ML20147G417

Submits Info Re Tdi Emergency Diesel Generators,Including Info on Starting & Backup Air Supply Sys,Diesel Lubricating Oil Consumption,Tdi Radiator Performance & Vibration

ML20147G417
Person / Time
Site:	Rancho Seco
Issue date:	02/25/1988
From:	Andognini G SACRAMENTO MUNICIPAL UTILITY DISTRICT
To:	Miraglia F Office of Nuclear Reactor Regulation
Shared Package
ML20147G420	List: ML20147G417 ML20147G488
References
GCA-88-116, NUDOCS 8803080224
Download: ML20147G417 (6)

Text

SACRAMENTO MUNICIPAL UTILITY DISTRICT O P. o. Box 15830, Sacramento CA 95852-1330,(916) 452-3211 <

AN ELECTRIC SYSTEM SERVING THE HEART OF CALIFORNIA GCA 88-116 FEB 2 51988 U.S. Nuclear Regulatory Commission Attn: Frank J. Miraglia, Jr. '

Associate Director for Projects 11555 Rockville Pike Rockville, MD 20852 i Docket 50-312 I Rancho Seco Nuclear Generating Station License No. DPR-54 TDI DIESEL INFORMATION l

Dear Mr. Miraglia:

i The following information regarding the TDI emergency diesel gen-orators is submitted in response to your staff's request.

TDI Startina Air System -- The Starti' Lir Supply System infor-mation is provided in response to an ha, Question. The effects of loss of air on the diesel pneumatic controls and diesel opera-bility is also discussed. This information was previously in-cluded 1).

in an enclosure to District letter JEW 87-358 (Attachment i

Backuo Air Sunolv System -- The TDI Backup Air Supply System is described in Attachment 2. This description addresses the capa- l bility of the system to provide backup air for the TDI diesel  ;

pneumatic controls. i Diesel Lubricatina Oil Consumotion -- Attachment 3 discusses the consumption of lubricating oil by the TDI diesels and specifies a j stock level of lubricating oil to be available. j i

TDI Radiator Performance -- Attachment 4 discusses the testing to  !

evaluate the performance of the TDI radiators and the results of the evaluation.

8803080224 880525 /

{DR ADOCK 05000312 DCD 8hi I

I RANCHO SECO NUCLEAR GENERATING STATION O 14440 Twin Cities Road, Herald, CA 95638-9799;(209) 333-2935 l

t_ _ . _

I FEB 2 51989 Frank J. Miraglia, Jr. GCA 88-116

)

I.DI Vibration -- A preliminary report has been developed wh!ch addresses the vibration in the various TDI diesel auxiliary pip-  ;

ing and components. The report includes isometric diagrams of )

the respective systems and a matrix in which measured vibratien  ;

levels are compared with levels allowed by ANSI /ASME OM3-1982.

This report is included as Attachment 5. The jacket water and i lubricating oil piping are being evaluatcd at this time. Modifi- '

cations are ceing performed to these systems to meet ANSI /ASME OM3-1982 criteria. The final data will be transmitted as soon as the modifications and data acquisition are completed and a report is written.

Please contact me if you have any questions. Members of your staff requiring additional information or clarification may con-tact Jerry Delezenski at (209) 333-2935, extension 4914.

Sincerely,

.? , ys G. Carl And nini Chief Executive Officer, Nuclear Attachments cc A. D'Angelt, NRC, Rancho Seco G. Kalman, NRC, Rockville (2)

J. Martin, NRC, Walnut Creek D. Crutchfield, NRC, Rockville l

a Osuuo SACRAMENTO MUNIC3 PAL UT1UTY DISTRICT C P. O. Box 1583o, Sacramento CA 95852-183o (916) 452-3211 AN ELECTRIC SYSTEM SERVING THE HEART OF CALIFORNIA APR 011G87 JEW 87-358 Director of Nuclear Reactor Regulation Attn: Frank J. Miraglia, Jr.

Division of PWR Licensing-8 U. S. Nuclear Regulatory Conynission Washington, D. C. 20555 Docket 50-312 Rancho Seco Nuclear Generating Station ,

License No. OPR-54 .

Proposed Amendment 147, Revision 2

Dear Mr. Miraglia:

By letters dated October 2, 1986, and December 19, 1986, the District submitted to the Commission Proposed Amendment No.147 and No.147, Revision 1. This proposed amendment requests permission to operate two Transamerica DeLaval (TOI) Diesel Generators to provide additional onsite emergency power. The enclosed amendment revises and/or adds additional sections to the Rancho Seco Technical Specifications and addresses the l safety impact when the TOI Diesel Generators are bror,ght into service.

The NRC's technical review of the TOI information raised technical questions which have resulted in clarifying revisions to the proposed Technical Specifications. Enclosure 1, th~e Description of Proposed Changes, Associated Safety Analysis and the "No Significant Hazards Evaluation,' and Enclosure 2, the proposed Technical Specifications, are being resubmitted in their entirety, and are attached. The conclusions of the previous Safety Analyses and the "No Significant Hazards Evaluation" have not been altered by the revisions to the proposed Technical Specifications.

Attachment 1

~ ' '

i RANCHO SECO NUCLEAR GENERATING STATION ~ 14440 Twin Cities Road, Herald, CA 95638 9799: (209) 333 2935

Frank J. Miraglia, Jr. - 2- APR 011997

. JEW 87-358 During its review meeting with the District on Proposed Amendment 147, Revision 1, the NRC asked thirty questions. Enclosure 10 is the response to the thirty questions. Further, during conference calls and other meetings, the NRC raised eleven other questions related to civil engineering design and fire protection. Enclosure 11 responds to questions about the civil engineering design, and Enclosure 12 answers questions concerning ? ire protection.

The responses to the 45 questions do not significantly alter the information contained in the original Enclosures 3 through 9 of the December 19, 1986, submittal. Where minor changes in the infortnation of Enclosures 3 through 9 do occur, the responses to the 45 questions provide sufficient documentation for the changes. Consequently, the original Enclosures 3 through 9 are not included in this package.

Pursuant to 10 CFR 50.91(b)(1), the Radiological Health Branch of the California State Department of Health Services has been informed of this proposed amendment by mailed copy of this submittal.

Because this is a revision to Proposed Amendment No. 147, no additional j

license fee is required. ,

'If you have any questions concerning this submittal, please contact Mr. Ron Colombo at (209) 452-3211, extension 4236.

Sincerely  :

\

l t J J5h . Ward Deputy General Manager, Nuclear Attachments cc: A. D'Angelo G. Kalman Region V (2)

MIPC (2)

INPO Sworn to and subscribed before me this dayofMg),1987.

Wn o Notary Public M'

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4;sC*MN4 Attachment 1 (continued)  !

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8. NRC Ouestion 1 Discuss tM. air supply system to the diesel and potential connon mode failures since these are not Class 1 compressors. Discuss the effect of loss of air on the pneumatic controls and diesel operability.

District Response j i

The air supply system to each diesel is comprised of an air compressor, an air dryer, two air receivers, and associated piping, instrumentation, j valves, and strainers. The piping and other components between the air receivers and the diesel are designed and fabricated to seismic Category 1  !

and quality Class 1 ASME III standards. The air receivers themselves meet .

Category 1 and Class 1 ASME VIII standards. The Class 1 components are protected f rom f ailures in the Class 2 portions (i.e., compressor, dryer, and associated cc,m nents) by isolation and check valves. Each pair of l air receivers is capable of starting the engines at least ten times, as  !

proven by pre-operaticnal testing, without reliance on its air compressor. l All parts of the starting air system for each diesel engine are isolated  ;

from each other electrically and physically, including the process piping i and instrumer.tation- This design greatly reduces the chances of connon l mode failure.

Although the air receivers can supply enough air to start each engine,  !

they also supply control air so that the protective functions of the  !

engine (such as the low lube oil pressure trip) will operate properly. An l air supply is not required to maintain the diesel engine running continuously, though there are other concerns. As discussed in the Design l

Basis Report for this modification (ECN A-3748), as the air receiver i pressure drops, an alarm will sound at 225 psig, but there will be no l other offeet because control air pressure is normally maintained by a PCV at 60 psig. The next alarm will occur when the air receiver pressure, i

hence the control air pressure, reaches 53 psig. If the control air l pressure continues to drop below its alarm setpoint at some point a i pneumatic sensor will attempt to use the residual air in the tubing to l shut down the engine. As a result, the spring-loaded fuel rack shutdown  !

cylinder may partially, yet momentarily close, causing a significant change of engine speed and subsequent unloading of generator loads.

Although the engine will resume its normal operating speed, at this point  ;

all protective shutdowns will have been lost. Should this scenario occur  !

to one diesel system, the redundant train would be available to take over the emerger.cy loads. i Therefore, to avoid a connon mode failure of generator unloading, the )

engines require a long term supply of control air to maintain power to ,

their emergency loads. This need is connon to both engines. During i pre-operational testing, the District will verify and report on the  ;

capability of the air receivers to maintain at least 60 psig for engine l control air over a prolonged time period.  :

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Attachnent 1 (continued) l i

i t

BACKUP AIR SUPPLY SYSTEM NRC Inspection Report 50-312/87-29 identified a concern with the capability of the TDI air receiver tanks to maintain 60 psig for engine control for a prolonged period of time. The air receiver tanks were originally intended to supply the backup air supply for the TDI pneumatic controls. This preliminary design was sub-sequently abandoned in favor of a system where the backup air is provided by a seismically qualified, high pressure bottle system.

Each of the two TDI panels has twelve high pressure bottles to provide the required backup air supply.

It was calculated, and a test procedure was implemented to demon-strate, that six bottles are ample to provide seven days contin- ,

uous backup air for one pneumatic control panel. Rancho Seco's high pressure bottle system therefore provides for seven days air supply (assuming continuous operation) with 100% backup capacity for ease of tank changeout. The capability of the air receiver tanks to maintain 60 psig for prolonged periods of time is no longer an issue.

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Attachment 2 Page 1 of 1

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TDI DIESEL LUBRICATING OIL CONSUMPTION The EGS System Status Report identified the need to establish minimum lubricating oil stocking levels equivalent to a seven-day supply for each emergency standby diesel.

During testing of the TDI diesels, lubricating oil consumption rates were recorded. The results of these testa (STP.195A and STP.ll34B) indicate a worst-case consumption rate of 1 inch on the GEA diesel sump dipstick during a 24-hour operating period at 3500kw and above. Since one inch of sump level corresponds to 19 gallons of oil, the District will maintain a seven-day stocking level of 266 gallons.

l Attachment 3 l Page 1 of 1

l EVALUATION OF TDI DIESEL RADIATOR PERFORMANCE Special Test Procedure STP.ll34 was initiated in 1987 to record the parameters of the TDI engine cooling system. Due to the ex-tensive coordination required to perform this test, the perfor-mance run was not accomplished until January 1988 when the day-time. air temperatures were approximately 50 degrees F. As a con-sequence, the calculations are inconclusive as to the exact ac-tual capacity of the radiators. The cool temperatures caused the bulk of the cooling water flow to be redirected into the block, rather than through the radiator. This is an automatic function to maintain relatively constant engine / oil temperatures and can-not be overridden. Low cooling water flow rates require extrapo-lation of the results, thus compounding inherent flow measurement inaccuracies.

Rancho Seco will re-evaluate radiator performance at a later time, but no later than this summer, when air temperatures are elevated. This will place a greater demand on the radiators,  !

resulting in higher flow rates and allowing a more accurate cal- i culation of performance.

Rancho Seco considers the radiators to be adequate for present operation for two reasons:

1. The radiators have performed flawlessly during many hours of special tests and maintenance runs without any indication of t engine overheating.

2. Testing will identify the excess cooling capacity of the ra-diators beyond engine requirements, rather than just verify the adequacy of the radiators to handle existing heat loads.

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4 Attachment 4 Page 1 of 1 i

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