ML20084M362

Proposed Tech Spec Changes Re Surveillance Requirements to Reflect Addition of Emergency Air Lock

ML20084M362
Person / Time
Site:	Beaver Valley
Issue date:	05/07/1984
From:	DUQUESNE LIGHT CO.
To:
Shared Package
ML20084M349	List: ML20084M345 ML20084M352 ML20084M362
References
AOOL-840507, NUDOCS 8405150340
Download: ML20084M362 (2)

Text

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OCNTAINMENT SYSTINS SURVEILIANCE xBUUINN4ENTS 4.6.1.3 Each containment air lock shall be denonstrated OPERABLE:

a. Within 72 hours8.333333e-4 days <br />0.02 hours <br />1.190476e-4 weeks <br />2.7396e-5 months <br /> following each containment entry, except when the air lock is being used for multiple entries, tien at least once per 72 hours8.333333e-4 days <br />0.02 hours <br />1.190476e-4 weeks <br />2.7396e-5 months <br />, by verifying no detectable seal leakage when the gap between the door seals is pressurized for at least 2 ,

minutes to:

• Personnel airlock h38.3 psig l.

'2. Btergency air lock 2:10.0 psig or, by quantifying the total air lock leakage to insure the -

requirements of 3.6.1.3.b are met.

b. By conducting overall air lock leakage tests, at not less than P (38.3 psig), and verifying the overall air lock leakage ,

r$te is within its-limit:

1. At least once per 6 months, # and

2. Upon cmpletion of maintenance which has been performed on the air lock that could affect the air lock sealing capability.*'

c. At least once per 18 months during shutdown by verifying:

1. Only one door in each air lock can be opened at a time, and -

2. No detectable seal leakage when the volume between the emergency air. lock shaft seals is pressurized to greater than or equal to 38.3 psig for at least 2 minutes.

P

1. 'Ihe provisions of Specification 4.0.2 are not applicable.

• Exenption to Appendix J of 10 CFR 50.

BFAVER VALLEY UNIT 1 3/4 6-Sa PROPOSED NORDING 8405150340 840507 .

PDR ADOCK 05000334-p PDR

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ATTACHMENT B [

Safety Evaluation '

Proposed Change Request No. 86 Revision 2 amends our

+

previous submittal concerning the containment air lock l surveillance requirements. .The airlock surveillar. 3 require-  ;

ments have been revised to reflect changes to the UFSAR due  !

to.the addition of the Emergency Air-lock (EAL) installed by DCP-210.  !

i Description and Purpose of Change i

1. Section 4.6.1.3.a has been revised to incorporate an r Emergency Air Lock seal test pressure of 10 psig.

This change is recommended by the air lock manufacturer ,

Pittsburgh-Des Moines Corporation.

3. Section 4.6.1.3.c has been revised to incorporate an 18 month test requirement for the Emergency Air Lock shaft seals.  ;

4 Basis a

1. Is the probability of an occurrence or the consequence of an accident er malfunction of equipment important to

, safety as previously evaluated in the UFSAR-created? r IEl i

, Reason: The Emergency Air Lock (EAL) is a second  ;

i personnel air lock installed to provide an alternate emergency means of entrance'and l egress from containment and is described in '

UFSAR'Section 5.2.4.8 and Figure.5.2-23. The revised air lock surveillance requirements inc-  !

orporate testing requirements.that apply specifi-cally to the EAL. This is required due to the design differences between the Personnel Air Lock and the EAL. As shown on the attached figure,  ;

both the inner and outer doors of the EAL open  !

.in, toward containment. During accidentLconditions l

, when~the containment pressure exceeds the outside  :

atmospheric pressure, the doors-would tend to com-press the seals, and thereby reduce the potential leakage around the doors. The EAL door seal -

test pressure of greater than or equal to 10 psig '

is recommended.by the manufacturer and is permitted  ;

in accordance with 10 CFR 50 Appendix J, Section III.D.2(b)(iii). Similar air lock designs have  ;

been installed'in other utility containments. We  !

understand that~ Technical Specifications for Three Mile Island-Unit 2 and Summer-Unit 1 have surveil-

! lance requirements which specify a reduced door seal test pressure. The inclusion of the requirement!

- for testing the EAL shaft seals (see attached.

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.' Attachm2nt.B-Safety Evaluation [

Page 2 [

Basis, (Continued) figures) is an additional test requirement and t'  !

will provide a high~ degree of assurance that excessive leakage through the seals is prohibited.  !

In addition, the subatmospheric design of the  !

Beaver Valley containment and depressurization '

systems, described in UFSAR Section 6.4, will 4

depressurize the containment to subatmospheric  !

pressure in less than 60 minutes following a DBA, thereby limiting radioactive release to the -i environment.

2. Is the probability.for an accident or malfunction of a {'

~,

different type than previously evaluated in the UFSAR created? }B1 Reason: The new airlock will have technical limitations on allowable seal leakage, therefore, this change f will not create the possibility for a.new type  ;

of accident or malfunction of'a different type r than any evaluated in the UFSAR sections addressed  ;

above'or the accident analysis of Section 14.

4

3. Is the margin of safety as defined in-the basis for any Technical Specification ~ reduced?- No  ;

Reason: The Technical Specification BASES for the Containment Air Locks 3/4.6.1.3 and Containment Integrity 3/4.6.1.1 will not be affected by the proposed revisions, since surveillance testing ,

of,the EAL seals provides assurance that the  ;

1 overall air lock leakage will not become exces- ,

sive due to seal damage during the intervals l between air lock leakage tests. Therefore,  !

the-margin of safety inherent in the containment  ;

air lock bases will not be reduced. {

4. Based on the_above, is an unreviewed safety question- j involved? 131 l r

Conclusion The proposed revisions have been made to incorporate  ;

additional surveillance requirements necessary to address ,

the design differences between the Personnel Air Lock and j

- the EAL. The EAL has been incorporated into the design and  :

. accident analysis sections of the.UFSAR and has been deter-mined to be safe. It has been determined that the additional  ;

i surveillance requirements will not increase the likelihood -

t

• Attachment.B Safety Evaluation Page 3 Conclusion, (Continued) of a malfunction of safety-related equipment, increase the consequences of an accident previously analyzed, nor create the possibility of a malfunction different than evaluated in .

the UFSAR.

Based on the considerations above, the proposed revisions have been determined to be safe and do not involve an unreviewed safety question.

The EAL and seals have been pressure tested and will not be used in Modes 1-4 until this specification is approved.

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m CONTAINMENT BULKHEAD PERSONNEL ESCAPE AIRLOCK GENEVA GEAR UNIT DARREL ,

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f ATMOSPHERE BULKHEAD GENEVA GEAR UNIT EMERQE4CT AIR (

CONTAINMENT BULKHEAD EMERgEt4CY TEST COMMECTIO4S DOOR ET PASS t IgnT SyllTCH[

- \\ EqLI AltZ1Ng VALVE AIRLOCK lt4TERIOR - -

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f INTERLOCK UNIT

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BULKHEAD DCOR I DOOR OPERATING HANDLE .

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REMOTI: sOOR OFERATIONk O MAW E A NM j f -

,HANDMiEEL DRt v E SHAFT BULKHEAD PENETRATIONS l REMOTE DOOR OPERATION

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ATMOSPHERE DOOR

,' HANDWEEL DULKHEAD PENETRATIONS DRIVE SHAFT  : ATMOSPHERE DOOR '

KEY LOCK hat 4DLE 1

_ _ _ - _ _ _ _ _ _ ' _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _The Personnel Escape Airlock

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.e Pittsburgh-Des Moines Corporation ENTERING AIRLOCK FRON CONTAINMENT VESSEL.

Item Description HM Nf . Duj. Na.

@ 1 Door Seal Relief Valve DEB-2 2 Geneva Gear Unit DEB-4 C) 3 Containment Bulkhead 2" Equalizing Valve DEB-2 IO 4 Differential Pressure Gauge 1D DEB-3 17 5 Operating Handle No. 1 DEB-7 11 6 Itandwheel No.1 DEB-7 7 Drive Unit No. 1 DEB-7

_ 8 Junction Box SJB-4 EL-6 g 9 Junction Box SJB-8 EL-6 10 Limit Switch EL-6 11 Indicating Lights EL-6 0

Id[ 12 Position Indicator-Containment Bulkhead Door DEB-7 C) 13 Position Indicator-Atmosphere Bulkhead Door DEB-7

. e 14 Interior Light Test Switch b 15 4" 9 Sight Port EL-6 DED-12 16 Pressure Differential Safety Lock DED-13

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17 Door Latches DED-6 18 Locking Ring DEB-S & 6 19 Containment Bulkhead Door DED-S g(

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OPERATION To enter the personnel escape .irlock from the containment vessel, first glance at the containment bulkhead indicating lights and the

'h differential pressure gauge. If the atmosphere door is in the j#ldl I h process of being opened or closed, a light signal will be displayed

( indicative that the door interlock is in force. Also, each door is x provided with a sight port to view the interior of the airlock and

,t opposite door.

s y If the system is clear and there is no differential pressure indi-

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cated, grasp operating handle No. I and pull firmly towards you

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through an arc of approximately 124' until the mechanical stop is LO felt. The movement of this handle will automatically open the pressure equalizing valve, unnatch the door, and swing the door open. If a differential pressure of greater than 1/2 psi exists gg across the bulkhead (in either direction), then the operator will automatically be prevented (by the pressure differential safety 12 - lock) from pulling the handle beyond the valve open position until the pressure differential drops to 1/2 psi or less. Stoppage of the l3 operating handle is accomplished by physically locking the door opening mechanism (at the valve open position) with a solenoid driven

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• pin when the pressure differential is greater than 1/2 psi. When the pressure differential drops to ,l/2 psi or less, then the pin is automat icallg retracted, and the door opening process can be completet.

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g In the event that a previous user has left the atmosp6ere door open, 3

CONTAINMENT DULKHEAD rotation of handwheel No. I will operate a remote door closing FROM INSIDE CONTAINMENT mechanism and allow the door interlock to disengage, thus readying the containment bulkhead door for use.

flE1_2 Position indicator 13 shows conditibn of atmosphere bulkhead door.

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Pittsingh-Des Moines Corporation - _

CIDSING CONTAINMENT BUI.KHEAD DOOR FROM INSIDE AIREDCK Item Description PIM Ref. Iby. tb.

1 Equalizing Valve Elbow IAB-3 2 Differential Pressure Camje DEB-3 3 Operating Handla No. 2 DEB-1 7 1 4 Postion Indicator-Containment Door DEB-7 5 Drive Unit No. 2 DEB-7 6 Junction Bos fJB-3 EL-5 7 Junctio.: Box fJB-7 EL-5 8 Differential Pressure Switch DEB-3 & 13 9 Sight Port DEB-12 1

OPERATION N

TEST CLAMPS.

O After entering the atriock, lift operating handle No. 2 through its 124* arc to close the door, latch it, and close the pressure equalizing valve. Be sure to complete the handle cycle until the

// mechanicit stop is felt, or to the door closed indicator position, as an incompleted cycle will leave the door interlock in force.

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Tost cirmps are to be used M

i ex1y during pressure testing

.cf ths airlock. - See s

'serpirate testing instructions

• om p2gs 67 COffrAINMEffr Htfl.KHEAD FROM INSIDE A1RIDCK e

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Pittsburgh4es Moines Corporallon ..

f.EAVING AIRt.OCK ViA ATMOSPHERE DOOR ften Descriptton ItM Ref. DwJ. tb.

q 1 Geneva Gear Unit DEB-4 g Q 2 Junction Box SJB-6 EL-6 3 Junction Box #JB-10 EL-6 4 Limit Switch EL-6 5 Junction Box fJB-2 EL-6 ll 6 Drive Unit 93 DEB-7 DEB-7 7 Position indicator-Atmosphere Door

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g 8 Differential Pressure Gauge DFB-2 10 O 9 operating Itandle 93 DEB-1

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10 Door Seal Ralief Valve DEB-2 11 At*0 sphere Bulkhead 2" Equalizing Valve DEB-2

%~ 15 12 Pressure Differential Safety Lock DEB-13 13 4* 9 Sight Port DEB-12 14 Hagnetic Switch DEB-18

' 15 Door Latches DEB-6 16 Locking Ring DED-5 & 6 17 Atmosphere Bulkhead Door DEB-5 LL I OPERATION O

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[)) Assuming that the containment bulkhead door has been properly cycled to the door latched, valve closed condition, simply repeat the If l operation procedure described for entering the airlock from the con-aU tainment vessel, (on Page 8 ), but use operating handle 83. Also, since from this position, the operator can visually determine if either door of the airlock is in the process of being opened or closed, then there are no indicating lights provided on this side of the atmosphere bulkhead, flowe ve r, the operator should first glance at the differential pressure gauge to see if there is any differential pressure indicated on the gauge.

la Remcaber, if a differential pressure of greater than 1/2 psi does exist across the bulkhead (in either direction), then the operator 4 will automatically be prevented (by the pressure diff. safety lock) from pulling the handle beyond the valve open position until the pressure differential drops to 1/2 psi or less. Stoppage of the gr[ operating handle is accomplished by physically locking the door opening mechanism (at the valve open position) with a solenoid driven pin when the pressure differential is greater than 1/2 psi.

) When the pressure differential drops to 1/2 psi or less, then the pin is automatically retracted, and the door opening process can be compteted.

OG ATf40 SPHERE BtII*lfEAD FROM IllSIDE AIRI,0CK PIG.4 10

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. l Platstergh-Des Moines Corporailon

TEST PANEL" - All seal teste a a u men to "T"U8 "' " "8 "

this panel. (See DWG. DEB-10 e and separate testing instruc- Item Description PDM Ref,luj. m .

tions on Page il 1 Irulicating 1.ights EL-5 2 Interior Light Test Switch EL-5 Q 3 4" 9 Sight Port Dis-12

• 3 4 5

Equalizing Valve Eltxna Differential Pressure Gasje Dis-3 ECB-3 15 4 6 7

operating ii.,sile No. 4 Seal Tbst Panel rcB-1 D62 10 l4 8 Position Italicator-contalrument Dmr DED-7 9 Handwheel No. 2 DEB-7 10 Position Indicatur-Atmosphere Door DEB-?

11 Drive Unit 84 DEB-7 12 Junction Box #JB-1 EL-5 47 13 Atmosphere Door Key bock DED-14 5 14 Junction Box fan-s Ei.-5 15 Junction Box SJB-5 EL-5 16 Differential Pressure Switch DEB-3 & 13 17 Interior Lights-Time Delay Relay E t.- 5 6

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OPERATION After leaving the airlock, lift operating handle No. 4 through its a, i 124* are to close the door, latch it, and close the equalizing

_ ca e ,a f , valve. Be sure to complete the handle cycle untti the mechanical c a *

• s== stop is felt, or to the door closed indicator position, as an in-complete cycle will leave the door interlock engaged.

ENTERING INTO VESSEL THRntlGH ESCAPE AIRI.OCK 9 - a, -

k In the event that it is required to enter the containment vessel kl L

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Ib through the escape airlock, the procedure presented for leaving

the vessel through the escape airlock is exactly reversed, except that in order to prevent unauthorized access into the containment vessel, a special key must be used to activate key lock handle I

9 No. 4 at the atmosphere end of the escape airlock. This special key must be inserted and turned in the " Kirk Key Interlock" that is mounted on the split hub of llandle No. 4. Turning of the key g engages the " lock pin" in the rear half of the split hub, and thus makes Handle No. 4 operable. Ilandle No. 4 must be in the normal

(( (door closed) position in order to engage the " lock pin" in t he 12 rear half of the split hub. If llandle No. 4, is in the " door open" position (horizontal), then it must be lifted up to the " door closed" position (slightly beyone vertical) in order to turn the key and engage the " lock pin" in the split hub of flandle No. 4.

A1NOSPit'RE bulJQlEAD FROM

• A11 m PilERE SIDE Then, with Handle No. 4 operable, the operator pulls Handle No. 4 to open the atmosphere door (if the containment door should be FIG. 5 found open, it can be closed by turning handwheel No. 2), steps into the airlock and lifts Handle No. 3 to close the atmosphere door, pulls llandle No. 2 to open the containment door, steps out of the airlock and lif ts llandle No. 1 to close the containment doos.

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