ML18199A609

Issuance of Amendment No. 157 Changes to the Technical Specifications Requirements for DC Batteries (CAC No. MG0046; EPID L-2017-LLA-0289)

ML18199A609
Person / Time
Site:	Seabrook
Issue date:	08/07/2018
From:	Justin Poole Plant Licensing Branch 1
To:	Nazar M NextEra Energy Seabrook
Poole J, NRR/DORL/LPLI, 415-2048
References
CAC MG0046, EPID L-2017-LLA-0289
Download: ML18199A609 (25)

Text

UNITED STATES NUCLEAR REGULATORY COMMISSION WASHINGTON, O.C. 20555-0001 August 7, 2018 Mr. Mano Nazar President and Chief Nuclear Officer Nuclear Division NextEra Energy Seabrook, LLC Mail Stop: EX/JB 700 Universe Blvd.

Juno Beach, FL 33408

SUBJECT:

SEABROOK STATION, UNIT NO. 1 - ISSUANCE OF AMENDMENT NO. 157 RE: CHANGES TO THE TECHNICAL SPECIFICATIONS REQUIREMENT FOR DIRECT CURRENT BATTERIES (CAC NO. MG0046; EPID L-2017-LLA-0289)

Dear Mr. Nazar:

The U.S. Nuclear Regulatory Commission (the Commission) has issued the enclosed Amendment No. 157 to Facility Operating License No. NPF-86 for the Seabrook Station, Unit No. 1. This amendment consists of changes to the Technical Specifications (TSs) in response to your application dated July 28, 2017.

The amendment revises the TSs such that a direct current (DC) electrical train is operable with one 100 percent capacity battery aligned to both DC buses in the associated electrical train.

A copy of the related safety evaluation is also enclosed. Notice of Issuance will be included in the Commission's biweekly Federal Register notice.

Sincere'.:.J-1_,___

Justin C. Poole, Project Manager Plant Licensing Branch I Division of Operating Reactor Licensing Office of Nuclear Reactor Regulation Docket No. 50-443

Enclosures:

1. Amendment No. 157 to NPF-86

2. Safety Evaluation cc: Listserv

UNITED STATES NUCLEAR REGULATORY COMMISSION WASHINGTON, D.C. 20555-0001 NEXTERA ENERGY SEABROOK, LLC, ET AL.*

DOCKET NO. 50-443 SEABROOK STATION, UNIT NO. 1 AMENDMENT TO FACILITY OPERATING LICENSE Amendment No. 157 License No. NPF-86

1. The Nuclear Regulatory Commission (the Commission) has found that:

A. The application for amendment filed by NextEra Energy Seabrook, LLC, et al.

(the licensee), dated July 28, 2017, complies with the standards and requirements of the Atomic Energy Act of 1954, as amended (the Act), and the Commission's rules and regulations set forth in 10 CFR Chapter I; B. The facility will operate in conformity with the application, the provisions of the Act, and the rules and regulations of the Commission; C. There is reasonable assurance: (i) that the activities authorized by this amendment can be conducted without endangering the health and safety of the public, and (ii) that such activities will be conducted in compliance with the Commission's regulations; D. The issuance of this amendment will not be inimical to the common defense and security or to the health and safety of the public; and E. The issuance of this amendment is in accordance with 10 CFR Part 51 of the Commission's regulations and all applicable requirements have been satisfied.

• NextEra Energy Seabrook, LLC, is authorized to act as agent for the: Hudson Light & Power Department, Massachusetts Municipal Wholesale Electric Company, and Taunton Municipal Lighting Plant and has exclusive responsibility and control over the physical construction, operation and maintenance of the facility.

Enclosure 1

2. Accordingly, the license is amended by changes to the Technical Specifications as indicated in the attachment to this license amendment, and paragraph 2.C.(2) of Facility Operating License No. NPF-86 is hereby amended to read as follows:

(2) Technical Specifications The Technical Specifications contained in Appendix A, as revised through Amendment No. 157, and the Environmental Protection Plan contained in Appendix B are incorporated into the Facility License No. NPF-86.

NextEra Energy Seabrook. LLC shall operate the facility in accordance with the Technical Specifications and the Environmental Protection Plan.

3. This license amendment is effective as of its date of issuance and shall be implemented within 90 days of issuance.

FOR THE NUCLEAR REGULATORY COMMISSION

~

u~~

J nna, Chief Plant Licensing Branch I Division of Operating Reactor Licensing Office of Nuclear Reactor Regulation

Attachment:

Changes to the Facility Operating License and Technical Specifications Date of Issuance: August 7, 2018

ATTACHMENT TO LICENSE AMENDMENT NO. 157 SEABROOK STATION, UNIT NO. 1 FACILITY OPERATING LICENSE NO. NPF-86 DOCKET NO. 50-443 Replace the following page of Facility Operating License No. NPF-86 with the attached revised page. The revised page is identified by amendment number and contains a marginal line indicating the area of change.

Remove Insert 3 3 Replace the following pages of the Appendix A, Technical Specifications with the attached revised pages as indicated. The revised pages are identified by amendment number and contain marginal lines indicating the areas of change.

Remove Insert 3/4 8-12 3/4 8-12 3/4 8-13 3/4 8-13 3/4 8-15 3/4 8-15 3/4 8-17 3/4 8-17 3/4 8-17a 3/4 8-17a 3/4 8-18 3/4 8-18

(4) NextEra Energy Seabrook, LLC, pursuant to the Act and 10 CFR 30, 40, and 70, to receive, possess, and use at any time any byproduct, source, and special nuclear material as sealed neutron sources for reactor startup, sealed sources for reactor instrumentation and radiation monitoring equipment calibration, and as fission detectors in amounts as required; (5) NextEra Energy Seabrook, LLC, pursuant to the Act and 10 CFR 30, 40, and 70, to receive, possess, and use in amounts as required any byproduct, source, or special nuclear material without restriction to chemical or physical form, for sample analysis or instrument calibration or associated with radioactive apparatus or components; (6) NextEra Energy Seabrook, LLC, pursuant to the Act and 10 CFR 30, 40, and 70, to possess, but not separate, such byproduct and special nuclear materials as may be produced by the operation of the facility authorized herein; and (7) DELETED C. This license shall be deemed to contain and is subject to the conditions specified in the Commission's regulations set forth in 10 CFR Chapter I and is subject to all applicable provisions of the Act and to the rules, regulations, and orders of the Commission now or hereafter in effect; is subject to the additional conditions specified or incorporated below:

(1) Maximum Power Level NextEra Energy Seabrook, LLC, is authorized to operate the facility at reactor core power levels not in excess of 3648 megawatts thermal ( 100% of rated power).

(2) Technical Specifications The Technical Specifications contained in Appendix A, as revised through Amendment No. 157*, and the Environmental Protection Plan contained in Appendix B are incorporated into the Facility License No. NPF-86. NextEra Energy Seabrook, LLC shall operate the facility in accordance with the Technical Specifications and the Environmental Protection Plan.

(3) License Transfer to FPL Energy Seabrook. LLC**

a. On the closing date(s) of the transfer of any ownership interests in Seabrook Station covered by the Order approving the transfer, FPL Energy Seabrook, LLC**, shall obtain from each respective transferring owner all of the accumulated decommissioning trust funds for the facility, and ensure the deposit of such funds and additional funds, if necessary, into a decommissioning trust or trusts for Seabrook Station established by FPL Energy Seabrook, LLC**, such that the amount of such funds deposited meets or exceeds the amount required under 10 CFR 50. 75 with respect to the interest in Seabrook Station FPL Energy Seabrook, LLC**,

acquires on such dates(s).

• Implemented

• • On April 16, 2009, the name "FPL Energy Seabrook, LLC" was changed to "NextEra Energy Seabrook, LLC".

AMENDMENT NO. 157

ELECTRICAL POWER SYSTEMS 3/4.8.2 D.C. SOURCES OPERATING LIMITING CONDITION FOR OPERATION 3.8.2.1 As a minimum, the following D.C. electrical sources shall be OPERABLE:

a. Train A

1) 125-volt Battery Bank 1A or 1C,

2) One full-capacity battery charger on Bus #11A, and

3) One full-capacity battery charger on Bus #11 C.

b. Train B

1) 125-volt Battery Bank 1B or 1D,

2) One full-capacity battery charger on Bus #11 B, and

3) One full-capacity battery charger on Bus #11 D.

APPLICABILITY: MODES 1, 2, 3, and 4.

ACTION:

a. With the required battery bank in one train inoperable, restore the battery bank to OPERABLE status within 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> or be in at least HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

b. With one of the full-capacity chargers inoperable, restore the inoperable charger to OPERABLE status within 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> or be in at least HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

SURVEILLANCE REQUIREMENTS 4.8.2.1 Each 125-volt battery bank and charger shall be demonstrated OPERABLE:

a. In accordance with the Surveillance Frequency Control Program by verifying that:

1) The parameters in Table 4.8-2 meet the Category A limits, and

2) The total battery terminal voltage is greater than or equal to 128 volts on float charge.

b. In accordance with the Surveillance Frequency Control Program and within 7 days after a battery discharge with battery terminal voltage below 110 volts, or battery overcharge with battery terminal voltage above 150 volts, by verifying that:

SEABROOK - UNIT 1 3/4 8-12 Amendment No. 441-, 157

ELECTRICAL POWER SYSTEMS D.C. SOURCES OPERATING SURVEILLANCE REQUIREMENTS 4.8.2.1 b (Continued)

1) The parameters in Table 4.8-2 meet the Category B limits,

2) There is no visible corrosion at either terminals or connectors, or the connection resistance of these items is less than 150 x 1o-6 ohm, and

3) The average electrolyte temperature of 16 connected cells (4 cells per row) is above 65°F.

c. In accordance with the Surveillance Frequency Control Program by verifying that:

1) The cells, cell plates, and battery racks show no visual indication of physical damage or abnormal deterioration,

2) The cell-to-cell and terminal connections are clean, tight, and coated with anticorrosion material,

3) The resistance of each cell-to-cell and terminal connection is less than or equal to 150 x 1o-6 ohm, and

4) Each battery charger will supply at least 150 amperes at a minimum of 132 volts for at least 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br />.

d. In accordance with the Surveillance Frequency Control Program by verifying that the battery capacity is adequate to supply and maintain in OPERABLE status all of the actual or simulated emergency loads for the design duty cycle when the battery is subjected to a battery service test;

e. In accordance with the Surveillance Frequency Control Program by verifying that the battery capacity is at least 80% of the manufacturer's rating when subjected to a performance discharge test. Once per 60-month interval this performance discharge test may be performed in lieu of the battery service test required by Specification 4.8.2.1 d.; and

f. At least once per 18 months by giving performance discharge tests of battery capacity to any battery that shows signs of degradation or has reached 85% of the service life expected for the application. Degradation is indicated when the battery capacity drops more than 10% of rated capacity from its average on previous performance tests, or is below 90% of the manufacturer's rating.

SEABROOK - UNIT 1 3/4 8-13 Amendment No. 2, 141, 157

ELECTRICAL POWER SYSTEMS D.C. SOURCES SHUTDOWN LIMITING CONDITION FOR OPERATION 3.8.2.2 As a minimum, one 125-volt battery bank in one D.C. Train and the two associated full-capacity chargers shall be OPERABLE.

APPLICABILITY: MODES 5 and 6.

ACTION:

a. With less than one battery bank and two charges in one DC train OPERABLE, immediately suspend all operations involving CORE ALTERATIONS, positive reactivity changes, or movement of irradiated fuel; initiate corrective action to restore the required battery bank and full-capacity chargers to OPERABLE status as soon as possible, and within 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br />, depressurize and vent the Reactor Coolant System through a 1.58-square-inch vent.

SURVEILLANCE REQUIREMENTS 4.8.2.2 The above-required 125-volt battery bank and full-capacity chargers shall be demonstrated OPERABLE in accordance with Specification 4.8.2.1.

SEABROOK - UNIT 1 3/4 8-15 Amendment No. 157

ELECTRICAL POWER SYSTEMS ONSITE POWER DISTRIBUTION OPERATING LIMITING CONDITION FOR OPERATION 3.8.3.1 (Continued)

i. Train A, 125-volt D.C. Susses consisting of:

1) 125-volt D.C. Bus #11 A energized from Battery Bank 1A or 1C, and

2) 125-volt D.C. Bus #11C energized from Battery Bank 1C or 1A.

j. Train B, 125-volt D.C. Susses consisting of:

1) 125-volt D.C. Bus #11 B energized from Battery Bank 1B or 1D, and

2) 125-volt D.C. Bus #11 D energized from Battery Bank 1D or 1B.

APPLICABILITY: MODES 1, 2, 3, and 4.

ACTION:

a. With one of the required trains of AC. emergency busses (except 480-volt Emergency Bus# E64) not fully energized, reenergize the train within 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> or be in at least HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

1. With 480-volt Emergency bus #E64 not fully engergized, reenergize the bus within 7 days or be in HOT STANDBY within 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

b. With one AC. vital panel either not energized from its associated inverter, or with the inverter not connected to its associated D.C. bus: (1) reenergize the AC. vital panel within 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> or be in at least HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />; and (2) reenergize the AC. vital panel from its associated inverter connected to its associated D.C. bus within 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> or be in at least HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

c. With one D.C. bus not energized from an OPERABLE battery bank, reenergize the D.C. bus from an OPERABLE battery bank within 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> or be in at least HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

SEABROOK - UNIT 1 3/4 8-17 Amendment No. 48, 157

ELECTRICAL POWER SYSTEMS ONSITE POWER DISTRIBUTION OPERATING LIMITING CONDITION FOR OPERATION SURVEILLANCE REQUIREMENTS 4.8.3.1 The specified busses and panels shall be determined energized in the required manner in accordance with the Surveillance Frequency Control Program by verifying correct breaker alignment and indicated voltage on the busses.

SEABROOK-UNIT 1 3/4 8-17a Amendment No. 48, 141, 157

ELECTRICAL POWER SYSTEMS ONSITE POWER DISTRIBUTION SHUTDOWN LIMITING CONDITION FOR OPERATION 3.8.3.2 As a minimum, the following electrical buses shall be energized in the specified manner:

a. One train of A.C. emergency buses consisting of the 4160-volt and the 480-volt A.C. emergency buses listed in 3.8.3.1a. and b. (excluding 480-volt Emergency Bus #E64 );

b. Two of the four 120-volt A.C. vital Panels 1A, 18, 1C, and 1D energized from their associated inverters connected to their respective D.C. buses;

c. One of the two 120-volt A.C. Vital Panels 1E or 1F energized from its associated inverter connected to the respective D.C. bus; and

d. Two 125-volt D.C. buses (in the same train) energized from the associated battery bank.

APPLICABILITY: MODES 5 and 6.

ACTION:

With any of the above required electrical buses and panels not energized in the required manner, immediately suspend all operations involving CORE ALTERATIONS, positive reactivity changes, or movement of irradiated fuel, initiate corrective action to energize the required electrical buses and panels in the specified manner as soon as possible, and within 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br />, depressurize and vent the RCS through at least a 1.58-square-inch vent.

SURVEILLANCE REQUIREMENTS 4.8.3.2 The specified buses and panels shall be determined energized in the required manner in accordance with the Surveillance Frequency Control Program by verifying correct breaker alignment and indicated voltage on the busses.

SEABROOK - UNIT 3/4 8-18 Amendment No. 441-, 157

UNITED STATES NUCLEAR REGULATORY COMMISSION WASHINGTON, D.C. 20555-0001 SAFETY EVALUATION BY THE OFFICE OF NUCLEAR REACTOR REGULATION RELATED TO AMENDMENT NO. 157 TO FACILITY OPERATING LICENSE NO. NPF-86 NEXTERA ENERGY SEABROOK. LLC SEABROOK STATION. UNIT NO. 1 DOCKET NO. 50-443

1.0 INTRODUCTION

By letter dated July 28, 2017 (Agencywide Documents Access and Management System (ADAMS) Accession No. ML17212A034), NextEra Energy Seabrook, LLC (NextEra or the licensee) submitted License Amendment Request (LAR) No. 17-02 to the U.S. Nuclear Regulatory Commission (NRC), requesting changes to the technical specifications (TSs) and surveillance requirements (SRs) for Seabrook Station, Unit No. 1 (Seabrook). The requested changes would change the TS and SRs established for the electrical power system, direct current (DC) sources. Specifically, the licensee proposed to revise the TS requirements such that a DC electrical train is operable with one 100 percent capacity battery and two associated full-capacity chargers aligned to both DC buses in the as~ociated electrical train. The current TSs require 200 percent battery capacity for operability of each DC electrical train. The licensee also requested to remove a footnote associated with an SR.

2.0 REGULATORY EVALUATION

2.1 System Description The Seabrook DC system is described in Section 2.1, "System Design and Operation," of the LAR. The safety-related DC power system consists of two DC electrical trains (Train A and Train B). Each train consists of two batteries, two chargers, and two DC buses. Each of the batteries are designed to supply 100 percent of the DC loads for each electrical train.

Therefore, each electrical train has a 200 percent battery capacity for operability of the safety-related buses.

As described by the licensee, in Section 2.1 of the LAR:

Each bus is normally aligned to its own battery and battery charger. The battery chargers provide the normal steady-state DC power; the station batteries provide for normal transient loads and act as the reserve source upon failure of the AC supply to the battery chargers. The loads supplied from the DC buses include Enclosure 2

inverters for redundant vital instrument buses, distribution panels for power to the Class 1E direct current loads, power for control and operation of the Class 1E systems for engineered safety features, and power for selected non-Class 1E loads.

2.2 Proposed Technical Specifications Changes The licensee proposed changes to TS 3.8.2.1, "D.C. Sources - Operating"; TS 3.8.2.2, "D.C.

Sources - Shutdown"; TS 3.8.3.1, "Onsite Power Distribution - Operating"; and TS 3.8.3.2, "Onsite Power Distribution - Shutdown," such that each DC electrical train is operable with one 100 percent capacity battery aligned to both DC buses in the associated electrical train. The current TSs require 200 percent battery capacity for operability of each DC electrical train. The proposed changes provide flexibility because the licensee will continue to have the second 100 percent capacity battery connected and available for redundancy. Redundancy is met when a piece of equipment or system duplicates the essential function of another piece of equipment or system to the extent that either may perform the required function, regardless of the state of operation or failure of the other. The following are the proposed changes to the TSs as described in Section 2.4, "Description of the Proposed Change," of the LAR:

1. The Limiting Condition for Operation (LCO) in TS 3.8.2.1, D.C. Sources -

Operating, is revised as shown below:

3.8.2.1 As a minimum, the following D.C. electrical sources shall be OPERABLE and eneFgi2:ed:

a. Train A

1) 125-volt Battery Banks 1A aoo or 1C,

2) One full-capacity battery charger on Bus #11 A, and

3) One full-capacity battery charger on Bus #11 C.

b. Train B

1) 125-volt Battery Banks 1B aoo or 1D,

2) One full-capacity battery charger on Bus #11 B, and

3) One full-capacity battery charger on Bus #11 D.

2. Action a in TS 3.8.2.1 is revised as shown below:

a. With one of the required battery banks in one train inopeFable, olose the bus tie to oonneot the remaining opeFable battery bank to the D.C. bus supplied by the inoperable battery bank 'Nithin 2 houFS; restore the inopeFable battery bank to OPERA8LE status within.

30 days* With the required battery bank in one train inoperable, restore the battery bank to OPERABLE status within 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> or be in at least HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

3. The footnote [referenced from Action a] in TS 3.8.2.1 is deleted:

• No more than one battery at a time may be taken out of servise for more than ao days.

4. The Limiting Condition for Operation (LCO) in TS 3.8.2.2, D.C. Sources -

Shutdown, is revised as shown below:

3.8.2.2 As a minimum, twa one 125-volt battery banks in one D.C.

Train and the two associated full-capacity chargers shall be OPERABLE.

5. The footnote [referenced from SRs 4.8.2.1.b2 and 4.8.2.1.c3] in [SR 4.8.2.1]

is deleted:

• Obtained by subtrasting the normal resistanse of: (1) the sross room rask sonnestor (210 x 10 6 ohm, typisal) and (2) the bi level rask sonnestor (35 x 10 6 ohm, typisal) from the measured sell to sell sonnestion resistanse.

6. The [asterisk] reference to the footnote is deleted from SR 4.8.2.1.b2:

2) There is no visible corrosion at either terminals or connectors, or the connection resistance of these items is less than 150 x 10-6 ohm,!

and

7. The [asterisk] reference to the footnote is deleted from SR 4.8.2.1.c3:

3) The resistance of each cell-to-cell and terminal connection is less than or equal to 150 x 10-6 ohm,! and

8. The Actions in TS 3.8.2.2 are revised as shown below:

a-.- \AJith one of the required battery banks inoperable, immediately slose the bus tie to the alternate OPeRA8Le battery.

e-:-a. With both required battery banks andtor full sapasity shargers inoperable less than one battery bank and two chargers in one DC train OPERABLE, immediately suspend all operations involving CORE ALTERATIONS, positive reactivity changes, or movement of irradiated fuel; initiate corrective action to restore the required battery banks and full-capacity chargers to OPERABLE status as soon as possible, and within 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br />, depressurize and vent the Reactor Coolant System through a 1.58-square-inch vent.

9. The LCO in TS 3.8.3.1, Onsite Power Distribution - Operating, is revised as shown below to delete the asterisks:

3.8.3.1 The following electrical busses shall be energized in the specified manner:

i. Train A, 125-volt D.C. Susses consisting of:

1) 125-volt D.C. Bus #11A energized from Battery Bank 1A!.

or 1C:!, and

2) 125-volt D.C. Bus #11 C energized from Battery Bank 1C!.

or 1A!..

j. Train B, 125-volt D.C. Susses consisting of:

1) 125-volt D.C. Bus #11 B energized from Battery Bank 18!.

or 1D~. and

2) 125-volt D.C. Bus #11 D energized from Battery Bank 1D!. or 18:!.

10. Action c in TS 3.8.3.1 is revised as shown below [including removal of the asterisk]:

c. With one D.C. bus not energized from its associated an OPERABLE battery bank, reenergize the D.C. bus from its associated an OPERABLE battery bank or close the bus tie to the alternate OPERABLE battery of the same tfaiR within 2 hour2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br />s:! or be in at least HOT STANDBY within the next 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and in COLD SHUTDOWN within the following 30 hours3.472222e-4 days <br />0.00833 hours <br />4.960317e-5 weeks <br />1.1415e-5 months <br />.

11. The footnote in TS 3.8.3.1 is deleted:

• No more than one Battery Bank (1/\., 1 B, 1 C, or 10) at a time may be taken out of service for more than 30 days.

12. The LCO in TS 3.8.3.2, Onsite Power Distribution - Shutdown, is revised as shown below:

3.8.3.2 As a minimum, the following electrical buses shall be energized in the specified manner:

d. Two 125-volt D.C. buses (in the same train) energized from~

the associated battery banks.

2.3 Regulatory Requirements Title 10 of the Code of Federal Regulations (10 CFR) Part 50, "Domestic Licensing of Production and Utilization Facilities," Section 50.36, "Technical specifications," establishes the regulatory requirements related to the content of TSs.

Section 50.36(c)(2) of 10 CFR states, in part, that the LCOs are the lowest functional capability or performance levels of equipment required for safe operation of the facility. When an LCO is not met, the licensee shall shut down the reactor or follow any remedial action permitted by the TSs until the LCO can be met.

Section 50.36(c)(3) of 10 CFR states, in part, that SRs are requirements relating to test, calibration, or inspection to assure that the necessary quality of systems and components is maintained, that facility operation will be within safety limits, and that the LCOs will be met.

Section 50.63, "Loss of all alternating current power," of 10 CFR requires that each light-water-cooled nuclear power plant be able to withstand for a specified duration and recover from a loss of all alternating current power or a station blackout (SBO) event. The onsite DC power system is used to support the plant in withstanding or coping with, and recovering from, an SBO event.

Appendix A to 10 CFR Part 50, "General Design Criteria for Nuclear Power Plants" (hereinafter referred to as GDC), establishes the minimum necessary design, fabrication, construction, testing, and performance requirements for structures, systems, and components (SSCs) important to safety; that is, SSCs that provide reasonable assurance that the facility can be operated without undue risk to the health and safety of the public.

GDC 17, "Electric power systems," requires, in part, that:

An onsite electrical power system and an offsite electric power system shall be provided to permit functioning of structures, systems, and components important to safety. The safety function for each system ... shall be to provide sufficient capacity and capability to assure that (1) specified acceptable fuel design limits and design conditions of the reactor coolant pressure boundary are not exceeded as a result of anticipated operational occurrences and (2) the core is cooled and containment integrity and other vital functions are maintained in the event of postulated accidents.

The onsite electric power supplies, including the batteries, and the onsite electric distribution system, shall have sufficient independence, redundancy, and testability to perform their safety functions assuming a single failure.

GDC 18, "Inspection and testing of electric power systems," requires, in part, that:

Electric power systems important to safety shall be designed to permit appropriate periodic inspection and testing of important areas and features ... to assess the continuity of the systems and the condition of their components. The systems shall be, [in part,] designed with a capability to test periodically (1) the operability and functional performance of the components of the systems, ... and (2) the operability of the systems as a whole and, under conditions as close to

design as practical, the full operation sequence that brings the systems into operation.

2.4 Regulatory Guidance The following guidance documents were also considered during this review.

Regulatory Guide (RG) 1.6, Revision 0, "Independence Between Redundant Standby (Onsite)

Power Sources and Between their Distribution Systems," dated March 1971 (ADAMS Accession No. ML003739924), describes an acceptable degree of independence between redundant standby (onsite) power sources and between their distribution systems.

RG 1.32, Revision 2, "Criteria for Safety-Related Electric Power Systems for Nuclear Power .

Plants," dated February 1977 (ADAMS Accession No. ML003739990), describes an acceptable method for the periodic testing of the batteries.

RG 1.155, "Station Blackout," dated August 1988 (ADAMS Accession No. ML003740034),

describes an acceptable method for meeting the requirements of 10 CFR 50.63. The safety-related station batteries have sufficient capacity for the four-hour Station Blackout coping duration.

NUREG-0452, Revision 4, "Standard Technical Specifications for Westinghouse Pressurized Water Reactors," dated October 1981 (ADAMS Accession No. ML17228A079).

NUREG-1431, Revision 4, "Standard Technical Specifications -Westinghouse Plants,"

Volume 1, Specifications, Section 3.8, "Electrical Power Systems" (ADAMS Accession No. ML12100A222), provides the standard technical specifications for the Electrical Systems.

NUREG-0800, "Standard Review Plan for the Review of Safety Analysis Reports for Nuclear Power Plants: LWR [Light-Water Reactor] Edition," Section 8.3.2, Revision 4, "DC Power Systems (Onsite)," dated May 2010 (ADAMS Accession No. ML100740391), provides guidance of the DC Power Systems.

3.0 TECHNICAL EVALUATION

3.1 NRC Staff Evaluation of the Proposed Changes to LCO and Actions in TS 3.8.2.1 and TS 3.8.2.2 3.1.1 NRC Staff Evaluation of DC Power System Redundancy Requirements The NRC staff performed an evaluation of the proposed TS changes related to the onsite DC power system to determine whether the required redundancy of components and subsystems is provided such that the system safety function can be accomplished, assuming a single failure. The licensee proposed to revise the TS requirements such that each DC electrical train is operable with only one 100 percent capacity battery aligned to both DC buses in the associated electrical train. Regulatory Position D.1 of RG 1.6, states that, "The electrically powered safety loads (a-c and d-c) should be separated into redundant load groups such that loss of any one group will not prevent the minimum safety functions from being performed."

The NRC staff reviewed Section 3.0, "Technical Evaluation," of the LAR and Section 8.3.2.1-a, "System Separation, Ventilation and Redundancy," of the Seabrook Updated Final Safety Analysis Report {UFSAR) to verify that the proposed changes to the TSs do not affect the redundancy requirements of the onsite DC power system. Seabrook's DC power system is comprised of two redundant DC electrical trains. Each DC electrical train is comprised of two 100 percent capacity batteries, two battery chargers, and two electrical buses.

In the LAR, the licensee stated that the proposed changes do not alter the design, function, or operation of any plant SSC. The capability of any operable TS-required SSC to perform its specified safety function is not impacted by the proposed changes. Specifically, in the LAR, the licensee stated, "no plant equipment is installed or removed, and the changes do not alter the design, physical configuration, or method of operation of any plant SSC. No physical changes are made to the plant, so no new causal mechanisms are introduced. Therefore, the proposed changes to the TS do not create the possibility of a new or different kind of accident from any accident previously evaluated."

The NRC staff finds that, with the proposed TS changes, redundancy requirements are met, because the two DC electrical trains are redundant to each other and each will have one 100 percent capacity battery available to power the safety-related loads during normal operations. Proposed changes to TS 3.8.2.1 require Train A to always have available Battery Bank 1A or 1C and require Train B to always have available Battery Bank 1B or 1D. Therefore, each of the redundant DC electrical trains will have a battery bank capable of providing 100 percent capacity batteries for loads. The NRC staff reviewed these proposed changes to the TSs and finds that the onsite DC power system meets the requirement of redundancy, because each of the two, redundant DC electrical trains requires a 100 percent capacity battery to be operable; therefore, with these two DC electrical trains available, redundancy is maintained to ensure that the system's safety function is accomplished.

3.1.2 NRC Staff Evaluation of Conformance with the Single-Failure Criterion Conformance with the single-failure criterion requires the electrical and physical separation of redundant DC power sources and associated distribution systems to assess the independence between redundant portions of the system. GDC 17 requires that the DC power system must be capable of performing its safety function, assuming a single failure. The NRC staff reviewed the electrical and physical separation of redundant DC electrical trains and distribution systems, including their connected loads, to assess the independence between redundant portions of the system.

The Seabrook DC power system, as described in Section 2.1 of the LAR and UFSAR Section 8.3.2.1, is comprised of the battery chargers, station batteries, and 125-volt distribution system. Section 8.3.2.1-a of the UFSAR states, in part, that "[e]ach battery is housed in an individual room in the seismic Category I Control Building. Separate ventilating systems are provided for the battery rooms of each train."

In addition, the Seabrook USFAR states, in part, that:

Each battery has its own charger and DC bus. The battery chargers and DC buses of each train are located in an area adjacent to their associated battery rooms and are physically separated from the chargers and buses associated with the redundant train.

Equipment is located and cables are routed in a manner to assure continued independence and separation so that the loss of DC supply to either train does not prevent the minimum safety function of the other train from being performed.

In the LAR, the licensee stated that the proposed change does not alter the design, function, or operation of any plant SSC. The capability of any operable TS-required SSC to perform its specified safety function is not impacted by the proposed change. Specifically, in the LAR, the licensee stated, "no plant equipment is installed or removed, and the changes do not alter the design, physical configuration, or method of operation of any plant SSC. No physical changes are made to the plant, so no new causal mechanisms are introduced. Therefore, the proposed changes to the TS do not create the possibility of a new or different kind of accident from any accident previously evaluated."

The proposed changes described in the LAR would revise the TS requirement such that a DC electrical train is operable with one 100 percent capacity battery aligned to both DC buses in the associated electrical train. The LAR does not propose any physical modifications to the Seabrook DC power system as described by the licensee. Each DC electrical train will keep the actual configuration. Therefore, the NRC staff finds that the proposed changes do not affect the actual configuration of the DC power system and, thus, do not affect the system conformance to the single-failure criterion.

3.1.3 NRC Staff Evaluation of the DC Power System Capacity The NRC staff reviewed the proposed changes to the TSs to verify the suitability of batteries and battery chargers as DC power supplies, to ensure that they have sufficient capacity and capability to perform the safety-related functions, including the ability to cope with an SBO event. The current TSs require two 100 percent capacity batteries for operability of each of the DC electrical trains. The licensee proposes to revise the TS requirements such that a DC electrical train is operable with one 100 percent capacity battery. Compliance with GDC 17 requires the provision of onsite and offsite electrical power to facilitate the functioning of SSCs important to safety. The DC power sources must provide sufficient capacity and capability to ensure that the safety-related functions are completed. In addition, the regulation under 10 CFR 50.36(c)(2) requires that the TSs include LCOs, which are the lowest functional capability or performance levels of equipment required for safe operation of the facility.

The NRC staff reviewed Section 3.0 of the LAR to verify that the proposed changes to the TS LCOs do not affect the requirements of the DC power system, which provide sufficient capacity and capability to perform the safety-related functions. In Section 3.0 of the LAR, the licensee stated, in part, that "[e]ach independent, redundant DC electrical train includes two batteries, two battery chargers, and two electrical buses. Although each bus is normally aligned to its own battery and battery charger, the system design provides for aligning a single battery to supply both electrical buses with one battery out of service. When operating in this configuration, the single battery has the electrical capacity to supply 100% of the load requirements of both DC electrical buses within the train. Therefore, with each DC electrical train supplied by a single battery bank, each train maintains the capability to provide 100% of the required capacity."

The NRC staff reviewed the Seabrook UFSAR Section 8.3.2.1-b, "Station Battery Capacity," to verify that the proposed changes meet the battery sizing requirements. The UFSAR states, in part, "[e]ach Class 1E battery was sized in accordance with the recommended practices in IEEE

[Institute of Electrical and Electronics Engineers] Standard 485-1978 ['IEEE Recommended Practice for Sizing Large Lead Storage Batteries for Generating Stations and Substations']."

Each safety-related battery is sized to supply its safety-related and nonsafety-related loads for the required durations, for two load groups of the same train during the period when one battery is out of service. The IEEE Standard 485-1978 provides a method acceptable to the NRC for sizing stationary lead acid batteries. The licensee stated in its LAR that "the LCO in TS 3.8.2.1 continues to require two battery chargers in each train, and the LCO in TS 3.8.2.2 is modified to require two battery chargers in the one required DC train."

The NRC staff finds the use of IEEE Standard 485-1978, for the sizing of the batteries, as an acceptable method for battery sizing. The licensee sized each of the batteries with the capacity to supply all of the safety-related loads of their respective train. This provides reasonable assurances that, with one of the 100 percent capacity batteries operable per train, the safety-related loads will be sufficient to support the safety-related functions' completion.

The NRC staff also reviewed Section 3.0 of the LAR and Seabrook UFSAR Section 8.4.4.2, "Battery Capacity," to verify that the proposed TS changes are in accordance with the requirements in 10 CFR 50.63. The licensee stated in the LAR that, "The safety-related batteries also have sufficient capacity for the four-hour station blackout coping duration. The station blackout battery sizing evaluation includes the configuration of one battery supplying both electrical buses." The NRC staff noted that the licensee considered the availability of one battery per train for the station blackout. The UFSAR also stated that the design is consistent with the requirements of RG 1.155. The NRC staff reviewed the proposed TS changes and determined that these changes continue to be consistent with the requirements in RG 1.155.

The NRC staff finds that the proposed TS changes are in accordance with the requirements of 10 CFR 50.63, because the design of the DC power system considered the availability of one 100 percent capacity battery supplying all the safety-related loads. Each individual DC electrical train will be able to provide sufficient capacity for the 4-hour SBO coping duration.

Based on the information in the LAR, and the UFSAR, the NRC staff finds that the licensee meets the requirements of GDC 17 with regards to capacity and capability, because each battery is designed to provide 100 percent capacity of the safety-related buses. Maintaining one 100 percent capacity battery operable per DC electrical train provides reasonable assurance that the DC power system will provide power to the safety-related loads. In addition, the licensee continues to meet the requirements of 10 CFR 50.36(c)(2), because the proposed TS changes provides the lowest functional capability or performance levels of the DC power systems for safe operation of the facility. One 100 percent capacity battery available per DC electrical train meets the requirements of the LCO along with the two battery chargers of its associated safety-related buses. The NRC staff finds that the licensee continues to meet the requirements of 10 CFR 50.63, because each of the batteries are capable to provide sufficient capacity for the 4-hour station blackout coping duration. Therefore, the NRC staff concludes that the proposed TS changes, with regards to the DC power system capacity, are acceptable.

3.2 NRC Staff Evaluation of TS Changes 3.2.1 LCO 3.8.2.1 LCO 3.8.2.1 specifies the requirements necessary to meet 10 CFR 50.36(c)(2) for DC electrical power sources when the plant is operating. The words "and energized" are proposed to be removed from LCO 3.8.2.1. The Seabrook definition of OPERABLE states, in part, that a component is considered operable "when it is capable of performing its specified safety function(s)." Since the DC electrical sources specified in LCO 3.8.2.1 must be energized to perform their intended safety function, the words "and energized" are unnecessary and may therefore be removed.

In statements a.1 and b.1 of LCO 3.8.2.1, the word "and" is proposed to be replaced by the word "or" and the word "Banks" is proposed to be replaced by the word "Bank." As discussed in Section 3.1 of this safety evaluation (SE), the NRC staff determined that the system redundancy requirements, conformance with single-failure criterion, and capacity requirements will be met with only one battery per train and, therefore, the staff has determined that it is satisfactory to replace the word "and" with the word "or and the word "Banks" with the word "Bank" in statements a.1 and b.1 of LCO 3.8.2.1.

Since the changes to the LCO have been determined to be acceptable with either battery in a train operable, conforming changes to the words in Action a of LCO 3.8.2.1 are made as shown in Section 2.2, Number 2, of this SE. The requirement to restore an inoperable battery bank within 30 days is also removed from both Action a and its amplifying note at the bottom of TS page 3/4 8-12. Since the NRC staff has determined that either battery bank can perform the intended safety function, then it is acceptable to remove the restoration time of 30 days specified for the other bank.

3.2.2 SRs 4.8.2.1.b2 and 4.8.2.1.c3 During the NRC staff's review of the proposed changes to the SRs, the staff noted two obvious typographical errors in the enclosure to the LAR: (1) in Section 2.4, Number 5, on page 4 of 10, and (2) in Section 3.0, the last paragraph on page 6 of 10. In Section 2.4, Number 5, the licensee incorrectly identified SR 4.8.2.1 as "4.6.2.1." This error is obvious because the licensee correctly identified the SR in two other places in the enclosure to the LAR: (1) in Section 2.2, on page 2 of 10, and (2) in Section 3.0, the last paragraph on page 6 of 10. In the last paragraph on page 6 of 10 of the enclosure to the LAR, the licensee incorrectly identifies SR 4.8.2.1.b2 as "4.6.2.1.b2," and SR 4.8.2.1.c3 as "4.6.2.1.c3." The TS mark-ups submitted as Attachment 1 to the LAR only include mark-ups (strikeout) to remove a footnote marked"*" at the bottom of TS page 3/4 8-13 and for the corresponding asterisks "*" at the end of SR 4.8.2.1.b2 and SR 4.8.2.1.c3. No changes to SR 4.6.2.1 are indicated. The footnote at the bottom of TS page 3/4 8-13 proposed to be removed references resistance measurements, which clearly pertain to the DC electrical power system batteries, which are the subject of the LAR. Therefore, the NRC staff interprets the LAR statements regarding SR 4.6.2.1 as pertaining to SR 4.8.2.1.

The NRC staff performed a review of the proposed changes to SR 4.8.2.1.b2 and SR 4.8.2.1.c3.

The licensee proposed to delete a footnote from the SRs that provides guidance and typical resistance values for determining battery connection resistances. The footnote states that the battery connection resistant is "Obtained by subtracting the normal resistance of: (1) the cross o~

room rack connector (21 O x 1 ohm, typical) and (2) the bi-level rack connector (35 x 1 ohm, o~

typical) from the measured cell-to-cell connection resistance." As stated in the LAR, the licensee proposed the removal of the footnote because the "footnote only provides guidance related to performing the SR while the SRs themselves (4.6.2.1.b2 [sic 4.8.2.1.b2] and 4.6.2.1.c3 [sic 4.8.2.1.c3]) establish acceptance criteria for confirming operability of the batteries." In addition, the licensee stated that "neither NUREG-0452, the standard TS on which the Seabrook TS are based, nor the TSs in NUREG-1431, Standard Technical Specifications Westinghouse Plants, contain a similar note regarding performing the SR for obtaining battery resistance values," and that, "[t]he footnote provides a level of detail that is more appropriately suited for inclusion in maintenance procedures than in the TS."

The NRC staff reviewed Seabrook UFSAR Section 8.3.2.1-e, "DC Power System Testing," to verify that the proposed changes meet plant testing requirements. The regulation in GDC 18 states that electric power systems that are important to safety must be designed to permit appropriate periodic inspection and testing of important areas and features to assess the continuity of the systems and the condition of their components. The Seabrook UFSAR Section 8.3.2.1-e states, in part, "The batteries and other equipment associated with the DC system are easily accessible for periodic testing and inspection. Surveillance and testing are performed in accordance with the plant Technical Specifications in compliance with the guidelines of IEEE Standard 338, 450, [and] Regulatory Guides 1.118 and 1.129 .... " The NRC staff finds that RG 1.118 and RG 1.129 provide an acceptable method for testing and replacement of large lead storage batteries.

The IEEE Standard 450-1980, "IEEE Recommended Practice for Maintenance, Testing, and Replacement of Large Lead Storage Batteries for Generating Stations and Substations,"

explains methods as to how connection resistance must be inspected yearly. Additionally, the licensee is required to verify the tightness of bolted connections to manufacturers' recommended torque values followed by cell-to-cell and terminal connection detail resistance. If any intercell connection or terminal connection detail resistance value exceeds its installation value by more than 20 percent, the cells would be disassembled, cleaned, reassembled, and retested. The SRs 4.8.2.1.b2 and 4.8.2.1.c3 contain the requirements for visual inspection or that resistance measurements be taken. These SR requirements will remain the same.

Therefore, the NRC staff finds that the removal of the footnote is acceptable because the footnote contains only a methodology.

3.2.3 LCC> 3.8.2.2 LCC> 3.8.2.2 specifies the requirements necessary to meet 10 CFR 50.36(c)(2) for DC electrical power sources when the plant is shut down. It currently specifies that two battery banks in one DC train are necessary. The requirements are proposed to be changed to require only one battery bank in the associated DC train.

As discussed in Section 3.1 of this SE, the NRC staff determined that the system redundancy requirements, conformance with single-failure criterion, and capacity requirements will be met with only one battery per train and, therefore, the staff has determined that it is satisfactory to reduce the requirement to one battery bank for the plant in shutdown; and that the proposed change is acceptable.

Corresponding changes are proposed to the action statements. Current Action a would be deleted. Action "b" would be revised to Action "a" and would be made applicable when less than one battery bank and two chargers in one DC train is operable. Since only one battery

bank will be required and since the actions are otherwise unchanged, the proposed change is acceptable.

3.2.4 LCO 3.8.3.1 LCO 3.8.3.1 specifies the requirements necessary to meet 10 CFR 50.36(c)(2) for onsite power distribution when the plant is operating. The licensee proposes to modify LCO 3.8.3.1 to remove a footnote on TS page 3/4 8-17a that specifies that no more than one battery bank at a time may be taken out of service for more than 30 days.

The proposed changes are shown in Section 2.2, Number 9, of this SE. As discussed in Section 3.2.1 of this SE, the NRC staff determined that it is acceptable to remove the requirement to restore an inoperable battery bank within 30 days, the footnote, and all reference to it using asterisks in the LCO statement.

The licensee also proposed conforming changes to Action c of LCO 3.8.3.1 as shown in Section 2.2, Number 10, of this SE.

These proposed changes are all acceptable for the same reasons as discussed in Section 3.2.1 of this SE.

3.2.5 LCO 3.8.3.2 LCO 3.8.3.2 specifies the requirements necessary to meet 10 CFR 50.36(c)(2) for onsite power distribution when the plant is shut down. Statement d of LCO 3.8.3.2 is proposed to be modified to refer to only a single battery bank for the operable 125-volt DC buses. The changes are shown in Section 2.2, Number 12, of this SE.

The NRC staff finds these changes acceptable because the staff determined that the system redundancy requirements, conformance with single-failure criterion, and capacity requirements will be met with only one battery per train.

3.3 NRC Staff Technical Conclusion The NRC staff has reviewed the licensee's proposed changes to TS 3.8.2.1, TS 3.8.2.2, TS 3.8.3.1, TS 3.8.3.2, SR 4.8.2.1.b2, and SR 4.8.2.1.c3. The NRC staff finds that the proposed changes to the TSs and SRs meet the requirement of GDC 17 because the DC power system has (a) the capacity and capability to permit the functioning of structures, systems, and components important to safety, (b) the independence and redundancy necessary to perform their safety functions, assuming a single failure, and (c) the provisions to minimize the probability of losing electric power from any of the remaining supplies as a result of, or coincident with, the loss of power generated by the nuclear power unit or the loss of power from the transmission network.

The NRC staff finds that the proposed TS changes are in accordance with 10 CFR 50.63, because the safety-related batteries are capable to provide sufficient capacity for the 4-hour station blackout coping duration.

The testing of the batteries will be performed in accordance with RG 1.118 and RG 1.129, as described in UFSAR Section 8.3.2.1-e. Therefore, the NRC staff concludes that the propose

changes meet the requirements of GDC 18 for testing of important areas and features of the DC power systems.

After considering the char:,ges to LCOs 3.8.2.1, 3.8.2.2, 3.8.3.1, and 3.8.3.2, the NRC staff finds that the requirements of 10 CFR 50.36(c)(2) will be met because the proposed changes will have one 100 percent capacity battery available per DC electrical train. This proposed change will provide the lowest functional capability or performance level of the DC power systems required for safe operation of the facility.

The NRC staff finds that the proposed changes to SRs 4.8.2.1.b2 and 4.8.2.1.c3, with regards to the removal of a footnote related to battery resistance values, is acceptable. Further, the NRC staff finds that the requirements of 10 CFR 50.36(c)(3) continue to be met because the .

proposed change of removing the footnote from the SRs does not affect the requirements related to test, calibration, or inspection of the DC power systems.

4.0 STATE CONSULTATION

In accbrdance with the Commission's regulations, the New Hampshire State and Commonwealth of Massachusetts officials were notified of the proposed issuance of the amendment on July 16, 2018. The State officials had no comments.

5.0 ENVIRONMENTAL CONSIDERATION

The amendment changes a requirement with respect to the installation or use of facility components located within the restricted area as defined in 10 CFR Part 20 and changes surveillance requirements. The NRC staff has determined that the amendment involves no significant increase in the amounts, and no significant change in the types, of any effluents that may be released offsite, and that there is no significant increase in individual or cumulative occupational radiation exposure. The Commission has previously issued a proposed finding that the amendment involves no significant hazards consideration, and there has been no public comment on such finding published in the Federal Register on October 10, 2017 (82 FR 47038).

Accordingly, the amendment meets the eligibility criteria for categorical exclusion set forth in 10 CFR 51.22(c)(9). Pursuant to 10 CFR 51.22(b), no environmental impact statement or environmental assessment need be prepared in connection with the issuance of the amendment.

6.0 CONCLUSION

The Commission has concluded, based on the considerations discussed above, that: (1) there is reasonable assurance that the health and safety of the public will not be endangered by operation in the proposed manner, (2) there is reasonable assurance that such activities will be conducted in compliance with the Commission's regulations, and (3) the issuance of the amendment will not be inimical to the common defense and security or to the health and safety of the public.

Principal Contributors: J. Cintron-Rivera, NRR P. Snyder, NRR Date: August 7, 2018

ML18199A609 *b memorandum **b email OFFICE NRR/DORL/LPL 1/PM NRR/DORL/LPL 1/LA NRR/DE/EEOB/BC* NRR/DSS/STSB/BC*

NAME JPoole PBlechman JQuichocho VCusumano (TTjader for)

DATE 07/23/18 07/24/18 07/13/18 07/13/18 OFFICE OGC-NLO NRR/DORL/LPL 1/BC NRR/DORL/LPL 1/PM NAME JWachutka** JDanna JPoole DATE 07/31/18 08/07/18 08/07/18