PJsy+$I Y I SZ-])g g~)~5/5 srz-'.l~SQ-ll 4 gag-)zC ggt-,g sw584 pQ f tD~as/~68 Qd~tO<C.pi>4+f~t-n APeC-VA 1~e'.Ll~f gag g~~/Vga f Qfotevo~Q-~c.v M gyp ly ca~pg l eo~sp~~p SA-le Ctg7f tbsp fig g~f-M-l4,~, wXuwy y~fovb~(gpy$Q(Q~f Q~f~l tfc~I+-&%4-7P-~6%40~~P-glg l5b 4)c Z."~F~M84 2-~t-W i5,>2-A 5/L.~~+l=-f'P~~A,~F-<~PS~~9 sg-cmFA.oi &y'-~F.~t ur.a-fs<<k-u~s Ps~PX-%Q Cef 30-lffo~l~PDLQ@c4'SD-7p+z,$0 ppp p yo-7o+Q~n-4b+7 c$o-7oZ+So-7Ol S'u 3o lo z.l M-7(2~R-~pxof>+-~!']cot.$D-7(25'o-7f Lo$o-7ot5~rO-74')~~Syg t aaof'~~~b<T SyS~c gpss.F~.m~m P4'f gg, L vL god F.o.~au.ia viwp P~H.l F-0<TC-t e-ptFF.p~PIKE~lblE MCC-~~'P~~AQ..du~~~fail-8~5 AecS 0 MRS 8 vie gcnE.c C'8+R~Cock op@pos~a44c~g P~~~~vox-y~W c.NPVQBC-p4egcfR-~~tabc cw~40 I~Pu S a3 1~P~~tPM~~G coN P 6~56~gyg2 oaap~aV~4~pl~cAcg pro~l'f a y, y~~:~~i<~Pg I 0 i5mwto~mph t-f'~.j'~P jot'Ass f AJhq P4-tv.~PQJM~58 are-P~5-~f~)Pl n I n n I-Yj (i) lpg g t4'.1">>~o 7 n q'l~l sYgg~~wP<P\0 Pvf6.~E6.PQ I~fl8K4t-Wlmae.0g I ego(Oe~p~~)u)~>o-7o)2.$D 70 I+=Po-vo/6$e-7o>j 5'>-78'+9 yo-Z04S+>-7o++-0>-7055$o-70$7 gn-7b'$g'~$0 7D$f 3u-700m$o-74+$7D$'6 zo$+totugOtd P55~f'flO&$~P~444 tup0$$pe8.M~aseocv o~awf'5~~hay~e4rt lNpo$g pt g.1rPC,~~Qg a)l f ASKS goo'~'f~p g~e.t~p'l<w~c4RSG~7 aogN L v'L o pp LvL app.~T~TA fÃ6M c c~CC P~c'.1<~~5 P(F=W P~S H-t st ee.elva pe<5~Z,a~~P P~~L+f6 4~~f>5%5~aDw~f'Ce5$H l~g)g~g~~~e+~~s+~T w f'8 f~P mph.gQ (~S~~dgg.pg+t+S lwf~K C Vi Pl A I C}L C)\i I Z n)Q (p rp I 4)u)6)g~~~y Z p~)I 5~up pg~~bat-LW~~f&P4+%~K.ting~tuft~~pg g~~g~g~t~pg~~~Locu s~g~~8.-P4sSsU~~MPtTI'd~<>~i~<g~>y~~c~Z~ay eqsY~rMvBL6-t 4 4,~a 4'j,'V)P I J~Al F-l v NW I I A'I~l 5 fpij'(r I" Nine Nile Point Unit 2 FSAR'UESTION 'F430.18 (SRP 8.3.1)For the Division I, II, and III diesel generators add ess'hethe" an, automatic start signal will separate 0he diesel ge'nerator from the test mode and return control of the diesel to the automatic system.Also, address whether a loss of power occurrence during a test will separate the diesel generator from the test mode and make it available for automatic loading.For this case, a loss of power signal may not be generated if the diesel generator maintains bus voltage, and overcurrent or underf requency trips must be relied on to separate from the off site circuits.These trips should not result in a lockout for this condition. Describe the secuences which take place to separate the diesel generator from its test mode during the above events.R:"SPONSOR"See revised..Section,.8.3.1.1.2.. f 5P C.Clue iK~~The response to this question for the division III diesel generator'ncorrectly states the HPCS diesel'generator is running in parallel" with the offsite-power and no further, governor adjustment is necessary. Actually the HPCS diesel generator, has been separated'.'*from"offsite;power'.by'-tripping of.,the..dg feed breakers due to the" LOCA signal.Therefore, it should be returned to the isochronous mode.~The response alsr"tates that if the HPCS dg is running unloaded, a LOOP signal or a LOCA signal would automatically-trip the feed breaker ana connect the diesel generator to the HPCS bus.,If.offsite power is available and only a LOCA signal is received"'with the"dg running unloaded, the LOCA, loads should be loaded onto the offsite power supply rather than the diesel generator. Amendment 8 QGR F430.18-1 Janua y 1984 'IJ t~A I ill l\J-I.l C>>L~y P~, I"1'l J'i~f l*i I Jilk~ag I,~'4 I~.('V Nine Nile Point Unit 2 FSAR QUESTION F430.39 (8.3),'The avai'lability. on, demand of an emergency diesel generator is dependent upon, among other things, the proper functioning of its controls and monitoring instrumentation. This equipment is generally panel mounted and in some instances the panels are mounted directly on=the diesel generator skid.Major diesel engine damage has occurred at some operating plants from vibration induced wear on skid mounted control and monitoring instrumentation. This sensitive instrumentation is not,made to withstand and function accurately for prolonged periods under.continuous vibrational stresses normally encountered with internal combustion engines..Operation of sensitive instrumentation under this environment rapidly deteriorates calibration, accuracy, and control signal output.Therefore, except for sensors and other equipment that must be.directlymounted.on the.,engine or associated piping, the'ontro'ls'nd'onitoring"'instrumentation should be installed on a free standing floor mounted panel separate from the engine skids, and located on a vibration free floor area.If the floor is not vibration , free, the panel shall.be equipped with vibration mounts~Confirm your compliance with the above requirement or;.-'.provide'.:'.justification for.....;.noncompliance.(SRP 8.3.1,'arts II and III)ESPONSE E s See revised Section 8.3.1.1.2. ~I'58 c;r+The response appears to be acceptable The.mounting for the Division III DG control panel must be confirmed. g~opm~sm~~PV Com~~py 5~>e~~g s~~P;~0'.3.l./.2. Amendment 7 QE(R F430.39-1 December 1983 I 4'~<<tel~.~'ys~M C , V lb't f',~lgfl~l" 0 C SJ>4*1+~'L>~1 r>.~~I P~I a'V~'P l/p'~' Nine iNile Point Unit 2 FSAR zEVlsED Nodal~~not jeopardi e the safety function of, any other standby diesel generator. Automatic Startinc and Loadin The HPCS diesel gener-ator starts automatically in case of a LOCA and loss of off-site powe supply.The sequence of events following such a condition is as follows: 0-3 sec Offsite power supply breaker 102-4 trips;HPCS diesel generator starts.10 sec HPCS diesel generator supply.breaker 102-1 closes;HPCS pump starts;600-V loads energized. "27 sec HPCS pump at rated speed;HPCS injection valves fully open.The control power for automatic starting and loading is ,provided from the Division III emergency 125-V dc system.\Periodic testing of the HPCS diesel generator does not im-pair its capability to supply emergency power within required times.The diesel genera or performs its.emergency function automatically when it is operating in the test mode.During the...test.mode,.the.d'esel...generator is either loaded by paralleling with the off site power system or is running unloaded.The erne gency..start.demand signal that reverts'the diesel to emergency mode from test mode is a loss of offsite power (LOC7;signal or a LOCA signal..If a ,LOOP occu s, a parallel-loaded diesel generator would attempt to supply powe to the offsite test loads through Me-"closed';;feed"breake s.A set.of.three directional over-current relays will tr'p the offsite feed breakers when the overcurrent exceeds the preset value on the relays.The diesel generator wou'd cont',.ue to power the.PCS.bus.The diesel generator would keep runn'ng with the.voltage regulator in the automatic mode and the gove..or shifting from the d oop mode to the isochronous mode.If a LOCA signal is received during HPCS diesel generator periodic testing and the diesel generator is running in parallel with the o site power, the diesel generator feed breakers will trip.The LOCA signal would ove ride the test start signal and the diesel generator would continue running unloaded.The HPCS pump motor automatically would start from the HPCS bus.z,nce the,.HPC Amendment 9 8.3-24 Vlarch 1984 7'tl<<~t II.I'"k~'r i L 41 Ai I 4't Z', T~'4~%{t pjyS,s'~r E'L 0 0 Nine Nile Point Unit 2'FSAR iesel'generator is running in parallel with the offsite power, no further governor adjustment is necessarv. /Y Except in, the case of a LOCA, diesel generator protective trips are operational. A LOCA signal causes all engine protective trips except engine overspeed and generator dif-ferential protection to be bypassed.If the diesel generator is running unloaded, a LOOP signal or a LOC i na would automatically trip the feed breaker ana connect the diesel generator to the HPCS bus.Control and Protection System The logics for control and protection of the Division III standby power system are shown.on Figure 7.3-3.<The Division III standby diesel generator has a con and protection system designed to initiate die~generator trouble alarms and shutdown sequences tWprevent damage or destruction of the engine or generator/shoul.d a malfunction occur during emergency or'..test,mode..operation... The protective " functions are as follow The HPCS diesel generator is rendered incapable of responding to an emergency auto-start signal.in case of a LOCA and loss of,offsite power due to the following conditions. These conditions are annun-ciated in the d'esel generator-control room,and in"the-main. control room: a.b.Low, fuel oil,level,,in day tank.Lo~.starting air pressure.C.d.e.Control powe failure.'I Engine in ma'ntenance position.Diesel engine trip/lockout not reset.Generator t ip/lockout not reset.Ame pg~qg f 4Q p" S~oc/'g~JP 1 ,~pcs-44 J.."r~fl)muuefed~>>0 r',~f e8 p'/'~~~c-.~in+/u d.m 6~i/e:,'~~ ~<%frq p-l-.-;q i~q)~)~q L,~~~e<-"J~d~+jcc~-~0v~pgJ pW<l/g(J (J.)<gq/<~i~<P'e<<<ndment 7 8.3-2@a December 1983$v~w~~,~.~g,-J~l/,~<p~d g y'~p~f$~j~(f'0/Q r 8+t< T 0 l~~l v~'I k T i,'y~I~'I l'Ã~>h".1' Nine Mile Point Unit 2 FSAR QU" STTON F430.19 (SRP 8.1, 8.3.1, 8.3.2)Regardi'ng protection of containment electrical penetrations: a.FSAR Section 8.3.1.1.5 states that power feeders passing through electrical penetrations are provided.with primary and backup protective devices.The overcurrent protection should not be limited to power feeders.All electrical circuits with available fault current greater than the continuous rating of the penetration (to maintain mechanical integrity) should be protected by two overcurrent devices.Verify that this is the case.b.All primary and backup breaker overload and short circuit protection systems'should be qualif'ed for the service environment including seismic.However, the seismic qualification for non-Class 1E circuit breaker protection systems should as a minimum assure that the protection systems remain operable during an operating ba'sis'.earthquake...'Jn.~addition, the non-Class 1E circuit breaker and protection'system, shall be of h'gh quality.Ver'y that this is the case.c.indicate whethe redundant overcurrent penetration protection is provided on the low frequency mg se feeds to the reactor recirculation pump feeds.E',ther provide the redundant protec ion or justify omiss'on of the redundant device.d.Where external cont ol power is needed for t ipping breakers, s'g".als for tr'pping the primary, and backup breakers shou'd be independent, physically separated and powered from separate sources.Verify that your des'gn complies and ide..tify the power suppes to the""'..redundant.'c'rcuit breakers.e.Provide the fault cu rent-clearing-time curves of the penetrations'rimary and secondary current inte upt'ng devices plotted aga'r st the thermal capability (i t)curve of the penetration (to maintain mechanical integrity) .Also provide a simplified one line diagram showing the locat'n o'f the protective dev'es in the penetration circu'and indicate the max'.-.;um available fault current of the circuit.RESPONSE See revised Section 8.3.1.1.5. Amendment 7 QccR F430.19-1 L'ecembe 1983 t l 1 tgiUd+'f I, l S'~Q 8 P'1 ~~~C N~"S eet~~7.,e'a.~The new in'formation provided"for 'the control'and ins rumentation ~'circuits states that the penetrations can carry the maximum short circuit current avail abl e for an extended period (sufficiently longer than the fault clearing time)without exceeding their thermal limit.They should be able to carry this current continuously unless they have two protective devices in series, otherwise a single failure of a protective device under a fault condition would damage the penetration. Discuss your compl'iance with this position.*b.Response OK c.=':EOpen. Have not responded to this question."- id.k The response nn1y address the RCP breakers.Are there any other penetration circuit breakers which require external control power for tripping?If so, address them as well.e.The response does not provide the penetration I2t curves plotted against the fault current clearing time curves of the interrupting devices.Me need these curves to verify that the penetration is protected by both interrupting devices over the full range of the I2t curve.Each set of curves should show the maximum available fault current to"='1the:.penetration..an'd.should have a simple one line diagram showing orientation 'of the protective devices to the penetration. Penetration protection curves should also be provided for 120 VAC and 125.VDC control circuits., C pt d~Mlg~@1>",p h hp Nine M'e Point Unit 2 FSAR Tvoe 5 Type 5 penetrations contain shielded signal cables and are used to connect nuclear incore innstrumentation cables in-side and outside the pr'mary containment. Type 5 pene-trations also use pigtail terminations and terminal enclosures. All power feeders passing through electrical penetrations are provided with primary and backup protective devices which are capable of'limiting the maximum heat produced by the fault current (I~t)at the penetration to a value less than the thermal capabili y of the penetration; For all control and ins rumentation circuits, the pene-able d'or an exten e pe iod (su+ficientl on er t an ne ault clearing time wat out excee zng t err thermal lima.t.All primary an backup circuit breakers are purchased as Class 1E except for the following: l.4.16-kV circuit breakers used for IFMG set (one in each feeder circuit).2.Feeder breakers for loads that are operated only during plant shu down condition, e.g., containment hoist.The breakers are'urchased"'a'",.non-lE. The non-lE breakers are simila to the Class lE breakers and are of a high quality.The motor cont ol centers housing the circuit breakers for the non-1E feeders going through the pene-trations are sei mically mounted.The two 13.8-kV feeders to the reactor recirculation pumps have,two<'redundant.wcircuit b eakers,,in series in the 13.8-kV safety-related swi chgear.The 13.8-kV circuit breake s are electrically operated.The'ope ating time has been as-sured as 30 cycles for t".e purpose of calculation. This is very conserva ive.The actual time is expected to be around 10 cycles.The two breake s receive trip signals from the two sepa ate divisior.s of the RP5 system (see Section 8.3.1.1.3)~4AM A.Each 600-V feeder from the MCCs has a backup the mal-magnetic circuit breake in ser'es with the primary the mal-magnetic breaker.The backup ci cuit breaker trip setting is the same as the primary c'cuit breaker.The 600-V cir-cuit breake s are molded case type with 1-cycle ope ating time.The calculated wo s" case I~t for the different types Amendment 7 8.3-40 Decembe 1983 tC.I/1 V Ld plg~V+\P)p f /-(dao.N 4 LPMG~;m~+.((p gV T~turn'gPLW nv0" L F 5g>!,-=LM~q~"'1~'Y~>L A' Nine M'e Point Unit,2 FSAR QUESTION F430.20 (SRP 8.1, 8.3.1)In FSAR Sections 1.8 and 8.3.1.3.1, you state that cables are marked at 15 ft.intervals. The requirement for marking'cables at 5 ft,...intervals in Regulatory Guide 1.75 is not a typographical error.The mark'g interval is specif'd as 5 ft.in both the 1975 and 1978 vers'ns of the Regulatory Guide.Therefore, justify the wider marking interval used at Nine Mile Point Unit 2.Also, ve ify that raceways are marked, prior to installation of cables, not exceeding 15 ft.intervals and at entry to and exiting from enclosed areas in accordance with IEEE 384-1974.RESPONSE See revised Section 1.8.PSa C-o~~~~r~~The marking of cables'at 15 ft.intervals is not in accordance with the interval specified in R.G.1-75.The staff has also been consistent in applying the 5 ft.interval requirement in',...current. license, reviews...,.You..shou1d, therefore, mark the l cables at 5 ft.intervals beginning immediately or provide justification why it is not being done..)+Regarding the marking of raceways, I have not found.any response j which indicates that raceways are marked, prior to installa ion of cables, not exceeding 15 ft.intervals and at entry to and exiting from..enclosed areas.Provide this response.'~p A jg f'SI3 C c~~ge7 6.-I-j~~~8.3'.E.l Amendment 7 QZR F430.20-1 December 1983 ">l IC)$.+l 4'T~Q'~4 P)~'I$i g.!@>i>.-~m>a. Nine Mile Point Unit 2 FSAR TABLE 1.8-1 (Cont)Re ulator Guide 1.75, Revision 2 Se tember 1978 Physical Independence of Electric Systems FSAR Sections 7.1.2, 7.6', 8.3.1 Position The Unit 2 project complies with the Regulatory Position (Paragraph C)of this guide through the alternate approach described below and in Section 7.6.2 and 8.3.1.Regulatory Position C.9 requires that cable splices in raceways be prohibited. Splicing in electrical penetrations '.is"c'onsidered to.be, exempt.from this requirement. Regulatory Position C.10 requires that the cables be marked at 5-ft intervals. This is a typographical error as con-firmed by the former.Electrical, Instrument and Control Branch.Chief of USNRC, T.A.Ippolito, on October 10, 1975, and the NRC Power Systems Branch Section Leade R.G.FitzPatrick, on October 30, 1980.The correct"distance"is,15 ft,";which has;been.followed in Unit 2.Amendment 7 89 of 169 December'983 h'I y ir<i!-Q t)%d*I, sc<c ly 1't.J t~h)'I J'g~~4 I P$,,~1~~/,. pell~EE RGRoiws Nine Nile Point Unit 2 FSAR Channel IIB Power supply Blue Noncolor P'CIVICS Input channels Channel 1A Channel 1B Channel 1C Channel 1D Green Yellow Orange Blue Output and power supply HSLIV NOV, SOV, Division I iNOV, SOV, Division II.Noncolo Green Yellow All safety-related eauipment has permanently affixed color+coded identification plates.Safety-related cables outside the control zoom are color coded through application of paint, colored tape,.or colored wrap-around split-sleeve"ma'rkers. 'Ca~'les"-'in"trays;.are color marked at each end,.at'-internals not exceeding 15 ft, at both sides of walls, and at pa titions on floors separating area.Flexible o rig'lastic color markers with, pressure sensitive adhesive back-ing a e used for cable travs and conduits.All marke s used a e prequalified for the environmental conditions to which they may be exposed.8.3.1.3.2 Alphanumeric Cod'ng Each piece of equipment, cable, and raceway is.identified by an alphanume ic cede number in.addition to the color coding.Equipment Alphanumeric Code The'alpnanumeric "<P I t'1 t*~~yZV~) A*4 , ll (~I~44>l'><~4 4 2f~1%@J(0 r'A Al h g 1'I j1 Nine Mile Point Unit 2 FSAR QUESTION F430.22 (SRP 8.1, 8.3.1)In the d'cussion of electrical isolation in Section 8.3.1.4.1 you.state that whenever a safety-related powe o" control circuit is connected with any norsafety-related circuit, appropriate isolation devices are used.D'scuss what you consider an appropriate isolat'on device for a powe circuit.In accordance with Regulato"y Guide 1.75 a circuit breaker tripped on a COCA signal is an acceptable isolation device.For the 600 V emergency lighting panels 2 LAC*PNK 100A and 300B and their loads, identify which portions of the system are qualified Class 1E and which a e.not and identify the isolation devices used between the Class 1E and non-1E portions.Since these panels feed other crit'cal Class 1E safety related loads, the panels themselves should not be tripped on a IOCA signal.R"SPONSE 4I See revised Sections 8.3.1.4.1 and 8.3.1.1.2. 755 The response to,this question does not address how the emergency lighting circuits are isolated from the Class lE system.The...l,ighting,fixtures. are not qualified. Class 1E, therefore, they must have isolation. 'n acceptable-isolation means are two overcurrent devices-in...series bothcoordinated with the.upstream, bus feeder overcurrent device.Amendme." 7 QS(R F430.22-1 D e c emb e r 1 g P~3 k~.A gf Ae'~Eg I I I%r'I 4 IQH~,/'I 1 J p I7 Nine Nile Point Unit 2 FSAR REVISED WORDIN6 Redundant divisions of the emergency lighting system, fed from redundant divisions of plant emergency ac distribution system, illuminate essential areas so that failure of power supply to any one division will not cause total failure of lighting in these areas during an emergency. The emergency lighting system is a Class lE system except for the 1iqhtin fixtures, which are seismically supported. +k.P;All critical areas of the station requiring continuous lighting are also provided partial illumination by the essential lighting system.The essential lighting system receives power from the station normal UPS system.'t The egress lighting system provides adequate lighting for all egress signs inside the plant, exit doors, hallways, corridors, passageways, and stairways, etc, leading to the outside building exits.The system is designed for inside building egress emergency conditions in accordance with OSHA requirements. The=-egress lighting system receives power'Crom<<""the;,.:.station'.:.:=normal,.".,UPS',systems which also feed the essential'ighting system.Seismically supported 8-hr'battery packs will provide necessary illumination for access and egress routes for safe shutdown areas, if not provided with emergency lighting.All battery pack lighting is Exide model B-200 or similar'which.provides high efficiency lighting and instantaneous 'load transfer upon'.loss of ac supply.These are capable of feeding 2-25 watt lamps for 8 hrs.The battery packs are seismically supported. 9.5.3.4 Inspection and Testing.Requirements Since , the lighting system is , on, at all times, any malfunction;.is..;easily identified. The self-contained battery pack units are tested periodically. Relamping is done as required.9.5.4 Standby Diesel Generator Fuel.Oil Storage and Transfer System Unit 2 is provided with three standby diesel generators, including one dedicated for the high-pressure core spray (HPCS)system.Each operates on No.2D diesel fuel oil.Each diesel engine has an independent fuel oil storage and transfer system to supply sufficient fuel to the diesel engine during a loss-of-coolant accident (ZOCA), as well as during loss of offsite power.Amendment 7 9.5-22 December 1983 l,+%+I Jlw'k*~P'E&'g o">if I e'3&,p Z pvT~~(t A.I+.,i(7 J Q d~cN/LA~~LE.c:revs T'~e~4~~Col V(~~7 Al~;~)(;gr,4 y~5~~a~s lk f 5L~~QS~Fi'~.C t I~" C~g yk e~'J l Nine Nile Point Un'2 FSAR QUESTION F430.23 (SRP 8.1, 8.3.1)Regarding separation of electrical c'cu's: a~Describe the separation of non 1E circ's from associated c'rcuits and Class 1E circuits.Also address the qualificaiion and identification of the associated circuits.b.In FSAR Section 8.3.1.4.2 you state that if the required 6 inch separation cannot be mainta'ned between circuits on terminal boards a fire resistani barrier is provided between the terminals or an analysis is made to establish that a fire in one divisional circuit inside the panel will not disable both divisions. Identify the areas where an analysis is used and provide the analysis results for staff review.c.Does the elec rical, penetration separation discussed in'~Section="8..".3 .1'4,.',2.:.resul~n.,3 ft.horizontal and 5 ft.vertical" clearance between redundant Class 1E circu'ts and Class lE and non-Class 1E circuits?d.Justify the routing of redundant Class, 1E circuits in the east ve tical cable chase and the routing of Class 1E and non-Class 1E c'cuits in the second and third elect ical tunnels..Your r sponse should address posit'on C.8"of R.G.1.75.e.Is flexible condu'.utilized. as.a, bar ier in i., NSSS or non-'NSSS por'ons of the plants?If so ide."-ify the areas" whe e+it.is-.used,.and,the, separation distances main-ained. f.'Descr=:be'the ';separation provide&,for the RPS c'cuits.FSAR appendix 9Z, section 9.A.3.7.3, addresses ihe means used to route cables into the cont ol buding and througn the cable routing areas within t'"e cont ol building.P ov de a compa able description in FSAR Chapter 8 wh'h addresses the cable separa'n used in those a eas to meet the IEE=-384-1974 and R.G.1.75 recu'ents. Do these areas contain high ene gy eau'ent or piping (h'gh or moderate ene gy)that.could be a poteniial source of missi'es or pipe whip?Are powe cables routed th ough Che area?Amendmen~7 QGR F430.23-1 Dec elbe 1983 JsYA)'i~a 4 tt i 5v~, g,'.lI I'L I e'1>l 1 4, V C~, Nine Nile Point Unit 2 FSAR RESPONSE See revised Sections 8.3.1.4.1 and 8.3.1.4.2 for res=nse to parts a, c, d., e,'f,.and g.In response to part b, to date there are no cases whe e analysis has been used to justify less than 6-in sep ration.(g p C D I~~e.~1 a-Your response on.associated circuits should describe the identification and color coding used for these circuits.Oo the circuits become associated because of inadequate separation distances or by virture of being connected to the Class lE power system?'.Verify that the associated circuit is routed only with the division to which it is associated down to an isolation device,-',:,b.."-.Your response.to this.question states that to date there are'o cases where analysis"has'een used to justify less than 6-in.separation. Verify that this response includes cabinets located in the PGCC.1 c.Response OK d.ln accordance with position C.8 of R.G.1.75 verify that.the" el'ectrical tunnels and vertical cable chases are ventilated. e.Your resprn e indicates that flexible conduit is used as a barrier in NSSS panels to achieve required separation. Provide an anhlysis supported by tests which indicate the flex conduit is a suitable barrier and describe the i ,.:separation maintained between the flex conduit and external circuit.We also understand that z"fire retardant tape will be used as a barrier in PGCC cabinets.Provide an analysis supported by tests which indicate the tape is a suitable barrier and describe the separation maintained between the tape and external circuit.7 o/SB Co~e 1>R~,sec(5~c.7.~.3.I.f, (Amendment 7 QGR F430.23-2 Dece..-" 1983 1wV p1 I, qv b';-Within the PGCC, wherever the six inches air space cannot be maintained for separation, alternate means have been employed as allowed by Regulatory Guide 1.75 and IEEE-384;A summary'is provided below: (1)Use of flexible'.or rigid conduit containing redundant circuits (2)Use of'etallic plates as a barrier between redundant divisional'circuits (3)Use of Sil-Temp tape (4)Steel enclosures (cans)for devices in close prox-imity with redundant devices and circuits (5)Connector (metallic) housing used as an acceptable barrier (6)Use of common devices (fire-tested) for.divisional separation which includes scram contactors, HFA relays, Agastat relays, and P8B relays (7)Use of HDR relays with isolation barrier(metallic plate)for divisional circuits. LZ8tel 4~>~~I I'J Af 1~I~$~'gC 1L', 1 t81ll M M I e i=-P'I q-g e ,F.f e.Flexible steel conduit as a se ara ion barrier:.The testing has demonstrated that he electrical short circuit in a dl0 AWG, tefzel insulated w rcuit supportted by a conti nuous.source of DC current, 140 amp, within a flexible steel conduit, cannot cause electrsca>re of sufficient magnitude and induce thermal energy migration through a flexible steel conduit barrier.The wiring which generates heat to the separation barrier melts apart and becomes an open circuit before significant thermal damage can occur to the separation barrier.Fire retardant ta e as a se aration barrier: Tests were conducted on siltemp tape samples using"siltemp" as an electrical separation barrier.The tests demonstrated that the tape's capable of preventing propagation of damage between the circuits under maximum short circuit and neigboring rated current circuits.Thus the"siltemp" tape provides adequate thermal and electrical insulation to preclude propagation of'.,-;;:.",:,-:";;;."'damage.':between;.two:redundant:circuits. ~~I~l*9 l a<a4'C>>~p cJ<<ting ~yhEQ wQRDlNG Nine Mile Point Unit 2 FSAR c 8.3.'1.4.1 Electrical Isolation The three divisions of the plant onsite power system are.electrically independent of each other.This independence is maintained through the loads the divisions feed;each d'vision feeds a separate load group and there is no chance of interconnecting independent divisions through the loads.Each division has its dedicated standby power source that is independent of the standby power source of any othex division.There is no provision for paxalleling the standby power sources of different divisions or for ,using the standby power source of one division to feed'the loads of any other division.Each division uses its own control power sources for instrumentation and control, and the con-trol powex source of each'division is independent of the control power of any other division.There is no pxovision for interconnecting these control power sources or for feeding the control circuits of one division from the con-trol power sources of any other division.Each division is also isolated from the.associated nonsafety-related systems.Whenever a safety-xelated powe'x or control circuit is connected with any nonsafety-related circuit, appropriate isolation devices as defined in Regulatory Guide 1.75 and IEEE 384 are used.Nonsafyty powex loads are not fed from safety buses except the stub , bus.loads (see Tables 8.3-1 and 8.3-2).The stub buses are tripped on'KOCA signal.T'4IP e, 8'.3.l.4.2 Physical Separation The.a'ssociated circuits are treated as Class lE circuits.The associated circuit cables meet-all the',requirements of Class 1E cables.'if~A~A Ph sical Se aration of the Class 1E"Ecruioment The items of equipment associated with each of the three in-dependent divisions of the Class 1E onsite power systems are located in separate Seismic Category I structures to phys-ically isolate them from each other.The Class 1E 4.16-kV switchgear buses of the three divisions are located in the Division I, II, and III emergency switchgear rooms in the control building at el 261 ft.The Class 1E 600-V load cen-ters associated with Divisions I and II are located-'in the emergency switchgear room of the respective division.The Class 1E MCCs associated with Divisions I and II are located in the emergency switchgear rooms of the respective division, in separate rooms in the sc eenwell building (el 261 ft), and in the reactor auxiliary building auxiliary Amendment 7 8.3-49 December 1983 '4 tl 1~.>L~V'S*pi I~l pW>e 4'V/+4 g%ll Pr ad%~',a P~4 l J C~tlat~1E~~K~~IE-~~LZJ~&PM>the A C Op~1 ~~U 1 r II'\h hW'C Ck~.~~t~~~(y~I Nine Mi le Point Un'2 FSAR QU" STiON 430.2L (SRP 8.3.2)Regarding the 1"5 U dc Class 1E power distribution syste..s: a.What is the operating voltage range of the loads connected to the Division I, II and III dc distribut=on systems?b.Are the metal battery racks grounded?c.Does the Division III system have a battery d'scha ge alarm or low voltage alarm set approximately at batte v open circuit vo 1tage?d.Describe the location of the wate facilities in the battery rooms and discuss the potential for inadverte.t spill'ng of water on the batteries from these facilities. e.Recent operating, experience -has shown that an incompat'ibi;lity between'-the batte y rack and the batte y may cause cracking of the battery case.The c ack'ng may be caused in part by improper support at the batte y stress points.Describe the battery stress points a"d their relationship with battery rack support.R:"SPONSOR See revised Sect'on 8.3.2.1.2. PSB COMMENTS a.The maximum battery terminal voltage indicated on FSAR page'8.3-'"'57 for the"division III batteries:is 2.5 volts higher (137.5 V vs 1.35 V)than the maximum operating voltage of the loads.Denenstrate how a 2.5 volt drop to the terminals of the loads is ma'intained at light load and maximum voltage while no more than a 2.5 volt drop is maintained during heavy load and minimum voltage (battery voltage 112.5 V vs load voltage 110 V).There a1so appears to be a discrepancy between the Ntaximum battery voltage (137.5 V)indicated on FSAR page 8.3-57 and that indicated on page 8.3-58 (2.33 V/cell X 60~139.8).Resolve this discrepancy. c The division III bus low voltag alarm setting of 112.5 V$s not set sufficiently high to act as a battery discharge alarm.A battery low voltage alarm set at 123-125 V dc or a separate discharge alarm should be provided. RESPONSE The division III batteries are floated at 2.22V/Cell (133.2Vdc) to minimize the periodic equalization of the batteries. Mhenever equalization is required, the vendor recommends equalizing at 2.28-2.29 Volts/Cell (137.4Vdc). The normal operating voltage range of the dc loads is 110 to 135Vdc, which is maintained by battery float voltage of 133.2 volts.However, during equalization state (137.4Vdc) and lightly loaded conditions, the voltage drop in the circuit brings the voltage at the load terminals the operating range.For the low voltage and'heavy load condi ion, the dc bus~voltage is.expected to be about 120 V or..above.The lo voltage condition will be annunciated in the control room whe ever the bus voltage drops below 120Vdc.See revised section 8.3.2.1.2. gL+ ~r~J~4 Mr+)p$~hg~8 Nine Mile Point Unit 2 FSARf.Division III standby diesel generator standby fuel pump.Division III standby diesel generator field flashing.All the.loads with their magnitudes and durations are given in Tables 8.3-8 through 8.3-10 l fvSEK>Safet-Related Dc S stem Desi n Criteria The safety-related dc system is designed to the following criteria: The emergency 125-V dc system consists of three physically separate and electrically independent dc power divisions corresponding to the three divisions of the onsite ac power system.Each division feeds a separate emergency dc load group through a separate distribution system.2~Each division of.the emergency dc system has its own battery, primary and backup battery chargers, dc switchgear and distribution panels, which are all Class 1E and Category I.3.Each emergency battery is sized in accordance with Regulatory Guide 1.32, IEEE-308-1974, and'IEEE-'485-'1978. It is'apable of performing its duty cycle (Tables 8.3-8 through 8.3-10)following the loss of chargers after the battery had been floated between.130, and 135 V dc, is fully charged at 65 F,<>and with capacity deteriorated to 80 percen: Adequate design margin is included in sizing the battery to support future load growth~and;less.-than-,optimum operating, conditions. Should both battery chargers for any particular battery be out of service at any point in the dc load cycle, the battery is capable of starting and operating its associated loads for 2 hr according to a precalculated load profile without the battery ter-minal voltage falling below 105 V dc.Each emergency dc bus has a primary and a backup battery charger.Each emergency battery charger is capable of supplying the largest combined demands of the steady-state loads on the battery while recharging the battery f rom the design minimum charge state to the fully charged state within 24 hr.8.3-57 f'~C 4IlIW wit ll 0 ~~cfyy,ut~gSE~g T A The normal operating voltage range of the Division III dc loads listed in Tables 8.3-10 is 110 to 135 Volts.The Division III 125V dc battery terminal voltage is normally maintained between 112.5 and 137.5 volts'c in order to provide adequate operating voltage for the connected loads. I)-pter~to lie, I y.'a V'4 Cto gp,'~AP Al,"rp0 I I~ Nine Mile Point Unit 2 FSAR5.All components of the emergency 125-V dc system are designed as Class 1E and Category I.The com-ponents of the three divisions are located in separate.rooms in a Category I structure. Each emergency battery room has a separate exhaust duct that is directly discharged to the atmosphere that limits the hydrogen accumulation to less than 2 percent by volume, and maintains the battery room ,temperature between 65 and 104 F.Each battery room has smoke detection equipment located in 3 hr rated fire areas.7.The installation design for the emergency batteries provides adequate space for inspection, maintenance, replacement, and testing of the batteries; 8.The emergency dc system is ungrounded. Safet-Related Dc'S stem'Descri tion e.Emer enc Batteries Division I and II emergency batteries 2BYS*BAT2A and 2BYS*BAT2B are calcium grid.type lead-acid batteries having an amp-hr rating of 2,550, on an 8-hr basis at 77 F.The average float voltage's 2.22 V/cell;the average equalizing voltage is.2.33 V/cell.One minute rating of Division I and II batteries is 2,720 amps at 1.75 V.per cell.Division III emergency battery 2BYS*BAT2C consists of cal-cium grid lead acid cells having an amp-hr rating of 100 on an 8-hr basis.~>She average float voltage is 2.22 V/cell.The average equalizing voltage is.3 V/cell.One minute rating'of, Division.III battery..is148 amps at 1.75 V per cell.The battery cell containers are made of translucent plastic material.The cells are sealed type with covers fixed in place with permanent leakproof joints.High and low elec-trolyte level markers are provided on all four sides of the..-plastic containers. Cell covers have flash vent arrestor and sample tube openings.All Class 1E batteries are.mounted on two-step Category I steel racks with restraining members arranged to prevent motion of the cells relative to each other or to Me rack.The battery racks are grounded.The emergency batteries 2BYS+BAT2A, 2BYS*BAT2B, and 2BYS*BAT2C are located in three separate batte'ry rooms in the control building on el 261.ft.The emergency batteries are qualified for their service environment in accordance Amendment 7 8.3-58 December 1983 .MA~,~I~+>1~v'I d k.~C)Xr,'lL.)~8.V,"<Zg ,"ply i~'">1 Nine Mile Point.Unit 2 FSAR The Division III emexgency 125-V dc panel is designated as 2CES*IPNL414. The bus is rated for 100.amp which is based on the maximum 1-min demand on the battery.The main and feeder breakers are molded case circuit breakers with over-current protective .devices.The main breaker for the bat-tery is rated for the maximum 1-min demand on the battery.The circuit breakers are rated for 10-kA interxupting capability. The panel has ground detection and bus und voltage alarm.Loss of power to the battery charge and the bus undervoltage conditions are annunciated in con-trol xoom when the bus voltage falls below 112.5 V dc.The bus voltage and the battery current are indica ed in the g control room for monitoring. The Division III emergency g+125-V dc panel is located in the Division III diesel generator control room in the emergency diesel generator'P g building at el 261 ft.G>q PW The Division X and II emergency 125-V dc systems utilize other emergency distribution panels connected to the dc~g+switchgear for miscellaneous dc circuits.These panels are=.in'NEMA 12>>.enclosures ,suitable fox indoor application. /{0 These panels'>have fusible switches for branch circuit protection. Safet-Related Dc S stem Instrumentation and Control Remote indications and alarms are provided for all three divisions-.in the main control room for monitoring the status of'the.emergency'dc system as.follows: Indications: a.Ammeter for the battery current.b.A common ammeter for We primary and backup;charger output currents.2.c.Voltmeters for the dc bus voltages.Alarms: a b.;'mendment 7 Division I dc system trouble alarm, actuated by the Division I dc bus undervoltage/over-voltage bus ground, battery breaker open, and battery charger undexvoltage. Division II dc system trouble alarm, actuated by the'ivision II dc-bus undervoltage/ overvoltage, bus ground, battery breaker open, and battery charger undervoltage. 8.3-61'December 1983~I~ h'~$1~~="4'~w tq~.~~~w5lA'.v k~J' Nine Mile Point Un'2 2'SAR QUESTION F430.25 (SRP 8.1)Describe the means used'o bypass the therma've load protec ion to Class 1E MOVs during accident cond'ions. Describe what indication of the bvpass or lack of bypass is provided in the cont ol room.Give NOV drawing references as specific examples of the design.RESPONSE The thermal overload on all safety-related NOVs is bypassed by any automatic safety signal and manually by~the operator holding the spring return"control switch.Annunciation. is provided in the control room for those overload control conditions. An example is shown on Drawing No.ESK-6CSE,02 ~~2 in the drawing package.Esp-@c5'603/5g C-o~w~f->>The response to'his question'proV'ided on page gKR F430.25-I appears in conflict with that provided on FSAR page 8.3-42a.Resolve this conflict and provide a description of the detailed operation of the bypass circuitry. ge.gjkp-.~ Po-'A6 Cd~m~PS<, 3.I, l.f~g~~)-:~l~8'mendment 7 Q6R E430.25-1 De ember 1983 (1 4~e'h%41"OP,.1 I" Nine Mile Point Unit 2 FSAR The thermal overload protection devices for Class lE MOVs are bypassed using auxiliary relays during.normal plant-operation and..accident conditions. Only during test con-ditions are these overload protection devices active.In-dication of these active overload protection devices is provided in the main control room.The relay trip se point drift problems are minimized by appropriate testing and preventive maintenance. The thermal overload on all safety-related MOVs is bypassed b automatic safety signal and manually by the operator',holdin..the, spring return control switch.Ann yanyauo Annunciation is o xng..e-.room,'-.f or.'those overload control~provided'~ in the'ontrol.room.o ESk-6CSL02 'f 5~(C5M3"conditions. An example is shown on Drawing No.ES in the drawing package.Amendment 7 8.3-42a December l983 t L V c.P~, lO'l$ll~'ll ygpl'jX A'I ,g'~)R V<120 of 169 imp$C 4~1f g'I;i i@@.pp<~.I Nine Mile Point Un't 2 FSAR QU" STlON F430.26 (SRP 8.3.2)Note 1 in, Table 8.3-8 on the Battery Toad Profile indicates that the motor starting currents occur approximately 1 second after the beginning o" the load cycle, and the tripping amps for circuit brea's occur during the first second of the load cycle.Provide the rationale behind this statement and also p ovide the one minute ratings of the Class lE batteries. RESPONSE See revised Section 8.3.2.1.2. The rationale is stated in Footnote 1 on Table 8.3-8 and was discussed with the NRC on Novembe 4, 1983.P$$Ce~~~ty"""'Document'the'"rationa1'e",used:,in:-assuming that the motor starting currents and the circuit breaker tripping amps do not occur simultaneous1y. Provide this documentation as a response to this question or as a revised footnote.Alnendment 7 Q&R F430.25-1 December 1983 4~x'-i'~~I pC'b*<<:3>hgMK(+r 0 a$P V' Nine Mile Point.Unit 2 FSAR QUESTION F430.35 (SRP 8.3.1, 8.3.2)Recent experience with nuclear power plant Class 1E motor-,.ope ated valve motors has shown that in some instances the motor winding on the valve operator could fail when the valve is subjected to frequent cycling.This is primarily due to the limited duty cycle of the motor.Provide the required duty cycle of the ECCS and RCIC, steam and water line motor operated isolation valves as they relate to their respective system modes of operation during various events.Demonstrate that the availability of the safety systems in the Nine Mile Point Unit 2 design will not'e compromised .,-due., to the limited duty cycle.of the valve.operator motors.RESPONSE The frecpxent cycling of ECCS motor-operated valves (MOVs)is ended after the first hour of a I.OCA or transient" event by ope ator action., In this hour, the maximum expected duty~'ycle.,of'any"<<HPCS.'.isolation'va'lve is 5 strokes open and 5 strokes, closed, or 10~cycles (energized to deenergized) .This expected duty cycle is less than the allowable for any of the HPCS valves.'.During normal operation> ".the ECCS MOVs are expected to open and close up to two times during monthly testing, well with'n their allowable duty cycling.For the<<low-pressure~ECCS and,RCIC, MOVs, a.response'will be provided by June 1984.f'5g'C o~~~1->>K.Additional response to be Partial response provided is OK.prov ided'Hay" 19S4.Amendment 11 Q<R F430.35-1 June 1984 t 4 1'I C k" J<~()v I J 1~Cd o~.Hd Vs O s-6.7~, p W-s z-l9 o s.V ii.< II E V fi.",g%AQk@~N 4 all v Nine Nile Point Unit 2 FSAR (B31.1 and the additional .requirements of specification when applicable. the design'll power-actuated valve operators have been assembled, factory tested, and adjusted on the valve for proper operation, position and torque switch setting, position t'ransmitter function (where applicable), and speed requirements at the manufacture 's shop.Valve actuator electric motors have been furnished in accordance with applicable sections o f NENA Standard MG-1.Assembled power-actuated valves have been tested to demonstrate adequate stem thrust (or torque)capability to operate the valve within the specified time at specified differential pressure.Tests verified that no mechanical damage to valve components occurred during full stroking of the valve.I Operational Anal sis Preoperational and.operational testing performed on the ," insta'lied valves;."consists;. of..total circuit checkout and performance, tests.Valves that function as containment isolation valves, will be exercised in accordance with Technical Specifications (Chapter 16)to assure their ope ability at the time of an emergency or faulted condition. Other valves, serving as;,system-,,blocks., or>, throttling valves,'wi.'.1 be exercised when appropriate. 5.4.13 Safety and Relief Valves 5.4'3.1 Safety Design Bases ls Overpressure protection has.been.provided at isolatable portions of" systems in accordance with the rules set forth in Safety Class 1, 2, and 3 components. 5.4.13.2 Description Pressure relief valves have been designed and constructed in accordance with the same code class as that of the line valves in the system.Table 3.2-1 lists the applicable code classes for valves.The design criteria, redesign loading, and design procedure are described in Section 3.9.3B.Specific data (e.g., capacity, set point)are discussed in Section 5.2.2.5.4-51 '~<I\'t kc>>A A~P g)..~~!3Q(/a 5././1.'(, p5<5/R~~/E~M e'y.c2<~/BEE-Zb" 3/1~~~p~<~o" g!s.g:~~Qi..y;,, l p, gp~.~Pry~, 4.g 4m~v~g.i-/.': t-i'L~4 y~~tl I I 4 a P g h t~c(E 4 C+$%la~p~I~ll 4 I tl~e I 4 we" A~I f-k Nine Mile Point Unit 2 FSAR QUESTION F430.36 (SRP 8.3)Operating experience at certain nuclear power plants which have two cycle turbocharged diesel engines manufactured by the Electromotive Division (EMD)of General Motors driving emergency generators have experienced a significant number of turbocharger mechanical gear drive failures.The failures.have occurred as the result of running the emergency diesel generators at no load or"light load conditions for extended periods.No load or light load operation, could occur during periodic equipment testing or during, accident conditions with.availability of offsite power.When this equipment is, operated under no load conditions insufficient exhaust gas volume is-generated to operate the turbocharger. As a result the turbocharger is driven mechanically from a gear drive in order to supply enough combustion air to the engine to maintain rated speed.The turbocharger and mechanical drive gear normally supplied l,-.--.-..<<c"~with ...these ,.engines..are, no~designed for standby service~encountered, in nuclear, power;plant application .where the equipment may be called upon to operate at no load or light load condition and full rated speed for a prolonged period.The EMD equipment was originally designed for locomotive service where no load speeds for the engine and generator are much lower than full load speeds.The locomotive turbocharged diesel.hardly ever runs at full speed except at full"load;"""The":EMD'";has strongly-'recommended to users of this diesel engine design against operation at no load or light load conditions at full rated speed for extended periods because of the short, life expectancy of the turbocharger mechanical gear drive unit normally furnished. No load or light load.operation also causes general deterioration in any dieselengine.To cope with the-severe service the equipment is normally subjected to and in the interest of reducing failures and increasing the availability" of their equipment EMD has developed a heavy duty turbocharger driven gear unit that can, replace existing equipment. This is available as a replacement kit, or engines can be ordered with the heavy duty turbocharger drive gear assembly.To assure optimum availability of emergency diesel generators on demand, applicant's who have in place, on order or intend to order emergency generators driven by two cycle diesel engines manufactured by EMD should be provided with the heavy duty turbocharger mechanical drive gear assembly as recommended by EMD for the class of service encountered in nuclear power plants.Confirm your.compliance with this requirement.(SRP 8.3.1, Part III), Amendment 6 QE(R F430.36-1 December 1983 0 f P E P-,S 1 e Nine Mile Point Unit 2 FSAR RESPONSE See Section 1.12, licensing Issue 16.cc Yl&LKQ,~l@std l~&/4 pg b~~LGR-ro Amendment 6 QE(R F430.36-2 December 1983 ~~g g~~ Nine Mile Point Unit 2 FSAR QUESTION F430.37 (SRP 8.3)Provide a, detail discussion (or plan)-of the level of training proposed for your operators, maintenance crew, quality assurance, and supervisory personnel responsible for the operation and maintenance of the emergency diesel generators. Identify the number and type of personnel that will be dedicated to the operations and maintenance of the emergency diesel generators and the number and type that will be assigned from your general plant operations and maintenance groups to assist when needed.In your discussion identify the amount and kind.of training.that will..be received by each of the above categories and the type of ongoing training program planned to assure'ptimum availability of the emergency generators. Also discuss the level of education and minimum experience requirements for the various categories of operations and maintenance ,personnel, associated with the emergency diesel generators.(SRP 8.3.1, Parts II and IIX)RESPONSE Information will be provided in January 1984.SEE KTNcg&Q N'll 4.e~~~~+;<<(~J l.MRo (~oui~f<',,'"g~'"g+~g~~~')i+4~C.R.ta4O M~9 Q~gg~~$4'~~45 U bh tlg/7/~, Amendment 7 QE(R F430.37-1 December 1983 v kL~~t4 L M t)N H'k ATTACHMENT A ADMINISTRATIVE PROCEDURE REFERENCES APN EDUCATIONL REQUIREMENT EXPERIENCE REQUIREMENT APN-10A Licensed Operator Candidate=High School Diploma or equivalent (Section 3.2)2 years at time of NRC exam (Section 3.2)APN-10B Licensed NRC Operator Retraining Same As APN-10A Holding Current NRC License APN-10L Training'f Non'-;Licensed ~:, Operators Meet Req.of APN-10A ,(Sections,3. 1 p.-3: 2, and 3.3)APN-10M Training for Mechanics Sanction"'3.2 Labor Agreement and Qualifications Section 3.3 Progressive APN-10N Training for Electricians Section 3.2 Labor Agreement and Qualifications Section 3.3 Progressive ~'L ll g 1 9~A V t I 4 f'( ATTACHMENT B LESSON PLAN OUTLINE I.PURPOSE II.SAFETY DESIGN BASES III.GENERAL DESCRIPTION IV.-Overall Operation-Basic Theory of Operation DETAILED DESCRIPTION V.-Starting Systems-Lube Oil Systems-Governoring Systems-Cooling Systems-Turbocharging System-Fuel Oil System-Electrical Generator System-Electrical Distribution System INSTRUMENTATION AND CONTROLS-Control Room-Local VI.PRECAljTIONS AND LIMITATIONS VjI.INTERLOCKS VIII.TECHNICAL SPECIFICATIONS IX.MITIGATION OF CORE DAMAGE 'I 11 f4 I r ATTACfiMENT 8 (continued) X.PROCEDURES-Start Up-Shut Down-Normal OPS This is a proposed outline that will coincide with text material found in the Operations Technology course, which is presently being written. I il I l 4~"p I 1" P C'r>i P ATTACHMENT C MAINTENANCE LESSON PLAN OUTLINE DIESEL GENERATORS PURPOSE II.SYSTEM DESCRIPTION/DESIGN BASIS III.GENERAL DESCRIPTION A)Engine B)Generators C)Power Panels/Loads Supplied J DETAILED DESCRIPTION A)Starting Systems B)Fuel Oil System C)Cooling System D)Turbocharger Operation E)Lube Oile System F)System Interconnection G)Controls Il)Protective Devices l)Overspced 2)Temperature 3)Oil Pressure 4)Low Water 1 I 7 L4~~ ATTACHMENT C (continued) IV.DETAILED DESCRIPTION (Continued) 5)Crankcase Pressure 6)Generator Protection Devices 7)Fire V.STANDBY STATUS VI.TECHNICAL SPECIFICATIONS VII.MAINTENANCE PROCEDURES n" ao-for Main e t s 1 for The physical requirements are designated in APN-lOM, and APN-lON. P*6 II r.f),$1~-4s~4 lk Nine Mile Point Unit 2 FSAR QUESTION F430.40 (9.5.2)The information regarding the onsite communications system (Section 9.5.2)does, not adequately .cover the system capabilities during'transients and accidents. Provide the following information: (a)Identify all working stations on the plant site where it may be necessary for plant personnel to communicate with the control room or the emergency shutdown panel during and/or following transients and/or accidents (including fires)in order to mitigate the consequences of the event and to attain a safe cold plant shutdown.(b)Indicate the maximum sound levels that could exist at each of the above identified working stations for all transients and accident, conditions.(c)Indicate the'ypes'-of 'communication systems available at each'of the above identified working stations.(d)Indicate the maximum background noise level that could exist at each working station and yet reliably expect effective communication with the control room using: "'1'..'he'"'dia'l t'elephone"system 2.the PP/PA system 3.the~bi/CC system 4.the SPC system (e)Describe the performance requirements and tests that the above onsite working stations communication systems will be required to pass in-order to be assured that effective communication with the control room or emergency shutdown panel is p'ossible under all conditions.(SRP 9.5".2, Parts I and II)R SPONSE (a),(b),(d),(e) See revised Section 9.5.2.4.(c)See Section 9.5.2.2 and Figures 9.5-5 through 9.5-39.PS 5~e"<<rg Notacceptable. The applicant has not responded adequately to-parts (a)and (c)'of the question.(The necessity for a response may disappear depending on the acceptability of the applicant's +~'position that the plant;design,idoes.not;require coomunications.) I t'~l k r I ,.I"%p j~.I pC rl Nine Mile Point Unit 2 FSAR QUESTION F430.41 (9.5.2)Expand the communication section of your FSAR to provide a discussion on how effective communications will be maintained under the following cond'tions: (a)loss of offsite power (COOP)(b)design basis seismic event (w/E.OOP)(c)IOOP (seismic event)coincident w/single active failure of one emergency diesel generator Describe any operator actions which may be required to establi sh and/or restore communications to the wo'rking stations identified previously. State where the action must be taken, and the time required for this operation.(SRP 9.5.2, Part II and II)RESPONSE Seerevised Section 9.5.2.4.Not acceptab1e. The app1icant has responded to parts (a)and (c)'of the question, and these responses are acceptable. The app1icant has no.<responded to part (c)of the question.(Part (c)may a1so become academic-see comments for tl430.40.} 7 0 f S8 C 0~~/A y entre's~d. sec.fr~'mendment 7 QGR F430.41-1 December 1983 4 g e e l A~t+'0'9 i l'~t'1~CAN<'1~'5 (lg Nine Mile Point Unit 2 FSAR (backup)via dc switchgear 2BYS-SWGOOlB. The normal and the bypass ac sources are normally energized from the normal station service transformer. In case of loss of power from the normal station service transformer, these are automatically transferred tothe offsite power sources through the reserve station service transformers. In case of loss of offsite power the bypass sources 2NJS-US5 and 2NJS-US6 are c'onnectible to the standby ,diesel generators, except when a LOCA condition exists.'In case of a LOOP coincident with failure of one diesel generator, the other diesel generator will supply the UPS system via its associated stub bus..In case of loss-of all;ac sources, the UPS systems are energized from the dc backup sources.The backup batteries are rated for 2 hr.Separate cable trays are used to run cables associated with two UPS systems.Thus, no additional operator action's necessary for establishing communication with any working station under above conditions.. The M/CC system is powered from the'lant"normal:ac ~system.The portable radio communication system is powered by rechargeable batteries and.is.independent.of the plant electrical system.The SPC system requires,no plant electric power.g I (~~e~cg e..-intraplant .communication...systems will not be subjected"to any'ommon mode"failure through.damage to the system wiring since the PP/PA,,dial telephone, and.M/CC systems are run.in separate raceways... The.,communication system.wiring is not treated as safety related.Only the te"ephone system.has interconnecting wiring,'However, outside, the.station the telephone lines are run in two::,directions -;east.;and west,-.to,.",different telephone company switchboards for redundancy. Failure of one communication system will not.'ffect the performance of any other communication system since these are independent of each othe H.l Ti&6tit.v In case of any accident conditions, the plant can be shut down from the control room or remote shutdown room-and this does not require any communication with other locations in the plant.The communication systems will provide satisfactory voice communication in noisy surroundings up to 120 db.For PP/PA-system coverage, the output of speakers in a given area will exceed ambient noise.The soundproof telephone booths provided in areas with high ambient noise level are designed Amendment 7 9.5-17 December 1983' E If C I I f I I~'Ih~~"1 i.Ph.II"h'~,Ih\,>gfc", f W ifi'I'I I, hI CI'$J~C P I wh$t h W.i gÃ.4o I E t 1 I A G}Z-~.T 'A I h 4 h'*t Q~i~~~q~rp~*Mt=I p ,Ir\'E t i I (qm+i)OV A QP I~4 7 I~~ 'e~',Wg'\'C W~H I W+=V"c e~i m-'T~r'P' Nine Mile Point Unit 2 FSAR QUESTION'F430.44 (9.5.3)ln FSAR Section 9.5.3.2, you discuss emergency lighting for..plant.a eas ,required for"operat'ng" safety related equipment. However, there is no discussion of emergency lighting in the areas where the actual safety related equipment is located.This is not in conformance with SRP 9.5.3 recommend'ations and guidelines.,Revise your design to provide justification for'on-compliance.(SRP 9.5.3, Part II)RESPONSE See revised Section 9.5.3.2.g>8, Co~w~ts The app1icant's position that lighting is not.required in areas containing safety related equipment is being.evaluated. TO lt~p GCIR~g pj b'~oJLl PA'/HO<'4,>p(dl (ning y~y~I: bing ci'r~b.u4~~~ve~Q C l~Amendment 7 Q6cR F430.44-1 December 1983 ~pt k~~~e jl tl IA b~g<.s CC~c+.C>i C f C, ,t l k' Nine Mile Point Unit 2 FSAR QUESTION F430.46 (9.5.3)In FSAR Section 9.5.3.3, you state that emergency light'ng to essential plant areas is fed from redundant emergency lighting divisions. In Table 9.5.1, you provide a list which shows the percentage of total lighting for var'ous plant areas which is provided by emergency lighting.However, it is not clear (in Table 9.5.1)which areas are fed from redundant, divisions, and what percentage 'of emergency lighting is fed from each division.Revise Table 9.5.1 to provide this information. Also, provide a tabulation of the areas for which emergency lighting is provided and the lighting levels maintained by the emergency lighting system.Show that the lighting levels are adequate to perform all necessary functions in all listed plant areas under design basis seismic event or accident conditions.(SRP 9.5.3, Parts I and II)RESPONSE See.xevised Table 9.5-1.~~a C rs Some additional clarification is required: Ex: Table 9.5-1 page 6 of 9-lighting data for control room and relay and computer rooms needs explaining. page 8 of 9-adequacy of 7 foot candles in OG rooms (NUREG-0/00 calls for a minimum of 10)le<c~:se, 1 T~hl~9'.z=>Amenamerx~ 'E\'E 4'I t g c I Nine Nile Point Unit 2 FSAR TABLE 9.5-1 (Cont)eEVlsED I 1 Nl" gaea Service Buildina and Poan Roon Normal Percent Essential Perceri t Pover Source Emeraencv Level of Illunination Pron Each Division Percent Foot CandleC1o Distribution Interl eav'e Zona l El 261'eneral area lighting Auxiliary Boiler Buildina El 261'nd 2751 ill bay area Morking areas Nezzanine area Electrical eguipt)ent areas Diesel Generator Buildi.naC>> >1Od 100 100 100 100 C1>C1>C1)C1)X X X El 261'eneral area lighting Morccing areas Electrical eguipnent areas 90 70 70 20C0)20C0)~I ll 10 10 10 x X x Truck aisle Malcc vays Elect:rical Bay El 261'00 106 100 C1>C1)C 1)X X Coamon Inside Ar'eas Stairvays Eqress paths Exit.signs El 214'-6" Electrical tunnels HVAC equipnent area 100 100 100 100 100 C1>C1)X X X X X Amendnent 8 8 of 9 January 1984 f r't I Nine Mile Point Unit 2 FSAR QUESTION F430.47 (9.5.3)The essential lighting syst: em is non-Class 1E, and cannot be connected to onsite emergency power.Therefore, lighting for passageways to and from safety related equipment areas would be lost immediately following a design basis se'smic event, or within a short time (1-2 hours)following a LOOP.This is not in conformance with SRP 9.5.3 recommendations and guidelines. Revise your design ,to provide access lighting to safety related areas under all accident and/or transient conditions, or provide justification for non-compliance.(SRP 9.5.2, Parts I and II)ESPONSE See revised Section 9.5.3.2.c..'gf acceptable'.-Eight'hour battery packs are acceptable for egress and personnel safety, provided they are seismically mounted.Access to safety related areas, as well as lighting within those areas, must be Class 1E or equivalent, i.e., capable of operation in excess of 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br />.1~PS/I p 5e<r~.'~~X g~~f~g8 lo Amendment 7 QEcR F430.47-1 Dece.>er 1983 s, h'1" er Yi E.4 J+J V A'a"I I 4 1 Nine Mile Point Unit 2 FSAR QUESTI.ON F430.48 (9.5.3)The egress lighting system is non-Class 1E.Therefore, following the design basis seismic event, there would be no egress lighting for evacuation of personnel. This is not in conformance with SRP 9.5.3 recommendations and.gu'delines. Revise your design to provide.,egress lighting which will remain functional following'the seismic, event, or provide justification for non-compliance.(SRP 9.5.3, Part II)RESPONSE See revised Section 9.5.3.2."~~e f3 Not acceptable. Lighting for safe egress of personnel should be operable during and following any design basis accident and/or transient..The station normal UPS is not Class lE and is-"-con'sidered to"'be'unavailable 'following a.seismic,.event. Consequently, egress lighting would also not be available. ~'*~~~~J S m~7"~',98./0.'4 Q+Amendment 7 Q6R F430-48-.1 December 1983 hh~hll,~,~l Iq Q, hh'h.hh lJ h,h,'~I<>~l h j<> Nine Mile Point Unit 2 FSAR QUESTION F430.50 (9.5.4 through 9.5.8)The staff requires that emergency diesel generator auxiliary systems piping and components be fabricated and installed in accordance with ASME Section III, Class 3 requirements, and be seismic Category I.The staff requirement is applicable to all auxiliary system..piping and components, including-engine mounted, up to the'iesel engine interface. The diesel engine interface is defined as the first connection, off the diesel engine block, be it welded, flanged, or screwed.The design of the diesel engine auxiliary systems, as discussed in FSAR Sections 9.5.4 through 9.5.8, does not fully comply with the.above requirement, and is therefore not acceptable. Revise your design and, appropriate FSAR sections to, demonstrate compliance with the staff requirements. Show the auxiliary systems piping and component classifications on the appropriate PAID', along with the diesel engine interface.(SRP 9.5.4 through 9.5.8, Part'II.,'=and-Regulatory. Guide.1.26)RESPONSE I See revised Section 9.5.4.1 for a description of the standby diesel generator fuel oil storage and transfer system piping and components. e P6ID wx~ap~edMy th~quarter o~The HPCS diesel engine cooling water, heat exchanger and air start system air receivers.. are.in accordance with.ASME Section III, Cla~s'~3, requirements. All other piping and components of the,+PCS: emergency diesel generator auxiliary systems conform to ANSI B31.1.Equipment that conforms only-to ANSI B31.1 will be pressure tested up to the diesel-'engine"~interface"at'.above noimal, operating pressures. See revised Figures 9.5-43, 9.5-46, and 9.5-48 for system piping and component classifications. A summary of the HPCS emergency diesel generator auxiliary systems piping and components quality group classifications and seismic categories is given in revised Table 3.2.-1.Amendment 7 QBR F430.50-1 December 1983 A~ P 5.6.C.e.Not acceptable. The staff is concerned with all diesel generator auxiliary systems~but the applicant has addressed only a limited number of these systems.Before this question can be considered closed, we will require the following information: Division I and II 0="'s (a)(b)(c)complete PAID's for all auxiliary systems engine interface data as requested verification of design to ASME Section III Class 3 requirements Division III OG (a)(b)(c).complete P8ID's for all systems a comparison which demonstrates that ANSI 831.1, with pressure testing, is equivalent to ASME Section III in terms of system function and inservice reliability.(see Perry and River Bend)details of Division III auxiliary systems pressure testing n pfd S F o~5'v sr~F~pve~ I 0 II'J l i'I' O.E~A~V<<~<<W~I<<<<~<<)Vl 0:I P~~ai 5.5:t 7'.'---'-e,.-o-N I~6)g~(SP QIEDS5'~6 s1DA~W<<<<<<<<~<<o<<<<<<<<<<e~<<v .'IRRIIR Q<<g~i~:~t~--TJ o V'<<e<<e<<e<<<<<<~<<I"v'&i<<~~~<<I WWI I CO5If A/i"*"6E,556"'EYE""l O.I<<el~I W<<QV~QV~~~~'+~l R el WW<<l<<tQi\<<V<<W<<<<l<<<<<<I W<<<<I I-",W CLDE SD~<<ew I<<I~I C)w<<N eve<<I<<~LlTIN{'vw I"-'--e g...'........:.. SJ I;ceo'I!=4cl.c.(+5)j~O~<<I<<<<H<<a<<<<l a<<I~N~<<l 6 stQ i)cd<<ov<<f5 Sj I mlRm 9 o.Wa<<I~V<<I W<<I@No~<<<<'W<<e<<<<I I<<<<~<<<<I V<<<<\~'.Ihlgdt~WO<<l i~~t~-~~---~--~~--f5 ti<<~<<1<<I.....%)S,wq! ~.-...~(-XeSL~~-~el<<<<w~~gq 5'Lgu): S<<ow w<<a V~~~ICI W I~W<<~I~.~I-~" IE<<I Ve<<<<I<<<<I~av'<<\W~I wv I ep Ie Ee<<a<<~<<<<W e<<v<<l" C-ij-Sih)~\eeo'6 W<<~~a<<I Ie Wv<<~<<<<I t.W<<<<N IV W<<Q g)QggERD lect<<C.NESX7)~~~)v=S~std~<<I 1X~IY~a'o'~{<<e RtW II'TgcRRR W<<l O p~~(Q<<W~D I~W a~~<<e<<<<<<<<eo<<v<< Sg CDaqR>.-QEC<<VIVII<<4 ~g~rl<<<<-6)st4 FIDVRE 9.5-408 STANDSY DIE<<SEL DEhERATDR 8ISTEM RAID NINE MILE POINT NUCLEAR STATION-UNIT 2 TINAL SATETY ANALYSIS RERORT c'+'I'i j II)tt I S V M~<<~r:.::,, h.Qr<<r~r.:'.+;...Q>> ~'p'v<<rv<<<<0:IM v,P~l>>llew..g L.+..q.....le '--:.-<<rrr I lsh\rA a!Gh<<r<<'eg s)Q a)C,~.&a,Q~C-<<(~ggrr'r<<r<<v'<<<<<<<<t<<<<~Nl<<~V<<~rr r~rr<<r<<<<Pf<<<<r~<<r~<<I.kv r<<~r~\h'Lh r~+t~~~~P li lthrq ap5ll)~ng C rl<<B~a.",.'rv4~~<<gvh<<<<rw(v 4~AI~~~<<<<~r<<<~<<r<<~'c%g b o (u~8 FIGURE 9 5" 4Ob S1AtCOY A<<M OEKRAIOR SYSILlAS P41O NINE MILE POINT NUCLEAR STATION UNIT-2 FNAL SAff1Y ANALYSIS RCPORT IC og~ewwwas%w+c~'w I<<r V t I-gk I a~*~T%~-+~I"C g tJV~~, pE t<<"! h h 0-"'.0~~lh III A~~-~()~-~(p r nn<<~r hl~l~nl~~~~I'I III III:i-'=----.(-)~~II I rv n H (i)v Q~: (-)~eI~&~RA EI.SSI~~~~f~n~'nf+rar hl hl n Air/~lva ra~lr h~hl~~~I n'I rV I VI~I Fll'URF.'IiIi," I Atlatl/l4'll lA II I*IIII SII I(ti I'/.L3 II III C IA I L C P 0 I II T NUCLCAR STATIOII UIIIT-2 CWAL SAFCI C AIIALYSiS RCPORI lt~, ,k 1,"a~4.~:~,~0 e g* 4 M0TIOP DRIVEN ENGINE DRIVEN 14 MOWTED 10 14 12 x ENGINE 9 tfIOOM TED (3 I 14 15 l3 15 I+PE,RE.NTIAL SWITCH (ALAR!h)PRE~~PI: LEX.COIYN.TCS. Axl2 (RL WITH I NP IM NIPPLE,5 EIACH ENb FLEX.COIIN.CS.g4'xl2'OAL VIITH>/4 IVPTM.IIIPPLES EACh UATI VALVE.CMICE>74 NPT STE.LI ORIFICE M6" l GhUGE PRESSURE.0 TG'ICO PSI EI15)IAC ITIOUN1ED FUEL TEMPERATVRI. GAGE (PANEL YDNTE~D PUMP FUEL ENGINE igiVEN RI GPM 60 PSl STRAINER VA~LVE RELIEF IO PCI GWITCU ALARM LAA5 OF PRE55VRF GAUGE PRE55URE O TO IIU l5I)A'/A" IAIIEL MOUUTEU PUMP FUEL~AGCY 5 GPM ORIVEN OV 5/+IIP 115VUE MITOR VALVE RELIR.F, I'EI YALVE RELIEF~65 PS1, VALVE RELIEF 3O PS.I FILTER MPLEX ELEMENT PN 842'313Z TV/0 PER FILTER.INJ CTDR VALVE FUEL CUT-OF F I NPT I'INE I I I I I FUEL SUPPLf FROM DA'I TAIIK ill GRAVITY FIQW 3/4 I.INE I I I FUEL RETURN'TO DII'I'TANK (SUPPUEO N OTHERS)NOTE.5: I~---LINE5 INblCATES PIPING IME El OTHERS.2.ALL COMMENTS MOUNTEb DM MAIN ENG)NE BASE...3.1TEM5 10 AND 5 COMBINED INTO VALVE ASSEMBLY PN S+3ZSbb WHICH THE FIL'TERS BOLT TD.TWO OF'HESE VALVE ASSEMBILIES ARE USED.T815 REQUCE5 EX TERNAL PIPING AND FITTINGS.4.LOCATION OF'THE FUEL DIL Mf TANK MUST NOT PUT'A PQSITIVE, HEAD QN ENGINE FUEL INJECTDRS WHICH ARE 8'o>/+'BOVE 50TTfNI DF ENGINE BASE.6;1TEM 9 SET PDINTS ARE 6" HtO ALAPM C 4" H?0 RESET.io.ALL PIPIIAK5-NON-ASME (ANSI 831.1).FIGV15E, 9.G DIP&E.L'66.14E.FlA'7oFTl FuE.L O11+V+TEm'Pl'RIR+lohL 0\NIAQARP, QOHAANVP, PoWGP, COERF ORATIO NINE.Mll E.POIN'7-UNlY Z.FlhLAOAt CA%ET Y C5 N5IA1-V 515 TORERO>T 4-'t'u I~A'h 0

COMPARISON OF ASME III 8 B31.1 FOR DG AUXILIARY SYSTEMS The HPCS diesel generator auxiliary systems are designed to either ASME Code Section III or B31.1 but subjected to seismic Category I.qualification and preoperational test requirements.

In addition, 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 will eliminate the need for actual mill test reports for piping.ASME SECTION III 3 ANSI 831.1 1)Requires ASME materials and mill test reports for piping.2)Requires seismic design in addition to the B31.1 re-quirements. 3)Requires liquid penetrant examination for welds over 4" IPS.1)Requires only material certifications. 2)Requires design for pressure, temperature, and normal oper-ating loads.3)Requires only visual inspec-tion of welds for design pressure and temperatures of the auxiliaries. Requires initial service leak test.4)Requires hydrostatic test 4).to 1.25 x design pressure., The diesel generator auxiliaries are separated intothree different. segments for design and manufacturing: c)The piping that connects the Diesel Starting Air skid with the engine skid, fuel oil day tank to the engine skid, the cooling service water to the cooling.water heat exchanger and the diesel engine air in-take and exhaust.a)The auxiliaries that are supplied as a part of the diesel engine skid and diesel starting air skid.b)'The"fuel'oi'1'storage'tanks'n'd"'day"tanks"(provided-by a tank fabricator). A discussion of each segment follows.a)Diesel En ine and Diesel Startin Air DSA Skid The engine-mounted piping and components of the fuel oil, engine cooling water (except heat exchangers which are'esigned to ASME Section III, Class 3), starting air and lubricating oil systems are seismically qualified'o'ategory I requirements as part of the'diesel'ngine 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 EH: ca 1/K06256-1 6/25/84 lt~l, A II~+18$g'k 1 I!'>+~e 6 J~~4.h.k 4 -~g~gf~f 3g,yo-<(a.~F)~g're.,designed, fabricated, inspected,.instal.led, and.,tested in accordance with the requirements of ANSI B31.1.To meet the intent of ASNE Section III requirements for the engine skid and DSA-skid, the pressure test will be performed using ASHE Section III, Class-3-hydrostatic parameters. The skids are qualified to seismic Category I requirements. Piping over 4 inches, (6" lines between the.cooling water heat exchanger,, expansion tank and engine block)will be liquid penetrant examined prior to preoperational testing.Furthermore, the expansion tank will be hydrostatically tested at 1.5 times its design pressure.b)Diesel Oil Stora e Tank Da Tank Su lied b Fabricator These components are ASHE Section III, Class 3.c)Pi in and Com onents Connectin Skids The fuel oil piping up to the diesel engine skid and the cooling water system piping and components up to the diesel engine heat exchanger are des'igned,'fabricated,'nspected;"installed and tested in accordance with ASNE Section III, Class 3 requirements. The piping connecting the diesel fuel oil storage tank and day tank is designed to ASME Section III, Class 3.The piping connecting the DSA skid to the engine skid is designed to ANSI B31.1 and is designated seismic Category I.Hydrostatic testing of 1.5 times design pressure will be accompli'shed during-onsite. testing.of.the auxiliary systems.Essential components of the'air starting.system are designed.to Section III.The system is classified Safety Class.3 and seismic Category I from the check valve upstream of the receiver tanks.The air intake and exhaust system, except for the crankcase vent lines and exhaust silencers is,.classified as seismic Category I Safety Class 3.Piping and"components up to the'iesel engine interface, are designed to Section III requirements. For both systems, the operating pressure and testing duration are-representative of the BSHE Code Section III requirements. EH:cal/K06256-2 6/25/80 k U'j~.r, i.c'i i t Nine Mile Point Unit 2 FSAR QUESTION F430.52 (9.5.4)Revise FSAR Section 9.5.4 and Figures 9.5-40b and 9.4-40c to include the following information: (a)A complete description of the fuel oil system from the day tank to the diesel generator, including engine mounted piping and components. The FSAR.should identify all system components and describe their operation/function during both normal and emergency operation. ~~~t (b)A'PAID for that portion of the fuel oil storage and transfer system described in (a)above..RESPONSE See revised"Sect'.5.4.2. e quarter of 19 T&e'&ID vill be provi e'ot acceptabl e.The res ponse acceptable', but'he r'equest'ed in revised FSAR Section 9 5 4 2 is PAID's ha've.not'een provided.4g l o~M~~y Amendment. 7 QEcR F430.52"1 December 1983 +'l~P'ppt V V J d~~s~4,~I 0 c ,Nine Mile Point Unit 2 FSAR'QUEST1'ON F430.51 (9.5.4 through 9.5.8)Identify all high and moderate energy lines and systems that will be installed in the diesel generator room.Discuss the measures that will be taken in the design of the diesel.generator facility to protect the safety related systems, piping and components from the effects of high.and moderate energy line failure to assure availability of , the diesel generators when needed.(SRP 9.5.4 through 9.5.8, Parts II and III)RESPONSE See revised Sections 9;5.4.3 and 9.5'.5.C om~~, Theresponse.is.acceptab1e;, Note: In section 9.5.5.5, the air start s stem y pspsng ss referred to p to be inco rect', and the e rev se accordingTy. Amendment 7 QE(R F430.51-1 December 1983 ~l I Nine Mile Point Unit 2 FSAR Should any of the above leakage occur, the operator would be.,alerted by one or more.of the following alarms prior to degradation of engine performance: Jacket water pressure low Jacket water standpipe/expansion tank level low Lube oil pressure low Diesel generator service water discharge pressure low In addition, the possibility of any tube leakage is minimized by periodic inspection, testing, and maintenance of the systems'ivision I.and II diesel generator jacket water heat exchangers are provided with separate and independent service water supply headers and service water discharge headers.The Division III diesel generator jacket water-..heat~exchanger'is fed from both;,Division I and II supply and discharge headers.This arrangement insures that failure in any one division will not jeopardize the safety function of any other division.The service water system design bases are described in Section 9.2.1.There is no high energy-piping in, the diesel generator building other'han..that associated with the diesel generators themselves". The high energy piping associated with.the diesel generators, is e-star xng.air system piping Amendment 7 9.5-37a December 1983 ~1~4't 4 O., 4 L(C'f4<q, l II e4~Wl t g%~f ia,f" Q$14%.~l E g~r Nine Mile Point Unit 2 FSAR and the combustion air exhaust system piping.Failure of any of syste can only affect the associated, diesel generator. The moderate energy piping'systems in the diesel generator building,- 'not associated with.the diesel generators, are service air, fire protection, and floor drain piping.Failure of any of these systems cannot jeopardize the safety function of the ,diesel generator jacket water system.The Division I and II diesel generators are designed and built.to operate continuously during a discharge of the fire protection system.The Division III diesel generator is retrofitted with the capability of operating continuously during a discharge of the fire protection system.The moderate energy piping systems associated with the diesel generators themselves are the fuel oil system, starting air system, service water system, and combustion air intake system piping.Failure of the piping of any of these systems will affect the performance of the associated diesel generator alone.Each.standby diesel'enerator'is capable of running in a no load condition for 4-hr for Division III and 6 hr for Divisions I and II.After this period they will be loaded according to manufacturer recommendation (for Division III greater than, 50 percent load for 30 min,>and for Divisions I and II greater than 75 percent for 30 min).The."failure modes.'and'effects analysis (FMEA)evaluation of the diesel generator is provided in.the, Nine Mile Point.Unit 2 FSAR FMEA Report.9.5.6 Diesel Generator Starting, System Each standby diesel generator has two independent, redundant compressed .,air.starting. systems, ,either of which has" adequate capacity'to-'assure quick, reliable, automatic starting of the diesel generator following a loss of offsite power.9.5.6.1 Design Bases The standby diesel generator starting system is designed to meet the following safety design bases: 1.Each standby diesel generator has independent, redundant, air starting systems either of which is-capable of starting the engine.2.The" starting air receiver, in each of the redundant starting systems has sufficient capacity to start the engine within 10 sec.-Each air'tarting system can crank a cold diesel generator five times without recharging the receiver tanks.Each Amendment'7 9.5-38 December 1983 ~.'C I~C h k N C e Nine Mile Point Unit 2 FSAR'UESTION F430.53 (9.5.4)actions are required during ala harmful e f f ects to the diesel~r~interlocks provided.(SRP 9.5.4,~qv""'ESPONSE Qo'ee response to Question F430.92.Describe the instruments, controls, sensors and alarms provided for monitoring the complete diesel engine fuel oil storage and transfer system and describe their function.Discuss the testing necessary to maintain, and assure a highly reliable instrumentation, controls, sensors and alarm system and where the alarms are annunciated. Identify the temperature, pressure,, and level sensors which alert the operator when these parameters exceed the ranges recommended by the engine manufacturer and describe~what operator rm conditions to prevent engine.Discuss the system Part III)>o/s 8 c-l,~~~~>)See response~)'y 57~$7g5cl"ry die')48 T~>>e>~~I'" s r<n~7 r7 5m~v'~~gs Ve),+-~A'e(o.'l,~ps A S~~ivg le~5X~5 leSE&.t.~(~;(5 5S~V Sf<C8.ICS7++'~Wt~f<~+@sr~+<-(@<f$g pyC>p s l'~(~p(~4d.'Amendment 7 QEcR F430.53-1 December 1983 ~l V I P~k v',.p.2, I)tk t i cN aw-, X~~Fl(>CoNHoN Ai~~, VQ~~~@~~W7%HE;ALA,~C>v<HG~9'<~~i~4 F'ueL, CcL.VRA4F6R IlkM Ge~@C l$tPak~Ec~gf ccol<~~w c,ow Fvv=-R~<@i<oc4l<0 (cA ital F~wq c V.~~~hsHi~~ Ai AM Mz Mc cQHPU~43i~waa i~~iiL iN>i~m eQ~c PC4R+C4r AHco 7 R.tw T-'w.~e/~AD?W~rF'~oF QVP AS , lN'5 iMP 5'Y5'r c~ZD6(C Z>)~Wrv$roc~~Pa<<c~iW mr@.9.g--qr w~~~rS~Ave CcckwC~dug r gQ 5'4 5 W~AND ZcJ8&O!C 5'~/7~/~V(~Lac,W W~~~&(=S W~f~4')t+iC y+4O l g C>i~+AS 6~Wb-'lau~ gZ F 4G C.came i D~v~c t=5 CCH BVS'n C~Ai P Ziu m~-~D~%/~i'iaaf 7-Pic u~g ~i V-~.<e 8 re;~z~s~1 Q (Amendment 7 QEcR F430.63-I December 1983 y iJ'14,\'lt r>$s*+Lkk'I~4'4 nr !~I'/'~Z'r,il..isa~r Nine Mile Point Unit 2 FSAR a.lQ>PJZ("/2.4=.0."/v 9 i.'.<~.".Association (NFPA)Standard 37, Stationary Combustion Engines and Gas Turbines (1979), which provides for over 1 hr of continuous 'operation of the diesel generator at full load.Earth day tank is isolated in a room enclosed by 3-hr rated fire barriers and protected, by automatic sprinkler systems.Each diesel generator day tank room contains a curb sized to contain the 660-gal volumetric capacity of the fuel oil day tank in addition to an amount of fluid from the fire protection system (30 gal per minute per square foot for a 10-min period).This curb precludes spilling fuel oil into the diesel generator room.Each day tank room curb can be emptied into the diesel generator ,building floor and equipment drain system.Once fuel oil or cooling water accumulates in the floor drain sump (one sump per diesel generator division), a level switch monitors the quantity of fuel.oil or cooling water collected. This fluid is then dispersed to a common oil separator. In addition to the curb arrangement, a low-level storage tank alarm and a low--'"'level"day tank'larm.-also,.alert the operators'to the possibility of a fuel oil leak in the day tank room.In summary, large leaks are detected by low-level alarms in the day tanks.Small leaks are detected by a shorter than normal cycle of the floor drain pumps.The capped inlet of each storage tank fill line is located above the probable maximum flood level, thereby preventing the entrance of water.Each storage and day tank's vent pipe is also located above the flood level and is designed to prevent rain from entering.The fuel oil storage tank fill, vent, and sounding lines are located outside the diesel generator building and are'ex osed;to-'.the-."atmos here after enetratin 5 ft of fill.In the event of a tornado missile resulting in the obstruction of these fill, vent, and sounding lines, the fuel oil storage tank is vented by a 4-in vacuum relief valve,and a 4-in pressure relief valve mounted on a 4-in connection on the storage tank.The vacuum relief valve and pressure relief valve are within the diesel generator building which is designed for missile protection. The fuel oil day tank vent 1'ine is located in the diesel generator building day tank room and penetrates through the diesel generator building roof.In the event of a tornado missile accident resulting in the obstruction of the vent line, the fuel oil day tank is vented by a 4-in vacuum relief valve and a 4-in pressure relief valve mounted on the vent line.The vacuum relief valve and pressure relief valve are within Amendment 7 9.5-25 December 1983 LJ"V 4 4 II f,~+<<g t=jH Ll3f I Nine Mile Point Unit 2 FSAR.the diesel generator building which is"designed for missile protection. A sounding rod is utili"ed periodically to check the accuracy and operation.of the tank level indicator by insertion into the'sound'g.tube furnished,.in each storage and day-tank..The possible accumulation of water at the bottom of each diesel fuel oil storage and day tank is also checked by applying a water-indicating paste to the sounding rod.The paste changes color when it comes in.contact with water.Should the water level be excessive, water is removed from the storage tanks by the use of a portable pump and from the day tanks by opening a drain valve located near the bottom of each tank.<,.Adequate sources of diesel quality fuel oil are available in the cities of Oswego (8 mi), Belgium (25 mi), and Syracuse (35 mi).Under extremely unfavorable environmental condi-tions, fuel oil will be delivered onsite via tanker truck.-escorted by.highway-snow.removal,,equipment. C This will permit each standby diesel generator system to supply uninterrupted emergency power.Fuel oil~meets or exceeds the quality requ'ements of ASTM D975-1978 and the diesel engine manufacturer' recommendations.- r'The growth of algae in the fuel oil storage.tank is determined'. 'by'easuring the" oxidative stability in"accordance with ASTM D2274-74.Ef.:it.,'is more.than.2 mg/100 ml, the fuel oil in the'affected storage, tank will be appropriately treated (filtration or-biocides)to reduce the level to acceptable concentrations. 9.5.4.4 inspection and Tes ing Requirements The standby'iesel generator fuel oil storage and transfer system is designed to pe m'periodic inspect'n and maintenance of active components. F ocal display and indicating devices are provided;for periodic inspection of tank oil level and operating parameters such as pump discharge pressure and pressu e drop across each fuel oil strainer.>"~;Cr..Fuel oil storage-'nd day tanks and piping are hydrostatically tested p='or to filling with fuel oil.System operability is tes ed in conjunction with the diesel generator. Continued sys em integrity is verified with pe iodic testing with the diesel generator. Amendment 7 9.5-25a December 1983 4~4 6'LI'~*Pl~~'V I t I QM i'Z.O.I.UZI p.3o<z>!P.C G.'f30.~9 f s~c.~~ A ip I~g~s' Nine Mile Point Unit 2 FSAR QUESTION F430.55 (9.5.4)In FSAR Section 9.5.4.1, you state that the fuel oil storage and transfer system conforms to ANSI Standard N195-1976. Expand your FSAR to include a detailed discussion of.the internal and external corrosion protection-that is provided;for the fuel oil storage tanks.Include the appropriate industry codes and standards that will be followed in the design and application of this protection. Also, include a discussion of the cathodic protection that is provided, or, if cathodic protection is not used, a justification for not having it.(SRP 9.5.4, Part II)RESPONSE See revised Section 9.5.4.2.F/ST Ce wm e~~S The response is acceptable with regard to external corrosionprotection provided that:-'<-(a)The complete storage tank is encased in concrete, including the portio~which extends beyond the, diesel generator building, and (b)adequate protection is: provided for-the fill, vent, and sounding lines so'as-to preclude concentration of corrosion where these lines meet the tank.Th 1 t must provide detailed technical information on the , functionof the fuel oil additive to be used xn preventing in e app scan nternal tarik corrosion.'"~The. appl."icant-,must address how free water is ted how water is retained in suspension, what gums and tars are prevented from forming, etc.Pending receipt an p 1*p i II f 58 c.~)~c.o.~p I~y e c oncrc fe s l or~~~tv Amendment 7:d d-o,u>r,~.am m~M coal~og moN,~~g QScR F430~55-1 Dece..>er 19'ing 4 IP h c.wgi,,~~<<>m.~1 P" I Nine Nile Point Unit 2 FSAR Provide fuel oil storage capacity for each diesel generator, based on continuous diesel gene ator operation at rated capacity (4,400 Kw for each of the standby diesel generators, and 2,600 Kw for the HPCS diesel generator) for 7 days, without interconnection to any other ons'te fuel oil system.2.Provide pumps, piping, valves, and strainers that are designed, constructed, and tested in accordance with AS&1E Boiler and Pressure Vessel Code,Section III, Subsection ND, 1977 Edition.The fuel oil storage tanks and fuel oil day tanks are classified as ASii1E III,Section I,'lass 3, and are constructed in accordance with the rules of ASME III,Section I, Subsection ND.3.Provide a system conforming to ANSI Standard ,N195-1'976, Fuel'Oil Systems for Standby Diesel Generators, and meeting Category I and Safety Class 3 requirements. 9.5.4.2 System Description The sta..dby diesel generator fuel oil storage and transfer ,system is shown on Figu e 9.5-40.The sys em consists of: Three diesel fuel oil storage tanks, one for each diesel engine.Each storage tank (approximately 53,150 gal.for each of the standby d'esel generator fuel oil storage tanks, and 46,850 gal.for.the HPCS diesel generator fuel oil storage tank)issized to store sufficient fuel for"continuous '-ope,ation-,of, its,.respective diesel engine at rated capacity for 7 days.Interior and exte ior surfaces are not coated, but are prepared in accordance with ANSI N45.2.1-Cleaning of Fluid Systems and Associated Component's during Construction of Nuclear Power Plants June 1, 1973.The cleaning of the internal surfaces of these carbon steel vessels is in accordance with ANSI N45.2.1.Class C)requirements. A diesel fuel oil s" abilizer, such<as D-, is added to the fuel oi l storage tanks C.a I(;--.lIto prevent oxidation of the fuel oil and the formation of gums and tars that would plug fuel lines.The wate emulsifier component of SDi-35 keeps any wate contamination suspended in the fuel.oil and prevents it from settling out in the bottom I of the tank where rusting would occu.SDI-35 also Amendment 7 9.5-23 December 1983 t'V kh V'" y P."g I~~.II'r y E&\q H 0 gr'V~-;I 4 I g h I'I Nine Mile Point Unit 2 FSAR contains agents to prevent internal storage tank corrosion and biotic rowth in the fuel.The external surfaces of the fuel oil storage tanks'equire'o special coating but are free from oil, grease, loose rust, and loose.paint..'.The tanks.are buried in concrete below the diesel ge..erator 'building. Since galvanic reactions are unlikely to.occur in such an environment, cathodic protection of the fuel oil storage tanks is ,not required.After the interior and..exterior.surfaces are cleaned, tested, and dried, they are inspected in accordance with Subsection 3.1 of ANSI N45.2.1.The fill of each tank extends-below the diesel generator mat beyond the exterior wall.line, thereby positioning the tank fill.line,'ounding line,.and vent line outside the building.Each storage tank is filled from its own tank truck fill station located in the yard.The storage tanks a e'constructed 'w'ith baffles,-10"-': reinforcement sti f feners, 4 reinforcement rings, and X5-degree off-center drains to minimize turbulence within the tanks during filling.The 4-in.fill lines for the three divisional fuel oil storage tanks are located 51 ft 3 in.and 55 ft 3 in.from'he fi st and second'pump suctions, respectively. Seven~-3/4 in..x 8'~in.stiffener. rings are evenly spaced between the fill, line and thefirst pump suc ion in the Division I and II fuel oil storage tanks.Five 3/4 in.x 8 in.stiffener'rings are evenly spaced between-the, fill line and.the first pump suc ion in the Division III fuel oil storage tank.Since the fill line and pump suctions are located on opposite , ends of, each.storage tank, sediment agitatedbetween the'ti f f eners during'illing will not affect the pump suction inlets.'he separate f'll lines are capped when not in use and a e each provided with a locked-closed isolation valve and a'trainer, capable of f i ltering out sediment.Minor stirring of the sediment may occur in the fuel oil storage tank when fuel oil is recirculated through the 2-in.fuel oil day tank overflow line.For all divisions, the overflow line is located 3 f" 10 in.and 7 ft 10 in.from the first and seco..d pump suctions, respectively. Two 3/4 in.x 8 in.stiffener rings are located in the vic'nity of the two pump suctions.These stiffener rings, along with the fuel oil pump stabilizer assembly, minimize any turbulent effects.around the pump.suctions.Each storage tank'also has a man".ole for maintenance access from within the diesel generator Amendment 7 9.5-23a December 1983 /k'q k%I't aC E~r t*(0 f l Win W P N tV 4 i,'Pi).~~'I P I I 1 vwa'i1~'ll 1 r NU Chem 7Z>I IvXCG OAI~(Nuchem Corporation Division St., P.O.Box 120 Boonton, New Jersey 07005 201-334-8088 April 19.1984 Mr.Ken Floyd Stone&Webster Engineering Corporation 3 Executive Campus Box 5200 Cherry Hill, New Jersey 08034

Dear Ken:

Thank you for your interest in our products and specifically those products that relate to conditioning of fuels for long term storage.I would just<<like to mention that NuChem was incorporated shortly after Economics Laboratory made a de'cision'o cease operations at, Apollo Technologies.

Formally I was Vice President of Apollo having.the over-all responsibilities for chemical-,.

manufacturing and equipment engineering.

We were a major manufacturer and marketer of fuel additives', fuel conditioners, flue gas conditioners, slag modifiers and dust control products to many of the majorutility companies throughout the world.I havei enclosed some product information on our fuel conditioners.

The NuChem fuel conditioning products are based on accepted and proven products'e previously manufactured and marketed under the Apollo tradename.

The following is a list of companies that have used NuChem FC-101 or the equiv-alent product Apollo SDI-35.Anachemia Canada Inc.C.P./P.O.Box 147 Lachine, Quebec, Canada John Gilmour 48S 4A7 Duke Power Company McGuire Station Cornelius, North Carolina Private Tele-Communications Company-Florida J.Zedalis......This company will not allow us to use there name, however, Mr.Zedalis will vouch for the product and its effectiveness.

Baltimore Gas ilElectric Company Calvert Cli ff Lusby, Maryland r 1W PQ 4 pE 4'I E n~,~y~'

(Nr.Ken Floyd, Stone 8 Webster-2-April 19, 1984 South Central Bell P.OS 32410 Louisville, Kentucky 40232 John Bushau Hess Oil Virgin Islands Corp.Kingshill, P.O.Box 127 St.Croix, Virgin Islands Hess'Oil 5 Chemical Division Amerada Hess Corporation P.O.Box 500 Woodbridge, New Jersey 07095 Tenneco Oil"Company Box 2511 Houston, Texas 77001 The NuChem philosophy is to not simply to be selling a, product.We are prepared as may be necessary to provide the service to insure that the product(s) are effective.

We are very pleased to submit this information to you and would hope that when it is appropriate, that you will introduce your customer(s) to us.If we can be of any further assistance," please do not hesitate to contact us.Regards, LeRoi R.Yaffey LRY/bl

Enclosures:

NuChem FC-101 cc: C.Grace 4%p't).i*9 Ai II 4 (Nu Chem NuChem Corporation Division St., P.O.Sox 120 Soonton, New Jersey 07005 201-334-8088 PROBLEMS OF...BACTERIA BUILDUP)PLUGGED F ILTERS7 CLOGGED SCREENS?WATER IN FUEL LINE'l RUSTING OF FUEL TANKS'NO HEAT", CALLS'"'NUCHEM FC'-101 I ONG TERM STORAGE I'Uel S/Mlt ITAav FUKl/MISSILE STATIONS/STANOSY Rgsg Rvg r~Q g5 KMKRQKNCV OISSKl S/GAS TURSINK FU'KLS/MARIN%, RES'f RVE CUggs INTR RRUFTIISLE l'UKLS/OIKSEt f VIALS 0 OOMCSTIC FURNACE OILS'"KEEPS STORED FUEL 01LS REFlNERY.FRESH UP TO 10 YEARS't.'OMPLETELY"ELIMlNATES.COSTLY WASTAGE PROBLEM OF DUMPlNG"AGED" FUELS PROTECTS FUEL STORAGE TANKS AGAlNST Corro'sion

~Bacteria I Destruction

~Siudged Fuet Oit~Acid 8u'itd uo~Water OrOII-Out ASSURES lNSTANT START-UP OF EMERGENCY DlESELS, GAS TUR81NES and AUXILIARY POSER SOURCES CURRENTLY 1N USE 8Y PRlYATE.TELECOMMUNICATlONS SYSTEMS ,'PPROVED FOR USE IN BELL SYSTEMS M Ib S J.~A'Il

.NuChem NucHEM Fc-101 MULTIPURPOSE FUEL CONDITIONER

~For Standby Fuels~For R'egularly Burned Fuels NuChem Corporation Division St., P.O.Box 120 Boonton, New Jersey 07005 201-334-8088 FOR USE WITH: Diesel Fuels, Kerosene, Furnace Oils, Jet Fuels,¹4 ail and Bunker C MULTI FUNCTIONAL CO 0 E"'(1)iStabilizer

-.'to.prevent the formation of organic sludge.(2)Dispersing agent-to prevent settling out of any sludge.(3)Rust preventive agent-to protect the storage tanks in'the water bottom layer, as we as>n t e air layer above the fuel oil.(4}Metal-Deactivators and Metal Suppressing Agents-to retard the oxidation'n'd potymerization o the ue as a resu t o-trace amounts of copper that.-may be present ln the fuel.A.preservative additive to keep the standby fuels in"ready to-fire" condition.

Standby fuels are routinely inhibited with this product on an annual basis to keep the fuels in"refinery fresh" condition.

The additive has been proven to have=the capability of keeping such fuels stable as long as 10 years, when reinhi5ited annually.MP N NTS (5)Water absor tive a ent-to keep trace.amounts of water dispersed r'n the fuel and prevent burner flameout."tel,Build:,.;

.b*i d i f any existing organisms'.

The'excellent

'rust protective piope'rties ot the fuel conditioner also prevents bacteria from gaining a"foothold" in the fuel storage tanks.GENERAL PURPOSES OF FC-101.NuChem FC-101 will maintain the fuel oil in refinery fresh condition even for extended periods of time.By proper reinhibition of the fuels, storage stability of as much as 10 years can be obtained.This is particularly important for standby fuels to be used with emergency diesels or gas turbine generators.

DISPERSANT 5 PENETRATING SOLVENT: "NuChem FC-1'01 is a penetrating solvent and dispersant for.gums, varnish and hard carbon buildup.It will: (1)Disperse sludge in fuel tank.(2)-Prevent layering (sludge-out) in<<4,<<5 and<<6 oils.(3)Clean fuel preheaters, fitters and screens.(4)Clean burner tips.(5)Promo te uniform a tomiz ation.

4 fp IL('4%'g&f J'Q gg r+P 1 I"J)A~4'+i-" p'l NuChem Corporation Division St., P.O.Box 120 Boonton, New Jersey Or 005 201-334-8088 FC-101 FOR USE WITH DISTILLATE FUELS: The petroleum refiners in preparing diesel fuel or¹2 furnace oils add suf.ficient stabilizer to the fuel to protect it during the summer months, or at least until it is delivered to the fuel oil dealer or the consumer.However, the amount of stabilizer added to the fuel oil is limited.It is even more important to note that the refiner is not primarily concerned with tank rusting or tank failure from long term storage.Water-soluble inhibitors interfere with the storage stability of the fuel, and should not be used.ln order to keep stored fuel in"refinery fresh" condition, it is necessary that a supplementary inhibitor be added to the fuel."*" The advantag'es

'of the FC'-101'nhibitor where used routinely with distillate fuels are: (1)Prevents tank failures due to rusting.It is estimated that an average lifetime for a fuel storage tank for distillate fuel is 5 to 10 years.The additive should extend this period to 10'to 20 years and indefinitely ,when treatment is started with a fresh tank.(2)Less maintenance is required since the fuel is always in ready con.dition for firing.The'screens and.nozzles, require.less frequent cleanout on a continually=

used basis'and,the jifetime of the, Fulflo filters is extended from one year to three years.(3)Permits'savings in fuel costs by making it possible to substitute lower cost'¹2'fuel oil'n place of kerosene or diesel fuel.To the above directly realizable economic advantages, one should consider the expenses that occur when a furnace is not operating correctty and loss of power results therefrom.

Even if the inhibitor is viewed as a preventive pro-tection against potential failures, it provides a significant margin of safety.USES WITH HEAVY FUEL OILS: The FC-101 can also be used with<<4 fuel oils and residual fuel oils where advan-tage can be taken of its dispersing properties.

It will prevent sedimentation as well as settle-out.

Residual fuels are manufactured today as, a cutback of still bottoms with cutter stock.There are strong tendencies for settle-out to occur.This can be prevented by the use of FC-101.

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'y+-i l'i+q l'l l i'll~jlj i ,1V Ql g4~O'L"v[l'yk Wt,~a PW NuChem Corporation Division St., P.O.Box 120 Boonton, New Jersey 07005 201-334-8088 POVR PO)NT DEPRESSANT:

NuChem FC-101often functions as a pour point improver for¹4,<<5 and¹6 oils,'although its effect is unpredictable.

Generally it improves the pump.abilities of the fuels at low temperatures and will stabilize the pour point.ln some cases reductions of up to 40 F.pour point have been noted.D)SP E R SANT lNH I B lTOR: NuChem FC-101prevents wax and sludge deposits in storage tanks containing distillate fuels,¹4,¹5 and¹6 oils.lt peptizes and disperses sludge deposits.TR EATMENT RATE: 1 gallon/2,000 gallons of fuel oil.Reinhibit the fuels at yearly intervals at the same rate of 1 gallon per 2,000 gallons.Any makeup fuel should be reinhibited

'at the same rate, i.e.each 1,000 gallons of makeup fuel will require 2 quarts of FC-101.Overtreating will not adversely affect either the storage, the flow, or the burning properties'of the fuel oil.CLASSlFlCATlON 5 CONTAlNER:

NOIB-55 and 30 Gallon containers, 5 Gallon Pails, 1 Gallon Cans (6 per case)., 1 Quart Cans (12 per case), and 1 Pint Cans (24 per case).

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NuChem Corporation Division St., P.O.Box 120 Boonton, New Jersey 07005 201-334-8088 NUCHEM PRODUCT DATA SHEET.NU HEM FC-01 General Descri tion: NuChem FC-101 is one of a series of Fuel Conditioners manufactured and marketed by NuChem.It maintains the fuel oil in"refinery fresh" condition even for extended periods.of time.By proper inhibition of the fuels, storage stability of more than five (5),years can be obtained.This is particularly important for stand-by fuels to be used with emergency diesels or gas turbine generators.

The telephone companies, utilities ahd bath small and larger consumer's of No.2 oil are recognized users for NuChem Fuel Conditioners.

Advantaaes:

NuChem-101 is a,-rigidly formulated multi-purpose a'dditive which when properly added and maintained in the fuel will:*Insure the start-up of emergency diesels, gas turbines and auxiliary power sources.*Prevent the formation of sludge.*Prevent tanks failures due to rusting.*Inhibit the oxidation and polymerization of the fuel.*Prevent bacteria and slime formation and destroy any existing bacteria.*Disperse.minute amounts of water in the fuel and,prevent burner flame-out.

NuChem,FC-101 or a modified conditioner.can also be successfully used in.No.4, No.5 and No.6 oils.Properly added,and,maintained, the, pour point can be depressed while preventing costly problems due to wax and sludge deposition.

T ical Pro erties: Appearance Odor Specific Gravity 860 F Den'sity, lbs.(gal.860 F.Viscosity 860 F<Cps.Flash Point)OC F.Pour Point, F.Treatment Rate: Clear Amber Mild 0.94 7.84 85 185-15 The normal treatment rate requires one (1)gallon of NuChem 101 to 2,000 gallons of fuel oil.For stand-by fuels the reinhibition rate should be maintained on a yearly basis.Packaoin and Availabilit

'uChem Fuel Conditioners are readily available in bulk, 55 gallon drums and 5 gallon pails, F.O.B., Boonton, New Jersey.

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b 1'ine Mile Point Unit 2 FSAR QUESTION F430.56 (9.5.4)In FSAR Section 1.8, you state that the fuel oil storage and transfer system will comply with Regulatory Guide 1.137, except for those portions dealing with oxidative stability and cloud point.This is not acceptable.

The staff requires that you test for oxidative stability, and that the minimum acceptability cloud point be identified in accordance with ASTM D975.Revise your FSAR accordingly.

RESPONSE See revised Table 1.8-1, Regulatory Guide 1.137.f 5'8 C~m~<~r;".The response;is,.acceptabTe.

App1,icant.shou1d identify the anticipated steady state temperature in the storage tanks.h/5th C o>ww w~+]~sY<dy s 4Te (e~p~r~f'<S'~~~C5Wp QW~~<I 5 5~uu~d T8~e<~W~q Amendment 7 gER F430.56-1 December 1983

~4 1 g gw pf P'~!~'I'g C>q,4~g~~P*4~l: qZ Nine Mile Point Unit 2 FSAR QUESTION F430.57 (9.5.4)Figures 9.5-40b and 9.5-40c show what appears to be a simplex strainer in the fuel oil transfer pump discharge lines for both the standby diesel'generators and the HPCS diesel generator.

This is not in confoxmance with the xecommendations of ANSI N195, which recommends use of a'duplex strainer with a pressure differential alarm.Revise your design to conform to ANSI N195, or pxovide justification for noncompliance.(SRP 9.5.4, Part II)RESPONSE See revised Section 9.5.4.2.Psa co..~.ws Not acceptable.

The system design is such that both transfer pumps are in'operation-at'all betimes.Therefore, it is logical to assume that both strainers will plug up at the same time, thereby causing loss of fuel flow to the OG's.The simplex strainers do not provide the instant change capability of duplex strainers.

I Q.4j M~l 0 (~p Gr~m 4~75 Amendment 7 QEcR F430.57-1 December 1983 I~gIg'Q Ir, r+~rci I jt0'I'I P I I+i h'l'It IIII~c I Nine Mile Point.Unit 2 FSAR QUESTION F430.62 (9.5.4).Assume an unlikely event has occurred requiring operation of a diesel generator for a prolonged period that would require replenishment of fuel oil without interrupting operation of the diesel generator.

What provision will be made in.the design of the fuel oil storage fill system to minimize the creation of turbulence of the sediment in the bottom of, the storage tank.Stirring of this sediment during addition of new fuel has the potential of causing the overall quality of the fuel to become unacceptable and could potentially lead to the degradation or failure of the diesel generator.(SRP 9.5.4, Parts I, II, and III)ESPONSE See revised Section 9.5.4.2.$58 c~~Not acceptable.

The following information and/or assurances must be provided before the response can be considered acceptable: (a)details of fuel tank construction (b)a.procedure is established to'limit the fill rate so as to~'""minimize turbulence"during filling (c)it can be shown that.corrosion, products.will not form in the storage tanks (d)the fuel oil strainer question can be resolved.A,~(r~l(g,r~p~v,W U~~m$gur~i C.C OV g~q~g)~Q~6K~>E DIKING ThK Ei~~s6 Rr rc<)~<a r e.spa sr 1 o Qve>l'o~<8 Ce~~~Is+3>$5)5'<q r<ape s<P'u+sW~r Sr9 Cu~~~l a 93~<K7.Amendment 7 QGR F430.62-1 December 1983 a t~4 Ca eel~h~ant c,mf A E a.=4b J 4t 4~'3<<4\(ghlg 44 Y (Cr.J 4,~l Nine Mile Point Unit 2 FSAR 3.Pe/gpss<<c n cL JngcrT+f J~g~~f 2 t oil by the pumps'ach fuel oil transfer pump dis-charge line is equipped with a simplex-type sediment strainer'ized for full pump flow.Al-though ANSI Standard N195-1976 recommends the use.of duplex strainers in diesel.fuel oil, systems,.one simplex strainer er-ump accomplishes the same intent.One simplex strainer and its associate ue ox transfer pump may be taken out of service for maintenance; this occurs subsequent to an alarm or control room annunciation indicating that the pressure drop across the strainer exceeds an alarm set point.Since each fuel oil pump;is-redundant and is capable of automatically starting after an associated pump failure, maintenance

-'on the strainer will not discontinue the normal flow of fuel oil to that diesel.V Three diesel fuel oil day tanks,'one for each~.diesel'ngine.,Each,day,.tank is 1'ocated in the day tank room above the'ngine" generator control panel room of its associated diesel generator.

The elevated location.of the tank provides adequate net positive suction head (NPSH)to the engine-driven fuel pump of the diesel engine.Each day tank is supplied wi th a manho le.f o r maintenance access, an external vent,.a sounding.tube for manual con-'*firmation of fuel oil level, and an overflow line for returning excess fuel oil to the fuel oil storage tank.Even though each-fuel-oil'transfer-pump"is capable-of-sup-..plying, the maximum, fuel demand.ofa standby diesel generator, each'uplex,,set of fuel oil transfer pumps is controlled..to.start..together,.

automatically, when fuel oil in its respective day tank falls to the pump-on level and stops automaticall when fuel oil rises to the um-off levels Fuel oil from the day tank flows.by gravity to the suc son of the engine-driven fuel pump which boosts the pressure to that required by the fuel injection header.For the two standby diesel generators, fuel oil is supplied to the engine-driven booster pump and to,the standby booster pump through a four-element duplex strainer.The four-element duplex stra'ner is located on the base of the engine.Four shells with cleanable type wire mesh elements are attached to a common manifold.A control valve in the center of the manifold permits flow to two elements on.either side of the valve, or to all four elements.Nor-mal operating position of the valve'exists with two.elements in operation and two elements in standby.A differential i Amendment 7 9.5-'24 December 1983 r y$'I~IJ n I A'N P g'~h bag}r(~/pe~-,~>>Cgg)>>

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Nine Mile Point Unit 2 FSAR QUESTION F430.59 (9.5')In FSAR Section 9.5.4.4, you discuss periodic testing of fuel oil to ensure its quality meets the requirements of ASTM D975-1978.

However, there is no discussion of testing of new fuel per ANSI N195, nor is the term"periodically" defined.The staff requires that all new fuel be analyzed and stored fuel be analyzed on a minimum quarterly basis, in accordance with ANSI N195 and Regulatory Guide 1.137 requirements.

Revise your FSAR accordingly.(SRP 9.5.4, Part II)RESPONSE See revised Section 9.5.4.4.Amendment 7 QBR F430.59-1 December 1983 gl'a ket sp4 l,~

Nine Mile Point Unit 2 FSAR the diesel generator building which is designed for missile prot'ection.

A sounding rod is utilized periodically to check the accuracy and operation of the tank level indicator by insertion into the sounding tube furnished in each storage and day tank.The possible accumulation of water at the bottom of each diesel fuel oil storage and day tank is also checked by applying a water-indicating paste to the sounding rod.The paste changes color when it comes in contact with water.Should the water level be excessive, water is removed from the storage tanks by the use of a portable pump and from the day tanks by opening a drain valve located near the bottom of each tank.Adequate sources of diesel quality fuel oil are available in the cities of Oswego (8 mi), Belgium{25 mi), and Syracuse{35 mi).Under extremely unfavorable environmental condi-tions, fuel oil will be delivered onsite via tanker truck.',escorted by highway.snow..removal.,equipment.

This will permit each standby diesel generator system to supply uninterrupted emergency power.Fuel oil meets or exceeds the qualit re irements of ASTN D975-1978 and the diesel engine manufacturer s recommendaBons.

The growth of algae in the fuel oil storage tank is determined by measuring the oxidative stability in accordance with ASTM D2274-74.If it is more than 2 mg/100 ml,'he fuel oil in the affected storage tank will be appropriately treated (filtration.,or biocides)to reduce the level to acceptable-concentrations.

9.5.4.4 Inspection and Testing Requirements The standby diesel generator fuel oil storage and transfer system is designed to permit periodic inspection and maintenance of active components..

Local display and indicating devices are provided for periodic inspection of tank oil level and operating parameters such as pump discharge pressure and pressure drop across each fuel oil strainer.Fuel oil storage and day tanks and piping are hydrostatically tested prior to filling with fuel oil.System operability is tested in conjunction with the diesel generator.

Continued system integrity is verified with periodic testing with the diesel generator.

Amendment 7 9.5-25a December 1983

Nine Mile Point Unit 2 FSAR The quantity of diesel fuel oil available in storage is checked and logged periodically and after each operation of Amendment 7 9.5-25b December 1983 4 I V II-I I I g>>'~IJ~l I'II Nine Mile Point Unit 2 FSAR the respective diesel generator fox a period of 1 hr or longer.Mater accumulation in the diesel generator fuel oil storage and day tanks is checked monthly and after each operation of the diesel engine.Samples of fuel oil from every tank are analyzed quarterly to ensure that, the fuel meets the quality requirements of ASTM D975-1978 and the diesel engine manufacturer's recommendations..New fuel will be tested for specific gravity, the presence of water and sediment, and viscosity prior to addition to ensure that the limits of ASTM D975-1978 axe not exceeded.Analysis of the other properties of the fuel oil will be completed within two weeks of the fuel addition.9.5.4.5 Instrumentation Requirements Safety-related instruments and controls are provided for automatic and manual control of the standby diesel generator fuel oil storage and transfer system.Except where noted otherwise, controls and the instruments described below are located in the associated diesel generator room.The contxol logic is shown on Figure 9.5-41.Each duplex set of standby diesel generator.

fuel oil transfer pumps is controlled automatically by...the oil level., in its associated day" tank.Each pump can also be controlled manually.Indication

'is provided for each of the following:

2.Fuel oil storage tank level.Fuel oil day tank level.An alarm is provided for each of the following:

Fuel system trouble (annunciated in main control room).2~3.Fuel system inoperable (annunciated in main control room).Fuel oil storage tank level low/high.Fuel oil day tank level low-low/high-high.

Amendment 7 9.5-26 December 1983

.I'l i Nine Mile Point, Unit 2 FSAR TABLE 1.8-1 (Cont)Re lator Guide 1.137, Revision 1 October 1979 Fuel-Oil Systems'for Standby Diesel Generators FSAR Section 9.5.4 Position The Unit 2 proj ect complies with the Regulatory Position (Paragraph C)of this guide with the following clarification.

The minimum fuel temperature in the tank will be the basis for the acceptance criteria.Amendment.

7 152 of 169 December 1983

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Nine Mile Point Unit 2 FSAR QUESTION F430.61 (9.5.4)In Section 9.5.4.3 you state that diesel fuel oil is available from local distribution sources.Identify the sources where diesel quality fuel oil will be available and the distances required to be travelled from the source(s)to the plant.Also discuss how fuel oil will be delivered onsite under extremely unfavorable environmental conditions.(SRP 9.5.4, Part I)Discuss the precautionary measures that-will.

be taken to assure the quality and reliability of the fuel oil supply for emergency diesel generator operation.

Include the type of fuel oil, impurity and quality limitations as well as diesel index number or its equivalent, cloud point, entrained moisture, sulfur, particulates and other deleterious insoluble substances; procedure for testing ,newly delivered fuel, periodic sampling and testing of onsite fuel oil (including interval between tests), interval of time between periodic removal of condensate from fuel tanks and periodic system inspection.

In your discussion include reference to industry (or other)standard which will be followed to assure a ,reliable fuel oil supply to the emergency generators.(SRP 9.5.4, Parts II and III)RESPONSE See revised"Sections 9.5.4.2 and 9.5..4..-3.and, Table 1.8-1,.--.Regulatory Guide 1.137.Amendment 7 QEcR F430.61-1 December 1983

~I C t ,+r Nine Mile Point Unit 2 FSAR Provide fuel oil storage capacity for each diesel generator, based on continuous diesel generator operation at rated capacity (4,400 Kw for each of the standby diesel generators, and 2,600 Kw for the HPCS diesel generator) for 7 days, without interconnection to any other onsite fuel oil system.2.Provide pumps, piping, valves, and strainers that are designed, constructed, and tested in accordance with ASME Boiler and Pressure Vessel Code,Section III, Subsection ND, 1977 Edition.The fuel oil storage tanks and fuel oil day tanks are classified as ASME III,Section I, Class 3, and are constructed in accordance with the rules of ASME III,Section I, Subsection ND.3.Provide a system conforming to ANSI Standard N195-1976, Fuel Oil Systems for Standby Diesel Generators, and meeting Category I and Safety Class 3 requirements.

9.5.4.2 System Description The standby diesel generator fuel oil storage and transfer system is shown on Figure 9.5-40.The system consists of: Three diesel fuel oil'storage.tanks, one for each diesel engine.Each storage tank (approximately 53,150 gal.for.each of the standby diesel generator fuel oil storage tanks, and 46,850 gal.for the HPCS diesel generator fuel oil storage ,tank)...is..

sized...to store., sufficient fuel for continuous operation of its respective diesel engine at rated capacity for 7 days.Interior and exterior surfaces are not coated, but are prepared in accordance with ANSI N45.2.1-Cleaning of Fluid Systems and Associated Components during Construction of Nuclear, Power Plants June 1, 1973.The cleaning of the internal surfaces of these carbon steel vessels is in accordance with ANSI N45.2.1 (Class C)requirements.

A diesel fuel oil stabilizer, such as SDI-35, is added to the fuel oil storage tanks to prevent oxidation of the fuel oil and the formation of guys and tars that would 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 where rusting would occur.SDI-35 also Amendment 9.5-23 December 1983 P f 4 i I~~a tp , 1 A 1 Nine Mile Point Unit 2 FSAR contains agents to prevent internal storage tank corrosion and biotic growth in the fuel.The external surfaces of the fuel oil storage tanks require no special coating but are free from oil, grease, loose rust, and loose paint.The tanks are buried in concrete below the diesel generator building.Since galvanic reactions are unlikely to occur in such an environment, cathodic protection of the fuel oil storage tanks is not required.After the interior and exterior surfaces are cleaned, tested, and dried, they are inspected in accordance with Subsection 3.1 of ANSI N45.2.1.The fill of each tank extends below the diesel generator mat beyond the exterior wall line, thereby positioning the tank fill line, sounding line, and vent line outside the building.Each storage tank is filled from its own tank truck fill ,station located in the.yard.The storage tanks are constructed with baffles, 10 reinforcement stiffeners, 4 reinforcement rings, and 15-degree off-center drains to minimize turbulence within the tanks during filling.The 4-in.fill lines for the three divisional fuel oil storage tanks are located 51 ft 3 in.and 55 ft 3 in.from the first and second pump suctions, respectively.

Seven 3/4 in.x 8 in.stiffener rings are evenly spaced between the fill line and,,the first pump suction..in.

the Division I and II fuel oil storage tanks.Five, 3/4 in.x 8 in.stiffener rings are evenly spaced, between the fill, line and the first pump suction in the Division III fuel oil storage tank.Since the fill line and pump suctions are located on opposite ends...of...each...storage,....tank,, sediment agitated between the stiffeners during filling will not affect the pump suction inlets.'.The separate fill lines are capped when not in use and are each provided with a locked-closed isolation valve and a strainer capable of filtering out sediment.Minor stirring of the sediment may occur.in the fuel oil storage tank when fuel oil is recirculated through the 2-in.fuel oil day tank overflow line.For all divisions, the overflow line is located 3 ft 10 in.and 7 ft 10 in.from the first and second pump suctions, respectively.

Two 3/4 in.x 8 in.stiffener rings are located in the vicinity of the two pump suctions., These stiffener rings, along with the fuel oil pump stabilizer assembly, minimize any turbulent effects around the pump suctions..Each storage tank also has a manhole for maintenance access from within the diesel generator Amendment 9.5-23a December 1983 1'C ls Nine Mile Point Unit 2 FSAR building, an external vent, and a sounding tube for manual confirmation of fuel oil level.Each storage tank has a 1/16-in.corrosion allowance.

2.Six electric motor-driven, vertical, turbine-type fuel oil transfer pumps.The pumps are mounted in duplex sets on top of each fuel oil storage tank and each duplex set is connected in parallel to its respective day tank to permit the transfer of fuel Amendment 7 9.5-23b December 1983

~w sj O M+I~='t W t J b 1 J 4 A i'gC I l A 8'<v m sp Nine Mile Point Unit 2 FSAR oil by the pumps.Each fuel oil transfer pump dis-charge line is equipped with a simplex-type sediment strainer sized for full pump flow.Al-though ANSI Standard N195-1976 recommends the use of duplex strainers in diesel fuel oil systems, one simplex strainer per pump accomplishes the same intent.One simplex strainer and its associated fuel oil transfer pump may be taken out of service for maintenance; this occurs subsequent to an alarm or control room annunciation indicating that'he pressure drop across the strainer exceeds an alarm set point.Since each fuel oil pump is redundant and is capable of automatically starting after an associated pump failure, maintenance on the strainer will not discontinue the normal flow of fuel oil to that diesel.3.Three diesel fuel oil day tanks, one for each diesel engine.Each day tank-is located in the day tank room above the engine generator control panel room of its associated diesel generator.

The elevated location of the tank provides adequate net positive suction head (NPSH)to the engine-driven fuel pump of the diesel engine.Each day tank is supplied with a manhole for maintenance access,'n external vent, a sounding tube for manual con-firmation of fuel oil level, and an overflow line for returning excess.fuel oil to the fuel oil storage tank.Even though each fuel oil transfer, pump..is capable of sup-plying the maximum fuel demand of a standby diesel generator, each duplex set of fuel oil transfer pumps is.controlled to start"together, automatically;" when fuel oil in its respective day tank falls to the pump-on level and stops automatically when fuel oil rises to the pump-off level.Fuel oil from the day tank flows by gravity to the suction of the engine-driven fuel pump which boosts the pressure to that required by the fuel injection header.For the two standby diesel generators, fuel.oil is supplied to the engine-driven booster pump and to the standby booster pump through a four-element duplex strainer: The four-element duplex strainer is located on the base of the engine.Four shells with cleanable type wire mesh elements are attached to a common manifold.A control valve in the center of the manifold.permits flow to two elements on;either side of the valve, or to all four.elements.-

Nor-mal operating position of the valve exists with two elements in operation and two elements in standby.A differential Amendment 7 9.5-24 December 1983 tf I p 1 C kIAW%g h'5 Nine Nile Point Unit 2 FSAR pressure indicator and alarm monitor this strainer with an annunciator on the unit control panel.When the alarm oc-curs at 5 psi differential, an operator turns the valve han-dle to clean the elements that were in operation while placing the two standby elements into operation.

The engine-driven booster pump is located on the left side of the engine and is driven off the back of the jacket water pump drive at 1750 rpm.Pump output at full speed is ap-proximately 12.5 gpm at 50 psig.The standby booster pump is mounted on the left side of the engine near the filters and strainers and is driven by a 1-hp motor at 1800 rpm.Oil is circulated at 12.5 gpm I 50 psig.The pump starts and primes the engine-driven pump when the start signal is given for the engine to start.The pump stops from a speed signal given from the engine.The pump also starts if fuel pressux e in the main header at the-+low'pressure.'control downstream of,.the engine-driven pump falls to 25 psi.A relief valve set at 50 psi directs oil from the pump outlet back to the inlet side.A bypass line and a check valve around this pump allow the main pump to pick up fuel from the main header.A 50-psi relief valve and a 35-psi relief valve in the booster pumps'ischarge lines regulate...the supply to the fuel pumps.A four-element duplex filter ensures clean fuel to the pumps and nozzles.Duplex fuel filters are located beside the-strainers on the engine and are alike except for=the.elements.Fuel oil is filtered just prior to entering the engine supply header.A differential pressure indicator and alarm monitor this-'filter" with an~annunciator.,on.the unit.control panel.When the alarm occurs at 10 psi differential, the operator will place the other filter in service and xeplace the other filter.Fuel injection nozzle injects high pressure fuel from the pump into the cylinder.Because of the timing of the fuel pump, this fuel is released in the cylinder during the com-pression stroke.Spray holes in the tip of the nozzle atomize the fuel into a very fine mist in a symmetrical pattern.This mist mixes with the air in the cylinder to form a combustible mixture.This mixture is then ignited by the heat of compression caused by the piston compressing the air and fuel in the cylinder., A small head tank (5-gal.capacity)is located on the generator end of the engine above and between the cylinder Amendment 7 9.5-24a December 1983 lI 4 l~7 b~J~, eh'8 k'4L+$

Nine Mile Point Unit 2 FSAR banks.In the system it is between the fuel pump headers.A flowing vent is located in the top of this tank and joins the flowing vents from the Xuel pumps at.the flowing vent reservoir to return draining fuel to the day tank.Fuel oil supply pressure, after the filter, is indicated by a pressure indicator on the engine gauge panel.A 1:1 ratio relay transmits a signal to another pressure indicator on the unit control panel located in the diesel generator con-trol room to indicate fuel oil pressure at the end of the injection pump fuel heater.A low-pressure alarm switch set.at 10 psig in the supply header announces a low supply pres-sure on the unit panel.A small shell-tube fuel oil cooler located on the end of the engine cools the fuel oil that is bypassed by the 35-psi relief valve.The.-fuel oil.cooler is.located on the front of the engine below the engine-driven lube oil pump and is primarily required to, cool oil bypassed by the 35-psi relief valve when the engine is running at idle speed.The cooler will handle 6 gpm of fuel on the shell side and ll gpm of water on the tube side.Fuel entering at 170 F will exit at 125 F using 100 F water at full capacity.The fuel system for the high pressure core spray diesel , generator is similar.to the fuel, system for.the standby diesel generators as described above.Fuel oil is supplied tothe,.engine-mounted.

fuel, pump from., the fuel oil day tank by gravity flow.Fuel under low pres-sure then passes through a 10-psi relief valve and the filter,.elements,to the, fuel manifold supply line and injec-tor inlet filter at each cylinder into the injector.A small portion of this fuel supplied to each injector is pumped into the cylinder at very high pressure through the needle.valve and spray tip.of the injector.The quantity of fuel injected depends upon the rotative position of the.plunger as set by the injector rack.and the" governor.The-excess fuel not used by the"inje"tor-flows through the in--jector serving to lubricate and coal the working parts.The fuel leaves the injector through the return fuel filter.From the return fuel filter in the injector, the excess fuel, passes through the fuel return line in the manifold to the relief valve inlet of the"return fuel" through a swing check valve.This relief valve restricts the return fuel,;-maintaining a'back pressure on the injectors.

The swing check valve prevents reversal of flow and.siphoning.

The Amendment 7 9.5-24b December 1983 its.id~.dP4=4 A 4~Nl sr~wsa'~X.r 4J'C Nine Mile Point Unit 2 FSAR fuel continues into the"return fuel" sight glass, filling the glass, down through the standpipe under the glass and through the return line to the fuel oil day tank..Any ex-cess fuel oil in the day tank is returned by gravity flow to the fuel oil storage tank through the day tank overflow piping.9.5.4.3 Safety Evaluation The system is designed in accordance with Category I, Safety Class 3 criteria.The failure modes and effects analysis (FMEA)of the standby diesel generator fuel oil storage and transfer system is provided in the Unit 2 FSAR FMEA report.Details of the missile enclosures for Diesel Generator Divisions I, II, and III appear on Figure 1.2-17.The diesel generator divisions are designed to seismic and tor-nado criteria and are isolated from one another by a rein-forced,.concrete-.harrier...-...The...

barrier.consists of a 2-ft-thick reinforced wall with No.9 bars at 5 in.each way each face (EWEF)and is in compliance with SWEC 07703.SWEC 07703 is a Missile Barrier Interaction Stone and Web-ster Topical Report.submitted to the NRC in September 1977.An opening exists in the 12 1/2 column line wall which is closed off by.a hollow concrete block...Although this hollow concrete block is not designed to provide missile protection, missile-effects-to an,.adjacent diesel are eliminated by the hollow concrete block's.placement.

in.reference to the barrier.'The opening does not introduce-a straight line from one diesel.,to an adjacent diesel or from one division's starting air receiver to another division's starting air receiver.Also, xg an mo e a'"'energy lanes~are~not:in

.,the line.of..possible

., missiles.through this opening.In the event.of fuel oil or cooling water leakage or flooding in the diesel generator building, fluid from all three divisions is collected in the floor drain system.Normally open drain valves direct the fluid to the valve pit.From the valve pit, otheropen drain valves direct the fluid to an oil separator.

The following systems have lines in the diesel generator room: breathing air, air startup-standby diesel generator, standby diesel generator fuel, fire protection

-water, con-trol building chilled water, diesel generator building ventilation, instrument air, service air, service water, and water treating.All of these system lines are classified as moderate energy lines having design temperatures and design Amendment 7 9.5-24c December 1983

%J 3~-d 4 Nine Mile Point Unit 2 FSAR pressures less than 200OF and 275 psig, respectively.

Since the diesel generator can operate in conjunction with the operation of the fire protection sprinklers, the diesel generator is also available under water spray conditions from surrounding moderate energy lines.The minimum fuel oil storage capacity for each diesel generator is based on continuous operation of the diesel generator for a period of 7 days at its rated capacity.Each diesel generator fuel oil day tank has a capacity in accordance with requirements of the National Fire Protection Amendment 7 9.5-24d December 1983 t f.J,"v l, 4'A~-'%

Nine Mile Point Unit 2 FSAR Association (NFPA)Standard 37, Stationary Combustion Engines and Gas Turbines (1979), which provides for over 1 hr of continuous operation of the diesel generator at full load.Earth day tank is isolated in a room enclosed by 3-hr rated fire barriers and protected by automatic sprinkler systems.Each diesel generator day tank room contains a curb sized to contain the 660-gal volumetric capacity of the fuel oil day tank in addition to an amount of fluid from the fire protection system (30,.gal per minute per square foot for a 10-min period).This curb precludes spilling fuel oil into the diesel generator room.Each day tank room curb can be emptied into the diesel generator building floor and equipment drain system.Once fuel oil or cooling water accumulates in the floor drain sump (one sump per diesel generator division), a level switch monitors the quantity of fuel oil or cooling water collected.

This fluid is then.>dispersed;to.;a.;common..oil.separator..

In...addition to the curb arrangement, a low-level storage tank alarm and a low-level day tank alarm also alert the operators to the possibility of a fuel oil leak in the day tank room.In summary, large leaks are detected by low-level alarms in the.day tanks.Small leaks are detected by a shorter than normal cycle of the floor drain pumps.The capped inlet of each storage tank fill line is located above the probable maximum flood level, thereby preventing.

the entrance of water.*Each storage and day tank's vent.pipe is also located above the flood-level and is designed to prevent rain from entering.',The, fuel.oil storage tank fill., vent, and sounding lines are located outside the diesel generator building and are exposed to the atmosphere after penetrating 5 ft of fill.In the event of a tornado missile resulting in the obstruction of these fill, vent, and sounding lines, the fuel oil storage tank is vented by a 4-in vacuum relief valve and'4-in pressure'relief valve'mounted on a 4-in connection on the storage tank.The vacuum relief valve and pressure relief valve are within the diesel generator building which is designed for missile protection.

The fuel oil day tank vent line is located in the diesel generator building day tank room and penetrates through the diesel generator building roof.In the event.of a tornado missile accident resulting in the obstruction of the vent line, the fuel-oil day tank is vented by a 4-in vacuum relief valve and a 4-in pressure relief valve mounted on the vent line.The vacuum relief valve and pressure relief valve are within , Amendment 7 9.5-25 December 1983

/~i il t4 4~t 1 si M~**<1'4j I~

Nine Mile Point Unit 2 FSAR the diesel generator building which is designed for missile protection.

A sounding rod is utilized periodically to check the accuracy and operation of the tank level indicator by insertion into the sounding tube furnished in each storage and day tank.*The possible accumulation of water at the bottom of each diesel fuel oil storage and day tank is also checked by applying a water-indicating paste to the sounding rod.The paste changes color when it comes in contact, with water.Should the water level be excessive, water is removed from the storage tanks by the use of'-a portable pump and from the day tanks by opening a drain valve located near the bottom of each tank.Adequate sources of diesel quality fuel oil are available in the cities of Oswego (8 mi), Belgium (25 mi), and Syracuse (35 mi).Under extremely unfavorable environmental condi-tions;fuel oil.will.be del'ivered onsite via tanker truck escorted by highway snow removal equipment.

This will permit each standby diesel generator system to supply uninterrupted emergency power.Fuel oil meets or exceeds the quality requirements of ASTM D975-1978 and the di'esel engine manufacturer's recommendations.

The growth of algae in, the fuel oil storage tank is determined by measuring the oxidative stability in accordance with ASTM D2274-74.If it is more than 2 mg/100 ml, the fuel oil in the affected storage tank will be appropriately

'treated,(filtrati'on or.biocides) to reduce the level to acceptable concentrations.

'.9.5.4';4-Inspection andHesting.Requirements The standby diesel generator fuel oil storage and transfer system is designed to permit periodic inspection and maintenance of active components'ocal display and indicating devices are provided for periodic inspection of tank oil level and operating.parameters such as=-pump discharge pressure and pressure-"drop across each fuel oil strainer.Fuel oil storage and day tanks and piping are hydrostatically tested prior to filling with fuel oil.System operability is tested in conjunction with the diesel generator.

Continued system integrity is verified with periodic testing with the diesel generator.

Amendment 7 9.5-25a December 1983 4'r~l'ho Nine Mile Point Unit 2 FSAR TABLE 1.8-1 (Cont)Re lator Guide 1.137 Revision 1 October 1979 Fuel-Oil Systems for Standby Diesel Generators FSAR Section 9.5.4 Position The Unit 2 project complies with the Regulatory Position (Paragraph C)of this guide with the following clarification.

The minimum fuel temperature in the tank will be the basis for the acceptance criteria.Amendment 7 152 of 169 December 1983

~'

NINE NILE POINT-2 UE STION RESPONSE Provide the results of a-failure mode and effects analysis to show that failure of a piping connection between subsystems (engine water jacket, lube oil cooler, governor lube oil cooler, and engine air intercooler) will not degrade engine performance or cause engine failure.(SRP 9.5.5, Part Il.Cross leakage of engine coolants resulting from minor.piping connection failure between diesel engine subsystems will not degrade the engine performance or reliability.

Permissible leakage limits are discussed in question/response 430.73.Any major piping failure between line lube oil and jacket water subsystems could degrade engine performance or cause engine failure during standby or operating modes.This major piping failure that will cause substantial subsystem cross leakage will.be detected either by means of alarms.or during routine visual and laboratory checks of the engine oil or cooling systems Snouia a detrimental piping failure render a diesel.engine inoperable, the plant operating procedures will be followed to meet the applicable Technical Specifications.

4 ,I l 44 Ill~I l: Epl~: ',,ek f h'I I/V\

Nine Mile Point Unit 2 FSAR.QUESTION F430.68 (9.5.5)You state in Section 9.5.5.2 that the diesel engine cooling i water is treated with a corrosion inhibitor in accordance wi'th the manuf acturer'-.recommendations.

to preclude corrosion and organic fouling.Provide additional details of your diesel engine cooling.water system chemical treatment with regards to organic fouling and corrosion,and discuss how your treatment complies with the engine manufacturers recommendations.(SRP 9.5.5, Part I)RESPONSE'ee revised Sections 9.5.5.2.1 and 9.5.5.2.2.

I~6 c.o~~~Ps.-Not acceptab1e.

No response provided., po P5'g(.'ea J/~g jcR5/7'(fgd t Amendment 9 QS<R F430.68-1 March 1984 V ly 4"ho 4 M%f~P'4 P yl 4 4 P a'g I~g t y 1.U I L i I l~4 i p*

Nine Mile Point Unit 2 FSAR QUESTION F430.69 (9.5:5)In FSAR Section 9.5.5.3, you provide a list of indicators and alarms ,associated with the Division I/II, and Division III diesel generators.

For the.Division I/II system, control.room alarms are provided for"diesel generator mechanical failure." The-function of these alarms is not clear.Expand your FSAR discussion to include an explanation of these alarms and how and when they function.If these alarms are a type of"common trouble" alarm, such as provided for the Divison III diesel generator, then so state, and identify the alarms and/or trips associated with each.Also, identify how and where the Division III diesel generator trip(s)is/are annunciated.(SRP 9.5.5, Part I)RESPONSE See revised Section 8.3.1.1.2 concerning Division III diesel trips annunciations..For.Divisions I and II, see revised:Section 9.5.5.3.~>6.Co~~<~Q Not acceptable.

No response provided for Division I and II.The response for Division III will be acceptable when I8C logic diagrams are provided.Logic diagrams for-the Division III air start system, cooling water system, and lube oil system'ave been provided in the response to 430.92.Amendment 9 QGR F030.69-1 March 1984

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Nine Mile Point Unit 2 FSAR QUESTION F430.71 (9.5.5)The diesel generators are recpxired to start.automatically on loss of all offsite power and in the event of a LOCA.The diesel generator sets should be capable of operation at less than full load for extended periods without degradation of performance or reliability.

Should.a LOCA occur with availability of offsite power,'iscuss the design provisions and other parameters that have been considered in the selection of the diesel generators to enable them to run unloaded (on standby)for extended periods without degradation of engine performance, or reliability.

Expand your FSAR to include and explicitly define the capability of your design with regard to this recIuirement.(SRP 9.S.S, Part III)PSB Comments on 430;71.The question has been answered.However, the acceptability of the response has not been determined.

The staff is concerned that operation of diesel generators, at rated speed and no load for.;prolonged periods during a.:LOCA"'with'offsite power available will result in diesel engine degradation to an extent that the diesel generators will not be able to accept load in the event of a sub-sequent LOOP.Therefore, the applicant must demonstrate that the Division I, II,and III diesel generators, can be adequately loaded to ensure continued reliable operation within 6 and 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> fol-lowing a SI signal, respectively.

RESPONSE Division XXX deisel generator (DG)will be upgraded with.a.high capacity turbocharger, which is designed to withstand the rigor of light load operation..

This turbocharge is capable..of 3000.cumulative.hours;of operation at less than 20%load befoxe overhaul is recpxired.

The Division XXX DG can run four hours in no-load condition with a subsequent loading.as specified in manufacturer's,".engine light load operation instruction.

~Moreover, pxocedures will be employed to control the DG during LOCA event with offsite power available.

The procedures are consistent with the emergency operating procedure.

See revised Section 9o5.5.5.

a, tl~'~ter'll~.t y't t~IL la t't t and the combustion air exhaust system piping.Failure of any of these systems can only affect the associated diesel generator.

The moderate energy piping systems in the diesel generator building, not associated wi'th the diesel generators, are service air, fire protection, and floor drain-piping.Failure of'ny~of these systems cannot jeopardize the safety function of the diesel generator~0-packet water system.The Dxvxsxon I.and II.diesel.."generators are..-..designed.and built to.operate continuously during a discharge of the fire protection system.~The Division III diesel generator is.retrofitted with,.the capability of operating continuously during a discharge of the fire protection

.system.The moderate energy piping systems associated with the diesel generators themselves are the fuel oil system, starting air system, service water system, and combustion air intake system piping.Failure of the piping of any of these systems will affect the performance of the associated diesel generator alone.ZhlsE R.T Each standby diesel generator is capable of running in a no load condition for 4 hr for Division III and 6 hr for Divisions I and II.After this period they will be, loaded according to manufacturer recommendation (for Division III greater than 50 percent load for 30 min, and for Divisions I and II greater than 75 percent for 30.min).The failure modes and effects analysis (FMEA)evaluation of the diesel generator is provided.in the.Nine Mile Point Unit 2 FSAR FMEA Report..9.5.6 Diesel Generator.

Starting System'Each-standby diesel generator has.,two independent, redundant'compressed air" starting systems,.either.of which has adequate capacity-to assure quick, reliable, automatic start'ng of tne diesel generator'following a loss of offsite power.9.5.6'Design Bases"."-.',The.'.

~standby~diesel'-"'generator.'starting-;system is designed to meet the following safety.design bases: l.Each standby diesel generator has independent, redundant air starting systems either of which is capable-of starting the engine.2.The starting air receiver in each of the redundant starting systems has sufficient capacity to start the engine within 10 sec.Each air starting system can crank a cold diesel generator five times without recharging the receiver tanks..Each Amendment 7 9.5-38 Decem 0gb'pIsjz~'7Q

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'7C I,'j Wg 0 Nine Mile Point Unit 2 FSAR QUESTION F430.72 (9.5.5)You state in Section 9.5.5.1 and Table 9.5-2 of the FSAR that each diesel engine cooling water~system is provided with a standpipe or an expansion tank to provide for system expansion, for venting air from the system to provide for minor system leaks at pump shafts seals, valve stems and other components for up to 30 days.In addition to the.items mentioned, the ezpansion tanks are to maintain required NPSH on the system jacket water and intercooler water pumps..Provide the location of the standpipes and expansion tank.Demonstrate by analysis that the standpipes and ezpansion tank size are adequate to maintain required pump NPSH and make up water for days continuous operation.

of the diesel engine at full rated load without makeup, or provide a seismic Category I, safety Class 3 makeup water supply to the diesel generators (SRP 9.5.5, Parts I, II, and III)RESPONSE See revised Section 9.5.5.2.2.

cc.~~fs Hot acceptable.

The app1icant has not.r.provi<<a ba fo eye s a equate inventory of cooling water for seven ays of opera ion of-the Division III DG.Also Di and II DG's have cot.been addressed.Sec-7~9.,S,Z,/C$s ogre the tank capacity will a equa e y maintain t e required pump NPSH and makeup water for 7 days of continuous operation of the diesel engine at full load./g~~M HrAZM 7 cLc QO~~5 5,z.w

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Nine Mile Point Unit 2 FSAR through Ports B and C to maintain the temperature at approximately 170'F.The two-way thermostatic valve is designed to ensure circulation of water to coolers during startup.This valve is opened at startup and closes at approximately 165'F.This would not prevent the system from reaching operating temperature.

This valve ensures proper jacket water circulation until the jacket water reaches operating temperature.

From the coolers or thermostatic valve water flows'into two main jacket.water headers.Jacket water flows from the main headers to each cylinder through individual connections and also to the turbocharger ,and the heater portion of the combustion air intercoolers.

Water flows to the heater portion of the combustion air intercoolers constantly and provides cooling when the engine is in full operation.

The motor-driven circulation pump and heater-circulate warm water through the engine j ackets, intercoolers, and turbocharger when the diesel generator is in standby condition.

To preclude long-term corrosion,'"treatment of the water used in the jacket water system.:includes

'";the.use~of~silicate nitrate.-:-inhibitors,=-in-agreement,.with.',".the--engine manufacturer's recommendations,-and periodic testing of.the water-to ensure that the water quality is maintained at the level recommended by the manufacturer.

Since the entire jacket water system is enclosed, mainta'ned in warm'condition by the circulating pump and heater, and installed"'n a heated building, use of any antifreeze compound is not required.Any leakage in ,the system causes loss of jacket water pressure or low level in the jacket water standpipe and is annunciated by the low pressure or low level alarm.The capacity of the system will adequately maintain the required pump NPSH and makeup water for 7 days of continuous operation of the diesel engine at full load.y oss oz water through seepage, leakage, or flow out of the system" will be noticed through routine checks.If needed, the cooling water system can be manually refilled.Locating the jacket water standpipe on the engine provides a positive suction head for the jacket wate pumps.The two-way thermostatic valve passes jacket water to all coolers during engine startup.The butterfly valve bypasses water through the engine at all times during engine operation.

These systems ensure that Amendment 9 9.5-31 Ma ch 1984 k~(%(~I (II~w I(F>, h'(~,'IIII fg t~E't'a.Qm a~3<0 g.~tk~ps~~~~E~~~~~8Ž-A~M%<~4=

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~4 tf Nine Nile Point Unit 2 FSARQUESTION F430.73 (9.5.5)re orts have shown that tube leaks are Recent licensee event repor s a'n the heat exchangers o iese f d esel engine lt t f'l k o lang wa y ter s stems with resu an to start on demand.Pro v to detect tube leakage and corrective measures a-lude acket water leakage into e u b l leakage into the jacket system (standby mode), lube ox ea), t 1 k ge into the engine~~water.(operating mode), jacket wa er ea a s (o crating or standby mode).air intake and governor systems (opera ing or h of eaka e or outleakage in eac'.'Provide the permissible inle g degrading engine performance

'.e discussion should also include the'ec s o water/service water systems leakage.RESPONSE'e"'d II is described in revised.The response for Divisions I and I'ection 9.5.5.5." e res onse/or'ivision III wz Xc e yw~+f58 le.The a plicant should expand the response po i a cepta.capp i to address detection of lube'.oil leakage nto e Amendment 11 QGR F430.73-1 June 19S4

~N I V Ja~l'I I d Nine Mile Point Unit 2'FSAR with additional cooling capacity,and.a conservative fouling factor to account for various service conditions.

Each jacket.watex system has a separate loop with a heater to heat the circulating water-during engine standby.condition.

This ensures that the engine is warm and increases first-try starting xeliability of the engine.For the Division I and II jacket water.system, this loop consists of a motor-driven cixculating pump and a heater.For the Division III system, this consists of an immersion heater.The, heater heats the jacket water that circulates through the" lube oil cooler by=thermosyphon action'and heats the lube oil.The warm lube oil circulates through the engine and keeps it warm.The jacket water system operates within the xanges of pressure and temperature and at.the flow rate recommended by the engine manufacturer.

'he jacket watex" quality is.maintained

~at the level recommended by the engine manufacturer.

The jacket water is treated with inhibitor compounds recommended by the manufacturer to prohibit long-term corrosion and organic fouling."Continued quality of the jacket water is ensured by periodic sampling and analysis of the water.The'*'ystem'is protected against any.leakage.Any external leakage will be detected by a visual inspection.

Any leakage withinthe system is detected by a decrease in the Division III expansion tank water level or by a drop of pressure in the system: Any leakage*within,.Division I.and II is detected by a decrease in the jacket water.standpipe..

These'conditions're"automatically.monitored and annunciated in the diesel, generator control room as well as in the main control room.I'or Divisions I and II, the jacket water pressure is always lower than the lube oil pressures during both standby and operating mode.Therefore, any tube failure at this interface would cause leakage of oil into the jacket water.Sgervace whar Pressure is higher than the jacket water pressure.Thexefore, any tube leakage at the jacket watercooler would cause leakage of service water into the jacket watex.7w,'s]e~K~e Mc~ld c-n->se.ds/vtr'o~n6~~'~ckel vc 5/qh'blur C One&s<f<<P"on C~d<w'<'ll$g dq P<J'8d da<s'~y P pr,'@JEST Any tube leakage at the heat exchanger interface between jacket water and combustion air would cause jacket.water leakage into the combustion air system.<s<<i'/J<'<i~c~d c<,e<<s~P'5

~S of f4L6>gl gv.Amendment 7 9.5-37 Decembe 1983 f-o<" 8'4's<~d<4c.l<J~c<<Rcf Lvc tv'CIVV'<usa I 8f'<c<d<C, e';+'Iu T~tvt e o<'(c;(ySs~cf Pw loke o.'I

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+3D.73 Jacket water pressure low Jacket water standpipe/expansion tank level low Lube oil pressure low Diesel generator service water discharge pressure low In addition, the possibility of any tube leakage is minimized by periodic inspection, testing, and maintenance of the systems.Nine Mile Point Unit 2 FSAR Qp pfyls tolls Xg%(~7K hould any of the above leakage occur, the operator would'be alerted by one or more of the, following alarms prior to degradation of engine performance:

Division I and II diesel generator jacket, water heat exchangers are provided with separate and independent service water supply headers and service water discharge--

headers.The Division III diesel generator jacket water heat exchanger is fed from both Division I and II supply and~discharge.

headers., This arrangement insures that failure in any one division will not jeopardize the safety function of any.other division.The service water system design bases are described in Section 9.2.1.There is no high energy piping in the diesel generator building other than that.associated with the diesel generators.themselves.

The high energy piping associated with the diesel'generators is the starting air system piping 31 E'h Q(, J II t Nine Mile Point Unit 2 FS'AR (O.QUESTION F430.74 (9.5.5)-.In FSAR Section 9.5.5.2, you state that antifreeze compounds are not used in the diesel generator cooling water, systems-because they are located in a heated building.Consider.a loss of heating to one or more diesel generator rooms, and describe the provisions in your system(s)design to prevent freezing of the diesel engine cooling.water.RESPONSE Each diesel generator room is provided with multiple nonsafety-related electric unit heate'rs, designed to.maintain a space temperature of not less than 65 F in the winter.The unit heaters are controlled with thermostats.

Each room also has a separate QA Category I thermostat, with dual high (120 F)and low (65 F)temperature settings, for the purpose of annunciating an alarm in the main control room if space temperature falls below 65 F or rises above 120 F.0 In the unlike1.y event that all'nit heaters in a given.room are inoperable due to*mechanical/electrical f ai lure, and this happens concurrent with a., subfreezing outdoor condition,'either additional portable heating will be used or the associated diesel engine would be started and run to maintain the temperature.

Should loss of offsite power*occur," concurrent with'a"subfreezing outdoor condition, the'iesel engines will start automatically, thereby maintaining temperature.

~i'<6 C.~~~~Ps'he respon'se will be acceptable if i (a)the applicant will'establish procedures to start and adequately load the DG's to maintain proper engine temperature in the event DG room heating is lost, and (b)the NNP design is such that DG's in test mode will isolate from the grid and revert to automatic mode, ready to accept safety loads, on a LOQP and/or SI signal.(Amendment 7 QEcR F430.74-1 December 1983

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Nine Mile Point Unit 2 FSAR QUESTION F430.78 (9.5.6)The air starting'ystem for the Division I and I1 diesel generators"has two r'eceivers, each sized for three engine sta ts.However, the design of the system is for both redundant corn"essed air trains'o operate in parallel, thereby giving only three start capability, total for the redundant trains.As stated in SRP Section 9.5..6, the.staff requires that each diesel.generator be provided with a starting system that is capable of providing.a minimum of five starts in the normal operation mode.Revise your design accordingly or justify the present design.(SRP 9.5.6, Part II)RESPONSE See revised Section 9.5.6.2'.Not acceptable.

The applicant's response in FSAR Section 9.5.6.2.1 is not clear.Additional information must be provided as follows: (a)does each air receiver contain sufficient air to start the engine five times USING BOTH STARTING BANKS, or only one starting bank (b)the total no.of 10 second-starts-using only one bank, and the no.using both banks.in parallel (c)the.receiver pressure;from which"the'starting capability is determined:

i.e., 240 psig, 245 psig 7 Amendment 7 QZcR F430.78-1 Decembe 1983

/'4~5 4 t'g%r V Nine Mile Point Unit 2 FSAR QUESTION F430.79 (9.5.6)For-the Division I,, II, and III-diesel-generators,.expand'your FSAR to provide the-following information: (a)De ine what constitutes a.-.successful engine cranking..cycle, i.e., a given number o f diesel engine revolutions, reaching-a.preset engine RPM, a specified period of cranking time,.a given receiver pressure drop, etc, and does this conform with manufacturer's recommendations.(b)" What is the minimum receiver pressure required to allow the requisite number of starts (i.e., 5)without recharging?(c)What is the.lowest point to which the receiver pressure can drop and still be capable of starting the diesel generator?(d)Assuming the diesel engine fails to start in the required 10 seconds, or at the conclusion of a"start cycle," does the engine, continue.to, crank.until compressed air is exhausted, or does cranking-stop automatically?

RESPONSE See revised Section 9.5.6.2.p5g~~~~f~'The..applicant's response.addresathe;staff's question adequately.

However, the following problems must be resolved;',(a)" The Div',.~..'I.,and,.II~OG',s".air~

start, system, provides for five starts, but not all are 10 second starts: i.e., crank, fire, and accelerate to rated speed and'vol.tage within 10 seconds..(b)The Div.III OG five start capabil.ity appears to be based on a receiver pressure of 250 psig.In normal operation,'owever, the receiver pressure can drop as low as 225 psig,~and this means that five start capabil'ity no longer exists.Resolution of the above problems is required.Amendment 7 QZcR F430.79-1 December 1983 SC k 4g A ft' c)s~/'.~.<<~p.'.~~~.2<<~~

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'1I 4 4 I'sf<1 f 4 4&a-x 0 C I t JE~, I.4 a~-4 QSD 77 Nine Mile Point Unit 2 FSAR~ponents fabricated from'arbon'steel.The piping on the engine is fabricated from stainless steel.The.entire starting air system-is designed:to".Category"I-requirements.

9.5.6.2.2 Division III Diesel Gen'erator Starting System The Division III standby diesel generator starting system consists of two independent", redundant subsystems, either of'which is capable of starting, the diesel generator.

Each subsystem'consists mainly of the following equipment with interconnecting piping, v'alves, filters, or strainers:

1)an air compressor, 2)an aftercooler, 3)an air receiver.tank, 4)a starting air relay valve, and 5)two starting air motors.The air compressor, air receiver tank, and.aftercooler are located on the.starting air sti4.:whexeas.the starting air relay valve, and starting air motors are located on the engine.q'u The Division III diesel generator starting system has one motor-driven air compressor and, one.diesel engine-driven air compressor.

Each-air compressor-.is a two stage, air-cooled compressor with, a-20 scfm rating and is capable of recharging the associated 64-cu...ft air.receiver from 150 psig minimum operating pressure to 250 psig maximum operating pressure in less than 30 min.One of the compressors is driven by a 7 1/2-hp, 575-V,.3-phase ac.motor~fed from the Division III emergency 600-V ac bus.The other compressor

.~is enginedriven with'a~125-V dc starting.circuit.The 125-V dc power is drawn from the Division III emergency 125-V dc bus.The air compressor

.supplies.compressed air to-the air re'ceiver through an aftercooler, a check valve," a relief valve, and a'service valve.The check valve prevents depressurization of.the loop back.through the compressor when;it"is not operati'ng.

'The relief valve protects against system overpressurization.

The service valve is provided for isolating the compressor from the rest of the system.The air-cooled aftercooler ensuies dry air.in the air receiver.Each-air receiver has a.volume of 64.cu ft.The air receivers are, initially charged to'50 psig and.have sufficient capacity to start the'en ine five times (normal starts)without recharging.

e air receiver s pressure can drop to 100 psig and, still provide a single start of.the diesel generator.

The air receivers are mounted vertically on the starting air skid.,Each air receiver has a top-mounted pressure-relief

-valve for protection against.overpressurization and a'bottom-mounted..drain valve for'Amendment 7 9.5<<42'ecember 1983 tft~recel per pre~sere o4>zZ j)5f Qpz+zfgf aci'H l~auuila h/~

44>>~4>>~44 WC'I14 41~>>1*

Nine Mile Point Unit 2 FSAR QUESTION F430.80 (9.5.6)The design of the-air start systems for.the, Division I, II, and'IIX diesel'generators-does not include air dryers.This is not acceptable.

The staff requires air dryers in the system with the capability of producing dry air (to the receivers) at a dewpoint a minimum of 10 F below the lowest possible ambient temperature in the diesel generator rooms.Revise your design accordingly.(SRP 9.5.6, Part III)RESPONSE See revised Section 1.12.2, Iicensing Issue 16.'Sb (o~~fp 5',Not acceptable.

Air dtyers are required (Oiv.I 5 II).Air dryer design for Div.III will-be reviewed on receipt of information.

~The Div".III air start.system is not acceptable pending receipt of this information.

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\~~~~p~cy Cf]w5~/bc T p/'op~g.+1 f'y~H~)$g~par, g~g>n S~c7<~/, Amendment 7 QBR F430.80-1 December 1983

~i ll E 4j 4 4 Cr~em M sg'I+i ll WT"'a P The Division IIX standby diesel generator aix start system is being ('retrofitted with aix'ryers.

PSAR section 9.5.6.2.2 will be updated upon completion of the air dryer design.The following>is the description of the air dryer design: The air dryers to the air start system are provided to reduce gabe~moisture content of the air, and to minimize condensation in the starting air system.This is to improve the reliability of the air'start function of the DG and to minimize the formation'of the.rust and scale in the receiver and piping.DG starting air'ystem is.upgraded with, desiccant type, dual tower, air dryer system, each including two vessels, air after.cooler, moisture separator, pre-and post filters, absorbent medium, piping, valves and.necessary controls.A The main components of the air dryer system function as.follows: y.Aftercooler-Hoisture Se arator The air-cooler.type aEtercooler-moisture separator delivers the compressed air within 15-21 F above room ambient temperature.

The'eparator condenses up to 90X of the inlet air moisture content and removes the condensate with an automatic trap and drain.Pre-filter The coalescing type pre-filter is used to, remove entrained liquid oil and water particles from the dompressed air.The pre-filter is capable of removing minimum of 98$liquid oil from mist-laden air.Pre-filter is capable to withstand and perform efficiently up to maximum rated flow from air surges or backflow.The pre-filter is" furnished with the bypass valves for maintenance.

if A Jh>tl t+@4 R-I*l Qa.A't>x.r 0 Aii Drirer The heatlesa,type dual-tower air dryer systemis.furnished with active~~~~~~~~~~~~alumina type desiccant.

Incomiag compressed air is dried by passing through the desiccant ia one-tower-.while.

the other tower is'.regenerating.

The'desi'ccant.

regeneration, is accomplished by using a"-small portion of the dried air exiting from the drying'tower.The purge air exhausts to the atmosphere.

The drying time..and regeneration time of 5 minutes>>each combine to complete the 10 minute cycle.The switching between towers is automatic.and.does not interrup the dry air, supply.Valves, controls and piping.required to accomplish automatic operation are furnished with the unit suitably mounted oa the equipment.

Electrical controls and circuits are installed in NET Type 4 enclosure and wired in accordance with the National Electrical Code requirements.

The dryer control, is electrically interlocked with theair compressor operation.

The system is maintained at line pressure and ready to dry the compressed air upon restarting of the air compressor." The dryer is designed for 300 psi and hydrotested at 450 psig.Each set',..of air dryers is equipped with, a bypass piping and valves for maintenance.

Pressure gages'are"furnished as required to monitor the dryer 4 operation.

The air dryer is introduced between air compressor and an air receiver.The,.following is the'design basis used for air dryer.performance requirements:

Inlet'low Rate*32 scfm-Inlet Pressure Inlet Temperature 250 psxg 125oF Inlet Moisture Coateat Saturated (at-inlet pressure)'utlet Moisture Content-404F (Dew point at line pressure)Operation Dryer Cycle ,Automatic with locally mounted instrumentation and chamber pressure gauge 10 minutes (per NEMA Std.AD1-1964), Drying Time Absorbent Type Chamber Regeneration 5 minutes'Active alumina 10.8 5 miautes Purge Flow 2 scfm (nominal)Dryer Design Pressure 300 psi Vessel Design Pressure 300 psig p4~*ply P>>'f~'pJ CN~t C>T'Xi f I y'I Pq-il V 4 t Af ter-filter f A particulate type after-filter is furnished downstream of the air...-dryers to, remove particulate matter.that may exc th-f'1 ryer.he after-filter is capable to trap and remove particules of 1 micron and larger in size.The air dryer system is designed to ANSI(831.l code requirements.

~l(W Y'*(II~()(T'ill (lip<<C f Cg k(l~~\r~r(4'"r J.n'r tg l Nine iNile Point Unit 2 FSAR QUESTION F430.81 (9.5.6).Describe the instrumentations,,controls,, sensors, and alarms provided for monitoring'he-diesel engine air starting system, and describe their function.Describe the testing necessary to maintain a highly reliable instrumentation, control, sensors, and alarm system and where the alarms are annunciated.

Identify the temperature, pressure, and level sensors which alert the operator when the parameters exceed the ranges recommended by the engine manufacturer and'escribe any operator actions required during alarm conditions to prevent harmful effects to the diesel engine.Discuss system interlocks provided.Revise your FSAR accordingly.(SRP 9.5.6, Part III)RESPONSE See Sections 8.3.1.1.2, 9.5.6.4, 9.5.6.5, and revised Section 9.5.6.2.Operator actions and surveillance testing program are described in response to Question F430.92.(y)).Ce The response is acceptab1e with regard to system description, P8ID's, and 1ogic diagrams.The response is not acceptab1e with regard'to system test and calibration.

See comments for g 430.53.It+a~~~I~~~~>s 5'ew r e~g~s+w~H3o>3'mendment 7 Q&R F430.81-1 December 1983.-

~\+1 f~t t'I l4 t Nl'p I Nine Mile Point Unit 2 FSAR QUESTION F430.82 (9.5.6)The diesel generators at NMP II utilize, air.pressure or, air flow devices to control diesel generator operation and/or erne gency trip functions.

The air for these controls.is supplied from the emergency diesel generator air s arting system.Provide the following: (a)Expand your FSAR to discuss any diesel engine functions supplied by the air starting system or system.The discussion should include the operation for the control function (.air pressure flow), a failure modes and effects analysis, necessary PScIDs to evaluate the system.control any air mode of and/or and the (b)Since air systems are not completely air tight, there is a potential for slight leakage from the system.The air starting system uses a nonseismic air compressor to maintain>" air pressure in the seismic Category I air receivers" during the standby condition.

In case of an accident, a seismic event, and/or loop, the air in the air receivers is used to, start the diesel engine..After the engine is started, the air starting system becomes nonessential.

to diesel generator operation unless the.air system supplie's air to the engine controls.In this case the controls must.relay in the air-stored in'the air receivers,,since ,the air compressor may not be 1 41 4 J o~t l v r e eo A I e 41 T C'YQJ,J,QQ Je l o razias aa.aa syavewL piesavse aside]vi savw~your air starting system is used to control engine operation, with the compressor not available, show that a sufficient quantity of,air.,willremain in the air receivers, following a diesel engine start, to control engine operations for a minimum of seven days assuaging a reasonable leakage rate.If the air starting system is not used for'ngine control describe the air control system provided and provide assurance that it can perform for a period of seven days or longer.RESPONSE For Divisions I and II, the response is provided in revised Section 9.5.6.5.For Division III, the response is provided in revised Section 9.5.6.2.2.

f 5 p C e w n evo1>~Not acceptab1e.

5 g m V C v"$~cL Amendment 8 The required PAID's are not provided.f e$Mp~C<~i 0 f+~.f'r~)~<Qpg~g QGR F430.82-1 4p+3a,>-u January 1984 hW~l<-c~y~~y~gg ,C'w i gK II r le H'V C Nine Mile Point Unit 2 FSAR QUESTION F430.83 (9.5.6).The Division I and II,diesel generator starting systems utilize a number of"shuttle valves." Expand your FSAR to include their purpose, and'a discussion-of, these'alves and how they operate (a)with pressure balanced on both sides, and (b)with air pressure unbalanced on either side of the valves.RESPONSE See revised Section 9'.6.2.1.(56~~~~'f s Not acce tabIe.p,.Ho r esponse provided.The review of the air start system:cannot be;compIeted without.this.information.

/sf c~~&s 2/g, 4 Amendment 9 QZR F430.83-1 March 1984 JgI, A E4 I Jj A t t<<'qf,~'

Nine Nile Point Unit 2 FSAR'UESTION F430.84{9.5.7)of the turbocharger lubrication system for Your'description o e u t is not clear.Expand the Division I and diesel genera or is your FSAR to inclQ'de.a.-"more e az e Svr ystem and its components ts as shown on r er ressure regu a ory l t and desc ibe a e turbocha g p the.oil flow through the ratio r y ost lube valve, as we r.Ident'fy the po po in this system, an d d R FSAR d PAID to the turbocharger is precluded.

evise accordingly

{SRP 9.5.7, Part III)RESPONSE'9 5.7.2.1 and revised Figure 9.5-47.See revised.Section t<6~a,~T>e HI Howeverso, me additionaI Information The response is accepta e.owe is required: (a)Is the pilot valve air operated, spring return.o close-control airT or fuel (b)Qhat causes the post lube, valve to c ose-control air?'cj ssuming e'j A th pilot valve is shifted to allow control air to h t lube valve following engine shutdown, how~~w is the tepos u turbocharger lubrication continued for two t o three minutes.Since the turbocharger is not lubricated during engine standby, provide ven or a a w i d d t h ch states that is acceptable, relative to bearing weai{turbocharger) on rapid starts.I This response must be coordinated with the response on engine air controls in Section 9.5.6./gran~)c<)yeS;@j c...w~l/'sg~CCf a~aaa a Sg~"'arvdv Sr.vf~g V.S;T.z, I Se.~f'<~'V.>,7.2., (c)5~v d c~S~d a 9.v,7,~, t+O otJLV"Isg fUi'Lb CdnI~~Deceniaer 1983 S<R F430.84-1 I PO laM*~V$aofHad"S SI'VOd{CI161QOImani

~dtrIII CnWnVWIl 6j 4 Ild~aaV1%pAblvt)r,'eisa~~

~F~,y y4 h&~t V 3 Nine Mile Point Unit 2 FSAR A~A.to the post-lube control valve.This pilot valve s con supply from the fuel.control panel overspeed shutdown.A spring force opposes this air pressure.ll.Turbochar er Low-Pressure Shutdown Valve The low oil pressure shutdown valve is a two-way, diaphragm-operated, normally open valve located on the oil header to the turbocharger.

The valve protects the turbocharger bearings by stopping the engine if oil pressure drops below 3 psi with zero bias pressure.The circulating oil pump and the main oil pump are piped in parallel.During engine startup and shutdown, the motor-"driven circulating oil pump takes oil from the engine sump and circulates it through the lube oil heater, the thermostatic valve, the lube oil cooler (if necessary,)

the lube oil filter, the strainers, and to the main header in th'" engine.'When the;-"engine

'starts'and reaches 280 rpm, the Amendment 7 9.5-49a'December 1983

)V IAAF~'e, Nine Mile Point Unit 2 FSAR circulating oil pump stops and the main engine-driven oil pump takes oil from the sump and pumps it to the:thermostatic valve..The..thermostatic valve, which is set at..165 F, controls'the oil inlet, temperature to the engine.Oil entering the valve at 160.F or lower goes directly to the filter bypassing the cooler.,Oil entering the valve at 170 F and higher goes to the cooler and.then to the filter.-Check valves prevent oil from flowing backwards through the circulating pump.From the filter, oil passes through the strainers to the engine main supply header.The main header runs the length of the inside of the engine.From this header, flexible lines supply oil to the main bearings through the bearing caps'rom the main bearings, oil-flows through drilled passages in the crankshaft to the connecting rod bearings and through the connecting rods and pins into the pistons for cooling.From the pistons, oil drains back to the sump.The cylinders and-pistons are lubricated by oil.,thrown from the crankpins and by oil vapor-'.in-theicrankcase;." Other.'.headers, tapped from the main header carry oil to the other moving parts of the engine including.'the turbocharger.

Oil:,.from.all moving;parts, except the turbocharger, drains directly back to the..sump by gravity.l The turbocharger lube;oil=system,.provides.

a,regulated.supp1y of lube oil whether the-engine is idling during a.test or running at"rated, speed..Oil is supplied from the engine oil header at 50 psi to the'urbocharger.

filters.From the filters, oil flows to the'egulator.

The, regulator is set at 5 psi-at zero bias.The bias pressure required for,.the regulator comes from the.1:2-ratio relay..Air pressure from.the left bank air pressure'header supplies a signal to the relay which doubles this signal in control air,and applies it to the shuttle valve and then to the regulator.

From the , regulator,.oil-..flows.":to':,the turbocharger via a post-lube valve which controls the flow of oil from the regulator to the turbocharger.

During normal operation, the post-lube valve allows lube oil to flow straight to the turbocharger.

When a shutdown occurs for any reason control air passe r e ue con ro vz.a t e vo ume bottle and the'pilot valve.'his cuts off the oil flov, to the turbocharger.

The post-lube valve allows oil to flow to the turbocharger for 2 to 3 min after an engine shutdown to cool the turbocharger bearings.During s ar zng, azr rom the pilot valve and the vo ume bottle is vented through a quick release valve.When air from the post-lube valve is vented through the pilot valve, this allows oil to flow to the-turbocharger.

Air pressure from the right bank air.inlet.header is applied to the shuttle valve, and if control air i's lost, this pressure will reposition the shuttle valve: and flow to the regulator, Amendment 7 9.5-50 December 1983 Ti,'~,~I/9 4~V'~'h-~~LuJLu W%" 1 H Q j t>'L~I', 7'4 Nine Mile Point Unitd FSAR QUESTION F430.85 (9.5.7)In FSAR Section 9.5.7.3, you provide a list of indicators and alarms associated with the Division I/II and Division,III*

diesel-generators.

For the Division I/Zi system, control ro'om alarms are provided for"diesel generator shutdown, mechanical failures," and"diesel generator mechanical failure." The function of these alarms is not clear.Expand your FSAR to include an" explanation of these alarms and how and when they function.I f these alarms are a type o f"common trouble" alarm, such as provided for the Division III diesel, generator, then so state, and identify the alarms and/or trips associated with each.Also identify how and where the Division III diesel generator trips are annunciated.(SRP 9.5.7, Part III)RESPONSE See Section 8.3.1.1.2 for Division III diesel trip annunciations.

For Divisions I'nd II, see Section 9.5.5.3.<&~m~~I Not acceptable.

"'No response, provided.Jo y:v.y~~T-cu's~0/P'v<ssi o/<8 Co y ey'~~lo Jll o,4p'larms and indications associated with the Division.III DG Lubrication System are.described in Section 9.5.7.3.A complete description of all Division III alarms, trips and annunciators is given in revised Section 8.3.1.1.2.

Amendment 10 QGR F430.85-1 April 1984

'I 4 e~-9/If I P.I4a'A'~g Nine Mile Point Unit 2 FSAR QUESTION F430.86 (9.5.7)f Your discussion of the prelubrication sys ems for the Division I/II and Division III diesel generators indicates that prelubrication is provided to the upper parts of%he diesel engines (valves, rocker arms,, rocker shafts, etc).For some diesel engine designs, excessive or continuous prelubrication to the upper engine areas could result in lube oil entering and collecting in the cylinders with the potential for causing extensive engine damage when called on to start.Revise your FSAR to specifically address the design of all diesel generators with regard to this potential problem, and the applicable design considerations to preclude this from occurring.

RESPONSE See revised Section 9.5.7 nse for Division III<Xce.(22)for Division I and II,.rove e y the secon f.S.7,3 8b~o~i,~rq Not acceptable.

The revised FSAR Section referenced in the response does not address the question (for Division I 5 II)..No response is provided for the DivisionIII DG.Ps>~i~f~l+~+'y,'c(~J~+~7+rgr5 0'.'s'e~W~-d,'~i c5e-(p Mo 8rh,f or/>e~~~+~~C-~Lpi" M Vi/KW~//gg Amendment 7 QZcR F430.86-1 Dece.."er 1983

'0 f'I'V lg

~'lif atOrtl Of RtRCthlCN.

MKYKR 5VPPLY SYIT f Qs POWER SYSTEMS Nl OCLO~: KRT lÃhCC aDt t~aOCCl'KWNT, iiCRW cliiCkllai)IQI hCJNt trie 1v tfXIr W'l nlIt SIOPJI'teLc%IQsca too anno Aprt)28, l9B}$Q83$.QT;pg pygmy (E,m tabs oil~iicaticnl

~r~gcn Heater-Rube Oil Circulating PWP Systt tt tell: Er..rgen~~

Fast Start Zrsta)loticns Fige ih-S-henaticaDy stew the sbvdarO PO?abc Ckl Systea: Camshaft CWeight, Housing Engine Main Bearing Pressure Putttp Outlet Elbow Pump-ln-Ptu9 f CA&N ru~t e Lube il>>Strainer 80%Engine Sump i-1/2" IPS s"ips OKH o~eaf utie Q QPM Pump 1 tPS Pump" ut" Plug Strainer o~~Ci v+gP t.ube Oil Fitter~f tom.Scau.Od-Pump 1" lPS~s L3o ps fletiel Check To 7urbo 1 OO Steel Tube To Turbo Soslt Sack Oil Pump hlarm Switch And Gauge.Gauge 0-500Psi'witch Pickup At l0psi Oropout At 5 pQ Tvtbo Soak Sac'k Oil Filter 5" IPS FiQ.SA Systems Schematic Dtagrota."S-Units~VMmoOtC']f.Q It t'I S'.gf tIt gif I g*'g~~fPf+f"f<<f

{a)tahe oL1 is,d~fromm the engine soap by a 6 gpss soakback natar~~~~~driven p~~ch~e lube ail through a Dne strairxx.to a point, Qmxe the fleas divichm (at starxhy oil tmymatures) approximated ecyually into two systems.Part.of the oi3.C'Rwr goes to the preheat Iyshsn thr~a 30 psi"spcxAQ LocK3cKk chEK9c vhlv5 4fll&0 other part of tha oil f car qces through the soakbac9c filter to the for turbo bearding lubrication.

Dm part, that goes to the preheat system is R.mharged into a pipe cxenawtice he~an the scavenging pmp ant the mum lube oi1 tilter.~scavenging perp is a gear~type and acts ae a ch.'M valm so the lube chal does not flm back into the engine oil pan.'Lhe tube oil then f~s thru the filter and then thru the Rube oil cccler~re the oil picks up heat frcrn tbe mter end then back into the straixmr minted cn the engine strainer has a dam m that it acat~s a supply ot'il and access ail cnnmflaws back into the oh.l pan.Q)Ouxizg actensim test cerducted by B%and PSD, it was found that~the oil~close to dp xatLng tecrperature (hot): (Q~scave~ing pm@no longer acted 10ce a check valve ard oil~M f1~back thru tt'-into'the oil pan at a rate of aporadnetely 3 gpn due to the~r ail vismsity.'{2)'Qm'pressure recyd~i to pury oil thna the turM~reduced to about LO psi m~all the 6 gpn~C to the tutu and emcee to the preheat sysben.{3)Zt@as foiind Chat during engine cqeratices, the lube oil picked Up air which~urder pressuxe was not noticeabIe.

But Ken the engine stepped, the pressure~t essentially to atne.Meric and the air exg~hd inside the lube oil filter and the lube ail cooler dispLacing the oil.%Me air ccodes not escape and therefore, these ccrrponents

~re only 3/4 full of oil Hach had to be fiLLed during the next engine start.(c)~conditions stated in 1~2)above caused HD to issue Mr 9644.mt result is that during a fast start after 25 minutes of a shutdmi~~prior to 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> after shutdown, tl:e delivery of lube oil to the turlxi-chaxcjer+as delayed for 8 to l0 seconds and this couLd cause a Loss of the turbo hearings, particularly the thrust'earing.

2.Figure 18 schmnatically s~the Ba nxx6ficaticn per MK 9644 designed to overeats the cxxditions in l(b-2).

1 tJ I (h>>'

51phen SraA~~g:onnoct To Side utiet Of Tea On Oil Filter Vent Line At Engine Aa Sheen)Camshah CWaight.Housinl l/i" OO Steel Tube o fndicalas Sight Glass gfertical Height Ctiticag~5/8" QD Steel Tube On 20-64564 3/5" QD*Steal Tuba On$8-645E4 gr?" 09 Steel Tuba On$2-64%4 Vent Engine ge i~a,it W~~~i h8aln Bearing~Pressure Pump Out(at Below Pump"fn" Pfu Ce fngina Sump 4" u%Lube Oil Strainer So)t (112" lPS Swing Check Vafve from~~~Scar.Oif Pump Prima Plul 0-1/4" lPS 1/2".OD Steef Mo Orifice 4/" Orifice t.ube Oil Filter I I I To Turbo 00 Stee)Tube lPS To Turbo SoaR 8c&Oil Pump Alarm Switch'nd Gauge.Gauge 0-f Qo psf Switch Picltup At l0 psl Dropout At 6psi Turbo Soalc Sactt Oil Filter 1" lPS)lPS 6 GPM Pump lPS 3 QPM Pump S" iPS Pump't" Pfug Strainer 30 psi 7S psl Relict ttelfet Strainer Checfc Chactt To Circulating Ot Pump Afarin Pressure Switch Pickup At 20 psl Dropout At$5 pal Fig.l 5 System Schematic Diagram,"S" Units MOOtF l6,0 (a)First the fleas bo the preheat syshen and to the turbocharger

~pass thru separate pupils insure@6 gptt to the preheat system ard 3 gpn to the turbocharger.

'The 30 psi spryly Jtxx$ed cd~-valve is there to t4rnish a pressure 1eveX for uenitoriny purposes suioe the pressure'during stanrRrg is arousal 3 ta 5 psi.'Xhe chedr.valve also prevents back Elm during engine cparatice (30-50 psi)should the6 gpn not be operating.

~7$psi.spring laadcxi check valve is to provide a relief va?ve for

~'r>4 j';'t'<\K the.turbo pump.ft discharges tnto the preheat systea but also could-have been taken back to the oil pan.'b}Yents xfth orfffces mre added to the Tuba oil ff)ter and lube oil coo1er to bleed'off entrapped air and the vents mre connected to the.engine camshaft housing and discharged whatever oil flowed back into the engine.A vent~as a1so added to the)ube oil coo7er dfscharge pfpe to prevent a syphon effect that auld dra~oil out of the coo1er into the strainer.(g)'nother ilttprovement is to flood the main ofl: ga)lery wHfc5 supplies oil.to the main bearing, the accessory drive, the turbo and the top deck.Thfs auld also mfn)ofhce the tfae for oil to reach these components durinIj a fast start as wall as mafntafn lubrication of the main bearings.To accomplish thfs, the head of opal in the cooler.fs used as the pressure to fill this system.First, the cooler dfscharge pipe was changed and'et forms an inverted"0" connection to establish the hefght of oil fn the cooler and therefore the pressure head.The head is sufficient'o flood the gallery,,but not high enough to get to the top deck.R small pfje is connected to.the battom of thc coo1er to pennft ofl f1'roe-, the cooler thru a check valve to the pressure pump:discharge connectfon and then into the gal-lery.The check valve prevents baok flmr when:the engine is fn operatfon.

Two bul)s-eye sight glasses are added For.visual nenftoring of the oil level durfng standby.The loMer bu)1s-eye should'be full and the upper should'enpty.

If'there 4s oi'1 fn the upper-bulls-cye, oil fs getting.to the top deck and the cause must be found..3.Figures 2A and 2$shet the systems fn an)llustrativa manner and may provide a better visualfzatlon.

r l I l c X O 8 g ts Kgg an st WZH"R Q~r ssS 5r'I H~W.To I APTC1 COOLChS TO Tu1$0 WATf,i Tel~rATKR f ILL.s LrP'r rra fL..c~?~~'I)i gals PM','f, OIL 5TNAIIICk TAX OIL ClhCa hJilP'tO PSI CssECa Ql.COOL&LMICOL.FILTCh TvhSO f ILTEh r INMKhSIOII ICATQI rrV~SY~PAt%TVPC TQJPghATIJN C TR VALV SKAT EXCIIANOCk 11W TATEk CONNC CTIQII O C rf H~lA OsL PAk SQIIP OkAIk~WATCh COKVKCTIOI tLOW~IMiiEhtlQI.NCAA%

~WATQI AMO LlkIC OIL~OPChAPMQ fat%~WATCH I I:l LVINICATINI OIL 1 C'~iP'i'W"'r'

~~~r I h~:rr" i rrr~irrrrrv E~i~~~~rr'%rvr rr rrQr+Ir%4AV~vi&awsswr&N4ea rrr%4rlr&rd+shrvrrA L v h vrirA~+AQ"rr 4++44+Iw4 v~L~va l1~~~r 4 A h, I M 11 ,r P.

t~~CAW S~llOLN11l4' I alp&COIIIE NATEII T&II WATEII taL;I r gp: I VCNT L4NSS I o~I E K74 oiv~IIIS Qf MIS 77PI tKlaPEAatIIAC C YII VAL'b)o SCAV.PUMP:T.I~Oil, COOL Kll I'l~aEA7 AOMNiM 0I, CIRC.~lAP Cr.m 75PO uECII U/IE OII.tgtfll TIIQM FILTE1 e~~~~ilaw VITE COIIIKQ CHAD OIL PAII SIIilt oa4 CL~VllRP 3 C>ON AIII 5o tSI CHIC%5%41tHEa eVW~Ill ilERIION ICATCO~W17OI QieVECTIOII FLOW~IQER jell taa7%1 NATL1 4IIO LQIE Oll>>OPERAflh0 FLIC Wana-~;~LuakICAtf lie OII.0 i(C J I kl ps,~a,g~4

~~~I AINTENANCE NSTHUCTEON

~pi W~.~I~~MODERNIZATION RECOMMENDATION IMIVIERSION HEATER-LUBE OIL CIRCULATING PUMP'SYSTEM FOR EMERGENCY FAST START lNSTALLATIONS PURPOSE', To provide an improved immersionhrater lube oil circufating system, FigL l and lQ, that v'it!consistently supply oil ta the turbocharger and crankshaft in anticipation of.an emergency start.APPLICANT)ON:

Atl turbocharged"S~"999", and M P4$emergency fast start insta))attonL CUSS)0',4:

Wear is minimired if lube oil is supp)led to engine and turi)ocharger bearings prior Io and during high speed emergency starts.EMD's original immersion heater system provided a paraltcl lube oil circuit whereby oil is supplied to the turbocharger beaAngs via one path and the oil'cooler and fitters arc Oooded via another path.ifowever, to)towing a load run, the branched oif f)o~'is unba)anced because of thethinneri~scosityofhotoil.hsa rcsu)t, theoi)levelin the coo'lcr and fi)(er is not replenished to the full level until the oil cools sufficiently (approiiirnatety 3 bours fol)o~ing shutdown).

High speed starts during this period do not have the uear minimizing benefits of continually abundant oil supply.Owners of EMD nuclear standby units have previously been notitsed of thc unnecessary wear caused by equipment exercise or test schedu)es that routine)y cal)for restarting engines without firss allowing for a cooling interva)from a previous load run, A)though a fcu;random starts under these adverse conditions are not ex pccted to cause difficulty, thc cumu)ative wear from repeated'routine starts is)i)iely to aAect eguipmcnt reliability.

E)4D recommended that exercise and test schedules be revised'o avoid restarting engines until they have had a three hour cooiing period fottowing shutdowns.

Yhe primary benefit to bc gained from this modiTication is continua)oil re plenis)Iment of the oil coo)er and filters Io the full level regardless of oil temperature and viscosity.

4 ivoufd also remove restart restrictions impnsed on exercise or test sc)iedu)es.

nc e siilie loth

~~Si""i~I><<"~A/".~l I.t

~~~\p l<owcver.other benefits provided by this improvement rn'abc this modification

<<ttracti'c even'hcn exercise or test schedules can bee rcf ily controlfctt.

Oil systems ntqdificd in accordance

>it h this instruction provide consistent oil circulation through the engine crankshaft bearings in addition to the turbocharger.

As a result, engines very rapidly approach operating oif pressures following start up.Trapficd air urhicft may impede oil ffov'a vented from the system.Proper performance of this improved system depends on operation of AC motor driven oil puntps.$f start-ups are delayed for more than 5 seconds after loss of AC poorer, vre recommend that OC backup pumps be provided with suitabfe protcctiott against reverse Ao~through the use of check valves.Although oil flows through the crankshaft bearings, the standby oil level itt the engine is kept befog the camshafts and valve rocker arm assembfics.

Sight glass indicators.

Fig.2, are used so that thc operator can visually ascertain il'the system is operating properly under standby conditionL Siphort sreak[Connect To Side Outlet Ot Tee On Oil F liter VentUne At Engine As Shcnan)Camshaft C'Weight.Housing 0/2" OO Steel Tub~+indicates Sight Gfase p/er tical Height Criticag h Stl" OD Steel Tube On 20-64564 3/8" 00 Steel Tube On)5 64SE4 t/2" 00 Steel Tube Qn t2 646E4 Ventfngine 1/Steel Tube e 2" Ob.060" Orifice b 4" fPS lube Oil Filter>ra" Orifice To Turbo Soak Sack Oil Pump~Alarm Swoctt And Gauge.Gauge 0-)Co psf Switch Pickup At)0psi Oropout At 8 ysi Main Searing Pressure Pump Outlet Elbow Pump"ln" Plug engine Sump Lube Oit Strainer Box Prime Plug 0-l/4" lPS t/2 tPS Swing Check Valve Frain---Scav.Oif Pump I t I To Turbo J 1" 00 Steel Tube 1" iPS Turbo Soak Sack Oit Jilter t" iPS l.l/2" fPS 0"fPS 1" iPS 3 GPM Pump 0" l S fumy'Ptuy Strainer 30 pei 75 pat Re'lief Relief Strainer Check Check To Circulating Oif Pump Alarm Pressure Switch Pickup At 20 Osl Qiepout At)5 pai Fll,)-System Schematic Diagram,"S" Units

~~~~~~'0'l%ltt>'4a&y.'k'll I<IF1I I>'"'i$i~

gt~W 0~~<<0~~~~~i,')0 COrnar A P.n4 Vahv Gu4t Lcm te'el~~'~OR GalfayIwe'.

CQ r..g)Cr=b.~~M-<Rg.t-Vont Ard Spat Q4n F~.~mat Tntto)latoa

~O~f acr:.y+tinder Une Onle to o44i<tna ctaee aNrncrs t3S~0 tnt be aNr4 co cue 4'.e oP ceoke tant.1.aa huis cn Fy 4 f Liaiog ydtrcerI an remote in phd,~~~~O a~r w~~~~*~I..---Ip--&~~~3N(~4~~tilth~t 1t tll"~QS l~~~~~~~~~c~~Seat e~1;a-~~>~~~~0~\~w~li+'14+1!%4 j 17.1 r4 fy.i~" Vng QQ Ceotor Tonk Stctronor Age&aten F y 3-"S" Vne 0'1 Ccxd er tan@,%Ion+kgpb~tiyn q!0 1)'\

,~f s Nine Nile Point Unit 2 FSAR his response will be provided 1984.QUESTION F430.76 (9.5.5)For the Division III diesel generator, describe the piovisions made in'the design of the diesel;engine~cooling water system to assure that all components and piping are f'lied with wate.Show how your design will preclude long term corrosion of piping with attendant system degradation.(SRP 9.5.5, Pa t I 6c II)RESPONSE l~<s~l 4/SAN Cg~~~f$~in the second quarter of-(056 Ce~~c Not acceptabl e.No response provided.~~~~~~~~~~~~~~~~~C The, engine cooling water system is designed to operate as"flooded" system.Venting is provided between'engine",coolant outflow piping, the lube oil cooler and=the cooling water expansion tank.As ,.shown ih, Figure 9.5-43 the.,entrapped air,is<vented via-vent lines from the engine block, lube oil'ooler water'.side piping and the expansion ,, tank.Venting of the heat.exchanger is not required.1 The engine cooling water is tr'eated with inhibitor.

Thus each time the engine is run, all parts of the cooling system are wetted with inhibitor which provides a protective coating-inside the pipes.Running the engine once a month, will provide adequate corrosion protection, and no=..decrease in cooling'ystem life"is anticipated.

Anenc'-..ent 11 QScR F430.76-1 June 198<

l l 8~t 4"O'er"JSQ gt~'lgy 4 (~t Nine Nile Point Unit 2 FSAR QUFSTiON'430.

77 (9.5.5)For the DivisionI T.I d'sel generator, provide the results'of a test which demons rates...that the"thermosyphon" design in you" keep warm system w'l mainta'a uniform tem=erature with'n the d'esel"engine jacket, water and,.th ough ut the cooling water system of at least 120 F.Provide th lowest ambient tempe ature (diesel generator room)at which the keep'warm sys"em can mainta'n this temperature.

Also, what provisions have been made to warn the'perator if room ambient falls below the above minimum temperature' 7 i RKSPONSF.See revised Section 9.5.5.2.2.

C-I'p Not acceptable.'he referenced FSAR Section does not answer the question.y$$QQ~~~75 EMD's test data has shown that the EMD diesel can be started zn a 66 F environment while the engine jacket cooling water was heated by the-" immersion.heater: through~natural=circulation.'~

see Section 9.5.5.2.2.

Amend Hen i 7 Q~R F430.77-1 Dece.-."er 1983

~'~, 11 a~4~I Nine Mile Point Unit 2 FSAR.7..An immersion heater to heat the jacket water when the engine is in standby condition.

A heater control switch turns the heater on when the water temperature'"falls, to 125 F=and off when water temperature rises.to 155'S.The heater is 15 kW, 575 V, 3 phase, ac.The jacket water system is a.closed loop system.During engine running condition, heated water from the engine discharge manifold flows to the temperature regulating valve.The temperature regulating valve regulates the flow-'of water through the jacket water heat exchanger and maintains the engine jacket water at a constant.temperature..

If the water temperature is below 165 F, all water passes directly to the lube oil cooler.At water temperatures between 165 F and 180 F, the valve regulates the flow through the jacket water cooler and the bypass line.Jacket water flows from the" lube oil to the engine-driven centrifugal pumps that pump the water into the engine jacket water main headers.From the main headers, jacket water also-flows..through.-the-.=.aftercoolers

-'-located in the turbocharger

'ir'ischarge duct'to cool the air before it enters the engine air box.When'he engine is in.."standby condition, the immersion ,heater heats the jacket water.The.heated jacket water circulates

" through the lube oil cooler by thermosyphon action.to.

warm the.lubricating.oil that is being circulated through the engine to-keep-the engine warm.The immersion heater maintains the lube.,oil;temperature.,between

.125 E.and 155OF.For the keep-warm system to-maintain a uniform temperature within the diesel'ngine jacket-water'nd throughout the cooling water system, the'Division III diesel generator ambient temperature is kept above 66 F.To-preclude long-term.

corrosion, treatment of the water used in the'acket water system includes the use of silicate nitrate inhibitors, in agreement wi th the engine manufacturer's recommendations, and periodic testing of the coolant to ensure that the water quality is maintained at the level recommended by the engine manufacturer.

Use of an antifreeze compound is not required since the entire cooling water system is enclosed, located indoors, and maintained warm by the immersion heater when the engine is in standby condition.

Any loss of water through seepage, leakage, or flow out the pressure relief cap will be noticed through routine checks of the expansion tank sight glass.I f needed, the Cooling water system can be manually refilled through the filler opening at the top of the expansion tank;Amendment 9 9.5-33 March 1984 4~-c'l 4'4 tL Hl~" C' Nine Mile Point&nit 2 FSAR QUESTION F430.87 (9.5.7)For all three diesel generators, provide additional information on the design of the crankcase breathers.

Provide the piping quality, design standard and seismic.qualification, state where the breather is located on each engine, describe what happens to the vapors which are vented from the crankcase, and discuss the provisions in your design to prevent crankcase vapors from creating an explo'sion hazard in the diesel generator room.Also, describe the features included in your diesel engine design to prevent and mitigate a crankcase explosion..(SRP 9.5.7, Part II)RESPONSE For Division I and II see revised Section 9.5.7.2.For Division III the response will be provided by second quarter of 1984.f 5'8 Co~~~.l g Not acceptable.

The applicant has not addressed (a)the seismic and quality group classifications of the crankcase breather, and (b)design provisions to mitigate the consequences of a crankcase explosion.

In addition, the applicant has not provided a response for the Division III DG.For.clarification, the applicant should provide.details on the crankcase breather design, including location on the engine, and design and operation of the"filters" and'condensate drain trap.

V'P, 4'"*I y1 l PEVlsEL)Wi INS Nine Nile Point Unit 2 FSAD TABLE 3.2-1 (Cont)Compressors, air startup Receivers, ai" startup r~Standby diesel-generators HPCS diesel-qenerator i HPCS Diesel Generator Cooling DICe-P,GE GE S S S S Later SIstam Scope of Suor lv Location Electrical Classifi-cation Non-1R 7 NA 1E 12 Seismic CatQQoI'I hA I I I Quality Group C lassi fi-cation D C B B')ua 1 it y Assur an ce Deguirem en t(5~)NA I I I+ornauo Prot ect.ion 4 nt~s P D P Heat exchanger Pipinq and valves, engine mounted Pipinq and valves, other GR GF.S S NA NA NA C (25)P HPCS Diesel Generator Lube Oil Svsten Heat exchanger Piping and valves Pumps-, motors GE GE GE S S S NA 1E (25)(25)(25)(25)(26)(2e)HPCS Diesel Generator Comhustior.

Air Intake and Exhaust System Silencers Pipinq Filter GE P GE S S S NA NA NA NA n (25)P P D (2(l fs Anendnent 9 13a of 26 Narch 19 84 l'h'4, f4 8=Q 4 4-I.*4~"p 1lfj J C)Q;g"k r.'t~C 7 4 r P C Nine Mile Point Unit 2 FSAR QUESTION F430.88 (9.5.7)In FSAR Section 9.5.7.2, you state that there is adequate lube oil in the sump of the Division I and II diesel generators for seven days of operation without adding, lube oil~Expand your FSAR.discussion to include details as listed below.Also, provide similar information for the Division III diesel generator.(a)Provide the normal lube oil usage rate for each diesel engine under full load conditions.

Also provide the lube-oil usage rates which would.be considered excessive.(b)Show with the lube oil in the, sump tank at the minimum recommended level that the diesel engine can operate without refilling the lube oil sump for a minimum of seven days at full rated load.If the sump tank capacity is insufficient for this condition, show that adequate lube oil will be stored onsite for each engine ,to-.assure seven days of operation.

at rated load.Also provide the lube oil sump , capacity.(SRP 9.5.7, Parts II and III)RESPONSE~o j S3 wG'~~~/s See revised Section 9.5.7.2.~n ('Sd c.'he response is acceptable for Division I ainu ii.no response for~n Division III is provided.This is not acceptab1e.

Amendment ll Q6R F430.88-1 June 1984 E'I1 4f e rg<~I, L r 4 Nine Mile Point Unit 2 FSAR QUESTION F430.89 (9.5.7)What measures have been taken to prevent entry of deleterious materials into the engine lubrication oil system due to operator error during recharging of lubricating oil or normal operation.(SRP 9.5.7, Part II)RESPONSE Iubricating oil in the Division III diesel generator (DG)is recharged with new oil qualified for use.Oil is added through a filter opening in strainer housing that prevents solid particles from entering ,,the engine'lubricating oil system.Lubrication procedures are incorporated as a portion of the preventive maintenance program for the unit.Procedure steps include items for, safety of both the operator and the equipment during performance of the activity.Special instructions included in operating procedures for addition or., checking ,of ,lubrication

.products reference these"'reventive maintenance lubrication instructions.

Steps include cleanliness of the equipment and fittings, pumps, hoses, etc, used to add the lube product;.verification of proper lubrication oil;and steps to properly add the oil to the equipment.

/Q cs~~&5 l I Not acceptable.

Thi information regarding.

the Division III DG is acceptable.

-However, there is no indication that the response is also applicable to the Division I and II DG's.1~(Sg ytoc,~J r~q Pc 01 e d.4v~~P,"~'si"o>, Z m~~cL,'~>Pc:~cn~l<<5 Amendment 7 QEcR F430.89-1 December 1983 E~Oh 1l->A F Nine Mile Point Unit 2 FSAR QUESTION F430.92 (9.5.7)e Describe the testing used to ensure a highly sensors, and alarm lubricating oil systems.RESPONSE and calibration program that vill be reliable instrumentation, control, system for the diesel generato s (SRP 9.5.7, Part II)Descriptions of instruments, controls, sensors, and alarms associated with the Division I,-II, and III diesel generators and their auxiliary systems as well as their function and locations of annunciators as well as system'nterlocks are described in Sections 8.3.1.1.2, 9.5.4 through 9.5.8, and Tables 7.3-15 and 7.5-1.Operator actions to various alarm conditions will be included in the annunciator response sections of the associated operating procedures.

Periodic testing to maintain and ensure highly reli able instrumentation will be scheduled in accordance with.surveillance;...

test requirements,.

specified in the technical specifications.

Not acceptable..See comments for g 430.b~P r ,/5P Z e qf~~~g>u<"5,~(h)See the newly added Figure 9.5-4lc.(i)See the newly added Figure 9.5-4lb for cooling water system logic diagram.Item 16 is shown on Figure 9.5-43.(j)See the newly added Figure 9.5-4ld for the lubrication system logic diagram.Amendment 7 QGR F430.92-1 December 1983 e 4 f I~"'.Va'I~~h,)4t."wL C~'P l f'V)P li l,~r r~t\.4%W E" S1 1't IM 0 S,~~l,'~~'1g I Q gM t

-SOURCE 140MI TOP, FIS 13A LIT IIA LTTIOA LIX IOA'LSSA L I IOA IIOTE 6 LI 2KC~>>85 LOX FLOM MOTE%%EL~I la~1 EGFFCOI C (EGFFCDZ)ZCESiIPNL406 A'LSTA SEL GEN ER PP ZCES0IPNL406

%9-2EGFAOI SEL 6EN ER PP C~CS'IPHI~0 TEL GEH'.R PP G ZCESilPNL406 NOTES: I.'LL INSTRUMENT AND EQUIPMEHT HUMBERS TO 2EGF." EXCEPT%HERE A DIFFEREHT PREFIX ASTERISK (')MILL REPLACE THE DASH (-)I EOUIPMEHT OR IHSTRUMEHTS RHICH ARE A PAI SAFETY FEATURES SYSTEM.2.LOGIC SHORN FOR FUEL OIL TRANSFER PUMP'UEL OIL TRANSFER PUMPS~PIB, ASPIC, AHD 3.ASSOCIATEO EQUIPMENT MARK HUMBERS: DIV I DIV II TKI A'TKIB TKZA'TK3B'LS5A'LSSB'LSTA'LSTB F IS13A FIS13B OPIA PI 0 oPIC oPIO L IT IDA LI TIDB 0 PCS'IPHli sOURCE: 12177-LSK EV.4 FIGURE 9.5-41~DIESEL GENERATOR FUEL OIL STORAGE AND TRANSFER SYSTEM LOGIC DIAGRAM SHEET 1 OF 5 NIAGARA MOHAWK POWER CORPOR'ATION NINE MlLE POlNT-UNlT 2 FINAL SAFETY ANALYSIS REPORT V 1 J'gal 1 p.fg)'p A,"'l I~jQ E y~h, Q~1 SOURCE HOHITOR HOHI TOR flS 104 L 1 101 HOTE 4 L01 FLOR NOTE 3 A II52313 EGFFC05 L I TI0 I'LSI06 2CES IPNL413'LSIOB:.SEL GEN 8523 ER PP A 2EGF'IPNE112 49 HOTE 1 EGF'D 102 LI.2EGFAIPHLII2

!SEL GEH ER PP.G 2EGF'PNL112 NOTES: 2CES'IPNL413 1.ALL.IHSTRUHEHT AHD EOUIPHEHT HUIIBERS TO RHERE A DIFFEREHT PREFIX IS SHOWN.AH AS (-), IH THE PREFIX FOR,EQUIPIIEHT OR IHSTR SAFETY FEATURES SYSTEII.2.LOGIC SHORN FOR FUEL OIL TRAHSFER PUIIP~PUHP iP28 IS SINILAR.3.COHIIOH ANNUNCIATOR IS SH01H FOR OIY II I.QQRCE: q2177 LSK-8-REy.4 4.LOCATED OH BUILOIHG EXTERIOR IALL HEAR T 5.THIS LOGIC IS fOR DIY I II NPCS DIESEL GE FIGURE 9 5 4q Q 6.CONPUTER POINT EGFTC05 IS FOR~P2A, EGFT DIESEL GENERATOR FUEL OIL STORAGE AND TRANSFER SYSTEM LOGIC DIAGRAM SHEET 2 OF 5 NIAGARA MOHAWK POWER CORPORATION NINE MILE POINT-UNIT 2 FINAL'AFETY ANALYSIS REPORT' I'I 8 gtlkf P I~'I I$~It I I'd~~~I I'~N M 1 O'PI~

'SOURCE PDIS 20A PDIS 20C HONITO EGFPCOI (EGFPC03: (EGFPC05.EGfPC02 (EGf PC04;C (EGFPC06 EGFLCOI (EGFLC06, C (EGFLC11, NOHITOR 2CES'IPNL406

'LSBA ,LSI2A HOTE 5 P852 EGFLCO: (EGFLCOE C (EGFLCI: EGFLC04 (EofLC09)C (EGFLC14: DIV I EHER DSL GEH I FUEL STS INOP A 2CFsoIPNL406 EGFBC06 C (EGFBC07 (EGFBCOB)852103 A (852205)(852304)P852 74-2EGFAO P852 A ACES'iPHl40 74.2EGFA02 P 5 A"2CES'IPNL406 HOLES: l.ALL IHSTRUNEHT AHD EOUIPHEHT NUll WHERE A DIFFERENT PREFIX ls SHOW I.OGic iS SNOwX FOR OIViSION i 01 SIIIILAR FOR DIVISIONS 2!3.3.ASSOCIATEO EOUIPHEHT NARK HUIIBER OIV I DIV II 0LSBA'LSBB oLS12A 0LSI28~TKIA iTKIB iTK3A~TK38 PDIS20A POIS208 OURCE.)2)77 LSK 8 Ey 4 POIS20C PD I 6200'PIA FIGURE 9.5-41'PIC'Plo 74-2EGFAOI 74.2EGF8 74-2EGFA02 74 2EGfo, DIESEL GENERATOR FUEL OIL STORAGE 2CES'PHL406 2CES0 IPH AND TRANSFER SYSTEM" 4." COWNOH ANNUNCIATORS SHOWH FOR Dl LOGIC DIAGRAM SHEET 3 OF 5 5.ASTERISK IS SHOWN OH~LS12A DECA NIAGARA MOHAWK POWER CORPORATION NINE MILE POINT-UNIT 2 FINAL SAFETY ANALYSIS REPORT I p4 L t~t)4 ge'h r 4 J~<<4 SOURCE 10NITOR RESULTAHT XOHITOR'PSSA ROTOR DRIVEH STANDBY DIESEL GEHERATOR AIR COXPRESSOR CIA START~e IDU325 XOTOR DRIVEN STANDBT DIESEL GENERATOR AIR COXPRESSOR CIA AUTO 8 2CES'PHI.406 48 NOTE 6 2CES'OTE 4 IPHL406,, 852112..., A A XOTOR ORIVEH STAHDBY DIESEL GEHERATOR AIR COXPRESSOR CIA STOP 6 2CFS'PNL406 NOTE 9 2CES'PNL406

'PSIDA'PSTA IIV I DIESEL AIR sTART IHOPERABLE 852104 A (852305)EGABGOI (EGABC02)C (EGABC03)NOTES: l.ALL IHSTRUXEHT AND EQUIPXEHT HUXBERS T(=A FF REHT PREFIX IS SHOWH.AH ASTERI.'.'E 3 4.5.6.T.8.9.DI E'PREFIX'OR.EOUIPXENT OR.IHSTRUXEHTS WHI~fEATURES'SYSTEX.LOGIC FOR XOTOR DRIVEN STANDBY DIESEL I LOGIC FOR COXPRESSORS C2A~CIB 8 C28 IS A P852 ASSOCIATEO EDUIPXEHT HUXBERS: D I V I S ION I DIVISION I I D I VIS 1 01 TKI A'TKI 8~TK3 TKZA~TK28~TK4 iPSIDA~PSIOB'PS111 0PSTA iPSTB iPS111 iPSSA.BA iPSSB, 68 2CES'PHL406 2CES'PHL408 CPXXOH ANHUHCIATOR FOR STANDBY DIESEL I i-IHOICATES FURHISHEO BY DIESEL GEHEI COXXOH AHHUNCIATOR FOR AIR COXPRESSOR I ASSOCIATED XOTPR PVERI.PAP COXPUTER PPIIbURCE:

12177-LSK REY.5 DIVISION I DI VIS IDH I C I A E GAY Cp I 852112 CIB EGATCO.FIGURE 9.5-41 P C2A EGATC03 852112 C28 EGGTCOi ALL PRESSURE SWITCHES ARE OA CAT I (SE CoxxOK AHHUHCIATOR fOR AIR COWPRESSOR I DIESEL GENERATOR STARTING SYSTEM LOGIC DIAGRAM SHEET 4 OF 5 NIAGARA MOHAWK POWER CORPORATION NINE MlLE POINT-UNIT 2 FINAL SAFETY ANALYSIS REPORT PP1 hl I"'*I I P E pl st+eegs~~v~rci.vr c~~e'~w ,*As>pC Wa:~0 I'1 4'4'h gf f, 1't sr~4~~

SOURCE MONITOR EGAPCDT (EGAPCDB)(EGAPC09)A'PS22A HOTE 5 EGAPCDI (EGAPC02)(EGAPC05)C N 8 (8 (8 A<<PS20A EGAPCIO (E6APCII)((E6APC12)(.C A<<PS2IA HOTE 5 I EGAPC03 I (EGAPC04)(I (EGAPC06)(I C A<<PS19A" HOTES: 1.All INSTRUMENT AND EQUIPllENT, HUIIBERS T DIFFERENT PREFIX IS SHOIN.AH ASTERISIt FOR EQUIPHEHT OR IHSTRUHEHTS 1HICN ARE.2, COMIIOH AHXUHCIATOR FOR STBY DSL 6EN AI 3.ASSOCIATED EQUIPIIEHT HUHBERS: DI VIS IOH I OI YISIOH I I DI VIS I<<PS22A PS228 , PS122<<PS20A<<PS208 PSI20<<PS2IA<<PS218'PS121<<PSIBA<<PSI98<<PS119 2CES<<IPNL406 2CES<<IPHL408 2CES~IOURCE: 12177-LSK 4.ALL PRESSURE SIITCHES ARE OA CAT I (S 5.L01 PRESSURE PLAQtS TO BE SET 10 PSIG FIGURE 9 5 41~STARTS REV.i5, DIESEL GENERATOR STARTING SYSTEM LOGIC DIAGRAM SHEET 5 OF 5 NIAGARA MOHAWK POWER CORPORATION NINE MlLE POINT-UNIT 2 FINAL SAFETY ANALYSIS REPORT

','a 1 y$~II A A , A~"e CONTROL QNITCH lg WAG'PO5mOd E22-5001-552 LP COQTROL 5WITCH IIJ" AUTO POSITION EZZ-SOOI.SSZ LP EIJGIIJE N07 RLIIJIJ lhJG Aux OEu'P CONTROL 5WITCQ IU"OFF'" PO5LTIOIJ CZZ.-sooi-SSZ.

LP A LP LP HIGH COOLING WTR.TEMP(~200'P)

E22 SOOI-SI2 LOCAL LP PERMISSIVE.

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COOLIQG V/A'TKR IMM BRSIOkl HEATER, HIGH COOLIIJG WTR veHP(~208~)

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~L hf>>c l4 4 ny~tg~>4 N yawr.'kgb~*L ew~s g.t lg]y~P R aq~2l P'4 n E E<6lue 5TART 5IGIJAL 5TARTIIJ6 AIR PRE-&5.)IOOPSI AUX DKV LOCAL LP A A KEG IM B'gQT RUIJlJ Ihld f 22-500I4 L0CAL KLl6ILlB FAII 5TART/g.Uhl Auf Dn/LP LOW 5TARTI U6 AIR.P 8 CSSVR6(+ICOSI C2Z.$00I-SIS 56A, I.P Bt46llJB CRAIIKI~GYCI-B GOT rIHED~OVT (Za5ec>AN OEV RIG HT SIOK SrAarI a CWCASeP e22-5OOl'-S5(LOCAL LP~R J'<&IIJE SPCED>ISO RPM EUCIIJR SVGCPSSFUL START LEAPT SIDE 5TARTea ed6Aa K2Z-SOOI.55gl LOCA BJGIQE CRAQKILlG cYci.e TINeo our AIN QI'V LP EQSIQK AIR ST'ART 5Y STRE P,I AR~S LEGEUO: LP-LOCAL Oa COIJTRCX PANEL LOCAL-, 1.OCALLY<CUNITED OLJ DCI VENDOR.PORQI5tt~D e.a UIP astor IIJPVT TO COMNICId DIESEL eQGIIJ<'TROU>L<RL~lh IIJ CALI TROL ROD~~eIJdlklF-AIR, STAPTIIJ6 SY5Te'.g FICUS Q AIR&TART&Y&-tE,M SH.I oC Z.OIVIXIOhL II'I DIE+&I C EHERAVnR, NIAGAIiIA hhOHAWW PoWER CoRfheazio4 N/NE.MILK FOINW-UNIT Z flhlAL&AI=EM ANAi Y5I&RE.POPV

%1 f Wl'I 4'JC 1 45)p y 1f%l II'I COUTROL 6WITCH IU"MARI'O5ITIOIJ FZZ.50OI-555 LP CQUTROL SWITCH Iv"&LITO PO5ITIOU EZZ 500l 55'5 LP COurROL BEWITCH Iu"STOP'r OSITIOIJ P ZZ-SOOI-55'0 LP L R RECEIVKR.AIR.PRBSSURK cZZ5PSI EZZ-5oo[-538 LOCAL RECBIVER.AIR PRtg50RK+2SO PSI E2Z-500I-53B LOCAL STO P KLKCTR.IC DRIVEIJ AIR COMPRBSSCIR.

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IPAL COUTROL SWITCH IU"AUTO FIXIT(c)Ll EZ2:&00I-&so I P RECEIVER.AIR PRC5$UR5, k Z9OP51'e22-5OOI-S~

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AE/VI4PC VO MODIFY AS REEQUIPED uPOM i<WLaeSJTWION-ALIX DEV LP AUX'E.V.LP~A EI4GINE LOW LUSE OIL PP,ESS(526PSI)

E22.5001.SIO lOCAL RESTRICTED LUBE 01L FliTER(ea~

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I Q'Q1 kACKl l I t+P Nine Mile Point Unit 2 FSAR QUESTION F430.90 (9.5.7)Assume an unlikely event has occurred requiring operation of.a diesel generator" for a,prolonged period that would require xeplenishment of lube'il without intexrupting operation of the diesel generator.

'Provide the.following:

ga)What, provision has been made in the design of the lube: oil system to add lube oil t o the sump.These provisions shall.include procedures or instructions available to the operator,on the proper addition of lube oil to the diesel generator as follows: I'." How'and*where-lube~oil--'can.be...added..while.

the equipment is in operation.

2.Particular assurance that the wrong kind of oil is not inadvertently added to the lubricating oil system, and'~"'~",3.-"'That'the"".~expected.;..rise.

-'.in, level'occurs and is verified for each unit of lube oil added.(b)Verification that these operating procedures or instructions will be'osted, locally.in the diesel generator rooms.c'." (c)..Verification

'hat..personnel;.responsible for.the".operation and'maintenance, of the'diesel are trained in , the use of these procedures.

Verification of the ability of the pexsonnel on:the use.of.,the, pxocedures shall be'demonstrated

'during preoperational tests and duxing operator requalification.(d),Verification that the.color coded, or otherwise marked,"',~-'lines;~associated'with the.diesel.generator are correctly id'entified and that the line or point for adding lube oil (when the engine is on standby or in operation) has been clearly identified.(SRP 9.5.7, Part I'I)RESPONSE The diesel generator'ube'il,'.-sumps are,designed with capacity such that.oil should not have to be added during operation for at least 7 days.Operation of all diesels for extended periods would not be required during loss of off-site power and a LOCA condition.

Loads would be transferred.from one division diesel to'another.

to-allow.for.addition, of lube oil, inspection of the unit, etc.Amendment 7 ,-.QGR F430.90-1 December 1983

~~I jan>>>>,Ilj I>>I I"r>>+.I lw'>>I'->>I Nine Ni j.e Point Unit'SA."-.In the unlikely event that lube oil must be added to a diesel while it is running, special instructions will be included in the procedures covering tne diesel generators.-

Iube oil can be,added to the sumps, following, safe procedures" to prevent injury to the operator or damage to the diesels.Provisions are made on the diesel sump to allow the operator to observe the normal standby and the normal operating level of the lube oil.Lube oil is obtained from.qualified vendors in properly.>>~.-

labeled drums.Iube oil is always transferred from these drums to the diesel and transfers to other holding devices are not utilized, to preclude.the possible mixing or use of improper oil.Instructions for adding lube oi1 require verification of the product prior to addition.Copies of-."..-,"procedures will not be posted locally to preclude the use of'napproved or out-of-date procedures.

Points of addition for lube oil will have a caution tag affixed directing'he operator to read the applicable portion of procedures prior to adding lube oil.Instructions will detail procedures for adding oil in the standby and.the operating condition.

Training of personnel responsible for operation and~maintenance of the diesel is p o:id d in the response to Question E'430.37.PSB Comments on uestion 430.90.The response is acceptable for the Division.IIl II DG's..However,*the response is not" acceptable of the Div.III DG because no response is given for the Oiv III DG.in.Question 430.88.RESP01iSE To r 5b Co~~T>See Question 430;88 for the Division III Diesel Generator.

4.1 I qt'5s I gr'$I Nine Mile Point Unit 2 FSAR QUESTION F430.94 (9.5.7)lo The description

'"of the Division II I diesel generator circulating'nd soak back pumps operation is not clear.The piping arrangement shown on Figure 9.5-48 shows oil flow paths that are not consistent with the FSAR written description.

Specifically, there is oil flow to the turbocharger at all times, rather than only on startup as indicated in the FSAR.Revise the FSAR and/or,.Figure 9.5-48, as recpxired, to correct this inconsistency.

RESPONSE See revised Section 9.5.7.2.2.

'(sg (,~~n~fg Not acceptable.

The system as described.

in the FSAR text and shown on Figure 9.5-48 does'not provide diesel engine prelubrication in complianceewith the recommendations of NUREG/CR-0660.

p5 p+EP~~~f5 See response to-guestion 430.86."Amendment 7 Q&R.,F43O.94-1 December 1983 0 l 4~ay~A~t.i go t;>'t i~a'W~" 4 r w s(4f',, P$'yf~

Nine Nile Point Unit 2 FSAR QUESTION F430.95 (9.5.7)In, the FSAR, you state that the Division III lube oil-circulating pump is rated at 6 GPM and is used only when the diesel generator is in the standby mode.At 6 GPM, the amount of oil circulated through the engine during standby is substantially less than that circulated by the main lube.oil pump during operation.

The purpose of circulating lube oil during standby is to enhance first try start reliability by ensuring an oil film on all moving parts, as well as-maintaining these parts at recommended preheated temperature.

Therefore, demonstrate that'he standby circulating pump has"adequate capacity to:(1)maintain an adequate oil film, on the engine moving parts, and (2)that this capacity is sufficient to maintain the moving parts at recommended preheat, temperature.(SRP 9.5.7, Part II and III)RESPONSE See revised Section 9.5.7.2.2.

Hot acceptable.

The system as described in the FSAR text and shown on'igure'9.5-48 does not provide diesel,.engine prelubrication in+compliance with the recommendations of HUREG/CR-0660.

RESPONSE J o g<P<~~g See response to question 430.86.Amendment.

7 Q<R F430.95-1 December 1983

,l S I I<<I f g~l U I Nine Mile Point Unit 2 FSAR QUESTION F430.96 (9.5.7)Discuss the interlocks on the Division I and II-standby circulating oil pumps, and the Division III standby circulating and soak back pumps.(SRP 9.5.7, Part III)ESPONSE See revised Sections 9.5.7.2.1 and 9.5.7.2.2~PSB Comments The response will be acceptable pending resolution of guestion 430.94 and guestion 430.95.Some revision to the response may be required.I'5$Co~~~fg See response to guestion 430.86.Amercement 7 QScR F430.96-1 December 1983 t 1%~<<T'ph 4\

Nine Mile Point Unit 2 FSAR QUESTION F430.97 (9.5.8)FSAR Figures 9.5-49 through 9.5-51, and 1.2-17 through 1.2-19, do not provide adequate details of the missile protection provided for the diesel generator combustion air intake and exhaust systems.Provide additional plan elevation, and section views, as required, which clearly show what the missile protection consists of, where it is located relative to the intakes and exhaust, and the relationship of the protective devices with the diesel generator building and other buildings, as appropriate.(SRP 9.5.8, Part I)RESPONSE See revised Section 9.5.4.3.c l.It is still not clear from the FSAR text.or Not acceptab e.s s rovided for the fi ures how tornado missile protect>on

>s provi t ke and exhaust systems.The requested" combustion asr zn a e e s have not been additional plan, elevation and/or sect>on views provided.Amendment 7 QBR F430.97-1 December 1983

~+sr gh S Wl~

Nine Mile Point Unit 2 FSAR QUESTiON F430.100{9.5.8)'Discuss the provisions made in your design of the diesel engine combustion air intake and exhaust system to prevent possible clogging, during standby and in operation, from abnormal climatic conditions

{heavy rain, freezing rain, dust storms, ice and snow)that could prevent operation of the diesel generator on demand.{SRP 9.5.8, Part li)RESPONSE See revised Section 9.5.'8.1.., Not acceptabIe.

The response.tornado missiIe protection (g and, found,acceptabI e.430.97 wsII be acceptable when deta I f)have been provided, reviewed, ai so/s$~l'Amendment 7 GR Fgg0.100-1'ecember l98~

<<goal 1 Nine Mile Point Unit 2 FSAR I QUESTION'F430.105 (9.5.8)Provide a P&ID for the diesel engine combustion air intake and exhaust system.Identify all system components and provide the design classification for same.Identify the diesel engine inte face.(SRP 9.5.8,Section I)RESPONSE i'The PAID vill be provided by the third quarter of 198 5 c+)e g c/t"~Not acceptable.

The requested information has not been provided.-Amendment 8 QGR F430.105-1 January 1984 AZ d S~r Ih'E I Qj Fs'V'l-il'l A Nine Mile Point Unit 2 FSAR~ZcV 4o"~p g,/7 I'7'l PDMI z-P g pgqppq7/4/gg lOO the exhaust piping melts upon exposure to these.operating temperatures..

If the exhaust piping, is clogged.by, snow, ice, or dust while the diesel generator is not in operation, the diesel exhaust valves function to open and relieve the excess pressure when the back pressure exceeds a preset level.Therefore,.abnormal climatic conditions will not prevent the operation of.the-diesels on demand.The missile enclosures appear in Figure 1.2-17 for diesel generator divisions I, II, and III.9.5.8.2 System Description Each standby diesel generator associated with Divisions I, II, and III of the emergency onsite ac power system is shown on Figures 9.5-49 through 9.5-51.Each Division I and II system consists of a separate intake filter and silencer, a'turbocharger,'"an'"intercooler heater," a diesel exhaust relief valve, an exhaust silencer, and associated piping.Division III consists of a separate intake filter and , silencer, a turbocharger, a diesel exhaust relief valve, an exhaust silencer, and associated piping.All intake and ex-haust piping and their-associated components are fabricated and" installed in accordance with ASME Section III, Class 3 r'equirements,.and , are.Seismic, Category.1.Missile en-closures protect the intake piping,the intake components, and the exhaust piping associated-with ,the diesel exhaust relief valves.Division III is,,the..same, except that a filter-silencer is provided, in"lieu"of a separate filter and silencer.'i The combustion air is drawn in by the turbocharger through"the;,'protective~'"overhang

.area"'at.,el,.283 ft 6 in on the southern wall of the diesel generator building.The intake opening has a missile hood and a labyrinth wall to protect against missiles generated by tornados or any other source.The intake,.air passes,.through the intake air filter and silencer.The Division I and II intake air filters are,=located on the south wall.The filters are washable dry type.Division I and II filters have a capacity of Amendment 7 9.5-57a December 1983 jiW'J A~~cL~.4 x Ll)c'nf Zo.Wo.4o.izi77.2 A/gg gf30.114'60./cc A IO.Me.~iSSIC Carlos'u~S~y~/~~~~jt'u~~

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,$Ti,aB'-.a"~r.Iiv.Lpr sccr>o4 4-4 tkllKT I FIGURE 1.2-17 GENERAL ARRANGEMENT EMERGENCY DIESEL GENERATOR BUILDING PLAN SHEET 3 OF 3 NIAGARA MOHAWK POWER CORPORATION NINE MILE.POINT-UNIT 2 FINAL SAFETY ANALYSIS REPORT

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Nine Mile Point Unit 2 FSAR QUESTION F430.102 (9.5.8)Experience at some operating plants has shown that diesel engines have failed to start due to accumulation of dust and.other deleterious material on electrical equipment associated with starting of the diesel generators (e.g., auxiliary relay contacts, control switches,-etc.).Describe the provisions that have been made in your diesel generator, building design, electrical starting system, and combustion air and ventilation air intake design(s)to preclude this condition to assure availability of the diesel generator on demand.Also describe under normal plant operation what procedure(s) will be used to'inimize accumulation of dust.in the diesel generator room;specifically address concrete dust control.(SRP 9.5.8, Part II)Diesel-generators for nuclear power plants should be capable of operating at maximum rated output under various service conditions.

For no load and light load operations, the diesel generator may not be capable of ,operating for extended periods of time under extreme.service;conditions;or=

weather disturbances without serious degradation of the engine performance.

This couldresult,.in, the.inability.

of the diesel engine to.accept full load or..fail to perform on demand.Provide the following:

(a)The environmental service conditions for which your,diesel generator is designed,...to,,deliver

.rated.load including the following:

Service Conditions (a)Ambient air intake temperature range--F (b)Humidity, max-%(b)Assurance that the diesel generator can provide full rated load r~~er the following weather disturbances:

((1)A tornado pressure transient causing an atmospheric pressure reduction of 3 psi in 1.5 seconds followed"by a rise to normal pressure in 1.5 seconds.(2)A low pressure storm such as a hurricane resulting in ambient pressureiof not less than 26 inches Hg for a minimum duration of two (2)hours followed by a pressure of no less than 26 to 27 inches Hg for Amendment 7 QScR F430.102-1 December 1983

&It 1't II ll f Nine Mile Point Unit 2 FSAR an extended period of time (approximately 12 hours1.388889e-4 days <br />0.00333 hours <br />1.984127e-5 weeks <br />4.566e-6 months <br />).(c)Discuss the effects 1'ow'mbient temperature (subzero*temperatures), will have on engine standby and operation and effect on its output particularly at no load and light load operation.

Will air preheating., be required to maintain engine.performance versus ambient.temperature for your diesel generator at normal rated load, light load, and no load conditions.(SRP 9.5.8, Parts I, II, and III)RESPONSE Provisions have been made in the design of the diesel generator rooms to minimize entrance of dust.The diesel generator control panels are located in separate, temperature-controlled and ventilated rooms.The control'anels,--~except"-,for...the:.;generator.

high..voltage panels, have dust,-tight enclosures.

See revised Section 9.5.8.5.Amendment 7 QEcR F430.102-2 December 1983 0 1~q I I C$C 1~N'lh y t J'" 1t 4 l Nine Mile Point Unit 2 FSAR Division III Monitorin There is no specific air intake exhaust gas monitoring instrumentation.

9.5.8.4 Inspection and Testing Requirement The diesel generator combustion air intake and exhaust sys-tem is designed to be readily accessible for visual inspection.

System operability is tested during preoperational testing of the diesel generator.

Continued integrity of the system is ensured through routine inspection, periodic cleaning of the inlet air filter, and flushing of the intercooler and heater as recommended by the engine manufacturer.

The system is tested with periodic testing of the diesel generator as a whole.Periodic test-ing of the diesel generator is discussed in Section 8.3.1.9.5.8.5 Safety Evaluation Each standby diesel generator has a combustion air intake and exhaust system independent of and separate from the com-.<<,.bustion air intake and exhaust system of the other diesel generators.

Each component of the combustion aix,.intake and exhaust system is contained in the same section of the diesel generator building, as its associated diesel generator.

Therefore any failure in one diesel generator combustion air intake or exhaust system cannot jeopardize the safety function of any other'diesel generator.--

The combustion air intake system is sized to..supply suf-ficient air for continuous operation of the diesel generator at".'maximum

"-..rated, capacity...with, system,.pressure loss below the maximum pressure drop recommended by the engine manufacturer.

The exhaust system is sized to discharge the exhaust gases from the diesel engine when the diesel generator is operating continuously at the rated capacity with exhaust backpressure maintained below that recommended by the engine manufacturer.

The combustion air intake and exhaust outlets are located to minimize the possibility of recirculating the exhaust gases.The intake openings are located at el 283 ft 6 in on the southern wall of the diesel generator building.The exhaust outlets are located above the roof at el 303 ft 3 in.The exhaust gas discharges are horizontal and directed away from the intake openings.The horizontal and vertical separation, high discharge velocity of the exhaust gases away from the intake openings, and the labyrinth wall in 9.5-60 0 I I~4 II Jf 0 1~*/P Nine Mile Point Unit 2 FSAR front of the intake openings minimize the possibility of recirculating the exhaust gases.Emergency diesel generators are not protected by Unit 2 gaseous (CO<)fire extinguishing systems.Preaction water spray systems are used.There is no storage of gas or any other, substance in the vicinity of the intake openings whose intentional or accidental release can dilute and reduce the oxygen content of the intake air below acceptable levels.The emergency diesel generators are separated from each other.and from all, other areas by 3-hour rated fire barriers..

Separate air intakes, located at the south end of the diesel generator building, are provided for each generator.

No credible fire in any generator room should affect the air intakes for the remaining two diesels.The combustion air intake system has an air filter that is designed to.reduce.airborne, particulate.material over the entire time period that the diesel generator can operate continuously assuming maximum concentration of airborne particulate at the intake.All engine-mounted'lectrical/electronic ,components

.are.enclosed in dusttight, enclosures.

The diesel generator room and-control panel room ventilation air.is filtered through medium'-'efficiency

'filters.'The'-combustion intake air filters are high efficiency filters designed to reduce airborne particulate material over the entire time period that the diesel generator-'can-operate-continuously-assumixg maximum concentration of.airborne.

particulate at the intake.Division I and II intake air filters will arrest 100 percent.of particles 7 microns insize and 90=percent of particles 3.microns.,in.,size...Division.,III intake.air filter will arrest 96 percent of particles 7 microns in size and 75 percent of particles 3 microns in size.There are no flow control devices (louvers, dampers, etc)in the intake air system.The air intake system has a combustion air intercooler-heater to cool the compressed air so that it hasadequate density to provide enough oxygen for combustion.

The heater portion warms the intake air at starting to increase first-try starting reliability.

Amendment 7 9.5-61 December 1983 I, l.a J'~%l l%a~J"f.'1.I t j b~~J I~y+4f J I't Nine Mile Point Unit 2 FSARThe Division I and II diesel generators are designed for the following service conditions:

Ambient air intake temperature range: Maximum humidity:-20 F to 100 F 100/They are designed for tornado pressure transient causing.an atmospheric pressure reduction of 3 psi in.3 sec.Being of~==turbocharged design, they will be able to provide full-rated load when, subjected to a low-pressure storm, such as a-=;:hurricane, resulting in ambient pressure of not less than 26 in.Hg for a minimum duration of 2 hrs followed by a pressure of no less than 26-to 27 in.Hg for an extended period of time (approximately 12 hrs).The effects of high and moderate energy piping in the.diesel generator building are discussed in Section'9.5.5.5.

The failure modes and effects analysis.(FMEA)of the.balance-of-plant.instrumentation and.controls components.of=--the diesel generator combustion...air..

intake.;.';and exhaust..system is provided in the Nine Mile Point Unit 2 FSAR FMEA report.9.5.9 Auxiliary Electric Boiler 9.5.9.1 Design Bases 9.5.9.1.1 Safety.Design Basis The auxiliary electric.-boiler, is not requir'ed to effect or"..support..unsafe>>

shutdown*of" the"reactor" or'o" p'erform in the operation of reactor safety features.9.5.9'.2 Design Basis The auxiliary boiler system is designed for use during plant shutdown conditions and is=not normally required to supply steam during normal plant operation.

The auxiliary electric boilers (2ABM-BlA, B1B)are cap'able of supplying 40,500 lb/hr of'team'ach for a total ofAmendment 7 9.5<<61a December 1983

$IC~v I ll~I8 I, It t~Xt~~t I t i'll k I I t'I~

Nine Mile Point Unit 2 FSAR QUESTION F430.107 (10.2)In the turbine generator section discuss: 1)the valve closure times and the arrangement for the main steam stop and control and the reheat stop and intercept valve in relation to the effect of a failure of a single valve on the overspeed control functions; 2).the valve closure times and extraction steam valve arrangements.

in relation to stable'urbine operation after a-turbine generator system trip;3)effects of missiles from a possible turbine generator failure on safety related systems or components.(SRP 10.2, Parts II,-III and IV)RESPONSE See revised Section 10.2'for the response to 1)and 2).A refe ence to Section 3.5.1.3 exists in Section 10.2.2 for 3)-of'%he'cpxestion.

C" The turbine control diagram, and:,.logic.

diagram are being.provided under separate cover for.the NRC's use and information.

The response is acceptab1e.*

• C1osure time for CIV's shou1d be provided.'ig.z..~Amendment 7 QScR F430.107-1 December 1983

\~~l II jr A f*'l t Nine Mile Point Unit 2 FSAR supplied from the turbine extraction steam system (Figure 10.1-7 and Section 10.4.10).To show that a single steam valve, failure cannot disable the turbine overspeed trip from functioning, the following discussion is offered.Main Stop and Control Valves-The main stop and control valves are arranged in series, four sets in parallel.On a turbine-generator trip all stop and control valves close.If, for example, a stop valve was not to close, the corresponding control valve would interrupt steam flow.Zikewise, if a control valve fails to close, the corresponding stop valve would interrupt steam flow.The valves close in 0.2 sec on a turbine-generator trip.Thus, a single valve failure cannot contribute to an overspeed trip.Combined Intermediate, Valves-The combined intermediate valves are arranged six.in parallel, however each CIV has a stop valve function and a control valve function powered by separate actuators and control loops effectively making.each CIV a stop valve and a control valve in series.As such, the overspeed protection

.system is not disabled based on the discussion above./ffd

@<as.r~'g+cPld FcrJ'A'g-QZP g rS.I5 sM Bypass Valves-There are five bypass valves arranged in'parallel capable of passing 25'ercent'NO flow.The opening time for a bypass valve is 0.25 sec.If one bypass valve fails to open on a turbine-generator trip, 20 percent, of VWO" flow-can'till be bypassed"to the condenser, and'o not adversely affect overspeed protection.

qadi-(~7 The above..discussion ,is necessary,.'for, generator-related trips only.On all other trips the main generator breaker remains closed after the trip initiation keeping a load on the turbine thus acting to"brake" it.The main breaker remains closed until the generator begins to motor.The turbine overspeed protection system is designed to fail safe upon damage to electrical wiring or hydraulic lines such as would result from a moderate or high energy line break.The fail safe action is a turbine trip.Turbine generator overspeed protection is provided in the extraction steam lines in accordance..with.

the turbine manufacturer's requirements.

These take the*form of testable, power-assisted nonreturn valves in the extraction lines to the sixth, fourth, and third point feedwater Amendment 7 10.2-3 December 1983

$+r<i E wa pt/C C\'r4, Wy'" I jl J C Nine Mile Point Unit 2 FSAR QUESTION F430.109 (10.2)Your FSAR discuss ion of the turbine generator, Section 10.2.2, does not include any reference to inservice inspection and exercising of the turbine.main.st'earn stop,and control and reheater stop and intercept valves.Expand your CESAR toinc'lode"w'<@tailed description of (1)the turbine main steam stop and control and reheat stop and intercept valves, and (2)the inservice inspection and testing program for these valves.(SRP 10.2, Part II)ESPONSE See revised Section 10.2.2." The turbine controldiagram and logic diagram are being provided under separate cover.for the.NRC's use arid information.(O.C o~~~'~5 bl""-Me require disassembly and inspection of one of t 1 3 1I3 ea inte vals each type of main steam valve at~pproximate y/y (see SRP 10.2, Part II.5.a)Revise the FSAR accordingly.

'efer to FSAR Section 10.2.2.'The applicant states that"The~main s op an'corn t d'c mbined intermediate valves'are tested weekly." e main'h>1 nt should.confirm that this, test includes th control valves as well as the main stop valves an Io.z.2,-Amendment 7 Q&R F430.109-1 December 1983 1 F4 E M-.y~~4\~.Y'C1~gh+i Vr 4 a C.=4A j Nine Mile Point Unit 2 FSAR heaters and in the feeds to the auxiliary steam system.These valves are-swing check valves with external 1 counterweighted lever arms and air cylinders and have a closing time of 0.1 sec.The air cylinders use air pressure to maintain a spring in compression.

Upon release of the air pressure the spring provides enough force at the start of the stroke to overcome sticking and to place the swing disc in the flow stream.The spring will not close the valve against flow, but will provide sufficient motion to confirm operability.

The air cylinder/spring does not prevent the disc from closing on reverse flow.Additionally, the extraction steam system is designed so that the total unrestrained energy in the piping and equipment volume is less than the turbine manufacturer' maximum value limit.Nonreturn valves are not supplied in the extraction lines to the fifth point feedwater heaters since the steam is prevented from expanding through any.turbine stages by the combined intermediate valves.Nonreturn valves are not.needed, on the extraction lines to the second.,-and first.point heaters, since they contain insufficient stored energy to produce an unacceptable overspeed event.UAcv@'oA, go<.vAcc5 The main stops and combined intermediate valves.'are tested weekly.The need for-inspection will be dictated by deviation from a baseline curve of travel versus time as shown on an X-Y plotter..'The extraction valves are tested for movement weekly..Internal inspection and maintenance will be performed in accordance with-the five refueling cycle turbine and valve maintenance and inspection program.[@so Iog.The=-generator is a direct coupled,'hree-phase, 60-Hz, 25-kV, 1,800-rpm'synchronous generator with a hydrogen-cooled rotor and a water-cooled stator., The generator is rated at'1,348,"400'Va"," 0.'90 power'actor (p.f.), with a short circuit ratio of 0.58 and a maximum hydrogen pressure of 75 psig.The.exciter system is the Alterrex type.The alternator-exciter is a three-phase, 1,800-rpm, 60-Hz, air-cooled machine rated at 3,385 kW, 555 V with a response ratio of 0.5.The turbine utilizes an EHC system consisting of conventional governing devices (two initial pressure regulators, speed.governor, startup control devices), emergency devices for--turbine and plant protection (overspeed governor, backup overspeed, master trip, low vacuum trips, motoring protection, thrust bearing wear.Amendment 7 10.2-3a December 1983

~f.f I>>'P>>f~,'\gl i Ip'I'>>>>I~II V~+1D.I Nine Mile Point Unit 2 FSAR QUESTION F430.115 (10.4.4)Provide the results of an analysis indicating that failure of the'urbine bypass system high energy line will not have an adverse effect or preclude operation of the turbine speed control system or any safety related components or systems located close to the turbine bypass system.(SRP 10.'4.4, Parts I and II)RESPONSE See Section 10.4.4.3.(ss~Not acceptab1e.

The referenced FSAR Section, in turn, references FSAR Chapter 15.Neither section contains information which provides~an-,answer':to"the-speci f ic,questi on../st/o.'f.f, 3 Amendment 7 QScR F430.115-1 December 1983 g4 1r t,~%pe ll'l gl JK Nine Mile Point Unit 2 FSAR The bypass valve disk is of the globe type, and the stem is arranged to reach the outside through the discharge chamber of the valve.Thid arrangement minimizes the steam leakage when the valve is closed.It is necessary only to seal the stem against condenser vacuum.Each bypass valve has its actuator arranged underneath the.valve chest and fastened to the valve chest by a yoke-type structure.

The actuator for each bypass valve is a double-acting hydraulic cylinder moved by 1,600 psig EHC fluid from the power unit controlled by a servo valve.Attached to the cylinder is a spring that opposes the opening motion so that the valves fail closed upon loss of.hydraulic fluid pressure.To supply hydraulic fluid dur'ing fast opening of the bypass valves, or for a limited time in case of failure of the hydraulic pumping system, gas charged hydraulic accumulators are connected to the hydraulic supply lines on the bypass valve.assembly (Figure-10.4-5)

~10.4'.3 Safety Evaluation The turbine bypass system is not safety related.The turbine bypass valves are designed to fail closed on loss of main condenser vacuum (a pressure greater than 23 in Hg abs)or.,loss'of the turbine EHC.system.iy<-CYSTS u<4 Pr4//@i/4'f add.~~IA Vga'8P>ss sp'Mph/5'ISct/$$/4 Salle+/F.C.P The effects of a turbine bypass system valve malfunction, as well as the effects of such failures on other systems and components, are evaluated in Chapter 15.The effects of postulated piping failures in the turbine'bypass system are.evaluated in Section 3.6.10.4.4.4 Tests, and Inspections The opening and closing of the turbine bypass system valves are checked during refueling outages for performance arid timing.10.4.4.5 Instrumentation Requirements Descriotion Instruments and controls are provided to automatically adjust bypass steam flow and thereby-control reactor pressure.The controls and monitors described below are located in the main control room.10.4-14

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NINE t1ILE POINT UNIT 2 REQUEST FOR ADDITIONAL INFORHATION 430.118 (SRP 8.3.1)FSAR Figures 8.3-3 and 8.3-11 shows a'120 VAC automa.ic and several 125 VDC manual load transfers between non Class lE power supplies'which are in turn fed from redundant 4160 VAC Class lE buses'during operation on the diesel"generators.

The configuration of the'circuits is such that a single-failure of the tran'sfer'device','open'fuse holder, or fault between a'djacent power'panel buses'co'uld potentially affect the redundant Class'lE buses'.In light of the fact SRP Section 8.3.1.III.2;b

'and R:G.1.6 does not allow these configurations for connection of Class 1.E l.oads to redundant Class 1E supplies, justify the-'acceptabil'ity of this configuration for non Class lE loads which are'ot vital to ,.plant.safety...'The.

intercohneciions in question is shown in Figure 8.3-3 between the OPS"B" supply and"A" supply, and those shown'in Figure 8.3-1.1'-between switchgear 2 BYS-SMG001A and 001B to the th'ree control bus power panels.Also identify-all other'non Class,l.E transfers..or

-,interconnections.which..are connected to redundant Class 1E power supplies.P5g~~~~~f p Open.";.question

~and'response missing.from, FSAR./56 C.~AN~+0 I.s.l 4 J k 4~'Q v K4 I~y~~

Nine Mile Point Unit 2,FSAR 8.3.1.4.1 Electrical Isolation~*~~'I 4.The three divisions of.the plant onsite power system are electrically independent of each other.This independence is maintained through the loads the divisions feed;each division feeds a separate load group and there is no chance of interconnecting independent divisions through the loads.Each division has its dedicated standby power source that is independent of the standby power source of any other division.There is no provision for paralleling the standby power sources of different divisions or ,for using the standby power source of one division to feed the loads of any other division.Each division uses its own control power sources for instrumentation and control, and the con-trol power source of each division is independent of the control power of any other division.There is no provision for interconnecting these control power sources or for feeding the control circuits of one division from the con-trol power, sources of any.other division.lI Each division is also isolated from the associated nonsafety-related systems.Whenever a safety-related power or control circuit is.connected, with any.nonsafety-related circuit, appropriate isolation devices as defined in Regulatory Guide 1.75 and IEEE 384 are used.Nonsafety power loads are not fed from safety buses except the stub bus loads (see Tables.8..3-1 and 8.3-2).The stub buses a e tripped on LOCA signal.The associated circuits are treated as Class 1E circuits'he associated circuit cables meet.all.,therequirements, of..Class lE cables.8.3.1.4.2 Physical.Separation Ph sical Se aration of the Class lE E i ment The items of equipment associated with each of the three in-dependent divisions of the Class lE onsite power systems are located in separate Seismic Category I structures to phys-ically isolate them from each other.The Class 1E 4.16-kV switchgear buses of the three divisions are located in the Division I, II, and III emergency switchgear rooms in the control building at el 261 ft.The Class 1E 600-V load cen-ters associated with Divisions I and II are located in the emergency switchgear room of the respective division.The Class 1E MCCs associated with Divisions I and II are located in the emergency switchgear rooms of the respective division, in separate rooms in the screenwell building (el 261 ft), and in the reactor auxiliary building auxiliary Amendment 7 8.3-49 December 1983 jl 1" t 4 J h r l f t\'t'll l 40 J~I~,A/la Iy g g gyp,p imp~~~p g,zG r~.y~y~..(.d'g~&cf-y<~p Qt~i sq-US~j Q.gjjj.g~s urvJ+~CAg.<Nv S-Us5'x~Gapa~5~~><Y 2~Yg-a~Pfg 0018,~~gr<~u.lp.LL~DLl~m~~(~~~i+Pi~~~~A-~~~~~4+~n WJ~wcvA-l~-'MZ~-'~"="-~~l/~<~wM~~~~(Pg Ld 0 Z.Qzs-Usg, F~UPS~verb-uF~ib,+>~~4~~AQ~v-5..t3~kP,"P e r iE'1'.2.NZS-USE:>C44&we~~C,d (s)~r~p.~-An.w~n~v~d~~~z.~~~wn g,',QW+QQ)~g~g~~G-v.~~C~,Q"i~~m~LQ~>i'I Gl 6,~vt4~~~i,~~i 8: g y"~t'r~C~2 tgg5-US', (+)g'+Q-,~~.>pAAv tp 7~C l k)Q Q-US'c)'S<&f'-~.Vt~v g J-c.~.~'.r.!w 7" p 1 M-Cs i B~i r r." l r.'!&E (f I

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