Positive Displacement Pump PDF

Centrifugal and Positive Displacement
Charging Pump Maintenance Guide
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R E P O R T
S U M M A R Y
Centrifugal and Positive Displacement Charging

Pump Maintenance Guide
In pressurized water reactors, charging pumps provide charging flow
to the RCS and are also required to be available in the event of a loss
of coolant accident (LOCA) event. Pump availability combined with
modes of operation have made pump maintenance both frequent and
costly. This report provides techniques to assist utilities in reducing
maintenance costs for these pumps. Areas for improving reliability of
these pumps include: excessive seal leakage, definition of acceptable
seal leakage, packing life, and shaft cracking.
INTEREST CATEGORIES
Maintenance practices
Nuclear plant operations
and maintenance
Engineering and technical
support
BACKGROUND NMAC-member utilities requested additional guidance on

maintaining and improving the reliability of charging pumps. The need to reduce
maintenance costs has given impetus to the requirement to better understand
and implement successful maintenance practices.
OBJECTIVES To provide the latest information on successful maintenance
practices for centrifugal and positive displacement pumps
KEYWORDS
Maintenance
Pumps
Packing
Seals
APPROACH This guide was developed by a team of pump industry and field
service personnel along with plant owners and personnel who maintain these
pumps.
RESULTS The report provides comprehensive guidance on maintaining and
improving the reliability of nuclear plant charging pumps. The document addresses charging pump design and construction, presents an overview of pump
theory and design, and construction considerations for both centrifugal and
positive displacement pumps and their major components. The report provides
detailed guidance on:
Predictive and preventative maintenance, including condition-based maintenance and data collection techniques that can be used to predict failures
Charging pump maintenance, including generic procedures for performing
recommended actions
Post-maintenance startup, operation, and testing
Westinghouse and Combustion Engineering charging pump systems
Reliability-centered maintenance
Shaft alignment
Pump design enhancements
EPRI PERSPECTIVE This guide can assist utilities in improving charging
pump maintenance.
EPRI TR-107252s
Electric Power Research Institute
October 1997
EPRI Licensed Material

Centrifugal and Positive Displacement

TR-107252
Final Report
October 1997
Prepared by:
Life Cycle Engineering, Inc.
4360 Corporate Road, Suite 100
North Charleston, SC 29405
Principal Investigators:
Tom Pearson
Peter Douglas
Don Gurley
Prepared for
Nuclear Maintenance Applications Center
1300 Harris Boulevard
Charlotte, NC 28262
Operated by
Electric Power Research Institute
3412 Hillview Avenue
Palo Alto, CA 94304
EPRI Project Manager
Randal Kerr
Nuclear Power Group

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ORGANIZATION(S) THAT PREPARED THIS REPORT:
Life Cycle Engineering, Inc.
CAUTION: This Guide does not replace or supersede plant procedures, vendor
technical data, or vendor recommendations.
ORDERING INFORMATION
Price: $25,000
Requests for copies of this report should be directed to the Nuclear Maintenance Applications Center
(NMAC), 1300 W.T. Harris Boulevard, Charlotte, NC 28262, 800/356-7448. There is no charge for reports
requested by NMAC-member utilities.
Electric Power Research Institute and EPRI are registered service marks of Electric Power Research
Institute, Inc. Copyright @ 1997 Electric Power Research Institute, Inc. All rights reserved.
ii

ABSTRACT
Charging pumps used in pressurized water reactors (PWR) are components critical to
nuclear plant operations. Two basic types of pumps, centrifugal and positive displacement (piston), are used in charging pump applications.
This guide presents comprehensive methods to achieve increased charging pump
reliability through the application of proper predictive and preventive maintenance
practices. The document addresses charging pump design and construction, presents
and overview of pump theory and design, and construction considerations for both
centrifugal and positive displacement pumps and their major components. The report
provides detailed guidance on:
Predictive and preventative maintenance, including condition-based maintenance
and data collection techniques, that can be used to predict failures
Charging pump maintenance, including generic procedures for performing recommended actions
Post-maintenance startup, operation, and testing
Westinghouse and Combustion Engineering charging pump systems
Reliability-centered maintenance
Shaft alignment
Pump design enhancements
This guide contains information that is useful to utility personnel who are involved in
maintenance-related activities. It is intended for use by maintenance craft and maintenance management personnel who are interested in improving the performance of their
pumping equipment. Maintenance engineers, system engineers, engineering technicians, planners, and performance monitoring personnel will find this guide an important resource when updating maintenance procedures, providing technical direction,
preparing work control documents, and evaluating the condition of installed equipment.
iii

ACKNOWLEDGMENTS
This guide was prepared for the Nuclear Maintenance Applications Center (NMAC),
under Electric Power Research Institute (EPRI) project number RP-3814-16. Many
individuals and organizations provided assistance and information to make this publication possible.
The Ingersoll-Dresser Pump Company, APV Gaulin, Inc., and Union Pump Companymanufacturers of nuclear charging pumpsand Garlock, Inc., John Crane, Inc.,
and UTEX Industries are to be commended for providing the information necessary to
make this guide complete and useful, and for granting permission to reproduce illustrations and use their technical data.
NMAC and the authors of this guide would like to particularly recognize the following
members of the Technical Advisory Group for their timely and detailed contributions
to this project:
Joe Badalamenti
John Bristol
Franois Cattant
Eric Colvin
Bill Darbyshire
Tim Donovan
Michael Duckworth
Lee Hentz
Grover Hettel
John Huber
Kent Huber
Bob Joines
Steve Kochert
John Koeplin
Steven Lemberger
Steve Mays
Fred Pippert
Terry Price
David Sabigia
Dean Shah
Thomas R. Smith
Greg Thoraldson
Jack Wade
Paul Weeks
Union Pump Company

APV Gaulin, Inc.
Electricit de France
Westinghouse Energy Center
Pacific Gas & Electric Co. Diablo Canyon
Garlock, Inc.
Ingersoll-Dresser Pump Company
Duke Power Co. McGuire Nuclear Station
Entergy Operations, Inc. Arkansas Nuclear One
Baltimore Gas & Electric Calvert Cliffs
BW/IP International, Inc.
Ingersoll-Dresser Pump Company
Union Electric Co. Callaway Nuclear Station
ComEd Byron Nuclear Power Station
John Crane, Inc.
Duke Power Co. Catawba Nuclear Station
UTEX Industries
Arizona Public Service Co. Palo Verde
ABB Combustion Engineering
Consolidated Edison Co. Indian Point
Public Service Electric & Gas Salem Nuclear Station
Prairie Island Nuclear Station
Entergy Operations, Inc. Waterford 3 SES
Westinghouse Spartanburg Service Center
v

CONTENTS
Section
Page
Introduction .................................................................................................... 1-1

Organization of This Guide ............................................................................. 1-10
1.1 System Overview .................................................................................... 1-10
1.2 System Operation .................................................................................... 1-13
1.2.1 Plant Startup ................................................................................. 1-13
1.2.2 Normal Operation .......................................................................... 1-14
Charging Pump Design and Construction ................................................... 2-1

2.1 Ingersoll-Dresser Pump (Pacific Model) Centrifugal Charging Pump ....... 2-8
2.1.1 Impeller ......................................................................................... 2-11
2.1.2 Seals ............................................................................................. 2-13
2.1.3 Shaft .............................................................................................. 2-22
2.1.4 Gear Drive ..................................................................................... 2-22
2.1.5 Diffuser .......................................................................................... 2-25
2.1.6 Bearings ........................................................................................ 2-26
2.1.7 Radial and Axial Forces ................................................................ 2-29
2.1.8 Performance and Efficiency .......................................................... 2-32
2.1.9 Centrifugal Charging Pump Installations: Split Case Designs ....... 2-33
2.2 Positive Displacement Pump Design and Construction .......................... 2-37
2.2.1 Gaulin Positive Displacement Pump ............................................. 2-39
2.2.2 Union Positive Displacement Pump .............................................. 2-42
2.2.3 Suction and Discharge Valves ...................................................... 2-46
2.2.4 Stabilizer and Desurger ................................................................. 2-49
2.2.5 Fluid Drive ..................................................................................... 2-53
2.2.6 Packing ......................................................................................... 2-54
2.2.7 Piping Considerations ................................................................... 2-58
2.2.8 Performance and Efficiency .......................................................... 2-59
2.3 Bearing Design and Construction............................................................ 2-59
2.3.1 Lubrication Theory ........................................................................ 2-60
2.3.2 Gear Reducer Bearings ................................................................ 2-62
2.3.3 Crankcase Bearings ...................................................................... 2-63
2.4 Pump Drive Design and Construction ..................................................... 2-63
2.5 Coupling Design and Construction .......................................................... 2-67
vii

Section
Page
2.5.1 Motor/Gearbox and Gearbox/Crankcase Couplings ..................... 2-69

2.5.2 Alignment Techniques ................................................................... 2-70
3
Predictive and Preventive Maintenance ....................................................... 3-1

3.1 Charging Pump Maintenance Plans .......................................................... 3-1
3.2 Predictive Maintenance ............................................................................. 3-6
3.2.1 Data Collection Methods ................................................................. 3-7
3.2.2 Data Analysis .................................................................................. 3-8
3.2.3 Failure Frequency ......................................................................... 3-13
3.2.4 Failure Modes ............................................................................... 3-15
3.3 Preventive Maintenance .......................................................................... 3-24
3.4 Failure Case Histories, Gaulin Pump ...................................................... 3-24
3.5 EdF Charging Pumps .............................................................................. 3-25
3.5.1 Charging Pump Design and Construction ..................................... 3-25
3.5.2 Reported Problems and Failures .................................................. 3-30
3.5.3 Conclusion .................................................................................... 3-36
3.5.4 Charging Pump Maintenance ........................................................ 3-36
Charging Pump Maintenance ........................................................................ 4-1

4.1 PredictiveCentrifugal Pump Conditions to Be Monitored ....................... 4-1
4.1.1 Vibration .......................................................................................... 4-1
4.1.2 Temperature .................................................................................... 4-8
4.1.3 Pressure .......................................................................................... 4-9
4.1.4 Flow ............................................................................................... 4-10
4.1.5 Oil Analysis ................................................................................... 4-11
4.2 Centrifugal Charging Pump Maintenance Practices ................................ 4-13
4.2.1 Inspection Techniques .................................................................. 4-14
4.2.2 Disassembly .................................................................................. 4-16
4.2.3 Repair ............................................................................................ 4-29
4.2.4 Reassembly .................................................................................. 4-30
4.3 PredictivePositive Displacement Pump Conditions To Be Monitored .. 4-50
4.3.1 Vibration ........................................................................................ 4-51
4.3.2 Temperature .................................................................................. 4-53
4.3.3 Dampener Pressure ...................................................................... 4-53
4.3.4 Flow ............................................................................................... 4-54
4.3.5 Slip ................................................................................................ 4-55
4.3.6 Plunger Surface Condition ............................................................ 4-55
4.3.7 Crankcase Oil Analysis ................................................................. 4-55
4.3.8 Gear Condition .............................................................................. 4-56
4.4 Positive Displacement Charging Pump Maintenance Practices .............. 4-57
4.4.1 Inspection Techniques .................................................................. 4-57
4.4.2 Disassembly .................................................................................. 4-58
4.4.3 Repair ............................................................................................ 4-88
4.4.4 Reassembly .................................................................................. 4-89
viii

Section
Page
Post-Maintenance Startup, Operation, and Testing .................................... 5-1

5.1 Centrifugal Charging Pump Startup .......................................................... 5-1
5.1.1 Pre-Startup Preparations ................................................................ 5-1
5.1.2 Pump Startup .................................................................................. 5-2
5.2 Centrifugal Charging Pump Operation ...................................................... 5-3
5.2.1 Normal Operation ............................................................................ 5-3
5.2.2 Operational Testing ......................................................................... 5-3
5.3 Centrifugal Charging Pump Testing .......................................................... 5-4
5.3.1 Vibration .......................................................................................... 5-4
5.3.2 Capacity .......................................................................................... 5-9
5.3.3 Temperature .................................................................................. 5-12
5.3.4 Pressure ........................................................................................ 5-14
5.4 Positive Displacement Charging Pump Startup ...................................... 5-16
5.5 Positive Displacement Charging Pump Operation .................................. 5-17
5.6 Positive Displacement Charging Pump Testing ...................................... 5-18
5.6.1 Vibration ........................................................................................ 5-18
5.6.2 Capacity ........................................................................................ 5-18
5.6.3 Temperature .................................................................................. 5-18
5.6.4 Pressure ........................................................................................ 5-18
Bibliography ...................................................................................................
Reference Works ..............................................................................................
Books and Technical Manuals .........................................................................
Articles ..............................................................................................................
Presentations ...................................................................................................
6-1
6-1
6-1
6-2
6-4
Appendix A Combustion Engineering Plant CVCS ............................................... A-1

Functions of the Chemical and Volume Control System .................................. A-3
Design Criteria of the CVCS ............................................................................. A-3
CVCS Subsystem Matrix and Components ..................................................... A-4
Letdown ............................................................................................................ A-6
Charging Pumps ............................................................................................. A-11
Chemical Addition System ............................................................................. A-15
Reactor Makeup Water System ..................................................................... A-22
Associated Procedures .................................................................................. A-23
Abnormal Operating Procedures .................................................................... A-24
Technical Specifications ................................................................................. A-25
Appendix B Westinghouse Plant CVCS ................................................................. B-1
Summary .......................................................................................................... B-3
System Flow Paths ........................................................................................... B-3
RCP Seal Water System and Excess Letdown System ................................... B-9
Boron Recovery System ................................................................................. B-10
Reactor Makeup Control System ................................................................... B-10
ix

Section
Page
RCP Seal Water System Operation ............................................................... B-14

ECCS Mode of Operation ............................................................................... B-14
Component Description .................................................................................. B-14
Appendix C Reliability-Centered Maintenance ...................................................... C-1
Issue # 1. Justifying the Program ..................................................................... C-2
Issue # 2. Goals and Objectives ....................................................................... C-3
Issue # 3. System Selection ............................................................................. C-3
Issue # 4. Critical Component Definition .......................................................... C-3
Issue # 5. Generic Failure Modes, Causes, and Mechanisms ......................... C-3
Issue # 6. Vendor Manual Recommendations ................................................. C-4
The Westinghouse Approach to Reliability-Centered Maintenance ................. C-5
Appendix D Shaft Alignment ................................................................................... D-1
D.1 Alignment Procedure for Reverse Dial Indicator Method .......................... D-6
D.2 Determining the Cold Alignment Setting ................................................. D-13
D.3 Common Problems When Using the Reverse Indicator Method ............ D-14
D.4 Checking for Soft Foot with the Machine Running .................................. D-16
D.5 Laser Alignment System ......................................................................... D-17
Appendix E Pump Design Improvements .............................................................. E-1
E.1 Pump Shaft Cracking ................................................................................ E-1
E.2 Plunger/Packing Failure ............................................................................ E-3

FIGURES
Figure
Page
1-1
Charging Pump Type Utilization by Plant ......................................................... 1-6
1-2
Pacific Centrifugal Charging Pump, McGuire Installation ................................. 1-7
1-3
Pacific Centrifugal Charging Pump, Salem Installation .................................... 1-8
1-4
Overview of Union Model QX-300 Quintiplex Reciprocating Pump

with Stripped Fluid End, Showing Layout of Pump, Gyrol Fluid Drive, and
Westinghouse Motor ........................................................................................ 1-8
1-5
Union Positive Displacement Pump, Salem Installation ................................... 1-9
1-6
Power End View, Gaulin Triplex Reciprocating Charging Pump,

Showing Crankshaft-Mounted Oil Lubrication Pump, Arkansas Nuclear
One Installation ................................................................................................ 1-9
1-7
Typical Combustion Engineering CVCS Schematic ....................................... 1-11
1-8
Typical Westinghouse CVCS Schematic ....................................................... 1-12
2-1
Typical Charging System ................................................................................. 2-3
2-2
Head and Temperature Relationship ............................................................... 2-4
2-3
Pressure/Head Temperature Compensation Curve ......................................... 2-5
2-4
Friction Head Losses ........................................................................................ 2-7
2-5
System Head Curve ......................................................................................... 2-7
2-6
Centrifugal Charging Pump (Pacific Model RLIJ 11-Stage) ........................... 2-10
2-7
Head vs. Impeller Velocity .............................................................................. 2-12
2-8
Head/Velocity of Fluid Per Stage (11-Stage Pump) ....................................... 2-13

xi

Figure
Page
2-9a Closeup of Pacific Charging Pump Inboard/Outboard Seals and Bearing

Housings ........................................................................................................ 2-13
2-9b Closeup of Pacific Charging Pump Inboard/Outboard Seals and Bearing
Housings ........................................................................................................ 2-14
2-10 Mechanical Seal (Courtesy John Crane, Inc.) ................................................ 2-14
2-11a Mechanical Seal Shaft/Housing Interface ...................................................... 2-15
2-11b Primary Seal and Mating Ring Interface ......................................................... 2-16
2-11c Mechanical Seal Spring .................................................................................. 2-16
2-11d Types of Secondary Seals ............................................................................. 2-17
2-11e Mechanical Seal Assembly ............................................................................ 2-18
2-12 John Crane Mechanical Seal Exploded View ................................................. 2-18
2-13 Cutaway View of High-Speed Gear Drive ...................................................... 2-24
2-14 Falk Speed Reducer ....................................................................................... 2-25
2-15 Diffuser-Type Centrifugal Pump ..................................................................... 2-26
2-16 Typical Journal Bearing .................................................................................. 2-28
2-17 Kingsbury Thrust Bearing ............................................................................... 2-28
2-18 Balance Drum Arrangement ........................................................................... 2-30
2-19 Balance Disk Arrangement ............................................................................. 2-31
2-20 Centrifugal Pump Head vs. Flow Curve ......................................................... 2-33
2-21 Byron Jackson Type-DVMX Axially Split Case .............................................. 2-34
2-22 Byron Jackson Type DVMX Charging Pump ................................................. 2-35
2-23 Byron Jackson Type CBMX Charging Pump ................................................. 2-36
2-24 Byron Jackson Type CBMX Charging Pump Assembled Rotor
and Stationary Internal Parts .......................................................................... 2-37
2-25 Typical Horizontal Triplex Positive Displacement Pump ................................ 2-38
xii

Figure
Page
2-26 Cylinder and Plunger ...................................................................................... 2-43

2-27 Crosshead Assembly: Cylinder Body and Stub Extension ............................. 2-44
2-28 Main Bearing Cap ........................................................................................... 2-45
2-29 Forces Acting on a Closed Valve ................................................................... 2-46
2-30 Typical Valve Cross Section ........................................................................... 2-48
2-31 Discharge Dampener ..................................................................................... 2-51
2-32 Suction Stabilizer Arrangement ...................................................................... 2-52
2-33 Typical Discharge Dampener Operation ........................................................ 2-52
2-34 Stuffing Box Packing Showing Packing Rings, Male and Female Adapters,
and Preload Springs ....................................................................................... 2-55
2-35 Plungers ......................................................................................................... 2-55
2-36 Packing Rings and Preload Springs ............................................................... 2-55
2-37 V-Ring Packing Installation ............................................................................ 2-56
2-38 Typical Braided Composition Packing Arrangement ...................................... 2-57
2-39 Simplified Packing Cooling System ................................................................ 2-58
2-40 Oil Film Lubrication ......................................................................................... 2-61
2-41 Tapered Roller Bearing .................................................................................. 2-63
2-42 Typical Lip Seal .............................................................................................. 2-64
2-43 Typical Forced-Feed Lubrication System ....................................................... 2-66
2-44 Typical Splash-Type Lubrication System ....................................................... 2-67
2-45 Typical Flexible Coupling ............................................................................... 2-68
2-46 Thomas/Rexnord DBZ Size 351 Flexible Coupling between Gyrol Fluid
Drive Low Speed Shaft and Pump Input Shaft ............................................... 2-69
2-47 Large Gear Coupling ...................................................................................... 2-70
xiii

Figure
Page
3-1
Charging Pump Failures (NPRSD) ................................................................... 3-8
3-2
Positive Displacement Pump Component Failures .......................................... 3-9
3-3
Positive Displacement Pump Packing Failure Causes ................................... 3-10
3-4
Centrifugal Pump Component Failures by Year ............................................. 3-11
3-5
Centrifugal Pump Component Failures .......................................................... 3-12
3-6
Mechanical Seal Failure Causes .................................................................... 3-13
3-7
Average number of Charging Pump Failures Per Plant ................................. 3-14
3-8
Abrasive Gear Wear from CRC Handbook of Lubrication (Theory

and Practice of Tribology), Volume II, Theory and Design ............................. 3-22
3-9
Scoring from CRC Handbook of Lubrication (Theory and Practice

of Tribology), Volume II, Theory and Design .................................................. 3-23
3-10 Typical 900 MW Unit Charging Pump System ............................................... 3-26

3-11 Longitudinal View of a 900 MW Unit Charging Pump .................................... 3-26
3-12 Longitudinal View of a 1300 MW Unit Pump Charging Pump ........................ 3-29
3-13 Maintenance Operations Chart ...................................................................... 3-37
3-14 Maintenance Operations Chart ...................................................................... 3-39
4-1
Frequency Response for Periodic Vibration ..................................................... 4-2
4-2
Frequency Response for Compound Harmonic Periodic Vibration .................. 4-2
4-3
Transducer Frequency Response .................................................................... 4-3
4-4
Alignment Vibration .......................................................................................... 4-4
4-5
Cavitation Due to Pulsation Pressure ............................................................... 4-5
4-6
Effects of Entrained Air or Gases on Centrifugal Pumps ................................. 4-6
4-7
Diagnosis of Cavitation Damage ...................................................................... 4-7
4-8
Effect of Cavitation on Pump Head .................................................................. 4-7
xiv

Figure
4-9
Page
Oil Analysis Form ........................................................................................... 4-13
4-10 Impeller and Casing Wear Ring Relationship ................................................. 4-15

4-11 Effect of Increased Leakage on Head-Capacity Curve .................................. 4-16
4-12 Cutaway of a Centrifugal Pump ...................................................................... 4-18
4-13 Checking Bearing Clearance Using Plastigage .............................................. 4-19
4-14a Typical Mechanical Seal Installation .............................................................. 4-23
4-14b John Crane Second Generation Mechanical Seal ......................................... 4-24
4-15 V-Block Configuration ..................................................................................... 4-32
4-16 Typical Gear Reducer .................................................................................... 4-45
4-17 Gear Reducer Gap ......................................................................................... 4-48
4-18 Pump Power End ........................................................................................... 4-59
4-19 Bearing Wear Patterns for a Normal Radial Load .......................................... 4-60
4-20 Bearing Wear Patterns for a Normal Thrust Load .......................................... 4-61
4-21 Abnormal Bearing Wear Patterns ................................................................... 4-61
4-22 Typical Positive Displacement Pump Configuration ....................................... 4-62
4-23 Typical Positive Displacement Pump End Configuration ............................... 4-63
4-24 Special Tools for Valve and Packing Removal ............................................... 4-65
4-25 Typical Packing Seal Water System .............................................................. 4-67
4-26 Typical Packing Cartridge .............................................................................. 4-69
4-27 Plunger Measurement Diagram ..................................................................... 4-70
4-28 Discharge Dampener Seals ........................................................................... 4-75
4-29 Discharge Dampener Seal Locations ............................................................. 4-76
4-30 Charging Rig .................................................................................................. 4-81
xv

Figure
Page
4-31 Typical Baffle Packing Arrangement .............................................................. 4-84

4-32 Crosshead Ball and Socket ............................................................................ 4-88
4-33 Crosshead Ball and Socket ............................................................................ 4-93
4-34 Speed Control Rod End Assembly ................................................................. 4-96
4-35 Speed Control Crank Assembly ..................................................................... 4-97
4-36 Speed Control Lever Assembly ...................................................................... 4-99
5-1
Portable Data Collection System ...................................................................... 5-5
5-2
Multiplexed Continuous Data Collection System .............................................. 5-5
5-3
Horizontal Pump Sensors ................................................................................. 5-6
5-4
System-Head Curve ......................................................................................... 5-9
5-5
H-Q Curve Superimposed on a System-Head Curve ....................................... 5-9
5-6
Characteristics of a System with a Variable Static Head ............................... 5-10
5-7
Varying Pump Capacity by Varying Speed .................................................... 5-11
5-8
Varying Pump Capacity by Throttling ............................................................. 5-12
A-1
Chemical and Volume Control System, On-Line Diagram

(Normal Mode of Operation) ............................................................................. A-2
A-2
VCT Level Control System ............................................................................... A-5
A-3
Charging Pump Seal Lubrication System ....................................................... A-14
A-4
Chemical Addition System ............................................................................. A-16
B-1
Chemical Volume and Control System Flow Path ............................................ B-2
B-2
Chemical Volume and Control System Normal Charging and Letdown

Flow Path ......................................................................................................... B-6
B-3
Chemical Volume and Control High Head Injection Flow Path ........................ B-7
B-4
Simplified Flow Diagram for Makeup Control System ...................................... B-8
xvi

Figure
Page
C-1
Maintenance Hours Saved by RCM Analysis ................................................... C-1
C-2
Integrated Maintenance Program ..................................................................... C-7
D-1
Indicator Sag .................................................................................................... D-2
D-2
Representation of Soft Foot ............................................................................. D-2
D-3
Angularity ......................................................................................................... D-4
D-4
Offset ................................................................................................................ D-4
D-5
Distance versus Radius .................................................................................... D-6
D-6
Installing the Dial Indicator ............................................................................... D-7
D-7
Hold-Down Bolt Tightening Sequence ........................................................... D-11
xvii

TABLES
Table
Page
1-1
Charging Pump Plant Installations ................................................................... 1-2
2-1
Charging System Characteristics ..................................................................... 2-1
2-2
Comparison of Existing Block and Replacement Block Material Properties .. 2-40
3-1
Charging Pump Equipment Maintenance Plan (Centrifugal Pumps) ............... 3-3
3-2
Charging Pump Equipment Maintenance Plan (Positive Displacement

Pumps) ............................................................................................................. 3-4
3-3
Charging Pump Equipment Maintenance Plan (CVCS Centrifugal Pumps) .... 3-5
3-4
Mechanical Seals Failure Modes ................................................................... 3-15
3-5
Oil Lines and Oil Coolers Failure Modes ........................................................ 3-16
3-6
Bearings Failure Modes ................................................................................. 3-17
3-7
Pump Casing Failure Modes .......................................................................... 3-17
3-8
Impeller Failure Mode ..................................................................................... 3-18
3-9
Coupling Failure Modes ................................................................................. 3-18
3-10 Shaft Failure Modes ....................................................................................... 3-18

3-11 Fluid Cylinder Failure Modes .......................................................................... 3-19
3-12 Fluid Cylinder Valve Failure Modes ................................................................ 3-19
3-13 Packing Failure Modes ................................................................................... 3-20
3-14 Plunger Failure Modes ................................................................................... 3-20
3-15 Fluid Cylinder End Cap Gasket Failure Modes .............................................. 3-20
xix

Table
Page
3-16 Plunger Packing Seal Lubricant/Cooling Failure Modes ................................ 3-21

3-17 Gears Failure Modes ...................................................................................... 3-23
3-18 Stabilizer and Dampener Bladder Failure Modes ........................................... 3-24
3-19 Main Characteristics of the 900 MW Unit Charging Pumps ........................... 3-27
3-20 Main Characteristics of 1,300 MW Unit Charging Pumps .............................. 3-30
4-1
Frequency of Hydraulic and Mechanical Forces .............................................. 4-4
5-1
Vibration Conversion Values ............................................................................ 5-6
5-2
Vibration Diagnostic Chart ................................................................................ 5-7
D-1
Typical Alignment Tolerances ........................................................................ D-13
xx

1
INTRODUCTION
Charging pumps are safety-related equipment, designed to provide normal charging
service to the reactor coolant system (RCS) and to act as the high-head safety injection
pump. Charging pumps are part of the chemical and volume control system (CVCS)
and provide makeup water to the RCS during transient conditions, provide high-pressure seal water for the reactor coolant pump seals, and allow for chemical additions to
the RCS.
Two basic types of charging pumps are in use throughout the industry: centrifugal and
positive displacement pumps. In plants utilizing both centrifugal and positive displacement charging pumps, flow is automatically controlled by the charging pump flow
controller that maintains pressurizer water level at the setpoint programmed for the
reactor coolant average temperature. For plants utilizing only positive displacement
pumps, charging flow is either constant and letdown flow is varied or charging flow is
varied with constant letdown flow to control the pressurizer water level.
A pump application matrix, presented as Table 1-1, lists the types of charging pumps
that are installed in nuclear plants. This matrix proved useful in the development of this
manual, and it is included here for use by plant engineers and technicians. This information should aid plant personnel in establishing a dialogue with like-pump users to
discuss pump problems and solutions. Figure 1-1 shows charging pump utilization,
which gives the relative population of pump types.
1-1
Centrifugal Pump Types

Quantity Pump Mfg.
Utility
NSSS
Arkansas Nuclear One 1

Arkansas Nuclear One 2
Entergy Operations, Inc.
B&W
CE
Beaver Valley 1
Beaver Valley 2
Duquesne Light Co.
WE
WE
3
3
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
Braidwood 1
Braidwood 2
ComEd
WE
WE
2
2
Dresser Pacific
Dresser Pacific
Byron 1
Byron 2
ComEd
WE
WE
2
2
Callaway 1
Union Electric Co.
WE
1
2
Calvert Cliffs 1
Calvert Cliffs 2
Baltimore Gas & Electric Co.
CE
CE
Catawba 1
Catawba 2
Duke Power Co.
WE
WE
2
3
Dresser Pacific
Dresser Pacific
Comanche Peak 1
Comanche Peak 2
Texas Utilities Electric Co.
WE
WE
2
2
Cook 1
Cook 2
Indiana/Michigan Power Co.
WE
WE
Crystal River 3
Florida Power Corporation
Davis Besse 1
Diablo Canyon 1
Diablo Canyon 2
Byron Jackson
Size
Positive Displacement Pump Types types

Quantity Pump Mfg.
Size
DVMX 3x4x8-9 Stage
Manton Gaulin
2640 NP18-3TPS
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Manton Gaulin
Manton Gaulin
NP45-3
NP45-3
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Manton Gaulin
Manton Gaulin
NP45-3
NP45-3
Ingersoll Rand
Dresser Pacific
2x10-12CAM500X1
2.5RLIJ-11 Stage
Union Pump
2-7/16x5QX-300
4
3
Armco Steel
Armco Steel
J-531-M6DF
J-531-M6DF
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
2
2
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
B&W
Sulzer Bingham
3x5x7.5 MSD-9 Stage
Toledo Edison Co.
B&W
Sulzer Bingham
3x5x7.5CP-12 Stage
Pacific Gas & Electric Co.
WE
WE
3
2
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
Site
1-2
Table 1-1
Charging Pump Plant Installations
Table 1-1
Charging Pump Plant Installations (continued)
Quantity Pump Mfg.
Utility
NSSS
Farley 1
Farley 2
Southern Nuclear Operating Co.
WE
WE
Fort Calhoun 1
Omaha Public Power District
CE
Manton Gaulin
2640 NP18-3TPS
Ginna
Rochester Gas & Electric Corp.
WE
Ajax Iron
T-125
Haddem Neck
Northeast Utilities
WE
Dresser Pump
Ajax
T-75
Harris
Carolina Power & Light Co.
WE
Dresser Pacific
Indian Point 2
Indian Point 3
Consolidated Edison Co.

New York Power Authority
WE
WE
3
3
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
Kewaunee
Wisconsin Public Service Corp.
WE
Ajax Iron
T-150
Maine Yankee
Maine Yankee Atomic Power
CE
Sulzer Bingham
3x5x7.5 MSD-9 Stage
McGuire 1
McGuire 2
Duke Power Co.
WE
WE
2
2
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
Millstone 2
Northeast Utilities
CE
3
3
Armco Steel
Manton Gaulin
J-531-M6DF
2640 NP18-3TPS
2
1
Manton Gaulin
Manton Gaulin
2640 NP18-3TPS
NP45-3
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
2Z
2.5RLIJ-11 Stage
WE
Dresser Pacific
2.5RLIJ-11 Stage
Virginia Power Co.
WE
WE
3
3
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
Oconee 1
Oconee 2
Oconee 3
Duke Power Co.
B&W
B&W
B&W
4
5
3
Ingersoll Rand
Ingersoll Rand
Ingersoll Rand
2.5VHTB-24
2.5VHTB-24
2.5VHTB-24
Palisades
Consumers Energy
CE
1-3
North Anna 1
North Anna 2
Millstone 3
3
3
Size

Quantity Pump Mfg.
Size
Site

Quantity Pump Mfg.
Size

Quantity Pump Mfg.
Size
Utility
NSSS
Palo Verde 1
Palo Verde 2
Palo Verde 3
Arizona Public Service Co.
CE
CE
CE
3
3
3
Manton Gaulin
Manton Gaulin
Manton Gaulin
2640 NP18-3TPS
2640 NP18-3TPS
2640 NP18-3TPS
Point Beach 1
Point Beach 2
Wisconsin Electric Power Co.
WE
WE
3
3
Ajax Iron
Ajax Iron
T-125
T-125
Prairie Island 1
Prairie Island 2
Northern States Power
WE
WE
5
3
Ajax Iron
Ajax Iron
T-125
T-150
Robinson
Carolina Power & Light Co.
WE
Union Pump
TX-150
Salem 1
Salem 2
Public Service Electric & Gas
WE
WE
2
2
Dresser Pacific
Dresser Pacific
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
San Onofre 1
San Onofre 2
San Onofre 3
Southern California Edison
WE
CE
CE
Dresser Pump
Dresser ZMB-12
1
5
3
Union Pump
Manton Gaulin
Manton Gaulin
TD-50
2640 NP18-3TPS
2640 NP18-3TPS
Seabrook 1
North Atlantic Energy Service Co.
WE
Dresser Pump
2.5RLIJ-11 Stage
Union Pump
2-7/16x5QX-300
Sequoyah 1
Sequoyah 2
Tennessee Valley Authority
WE
WE
2
2
Dresser Pump
Dresser Pump
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
South Texas 1
South Texas 2
Houston Lighting & Power Co.
WE
WE
2
2
Dresser Pump
Dresser Pump
RLIJ-2IN-7 Stage
RLIJ-2IN-7 Stage
1
1
Union Pump
Union Pump
1-5/8x4TX-90
1-5/8x4TX-90
St. Lucie 1
St. Lucie 2
Florida Power & Light Co.
CE
CE
3
3
Armco Steel
Union Pump
J-531-M6DF
TX-125
Summer
South Carolina Electric & Gas Co.
WE
Dresser Pump
2.5RLIJ-11 Stage
Surry 1
Surry 2
Virginia Power Co.
WE
WE
3
3
Byron Jackson
Byron Jackson
DVMX 3x4x8-9 Stage

DVMX 3x4x8-9 Stage
Site
1-4
Table 1-1
Table 1-1
Utility
NSSS
Three Mile Island 1
GPU Nuclear Corp.
B&W
Turkey Point 3
Turkey Point 4
Florida Power & Light Co.
WE
WE
Vogtle 1
Vogtle 2
Georgia Power Co.
WE
WE
Waterford 3
Entergy Operations, Inc..
CE
Watts Bar 1
Tennessee Valley Authority
WE
Wolf Creek
Wolf Creek Nuclear Operating Corp.
Zion 1
Zion 2
ComEd

Quantity Pump Mfg.
2
2
Sulzer Bingham
Dresser Pump
Dresser Pump
Dresser Pump
2
WE
WE
2
2
Dresser Pump
Dresser Pump
Size

Quantity Pump Mfg.
Size
3x4x7.5
3
3
Union Pump
Union Pump
TX-150
TX-150
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
Manton Gaulin
2640 NP18-3TPS
2.5RLIJ-11 Stage
Union Pump
2-7/16x5QX-300
2.5RLIJ-11 Stage
Union Pump
2-7/16x5QX-300
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
1
1
Union Pump
Union Pump
2-7/16x5QX-300
2-7/16x5QX-300
2.5RLIJ-11 Stage
2.5RLIJ-11 Stage
Site
1-5
1-6
Sulzer Bingham 3x5x7.5MSD-9 Stage
Sulzer Bingham 3x5x7.5CP-12 Stage
Sulzer Bingham 3x4x9 7 Stage
Sulzer Bingham 3x4x7.5
Ingersoll-Rand 2x10-12CAM500X1
Ingersoll-Rand 2.5VHTB-24
Dresser Pump D ZMB-12
Dresser Pump D 2Z
Dresser Pump D RLIJ-2IN-7 Stage
* Dresser Pump D 2.5RLIJ-11 Stage
Dresser Pump D25JTCH-10 Stage
Dresser Pump WYRF-6x10

Byron Jackson DVMX 3x4x8-9 Stage
Union Pump TX-150
Union Pump TX-125
Union Pump TD-50
* Union Pump 2-1/16x5QX-300
Union Pump 1-5/8x4TX-90
Manton Gaulin NP45-3
* Manton Gaulin 2640 NP18-3TPS
Armco Steel J-531-M6DF
Ajax Iron T-150
Ajax Iron T-125
Ajax Iron T-75
0
10
15
20
Number of Plants Using Pumps
* Most prevalent pump installations

Figure 1-1
Charging Pump Type Utilization by Plant
25
30
35

The primary focus of this manual is on the most industry-prevalent charging pumps:
Ingersoll-Dressers Pacific centrifugal pumps, and Union and Gaulin positive displacement pumps. However, many aspects of this guide can be applied to any centrifugal or
positive displacement piston pump. Figures 1-2 through 1-6 show typical charging
pump installations of the abovementioned pump types and models.
Figure 1-2
Pacific Centrifugal Charging Pump, McGuire Installation
1-7

Figure 1-3
Pacific Centrifugal Charging Pump, Salem Installation
Figure 1-4
Overview of Union Model QX-300 Quintiplex Reciprocating Pump with Stripped Fluid
End, Showing Layout of Pump, Gyrol Fluid Drive, and Westinghouse Motor
1-8

Figure 1-5
Union Positive Displacement Pump, Salem Installation
Figure 1-6
Power End View, Gaulin Triplex Reciprocating Charging Pump, Showing CrankshaftMounted Oil Lubrication Pump, Arkansas Nuclear One Installation
1-9

1.1 Organization of This Guide

Chapter 2, Charging Pump Design and Construction, presents an overview of pump
theory and design, and construction considerations for both centrifugal and positive
displacement pumps and their major components. Discussions on bearings, couplings,
and drivers are provided to further develop an understanding of the systems approach
to maintenance. This chapter explains the relationship between pump components and
their functions, thus establishing the foundation for maintenance decisions.
Chapter 3, Predictive and Preventive Maintenance, describes condition-based maintenance and data collection techniques that can be used to predict failures. These actions
are presented as equipment maintenance plans and include both predictive and preventive actions designed to maintain pump reliability.
Chapter 4, Charging Pump Maintenance, discusses maintenance actions that can be
used to prevent failures. Generic procedures for performing the recommended actions
are presented to guide maintenance personnel in evaluating or developing their own
specific procedures for plant use.
Chapter 5, Post-Maintenance Startup, Operation, and Testing, presents the steps that
should be considered after shutdown maintenance has been performed.
Appendices A and B present system discussions for the Combustion Engineering and
Westinghouse-designed plants. System information on plant startup, normal operation,
and abnormal operation is discussed.
Appendix C contains a general discussion of reliability-centered maintenance (RCM).
Shaft alignment is discussed extensively in Appendix D. Appendix E provides pump
design enhancements.
1.2 System Overview
This section provides a general overview of charging/letdown system operation. Although all plants use some form of a makeup water system, the specific operating
details can differ from plant to plant. See Figure 1-7 for a typical Combustion Engineering charging system and Figure 1-8 for a typical Westinghouse system.
1-10

1-11
Figure 1-7
Typical Combustion Engineering CVCS Schematic
CATION BED
DEMINERALIZER
COMPONENT
COOLING
WATER
PRESSURIZER LEVEL
CONTROLLER (RCS)
MIXED BED
DEMINERALIZERS
LETDOWN
ORIFICES
FROM THERMAL
REGENERATION SYSTEM
LETDOWN HEAT
EXCHANGER
AUXILIARY
SPRAY LINE
REGENERATIVE
HEAT EXCHANGE
TO THERMAL
REGENERATOR SYSTEM
COMPONENT
COOLING WATER
DRAIN
HEADER
CHARGING
LINE
VH
(WPS)
REACTOR
COOLANT
FILTER
REACTOR
COOLANT
LETDOWN
COMPONENT
COOLING
WATER
LETDOWN
LINE
SS
SEAL
WATER
FILTER
REACTOR COOLANT SYSTEM

BORON RECYCLE SYSTEM
WASTE PROCESSING SYSTEM
SAFETY INJECTION ACTUATION SIGNAL
VENT HEADER
SAMPLING SYSTEM
COMPONENT COOLING WATER
REACTOR MAKEUP WATER
SEAL WATER
HEAT
EXCHANGER
REACTOR
COOLANT PUMP
FROM DEMINERALIZED MAKEUP WATER SUPPLY
CONTROL ROD
DRIVE
MECHANISMS
FROM BORON PROCESSING SYSTEM

CHEMICAL
MIXING TANK
BATCHING TANK
ACTUATOR
POSITIVE
DISPLACEMENT
CHARGING PUMP
BORIC
ACID
TANKS
HEATER
FROM
REFUELING
PUMPS

F
SEAL
WATER
INJECTION
FILTER
CONDENSATE
RETURN
F
CENTRIFUGAL
CHARGING
PUMP
Figure 1-8
Typical Westinghouse CVCS Schematic
BORIC
ACID
FILTER
BORIC
ACID
PUMPS
RMW
BATCHING
TANK
STEAM
RCS
BRS
WPS
S
VH
SS
CCW
RMW
VOLUME CONTROL TANK
SPRAY LINE
REACTOR
VESSEL
TO BORON RECYCLE SYSTEM

OR WASTE PROCESSING SYSTEM
KEY:
EXCESS LETDOWN
HEAT EXCHANGER
PRESSURIZER
STEAM
GENERATOR
1-12
OUTSIDE
CONTAINMENT
INSIDE
CONTAINMENT

During power operation, a continuous feed-and-bleed stream is maintained to and from

the reactor coolant system (RCS). Letdown water leaves the RCS and flows through the
shell side of the regenerative heat exchanger, where it gives up its heat to makeup water
being returned to the RCS. The letdown water then flows through orifices or valves, where
its pressure is reduced, then through the letdown heat exchanger, followed by a second
pressure reduction through the low-pressure letdown valve.
After passing through a mixed bed demineralizer, where ionic impurities are removed, the
water flows either through the thermal regeneration resins or directly through the reactor
coolant filter and into the volume control tank (VCT). The vapor space in the VCT contains
hydrogen, which dissolves in the coolant. Any fission gases present are removed from the
system by venting of the VCT.
All charging pumps take coolant from the VCT. Westinghouse units pump through two
parallel paths: to the RCS through and to the seals of the reactor coolant pumps. The
streams divide; some water flows into the RCS, and the remainder leaves the pumps as seal
leakage. From the pumps, the leakage water goes to the seal water heat exchanger and then
returns to the VCT for another circuit. If the normal letdown and charging path through the
regenerative heat exchanger is not operable, water injected into the RCS through the reactor coolant pump seals is returned to the VCT through the excess letdown heat exchanger.
Combustion Engineering units pump through the tube side of the regenerative heat exchanger into the RCS. Controlled bleed-off from the reactor coolant pump seal is through
normal RCS and return to the VCT.
Makeup fluid to the chemical and volume control system (CVCS) comes from the following
sources:
Demineralized and deaerated water supply, when the concentration of dissolved neutron absorber is to be reduced
Boric acid tank, when the concentration of dissolved neutron absorber is to be increased
A blend of demineralized and deaerated water and concentrated boric acid to match the
reactor coolant boron concentration for normal plant makeup
Refueling water storage tank for emergency makeup of borated water
Chemical mixing tank for small quantities of hydrazine for oxygen scavenging or
lithium hydroxide for pH control
1.3 System Operation
1.3.1 Plant Startup

Charging flow is initiated and the normal letdown flow path is established with all orifices
opened. Pressure in the RCS is automatically regulated by throttling the low-pressure
letdown valve. When a pressure adequate to meet reactor coolant pump net positive suction head (NPSH) and pump seal requirements has been attained, the pumps are operated
intermittently to sweep any entrained gases from the RCS during the venting operation.
1-13

After filling and venting, the pressurizer liquid temperature is raised to a level where
the pressure in the pressurizer is adequate for reactor coolant pump NPSH and seal
requirements. The charging pump flow and low-pressure letdown valve are controlled
manually to obtain the desired pressurizer water level. The charging flow control then
maintains the normal pressurizer water level.
A hydrogen blanket is established in the VCT by raising the tank water level and purging with nitrogen gas. As the water level is lowered, a gas blanket of hydrogen is introduced. Reactor coolant makeup control is operated to adjust the boron concentration
and thus maintain the desired control rod position. Chemicals are added from the
chemical mixing tank as required to control the reactor coolant dissolved oxygen and
pH. When the reactor pressure has been increased sufficiently, the standby orifices are
closed to maintain the letdown flow within the normal limits. The reactor coolant
makeup control is then set for the desired reactor coolant boron adjustment.
1.3.2 Normal Operation

The charging or letdown flow controller keeps the pressurizer water level at the
setpoint programmed for the reactor coolant average temperature that is being maintained. At a constant power level, the letdown flow equals the charging flow plus the
flow through the reactor coolant pump seals. The letdown flow is first cooled by the
charging stream in the regenerative heat exchanger; then the letdown flow is reduced to
approximately 130F in the letdown heat exchanger.
The letdown flow passes through one of the mixed bed demineralizers, through the
reactor coolant filter, and into the VCT. Hydrogen overpressure in this tank maintains
the specified concentration of hydrogen in the reactor coolant. From the VCT, a charging pump delivers the reactor coolant to the regenerative heat exchanger, where it is
reheated before being returned to the RCS.
During periods of plant loading, the reactor coolant expands as its average temperature
rises. The pressurizer absorbs most of this expansion as the level controller raises the
level setpoint during load increases. The remainder of the coolant is letdown to the
VCT. During this period, the letdown flow remains constant, and the charging flow is
reduced by the pressurizer level control signal, resulting in an increased temperature at
the regenerative heat exchanger outlet. The temperature controller downstream from
the letdown heat exchanger increases the component cooling water flow to maintain the
desired letdown temperature. During periods of plant unloading, the charging flow is
increased to make up for the coolant contraction that is not accommodated for by the
programmed reduction in pressurizer level.
1-14

2
CHARGING PUMP DESIGN AND CONSTRUCTION
Pumps add kinetic and potential energy to a liquid to move it from one point to another, thus doing work. Charging pumps are designed to operate within a set of parameters that are defined by the system requirements. The required pumping characteristics
(pressure and flow) provide the basis for theoretical pump design. The pumps that are
installed in the charging systems were selected because they meet system requirements
and other design, construction, installation, and operational criteria relative to cost,
performance, reliability, and maintainability.
Figure 2-1 shows a typical charging system schematic.
The characteristics of the high-head system in which the pump must perform are described in Table 2-1.
Table 2-1
Charging System Characteristics
Westinghouse
Discharge pressure
Suction pressure
Flow (minimum)
Flow (maximum)
Temperature (maximum)
Temperature (nominal) letdown
Friction head losses
Elevation difference (suction to discharge)
2400 psi
35-50 psi
60 gpm
550 gpm
300F
130F
50 ft @ 150 gpm
30 ft
Combustion Engineering
44 gpm
132 gpm
The system suction head (Hsys) consists of:

The elevation difference between the VCT and the charging piping/loop connection
The pressure difference between the VCT and the charging piping/loop connection
The friction loss in the piping, valves, and fittings
The system suction head can be measured in feet (ft) of water or pounds per square inch
(psi) of pressure. For example, a column of water 2.3 feet high (between 40F and 70F)
produces a pressure at its base of 1 psi.
2-1

This relationship varies with the density (temperature) of the water according to the
following equation:
Pressure (psi) = (head (ft) x s.g.) 2.3
where s.g. = specific gravity = 1 / density
Solving Equation 2-1 for head:
Head (ft) = (Pressure (psi) x 2.3) s.g.
2-2
(Eq. 2-1)
OUTSIDE
CONTAINMENT
INSIDE
CONTAINMENT
CATION BED
DEMINERALIZER
COMPONENT
COOLING
WATER
PRESSURIZER LEVEL
CONTROLLER (RCS)
MIXED BED
DEMINERALIZERS
LETDOWN
ORIFICES
FROM THERMAL
REGENERATION SYSTEM
LETDOWN HEAT
EXCHANGER
AUXILIARY
SPRAY LINE
REGENERATIVE
HEAT EXCHANGE
TO THERMAL
REGENERATOR SYSTEM
COMPONENT
COOLING WATER
DRAIN
HEADER
CHARGING
LINE
VH
(WPS)
REACTOR
COOLANT
FILTER
REACTOR
COOLANT
LETDOWN
COMPONENT
COOLING
WATER
LETDOWN
LINE
SS
SEAL
WATER
FILTER

BORON RECYCLE SYSTEM
WASTE PROCESSING SYSTEM
SAFETY INJECTION ACTUATION SIGNAL
VENT HEADER
SAMPLING SYSTEM
COMPONENT COOLING WATER
REACTOR MAKEUP WATER
RCS
BRS
WPS
S
VH
SS
CCW
RMW
VOLUME CONTROL TANK
SPRAY LINE
SEAL WATER
HEAT
EXCHANGER
REACTOR
COOLANT PUMP
FROM DEMINERALIZED MAKEUP WATER SUPPLY
CONTROL ROD
DRIVE
MECHANISMS
REACTOR
VESSEL
TO BORON RECYCLE SYSTEM

OR WASTE PROCESSING SYSTEM
KEY:
EXCESS LETDOWN
HEAT EXCHANGER
PRESSURIZER
STEAM
GENERATOR
FROM BORON PROCESSING SYSTEM

CHEMICAL
MIXING TANK
BATCHING TANK
ACTUATOR
POSITIVE
DISPLACEMENT
CHARGING PUMP
BORIC
ACID
TANKS
HEATER
FROM
REFUELING
PUMPS

F
F
CENTRIFUGAL
CHARGING
PUMP
Figure 2-1
Typical Charging System
BORIC
ACID
FILTER
BORIC
ACID
PUMPS
STEAM
2-3
SEAL
WATER
INJECTION
FILTER
CONDENSATE
RETURN
RMW
BATCHING
TANK

When figuring the head of a pump, it is important to convert pump pressure to feet at
the pumping temperature.
The relationship between head and temperature for a pressure of 500 psi is shown in
Figure 2-2.
Head -vs- Temperature @ 50
1280
1260
y = 4x2 - 4x + 115
1240
Head
(ft)
1220
1200
1180
1160
1140
1120
1100
1080
1.00
50
1.00
100
0.98
150
0.96
200
0.94
250
0.91
300
Specific gra
Temperature
Figure 2-2
Head and Temperature Relationship
Figure 2-3 can be used to compensate for pumping temperatures between 50F and
300F when determining pump head (ft) from a pressure gauge (psi) reading. For example, a pressure gauge reading of 2000 psi at 300F would equate to a pump head of
5100 ft; while the same pressure reading at 50F would equate to a pump head of about
4600 ft.
2-4

Temperature Compensation C
300 degree
7000
6000
Head
(ft)
5000
50 degree
4000
3000
2000
1000
0
500
750
1000
1250
1500
Pressure
1750
2000
2250
2500
Figure 2-3
Pressure/Head Temperature Compensation Curve
The elevation difference between the VCT and the charging piping/loop connection is
called the static head of the system and has two components, static discharge head and
static suction head (or lift, if the suction liquid level is below the pump centerline), both
measured from the pump centerline. The difference between suction pressure and
discharge pressure (expressed in feet) can be added to the elevation difference to produce the total static head.
Total Static Head (in ft) = (Sdh - Ssh) + (DP - SP)
Where:
(Eq. 2-2)
Sdh = static discharge head (ft)

Ssh = static suction head (ft)
DP = discharge pressure (ft)
SP = suction pressure (ft)
Using Equation 2-2 and the data provided in Table 2-1 and Figure 2-3:
Total Static Head (at 130F) = 30 ft + 5470 ft = 5500 ft
2-5

Head losses due to friction in the piping, valves, and fittings are called friction head
losses, and are expressed in feet of liquid pumped necessary to overcome the friction
losses caused by flow of the liquid through the system. Entrance losses (due to turbulence) and exit losses (due to the loss of the velocity head at the termination of the
discharge line) can be included as friction losses. Friction head losses vary as the square
of the flow.
For a representative flow, friction losses can be calculated using friction factors for each
component, pipe, valve, heat exchanger, etc., in the system using data from the Piping
Handbook (Nanyar, 1992) or the ME Handbook (Baumeister, 1987). Friction head losses for
other flows can then be approximated using the following square relationship:
hfx = hfo x (Fx/Fo)2
where:
(Eq. 2-3)
Fo = the flow for which the losses are known

Fx = any other flow
hfo = the friction head loss at Fo
hfx = the friction head loss at Fx
For example, if the sum of the component, entrance, and exit friction head losses in a
system were calculated to be 50 ft at the design flow rate of 150 gpm, then, by Equation
2-3:
for Fx = 50 gpm, hfx = 50 ft x (50 gpm/150 gpm)2; hfx = 6 ft loss
and
for Fx = 500 gpm, hfx = 50 ft x (500 gpm/150 gpm)2; hfx = 556 ft loss
Friction head losses based on the above example can be extrapolated from Figure 2-4.
2-6
Friction head loss (ft)
Flow -vs- Friction Head
800
700
600
500
400
300
200
100
0
50
100
150
200
250
300
Flow
350
(gp
400
450
500
550
600
Figure 2-4
Friction Head Losses
The system head is the sum of the total static head and the friction head. Combining the
static heads, pressure differences, and friction head losses plotted against the flow
results in the system head curve shown in Figure 2-5.
Flow -vs- System H
6400
Head
(ft)
6200
6000
friction head loss
5800
5600
5400
total static he
5200
5000
50
100
150
200
250
300
Flow
350
(gp
400
450
500
550
600
Figure 2-5
System Head Curve
There are five physical factors that can act upon a fluid to affect its behavior. All of the
physical actions of fluids in all systems are determined by the relationships of these
factors to each other. These factors are:
Gravity, which acts at all times upon all bodies, regardless of other forces
Atmospheric pressure, which acts on any part of a system exposed to open air
2-7

Specific applied forces, which might or might not be present, but are entirely independent of the presence or absence of motion
Inertia, which comes into play when there is a change from rest to motion or vice
versa, or when there is a change in direction or in rate of motion
Friction, or head loss, which is always present whenever there is motion
Any fluid has a velocity above which laminar flow cannot exist in a stable condition.
This is the critical velocity. If the velocity of a fluid is slowly increased, a point is
reached where turbulence begins. Increased turbulence results in increased head loss.
The Darcy-Weisbach pipe-friction equation exists in several forms, but is commonly
written as:
hf = f x (LD) x (V22g)
The piping of centrifugal pumps, particularly the suction piping, can seriously affect
the operating efficiency and life expectancy of the pump. Poorly designed suction
piping can result in the entrainment of air or vapor into the pump and can cause cavitation, which displaces liquid from within the pump casing, results in vibration, and
throws the pump out of balance. The cavitation alone can result in severe erosion of the
impeller, and the out-of-balance condition can set up a slight eccentric shaft rotation,
which eventually wears out the pump bearings and seals in a centrifugal pump. It
affects the internal check valve and fluid cylinder life in positive displacement pumps.
The suction and discharge piping should be supported independently of the pump so
that very little load is transmitted to the pump casing.
As discussed in Chapter 1, the most prevalent pumps installed in U.S. plant charging
systems are the Ingersoll-Dresser centrifugal and the Gaulin and Union positive displacement pumps. A brief discussion of the centrifugal charging pump is found in
Section 2.1 and the positive displacement pump is discussed in Section 2.2. A brief
discussion of the charging pumps found in EdF is in Section 3.
2.1 Ingersoll-Dresser (Pacific Model) Centrifugal Charging Pump
Centrifugal pumps depend entirely on changes in velocity to add energy to the fluid;
thus, a discussion on centrifugal pump design becomes a discussion on velocities
occurring at various points within the pump. For practical purposes, centrifugal pump
design is based on a one-dimensional analysis of velocity. For radial flow pumps, the
head (H) produced by the impeller can be expressed as:
H = N (U2V2 - U1V1)/g
where
H = head (ft)
N = coefficient of hydraulic efficiency (.85 to .95)
U2 = circumferential velocity of impeller discharge (ft/sec)
2-8
(Eq. 2-4)

V2 = average absolute fluid velocity at impeller discharge (ft/sec)

U1 = circumferential velocity of impeller suction (ft/sec)
V1 = average absolute fluid velocity at impeller suction (ft/sec)
g = 32.174 (ft/sec2)
Because the rotational component of flow at the impeller inlet is negligible, Equation 2-4
can be reduced to:
H = N U2V2/g
(Eq. 2-5)
Therefore, Equation 2-5 provides a practical method for calculating total head for any
centrifugal charging pump used in the industry.
A large portion of the velocity energy developed by the impeller is converted to pressure by a set of stationary diffusion vanes or by a volute designed into the casing surrounding the impeller. An 11-stage centrifugal pump is shown in Figure 2-6.
2-9
RADIAL
DIFFUSER
PRESSURE
REDUCING
SLEEVE
INTERMEDIATE
COVER
RADIAL
IMPELLER
DISCHARGE
HEAD
(3) INNER HEAD

GASKET SPACER
SEAL
HOUSING
LOCKING (4) INNER HEAD

KEY
GASKET
WEAR
RING
2-10
SUCTION
DIFFUSER
LOCKING KEY
INTERMEDIATE
COVER BUSHING
WEAR RING
SUCTION SPACER
SUCTION SPACER
MEASURE
GAP HERE
WEARING RING
INTERM. COVER
INTERMEDIATE
COVER BUSHING
SHAFT SPLIT RING
SUCTION IMPELLER
PRESSURE RELEASER
SLEEVE LOCKNUT
ASSEMBLY RAIL
CASE STUD
CASE
CASE NUT
WASHER
PRESSURE REDUCING BUSHING
DISCHARGE HEAD GASKET
DISCHARGE
DIFFUSER
DISCHARGE
SPACER
Figure 2-6
Centrifugal Charging Pump (Pacific Model RLIJ 11-Stage)

2.1.1 Impeller
Centrifugal pumps impart forces on the fluid by a set of rotating vanes (the impeller).
The rotating impeller causes the fluid to be discharged at its periphery at a higher
velocity than at its center. Basically, the impeller is designed to move the fluid at the
velocity that would be obtained if the fluid were to fall a distance (in feet) equal to the
pump design head.
The principle of dynamic similarity, when applied to centrifugal pumps, expresses the
fact that two pumps geometrically similar to each other will have similar performance
characteristics. The term specific speed is the concept that links the three main parameters
of these performance characteristics (capacity, head, and rotation speed) into a single
term.
In its basic form, the specific speed is an index number and can be calculated as follows:
Ns =
where:
N Q1/2
H3/4
Ns = specific speed
N = rotation speed in rpm
Q = capacity in gpm
H = head in feet (head per stage for a multistage pump)
The formula remains unchanged, whether the impeller is the single- or double-suction
type. It is customary, therefore, when referring to a definite value of specific speed to
mention what type of impeller is in question. While it is possible to calculate the specific
speed for any given operating condition of head and capacity, the definition of specific
speed assumes that the head and capacity used in the equation refer to those at the best
efficiency of the pump. It should be noted that this index number is independent of the
rotation speed at which the pump is operating.
The physical characteristics and the general outline of impeller profiles are intimately
connected to their respective type-specific speeds. Thus, the value of the specific speed
immediately describes the approximate impeller shape. Similarly, the specific speed of a
given pump is also definitely reflected in the shape of the pump characteristic curves.
While not dimensionless, specific speed is generally expressed simply as a number
because its practical application is such that units are of no importance. The practical
range of specific speed is approximately 500 to 15,000.
2-11

Impeller velocity requirements can be determined by the equations:

S = 1/2 at2
(Eq. 2-6)
V = at
(Eq. 2-7)
and
In Equation 2-6, fluid falling from a height (S) of 4000 feet would reach zero elevation in
the time (t) of 15.75 seconds due to the gravitational acceleration (a) of 32.2 ft/sec2.
Substituting 15.75 seconds for t in Equation 2-7, the fluid would achieve a velocity (V) of
just over 500 ft/sec, and that is the same velocity that an impeller would have to impart
to a fluid to pump it to a 4000-foot elevation.
Figure 2-7 shows the velocities that must be attained by impellers when pumping
against pressure heads of 0 to 6000 feet. For reference, the Pacific model 2.5 RLIJ-11
stage charging pump is designed for a differential head of 5800 feet (requiring about 600
ft/sec impeller velocity).
Head
(ft)
Impeller Velocity Design Require

6000
5000
4000
3000
2000
1000
0
622
595
567
538
508
475
440
Velocity
401
359
311
254
179
(f
Figure 2-7
Head vs. Impeller Velocity
In Pacific barrel pumps, the impellers are assembled in series. The flow of fluid is from
the first stage to the second stage, and so on, to the last stage impeller and through the
discharge nozzle. The heads of the impellers are additive, and the total head developed
is the sum of the heads developed by each impeller. Thus, it is possible to divide the
total head required into stages, using a number of high-efficiency, small-diameter
impellers. A single-stage pump could be designed to provide the velocity and pressure
characteristics of the multi-stage pump described in Figure 2-8; however, its impeller
would have to be three feet in diameter and turn at 3600 rpm.
2-12

Head / Velocity per St
Head
(ft)
6000
5000
4000
3000
2000
1000
0
57
114
171
228
285
342
Velocity
399
456
513
570
627
(f
Figure 2-8
Head/Velocity of Fluid Per Stage (11-Stage Pump)
2.1.2 Seals
The purpose of the mechanical seal is to control the leakage from the stuffing box to the
atmosphere along the rotating shaft. As the pump rotates, the pressure in the impeller
housing is higher than the pressure in the stuffing box. This pressure difference tends to
force the liquid toward the low pressure side. It is a common misconception that mechanical seals are designed for zero leakage. Actually, all mechanical seals are designed
to leak; however, the leakage is invisible because it evaporates due to heat generation as
the fluid passes between the seal faces. The amount of leakage is dependent on seal size,
design, pressure, temperature, and the liquid being sealed.
Figure 2-9a
Closeup of Pacific Charging Pump Inboard/Outboard Seals and Bearing Housings
2-13

Figure 2-9b
Closeup of Pacific Charging Pump Inboard/Outboard Seals and Bearing Housings
Figure 2-10
Mechanical Seal
(Courtesy John Crane, Inc.)
2-14

Although mechanical end face seals vary in design, they operate on the same basic
principle. Fluid is to be sealed in a housing through which a rotating shaft extends. The
easiest way to understand the concept involved is to visualize a shaft with a shoulder
running against a housing wall as shown in Figure 2-11a. The dynamic sealing takes
place between the end faces. This shoulder-on-the-shaft approach explains the principle
but does not make a practical seal.
STATIONARY HOUSING
FLUID
ATMOSPHERE
ROTATING SHAFT
SHAFT SHOULDER
SEALING TAKES PLACE
BETWEEN END-FACES
Figure 2-11a
Mechanical Seal Shaft/Housing Interface
To achieve commonality of materials and other operating advantages, the shaft shoulder is replaced by a separate piece, and another separate piece is inserted into the housing wall as shown in Figure 2-11b. These two pieces, the primary ring and the mating
ring, are the heart of the mechanical seal.
2-15

LEAK PATH
PRIMARY RING
LEAK PATH
MATING RING
Figure 2-11b
Primary Seal and Mating Ring Interface
The precision lapped faces of the rings are automatically kept in contact by, in addition
to the fluid pressure, the insertion of a spring as shown in Figure 2-11c. A single spring
or multiple springs can be used.
SPRING
Figure 2-11c
Mechanical Seal Spring
2-16

Leakage paths around the rings are sealed with secondary seals such as O-rings,
wedges, or bellows, as shown in Figure 2-11d.
SECONDARY SEALS
SECONDARY SEALS
SECONDARY SEALS
Figure 2-11d
Types of Secondary Seals
In the seal head, the retainer is fixed to the shaft with set screws. The retainer retains
the springs, disc snap ring, and primary ring and provides a positive drive to the primary ring. The primary ring is held in the retainer by a dent and groove principle,
which also serves as an anti-rotation device. The spring is placed in the spring holes of
the retainer and compressed to its working height, which is a predetermined dimension, to provide the correct spring load to the sealing face. Figure 2-11e shows the completed seal assembly.
2-17

PRIMARY SEAL
SEAL
HEAD
SNAP RING
O RING
DISC
SPRING
RETAINER
SET SCREW
ROTATING SHAFT
MATING RING
O RING
STATIONARY
ASSEMBLY
FLUID
STATIONARY
HOUSING
SECONDARY
SEALS
POSITIVE DRIVE
(DENT & GROOVE PRINCIPLE)
PRIMARY SEALING ELEMENTS
Figure 2-11e
Mechanical Seal Assembly
The seal that is used in the charging pump uses a rubber bellows instead of an O-ring in
the seal head, a different type of retainer, a single spring, and a drive band that holds
the bellows in place. Figure 2-12 shows the components of the seal.
Figure 2-12
John Crane Mechanical Seal Exploded View
(back, from left) Spacer, Spring, Retainer, Primary Ring
(front, from left) Bellows, Drive Band, Disc, Mating Ring
2-18

There are three sealing areas that are common to all basic mechanical seal designs:
At the mating surface of the primary and mating rings
Between the stationary component and the gland plate
Between the rotating component and the shaft or sleeve
In a cartridge seal assembly, where the seal is installed on a sleeve and a gland plate is
used, there are two additional sealing points:
Between the face of the stuffing box and the gland plate
Between the shaft and sleeve
Other components of the mechanical seal and their functions are listed below:
Retainer - retains the springs and provides positive drive between the retainer and
the primary ring
Springs - ensures contact between the mating ring and primary ring during startup
and shutdown, when there is a lot of end play and/or a lack of liquid pressure
Disc - ensures equal spring force distribution to the primary ring
Anti-X-ring - ensures that the O-ring does not extrude between the shaft or sleeve
and primary ring
Snap ring - ensures that the primary ring does not detach from the retainer under
spring pressure
O-ring - performs as a secondary seal to prevent leakage between the primary ring
and the sleeve or shaft
Retainer set screws - ensures positive drive between the retainer and shaft or sleeve
and ensures proper positioning of the seal head
Some of the features considered in the design of mechanical seals are seal balance, face
pressure, pressure-velocity (PV), power loss, and temperature control.
Seal balance is the ratio of the pressure area closing the seal rings divided by the pressure area opening the seal rings. However, because the effect of balance on the seal
cannot be strictly separated from other effects, the optimum balance ratio is a subject of
debate. In general, seals with a higher balance are more stable, but have higher wear
and be more prone to heat checking. Seals with lower balance ratios wear better, but are
more prone to instability and have higher leakage rates. The balance ratio is calculated
as follows:
b = ac ao
where:
b = balance
ac = hydraulic closing area
ao = hydraulic opening area or face area
2-19

The pressure in the stuffing box acts in all directions and forces the primary ring against
the mating ring. The pressure acts on the closing area (ac) so the closing force on the seal
face is
Fc = pac
where:
Fc = hydraulic closing force

p = stuffing box pressure
To control the pressure between the seal faces, the ratio between the opening and closing forces can be adjusted. One way is to hold the opening area constant and reduce the
closing area by adding a step to the shaft or installing a sleeve on the shaft. All balanced
seals are designed with a shoulder, except the metal bellows type seal.
Face pressure is one of the most important factors in the success or failure of a mechanical seal. Hydraulic pressure between the seal faces tends to separate the mating ring
and primary ring. This pressure distribution is considered a pressure wedge and is
assumed to be linear in all calculations. The actual face pressure (Pf) is the sum of the
hydraulic pressure (Ph) and the spring pressure (Psp):
Pf = Ph + Psp = P(b-k) + Psp
where:
P = pressure differential across the seal faces

b = seal balance
k = pressure gradient factor, normally = 0.5
Psp = spring pressure
Psp = Fsp ao
where:
Fsp = seal spring load

ao = seal face area
Pressure-velocity values were developed by the seal manufacturers as a measure of

adhesive wear. As the primary ring rotates against the mating ring, they are affected by
the actual face pressure and rotational speed. Pressure-velocity (PV) can be calculated
as follows:
PV = Pf x Vm
where:
Pf = face pressure
Vm = velocity of the mean face diameter
2-20

Power loss is the amount of power a seal consumes during startup and continuous
operation. It can be estimated by using the following equation for the continuous operation. For startup, this value is approximately five times larger.
Nf = (PV) x f x ao
where
PV = pressure times velocity

f = coefficient of friction between two materials
ao = area of the smaller contacting face
It is a common problem among pump designers to neglect the amount of power needed
to start and run a seal.
Control of the temperature between the seal faces is an important task because the wear
is a function of the temperature. Heat between the seal faces causes the liquid to vaporize, and the lack of a liquid film can cause severe problems, such as thermal distortion,
accelerated wear, and heat checking of the sealing faces. These problems result in excessive seal leakage.
The best way to avoid flashing problems is to keep the temperature of the sealed product 3040F below the vapor point at the faces. Increasing the seal chamber pressure
above the vapor pressure normally can accomplish the same thing. Increasing the pressure is accomplished by a bypass line from discharge. Changing temperature can be
accomplished by external flush, jacketed seal chamber, bypass from discharge through a
heat exchanger, cooled and recirculated seal chamber liquid, quenching, or some form
of dual-seal arrangement.
There are three important factors in the seal coolant selection process. The coolant must:
Be free of abrasives
Be compatible with the fluid being pumped
Flow at the calculated rate
The temperature at the seal faces is a function of the heat that is generated by the seal
and the heat gain or loss from the flush. The heat generated at the faces from sliding
contact is equal to the power loss of the seal. If this amount of heat is removed at the
same rate as it is generated, the temperature will not rise. The cooling flow rate can be
calculated in gallons per minute (gpm) as follows:
gpm = Q [ 500 (SpHt) (SpGr) T ]
where:
Q = heat input
500 = conversion factor
SpHt = specific heat of coolant
2-21

SpGr = specific gravity of coolant
T = temperature rise
2.1.3 Shaft
The shaft and the shaft bearing assembly are designed for each application with the
goal of obtaining a wet critical speed above the operating speed, including reverse
rotation conditions (runaway). Pump shaft diameters are usually larger than actually
needed to transmit the torque because their size is dictated by the maximum permissible or desirable shaft deflection. This deflection is itself chosen to prevent possible
contact at the wearing surfaces while maintaining reasonable clearances that do not
affect pump efficiency too unfavorably. The first critical speed of a shaft is related to its
deflection.
Pump shafts are usually protected from erosion, corrosion, and wear at the stuffing
boxes and leakage joints and in the waterways by renewable sleeves. The most common
shaft sleeve function is that of protecting the shaft from wear at a stuffing box.
The shaft is supported at each end by a self-aligning sleeve bearing, and the axial thrust
load is carried by a Kingsbury thrust bearing on the discharge end of the pump. The
bearings are pressure lubricated by an internal gear-type oil pump driven by a worm
gear on the main shaft. A motor-driven gear-type auxiliary oil pump is typically provided for starting and emergency service.
Shaft cracking failures had occurred in 16 applications by the end of 1994. Five other
pump shafts have seized (not considered shaft cracking failures). The Westinghouse
Owners Group has conducted a study on shaft failures and is in the process of testing
and qualifying a new shaft material based on their findings that shaft life can be extended by using material with superior corrosion resistance, lower notch sensitivity,
lower FATT, and better fatigue strength. Three materials are under test: Nitronic 50,
Custom Age 625 Plus, and the current shaft material, A276 Type 414, 1150F temper.
Pending acceptability of the qualification test results, Ingersoll-Dresser is expected to
incorporate new material into shaft production in 1997.
2.1.4 Gear Drive

High-speed gear drives are specifically designed to supply speeds in excess of those
that can be obtained economically and safely from ordinary prime movers. The continuous efficient operation of high-speed, totally enclosed gear drives depends on the following factors:
Adequate mounting
Proper alignment with the prime mover and driven machine
Proper lubrication
2-22

Proper cooling
Proper maintenance
Most gear drives have a priming inlet to allow priming the oil pump before startup to
ensure that the bearings and gears are properly lubricated. Some models have a thermometer installed at the priming inlet connection. If this is the case, the thermometer
can be temporarily removed to prime the oil pump and then be reinstalled. Ordinarily,
the pump does not require manual priming, but in the case of a long shutdown, it is
considered good practice to prime the pump before starting the unit. Most models are
supplied with a water cooling system to maintain bearing oil temperatures. High-speed
gear drives can be operated with bearing temperatures as high as 175F.
High-speed gear drives typically have a simplified lubrication system, where the gears
and bearings are lubricated with the same oil. For uni-directional drives, the lubricating
pump is generally mounted on the low-speed end cap and is connected to the lowspeed shaft by either a pin-type or flexible coupling. The pump can be connected directly to the low-speed shaft, or it can be connected through a set of gears to obtain
proper operating speeds.
The oil in high-speed gear drives serves two purposes. In addition to acting as a lubricant, it also serves as a cooling medium to remove heat from the gears and bearings. Oil
spray regulating valves are provided in some models, which proportion the oil between
the bearings and gears. Oil pressure to the bearings between 310 pounds normally
provides satisfactory operation. Due to the pitch line velocities being relatively high, air
currents are set up in these types of drives. This tends to beat air into the oil, especially at the mesh of the gearing where the oil ejected from the spray head is forced into
the gear mesh. Beating air into the oil tends to oxidize the oil more rapidly. It is, therefore, important that the lubricating oils are of high quality and high grade. They must
not be corrosive to gears or sleeve bearings; they must be neutral in reaction, have good
defoaming properties, have a high demulsibility factor, and have a viscosity index not
less than 60. Coolers are provided if necessary to maintain the oil temperature.
There is usually a strainer provided with the gear drive unit that prevents the introduction of foreign material such as metallic chips, grit, and dirt from entering the bearings.
To minimize the escape of oil vapor from the gear case and still provide a means of
maintaining a low pressure inside the gear case, a large breather is typically included
with these drives. Oil vapor, which is developed by heat in the case, in attempting to
pass out of the case into the atmosphere must follow a tortuous path through the
breather. In so doing, it comes in contact with the large surface of the wire mesh screen
in the breather and is cooled and condensed.
Drain-back holes can be provided in the breather in cases where excessive oil condensation is developed to permit the oil to return to the gear case. These holes are not provided where the expected condensation is normal. These breathers are clearly marked
for a specific oil level and need to be periodically checked to ensure that the proper oil
2-23

level is maintained. If too high an oil level is allowed in the breathers, the escaping
vapors are forced to operate against this additional pressure. The vapors follow the path
of least resistance, which might be along the shaft, thereby causing oil leakage from the
oil seal. Figure 2-13 shows a cutaway view of a common type of gear drive. Figure 2-14
shows an installed Falk speed reducer.
Breather
Oil spray
Pressure gauge
Direction of rotation
plate located on end
cap here
Thermometers may
be located at each
bearing housing.
Remove plugs and
install.
Thrust collar
Priming inlet
Pump
Check valve
Oil cooler
Oil strainer
Cooler water connection
Oil level gauge
Figure 2-13
Cutaway View of High-Speed Gear Drive
2-24

Figure 2-14
Falk Speed Reducer
2.1.5 Diffuser
Pumps designed with stationary vanes are called diffuser pumps. Figure 2-15 shows a
diffuser-type centrifugal pump. Diffuser pumps use stationary guide vanes around the
impeller to gradually expand the passages for flow to convert velocity energy to pressure head. The main function of diffuser vanes is to lower flow velocity and raise static
pressure with as small a loss as possible. The diffuser is usually downstream of the
impeller and can be regarded as a flow guidance device fixed to the pump casing.
Diffusers have the shape of an axial, semi-axial, radial, or onion-shaped rim of blades.
The downstream diffuser deflects the liquid at the exit from the impeller into a swirlfree flow as far as possible and with minimum loss. During this process, absolute velocity in a single-flow line decreases while the static pressure increases. The number of
guide vanes is different from the number of impeller vanes to prevent interference
vibrations; neither number should be a common multiple of the other.
2-25

CASING
DIFFUSER
IMPELLER
Figure 2-15
Diffuser-Type Centrifugal Pump
2.1.6 Bearings
Sleeve bearings can be made from ferrous and non-ferrous alloys as well as non-metallic materials. Because only the shaft rotates, sleeve bearings are quiet and not subject to
endurance fatigue. The following criteria must be considered when selecting a sleeve
bearing:
Speed
Load
Temperature
Operating environment
Life requirement of the bearing
In addition, special operating conditions such as vibration shock and oscillating loads
must also be analyzed.
2-26

Babbitted sleeve bearings can provide reasonable and dependable service under adverse chemical or moisture conditions with minimal maintenance. Their soft composition restricts them to light to moderate loads at reasonable temperatures. A babbitt
sleeve can sustain a maximum allowable temperature of 150F. Commercial babbitt
material is composed of antimony, copper, tin, and lead. The base content can be either
tin or lead and can range from 6585% of the total material weight. Babbitted sleeve
bearings require relatively little maintenance, and most repairs can be made quickly on
the job site, usually by rescraping the existing sleeve or pouring a replacement sleeve.
They also have the advantage of minimizing the danger of scoring or damaging the
support shaft or rotor.
Bronze sleeves are suitable for applications where load conditions and operating temperatures exceed the limitations of babbitt. Bronze sleeves provide greater strength than
babbitt and can operate at temperatures up to approximately 300F. Because bronze is
considerably harder than babbitt, it can score or damage the shaft when the wrong
grade of lubricant or too little lubricant is used.
A typical journal bearing is shown in Figure 2-16.
The Kingsbury thrust bearing is used to compensate for axial thrust. Kingsbury-type
thrust bearings consist of a collar, which is mounted on the shaft, that revolves between
one or more sets of babbitt-faced segmental shoes. The backs of these shoes rest against
round hardened steel pivots that permit the shoes to assume a tilt and change their
angle with respect to the shaft collar.
Bearings in which the thrust is always exerted in the same direction are equipped with
shoes on one side only. Bearings used in applications where thrust is exerted in both
directions have shoes on both sides of the collar.
Rotation of the shaft collar drags a film of oil into the space between the shoes and the
collar, and as the oil forms, the shoes adjust themselves to the angle most efficient for
the load conditions and the oil viscosity. Figure 2-17 shows a Kingsbury thrust bearing.
2-27

OIL TO SIGHT FEED AND THERMOMETER
TOP HALF
GROOVE AT EACH
SIDE TO CONDUCT
OIL TO SIGHT FEED
AND THERMOMETER
JOINT FACE
LOCATING
SCREW
DOWEL
PIN
OIL INLETS
BOTTOM
HALF
DRAIN
DRAIN
SECTION A-A
SECTION B-B
Figure 2-16
Typical Journal Bearing
BASE
RING
THRUST
COLLAR
LEVELING
PLATES
SHOES
SHAFT
OIL
WEDGE
OIL
FILM
A STATIONARY VIEW
B ROTATING VIEW
COLLAR
SHOE
LEVELING PLATES
BASE RING
JOINT IN BASE RING
Figure 2-17
Kingsbury Thrust Bearing
2-28

2.1.7 Radial and Axial Forces

Hydraulic excitation forces and pressure pulsations created by excessive flow deceleration at partial load can result in failure in a variety of pump components. These forces
and pulsations are the result of excessive flow recirculation in the impeller inlet, diffuser, or volute sections of the pump. Typically, some degree of recirculation is present
in centrifugal pumps below a specific flow rate and is a minor concern. However, excessive recirculation can be extremely damaging and destructive. For every type of pump,
there exists a range of optimum recirculating flow; operating a pump within this range
minimizes the risk of pump damage and/or failure. Unfortunately, there is no established method to predict exactly the onset of damaging recirculation.
In multi-stage, high-pressure pumps, radial and axial balance is a must. Unbalanced
radial forces react in a plane at right angles to the centerline of the shaft and cause
excessive vibration, unnecessary wear, and noise. Unbalanced axial forces react in a
plane parallel to the centerline of the shaft and must be controlled to prevent damage to
bearings and internal parts of the pump.
There are two types of radial forces that must be compensated for: dynamic and hydraulic. Dynamic unbalance is caused by variations in metal sections and the resultant
unequal distribution of weight in castings for impellers. Because the effects of dynamic
unbalance increase as the square of the speed, impellers are balanced in special dynamic
balancing machines. Hydraulic unbalance is caused by unequal pressure in the liquid
around the periphery of the impellers. This creates a radial thrust which, if not balanced, causes serious shaft deflection.
Perfect hydraulic radial balance is obtained with diffusers fitted with equally spaced
multiple vanes. Diffusers of this type equalize the pressure at all points about the periphery of the impellers and eliminate radial thrust and the resultant shaft deflection.
The axial forces to be balanced are caused by pressure differentials between stages. The
proportions of the balancing device are fixed to obtain the desired axial balance. Some
models use a balance drum, a balance disk, or some combination of the two to balance
the impeller thrust loads.
In models that use a balance drum, the balancing chamber at the back of the last stage
impeller is separated from the pump interior by a drum mounted on the shaft. The
drum is separated by a small radial clearance from the stationary portion of the balancing device, called the balancing drum head, which is fixed to the pump casing. The
balancing chamber is connected either to the pump suction or to the vessel from which
the pump takes its suction.
2-29

STATIONARY BALANCE DRUM
C
D
B
A
ROTATING
BALANCE DRUM
Figure 2-18
Balance Drum Arrangement
In Figure 2-18, water at essentially discharge pressure enters the clearance between the
rotating and stationary drums at point A. The water follows a path through the first
fixed orifice (A to B), through the variable orifice (B to C), and then through the second
fixed orifice (C to D). Chamber D is normally connected by a pipe to the suction source.
If a condition of increased impeller thrust toward the suction (A) occurs, the rotor tends
to move toward the suction, closing the variable orifice between the drum faces (B to C).
By thus reducing the balance flow, the pressure drop between A and B decreases. The
resulting greater pressure at B creates an increased thrust in the outboard direction,
thereby providing self-compensation for the increased impeller thrust. A similar type of
self-compensating balance occurs should the impeller thrust toward the suction decrease. The rotor is free to move axially and, hence, permits the variable gap at the
drum faces to match the requirements for hydraulic balance.
The drum diameter can be selected to balance the thrust completely or to balance
9095% of the thrust, depending on whether a slight thrust load in a specific direction
on the thrust bearing is desired.
For models utilizing a balance disk, the rotating disk is separated from the balance disk
head by a small axial clearance. The leakage through this clearance flows into the balancing chamber and from there either to the pump suction or the suction vessel. The
back of the balance disk is subjected to the balancing chamber backpressure, whereas
the disk face experiences a range of pressures. These vary from discharge pressure at its
smallest diameter to backpressure at its periphery.
2-30

The inner and outer disk diameters are chosen so that the difference between the total
force acting on the disk face and that acting on its back balance the impeller axial thrust.
If the axial thrust exceeds the thrust acting on the disk during operation, the disk is
moved toward the disk head, reducing the clearance. The amount of leakage through
this clearance is reduced so that the friction losses in the leakage return line are also
reduced, lowering the backpressure in the balancing chamber. This automatically increases the pressure difference acting on the disk and moves it away from the disk
head, increasing the clearance. Now the pressure builds up in the balancing chamber,
and the disk is again moved toward the disk head until an equilibrium is reached.
To ensure proper balance disk operation, the change in backpressure must be of an
appreciable magnitude. This is usually accomplished by introducing a restricting orifice
in the leakage return line. A typical balance disk arrangement is shown in Figure 2-19.
RESTRICTING ORIFICE
BALANCING CHAMBER
TO SUCTION
BALANCING DISK HEAD

AXIAL
CLEARANCE
DISCHARGE
PRESSURE
BACK
PRESSURE
BALANCING DISK
Figure 2-19
Balance Disk Arrangement
2-31

2.1.8 Performance and Efficiency

Pump performance is made up of three basic parameters: capacity, head, and speed.
Usually, the head-capacity component of pump performance is plotted for a fixed
speed. Performance curves also show brake-horsepower (Bhp) requirements and efficiencies. Pumps are selected to operate as close to their best efficiency point (BEP) as
possible. Pump performance curves depict (for a given pump speed) the relationship
between required capacity and:
Total head developed by the pump
Efficiency of the pump
Horsepower required
Net positive suction head (NPSH) required
The actual work performed by the pump is the product of the weight of the fluid
pumped in a given time period and the head developed while pumping. Referred to as
water horsepower (whp), this work can be calculated by:
whp = QH[s.g.] 3960
where:
(Eq. 2-8)
Q = capacity (in gallons/minute)

H = head (in feet)
s.g. = specific gravity of the fluid
The power required of the pump driver (Bhp) is the water horsepower divided by the
pump efficiency , or:
Bhp = QH[s.g.] 3960[]
(Eq. 2-9)
For the pump depicted in Figure 2-5, let Q = 300 gpm of water (s.g. = 1); then, head =
5000 ft, and by Equation 2-8, whp = 379. At a flow of 300 gpm, pump efficiency is 66%
(Figure 2-5); and, therefore, by Equation 2-9, the motor must provide 575 Bhp.
For the pump depicted, selected for 4850 rpm with a 150 gpm flow rate at 5800 feet of
head, the horsepower required (hp) at the pumping point is 460 Bhp. The NPSH required is approximately 10 feet.
It is a characteristic of centrifugal pumps that as discharge pressure (head) increases,
flow and horsepower requirements decrease. Conversely, maximum motor loading and
maximum flow occur at minimum head. For example, as shown in Figure 2-20, if the
flow were reduced to 75 gpm, head would increase to about 6000 feet. The horsepower
requirement would then decrease to about 380 hp.
2-32

Pacific Pump 2.5RLI

6000
head
(ft)
5000
4000
3000
2000
1000
0
0
75
150
250
flow
350
450
550
(gp
Figure 2-20
Centrifugal Pump Head vs. Flow Curve
2.1.9 Centrifugal Charging Pump Installations: Split Case Designs

The Pacific model 2.5RLIJ centrifugal pump is one of several centrifugal pump designs
in use for charging applications. Another type of construction of centrifugal pumps is
the double suction, first-stage, axially split case construction. Centrifugal charging
pumps manufactured by Byron Jackson include the DVMX and CBMX pump designs.
The nine-stage DVMX pump operates at 4600 rpm, and a cross-sectional view is shown
in Figure 2-21. This pump design, unlike Pacifics barrel construction, has an axially
split case and does not use a balance disk or balance drum for pressure breakdown. The
axial hydraulic thrust is balanced by mounting the impellers in an opposed configuration. The first stage is a double suction impeller with the remaining eight stages
balanced.
2-33
Figure 2-21
Byron Jackson Type-DVMX Axially Split Case
2-34

This construction permits the element to be installed without disassembly after the
balancing operation. Radial sleeve and pivot shoe thrust bearings ensure long and
reliable operation with minimum maintenance requirements. Figure 2-22 shows typical
internal construction and assembly of a DVMX-type pump.
Figure 2-22
Byron Jackson Type DVMX Charging Pump
Higher speed centrifugal charging pumps have also been installed in international
plants. The CBMX model operates at 9000 rpm and consists of six stages with overall
dimensions smaller than the nine-stage DVMX. Several features are unique to the
CBMX. First, the pressure casing is constructed from a block of forged material. Second,
each impeller has a separate volute case. The volute cases are split such that the bottom
halves can be placed into the bottom half case forging, allowing the balanced rotating
element to be installed as an assembly. The top halves of the volutes are next installed
on each stage. Figure 2-23 is a sectional of the type CBMX, and Figure 2-24 shows the
rotating assembly and the split volute cases.
2-35
Figure 2-23
Byron Jackson Type CBMX Charging Pump
2-36

Figure 2-24
Byron Jackson Type CBMX Charging Pump Assembled Rotor
and Stationary Internal Parts
Pumps having the DVMX pump design include ANO Unit 1, Rancho Seco, Surry Units
1 and 2, and Tihangi. The CBMX model has a single installation in Agra, Brazil. Both the
DVMX and CBMX use John Crane-supplied mechanical seals, which are self-cooling
and require no cooling water.
2.2 Positive Displacement Pump Design and Construction
Positive displacement pumps are designed to pump fluids by moving a trapped volume
of fluid against system pressure. Each discharge stroke displaces a definite amount of
liquid, regardless of the resistance against which the pump is operating. In the charging
pump application, a horizontal triplex (three plunger) or quintuplex (five plunger)
pump is used. Some applications utilize a variable-speed design that uses a variablespeed transmission unit between the motor and pump to control output flow rates. The
plungers are connected directly to the crossheads, with stuffing boxes connected directly to the fluid cylinders.
Positive displacement pumps in general have good volumetric efficiency (typical values
range from 9296%), with overall mechanical efficiencies in the 8590% range. They can
produce high pressures, produce flow that is directly proportional to speed, and prime
themselves, even at very low inlet pressures. Piston-type positive displacement pumps
have the highest volumetric efficiency because the leakage path between the piston and
cylinder can be closely controlled. A typical horizontal triplex positive displacement
pump is shown in Figure 2-25.
2-37

Figure 2-25
Typical Horizontal Triplex Positive Displacement Pump
These types of pumps are comprised of seven key components:
Fluid cylinder
Plungers
Suction and discharge valves
Packing
Power end
Stabilizers
Desurgers
Plungers fit snugly in the cylinder and are moved back and forth by the crankshaft. The
plungers are cooled by the packing cooling system and pumped fluid. Plunger and
crosshead assemblies differ from manufacturer to manufacturer.
The design of the typical positive displacement (PD) pump, as shown in Figure 2-25,
incorporates a series of intersecting bores. These bores are required to accommodate the
suction and discharge flow and the movement of the plunger. The plunger acts as a
piston to move the fluid through suction and discharge poppet-type check valves.
Sealing of the fluid in the pump is by large caps on the end bore and top bore, and by
packing around the plunger. In all cases, some type of water flow for packing cooling is
provided by an external source, either pumped or gravity-fed to the packing, and injected between the primary and secondary packing sets.
A reciprocating pump is, by the very nature of its operation, a cyclic fatigue machine.
With each revolution of the pump, each cylinder cycles between suction and discharge
pressure, creating one stress cycle on that cylinder. These cyclic stresses range from
approximately 402300 psi, 34 times a second.
2-38

Cyclic stress cracks can initiate and propagate in regions where the stress is most severe. Reciprocating pump designs have an inherent weakness in the cylinder block at
the intersection between the piston bore and the valve port bores. Most cylinder failures
occur with a crack propagating from this location. The expected end of life for a cylinder block is 20,000 hours. Liquid penetrant inspections can be performed when valves
are replaced (approximately every 30004000 hours of operation) to enable early detection of defects.
Sections 2.2.1 and 2.2.2 describe the major differences between the Gaulin and Union
pumps, which comprise the majority of positive displacement pumps in the industry.
2.2.1 Gaulin Positive Displacement Pump

2.2.1.1 Fluid Cylinder
The Gaulin cylinder is a triplex design with an integral stuffing box. Suction and discharge galleys are provided with the suction at the bottom and discharge at the top of
the pump. The suction valve is smaller in design and is installed through the top of the
pump into the suction valve bore. The discharge valve is larger and is installed after the
suction valve is installed. The stuffing box is provided with at least a primary and
secondary packing arrangement. The seal water is injected between the primary and
secondary packing sets. Some Gaulin designs incorporate a tertiary set that provides for
packing leak-off collection between the second and third packing sets. The secondary
packing leakage is collected in the plunger well and drained off to a plant drain. Pressure boundary integrity on the plunger and valve bores is provided by stainless steel
caps, secured with two studs and nuts on each.
New style blocks made of 17-4 PH high-strength stainless steel have resolved the early
fatigue failure problem experienced by a number of the old style blocks (316 stainless
steel). In addition to the material change, the new blocks are shot peened for added
strength and have larger radii on all corners. Some new blocks also have larger seal
water ports that provide more cooling for the packing.
A comparison between the old style blocks and the new style 17-4 PH blocks used in
one plant is shown in Table 2-2 below.
2-39

Table 2-2
Comparison of Existing Block and Replacement Block Material Properties
Material Properties at 250F
Existing Block
Replacement Block
Material
Austenitic stainless steel

A-351CF-8M (cast) or
A-182F316 (forged)
24.55 KSI
20.00 KSI
69.30 KSI
8.8 x 10E-6 m/m-F
17-4 PH
SA-564-630
(Forged)
104.10 KSI
45.00 KSI
135.00 KSI
5.9 x 10E-6 m/m-F
6
27.3 x 10 psi
27.3 x 106 psi
Knuckle Radius of Critical

Stress Locations
Existing block
Replacement block
Intersection of Plunger and

Valve Bores
Plunger Bore Entrance
Change in Fit-up
Sharp corner
1/4r
Sharp corner
Machined bolt through
flanges at suction/discharge
1/4r, shot peened

Machined flange faces
integral to block
Yield Strength
Allowable Stress Intensity
Ultimate Tensile Strength
Thermal Expansion
Coefficient
Modulus of Elasticity
If it is assumed that block strength is directly proportional to the allowable stress, then
the replacement block is more than twice as strong as the existing block. The higher
tensile strength of the replacement block is indicative of a higher endurance limit. The
lower coefficient of thermal expansion means less thermally induced stress at equal
operating temperatures.
The machined radii at the intersection of the plunger and valve bores and the plunger
bore entrance reduce the peak stress levels as well as the fatigue usage factor. The
change in the suction and discharge flange configuration results in a heavier, thicker
block. The additional stress on the block mounting studs, due to the increased weight,
was determined to be insignificant compared to the preload stress.
2.2.1.2 Plungers
The plunger adapter is connected to the plunger via a threaded engagement. Alignment
of the plunger is controlled by the crosshead assembly in the power end and a bearing
in the packing. Recent plunger changeouts at some plants have used plungers coated
with Colmonoy 72 over a 300 series base material that is subsequently titanium nitrided,
resulting in a gold-anodized-type appearance to the plunger. This material treatment
results in an extraordinarily hard plunger surface that has resulted in fewer changeouts
of both plungers and packing. Experience has shown that these plungers can continue
to be used, even if the gold finish has worn away, as long as the plunger still meets
surface finish and critical dimension criteria.
2-40

API 674 calls for a minimum plunger hardness of Rockwell C 35. Colmonoy coatings
typically range from the upper 50s to the low 60s on the Rc scale. Titanium-nitrided
surfaces are generally considered off the scale but are sometimes quoted as approximately Rc 90. Packing suppliers have long stated that packing life is enhanced by using
the hardest possible plungers. Common plunger coatings found in this application are
Colmonoy 6, Colmonoy 72, or ceramic coatings like chrome oxide. The original plungers have a Colmonoy 6 or a Colmonoy 72 surface coating.
Surface finish, if not specified locally, should be 16 RMS or better for the uncoated or
Colmonoy-style coatings and 20 RMS or better for the ceramic-style coatings. The slight
roughness of the ceramic-style coatings is due to the porous nature of ceramics. While
the ceramic coatings are brittle by nature and difficult to handle, the porous nature is
thought to enhance packing life by carrying trace amounts of cooling water to each part
of the packing set.
2.2.1.3 Valves
The typical valves consist of two springs and a valve disk. Disk alignment is controlled
by a center bearing or guiding surface. The valve seals on both the inner and outer
diameters. Nominal opening pressure is 5 psid. The valves are maintained in the bore
by interference fit. Installation is accomplished by a shrink fit into the bore. The valves
should not bottom-out on the machined lip in the valve bore.
2.2.1.4 Packing
Packing is comprised of at least two sets, primary and secondary. Some Gaulin pumps
have a third set of packing. Section 2.2.6 addresses packing in detail.
2.2.1.5 Power End
The power end converts the rotary motion of the speed reducer or motor to a reciprocating motion via an eccentric shaft, connecting rods, crosshead and plunger adapters.
It utilizes two main bearings.
The connecting rod subassemblies consist of:
Two halves of the connecting rod
A set of two steel-backed babbitted bearing halves
Connecting rod bolting
Bearing ball bolt
Locking set screws
2-41

The connecting rods are assembled to the crossheads by inserting the bearing ball bolt
into the crosshead and running up the crosshead adjusting nut. The spanner nut is
locked in place using two set screws. Lubrication is provided with a pressure-feed
system from an eccentric shaft-driven externally mounted gear-type pump. A externally
mounted adjustable relief valve is provided to maintain system pressure. It also has an
externally mounted filter. The crossheads, connecting rod bearings, main bearings, and
crosshead bearing ball bolt are all pressure fed.
2.2.2 Union Positive Displacement Pump

2.2.2.1 Fluid Cylinder
Union cylinders used are both triple and quintuplex designs with removable and interchangeable stuffing boxes. Suction and discharge galleys are provided with the suction
on the bottom and the discharge on the top. The suction and discharge valves are identical and interchangeable. The stuffing box is provided with both primary and secondary packing sets. Seal water is circulated between the primary and secondary packing
sets. The secondary packing leakage is collected in the plunger well and drained off to
the plant drain. Pressure boundary integrity is maintained using stainless steel cylinder
head and discharge valve cover extensions retained with strongbacks and four studs
and nuts.
Most installations use a 304 stainless steel forged block, but these blocks have exhibited
susceptibility to fatigue cracking. They now available in 17-4 PH and are currently
installed in new plants overseas.
A comparison between the old style blocks and the new style 17-4 PH blocks used in
one plant is shown in Table 2-2.
If it is assumed that block strength is directly proportional to the allowable stress, then
the replacement block is more than twice as strong as the existing block. The higher
tensile strength of the replacement block is indicative of a higher endurance limit. The
lower coefficient of thermal expansion means less thermally induced stress at equal
operating temperatures.
The machined radii at the intersection of the plunger and valve bores and the plunger
bore entrance reduce the peak stress levels as well as the fatigue usage factor. The
change in the suction and discharge flange configuration results in a heavier, thicker
block. The additional stress on the block mounting studs, due to the increased weight,
was determined to be insignificant compared to the preload stress.
2-42

2.2.2.2 Plungers
The reciprocating charging pumps use a plunger (see Figure 2-26) with a grooved end
that accepts two halves of a split retaining ring. The split ring is trapped in the plunger
groove by a special threaded retainer that is threaded onto the male end of the crosshead stub. Plunger and stub alignment is ensured by a hardened pin that is inserted
into the ends of the crosshead stub and the plunger.
Plungers and crossheads must be handled carefully during maintenance to prevent
damage. Great care is taken during the manufacturing of the parts to ensure that the
ends of the plungers and crosshead stubs are square and free of burrs or other
discontinuities that could affect plunger alignment. Any damage that affects the
plunger and crosshead stub alignment could result in failure of either component due to
high side loading generated during the compression stroke.
Figure 2-26
Cylinder and Plunger
2.2.2.3 Power End
Drivers vary depending on the style of pump. Many of the quintuplex pumps are
driven by a Westinghouse 200 hp, 1800 rpm, 460V, three-phase, 60 Hz motor that is
connected to a variable-speed fluid drive that transmits torque to the pump input shaft.
These pumps have additional internal reduction herringbone gearing that results in an
appropriate pump speed range. Power for triplex pumps varies from 100125 input
horsepower. The Gaulin constant speed pumps use a separate speed reducer. Union
2-43

pumps use an internal herringbone gear and fluid drive in Westinghouse plants. Combustion Engineering plants have a motor connected directly to the pump with internal
speed reduction gearing.
2.2.2.4 Connecting Rods
The connecting rod subassemblies consist of:
The two halves of the connecting rod
A set of two steel or bronze-backed babbitted bearing halves
Shims
Connecting rod bolting
Wrist pin
Locking set screws
The connecting rods are assembled to the crossheads (see Figure 2-27) by inserting the
wrist pin through the crosshead and connecting rod sleeve bearing. The wrist pin is
locked in place using back-to-back half-dog locking set screws.
The connecting rod bearing halves (see Figure 2-28) are anti-rotated using extended
shims that are placed between the connecting rod and cap. Because of the relatively
slow speed that is typical of reciprocating pumps, standard calculations for bearing
clearances do not apply. Bearing clearances are established through careful consultation
with bearing manufacturers.
Figure 2-27
Crosshead Assembly: Cylinder Body and Stub Extension
2-44

Figure 2-28
Main Bearing Cap
2.2.2.5 Driveshaft
The driveshaft used in Union pumps, QX-300, is a one-piece forged and eccentric
ground crankshaft. Gaulin pumps use a multiple-piece crankshaft that consists of a
straight shaft with eccentric cams that are pinned at specific clock angles to drive the
crosshead assemblies in their reciprocating motion. The drive mechanism includes the
eccentric shaft, connecting rods, and crossheads. The drive components are lubricated
by oil under pressure.
Power supplied by the electric motor is transferred to the pump end by a parallel-shaft,
double-reduction, gear-driven speed reducer, or through a variable-speed fluid drive
transmission.
A typical speed reducer uses roller bearings and a no leak magnum seal. The inner
cage of the seal has close fitting clearances between the shaft and the bearing race,
which prevent oil from leaving the reducer. The oil drainback ensures an effective seal
by returning any oil that gets beyond the bush seal back into the unit. Because there are
no moving parts, this throttling bush seal arrangement lasts as long as the reducer, if
properly maintained.
An outer cover assembly, when filled with grease, prevents the introduction of foreign
particles by trapping them before they enter the reducer. Periodically introducing fresh
grease through the fitting in the cover purges contaminants.
2-45

Continuous splash lubrication for the speed reducer is provided through the use of a
large oil reservoir. Oil is carried to the working faces of the gear teeth through the oil
troughs in the reservoir and then is passed to the bearings.
Positive displacement plunger-type pumps are designed with a plunger load upper
limit. The plunger load calculation is based on the system pressure acting on the
plunger cross-sectional area. The combination of loads generated by a three- or fiveplunger pump is reacted by the powered bearing system.
2.2.3 Suction and Discharge Valves

The cylinder and plunger combination must operate with a set of valves to let water in
on the intake stroke and let it out on the pressure stroke. These pumps are single-acting,
meaning that each cylinder has only one set of suction and discharge valves. The valves
can be either a flat-plate double-ported type or a wing-guided single-ported style.
Valve dynamic effects can cause large deviations in the pressures acting on the working
parts of a pump. The typical valve consists of a spring and a valve plate that seals
against a seat. An overpressure occurs once per cycle, producing dynamic stresses on
pump components. Because the pressure required to open the valve is controlled by the
spring forces and the differential pressure across it, the valve design can influence the
magnitude of overpressure. The forces acting on a closed valve that can result in overpressure are described by the following equations and are visually represented in Figure 2-29.
Pm
Am
Ac
Pc
CYLINDER
F2
F1
Figure 2-29
Forces Acting on a Closed Valve
2-46

Spring force: Fs = Fpreload

Pressure forces: F1 = PcAc (in cylinder)
F2 = PmAm + Fpreload (in manifold)
The valve will open when:

F1 > F2 or
PcAc > PmAm + Fpreload
Pc > Pm(Am/Ac) + Fpreload/Ac
where:
Ac = the area of the valve in contact with the cylinder pressure

Am = the area of the valve in contact with the manifold pressure
For the valve to open, the cylinder pressure must be greater than the manifold pressure
by the ratio of the areas Am/Ac plus an additional factor to overcome the spring force.
The area ratio Am/Ac is typically 1.11.5 to yield a seating area that is sufficient to control valve impact stresses.
In addition to the spring and the mass and differential pressure effects, there is a
stiction effect that opposes the separation of the two lubricated flat surfaces. This
stiction force is influenced by the initial fluid film thickness, the viscosity of the fluid,
and the geometry of the surfaces. This stiction results in overpressure spikes on the
discharge valves and underpressure spikes on the suction valves. Large overpressure
spikes can cause various problems, such as working barrel failure, crosshead guide
failure, bearing damage, crankshaft/connecting rod failure, and reduced valve life.
Studies have shown that stiction and the differential pressure required to operate the
valves increase with time.
Another phenomenon related to valve performance is valve lag. The time required for a
valve (suction or discharge) to return fully from a fully open position to its seat is dependent on the valve mass and the return spring properties. Therefore, as the speed of a
pump increases, the fixed finite time required for valve closure to occur results in a
greater relative valve lag in relation to crank rotation. The lag of the discharge valve
closing can actually cause backflow through the discharge valve. Likewise, a lag in the
suction valve can allow backflow through the valve. Figure 2-30 shows a typical suction
and discharge valve cross section for one cylinder.
2-47

COVER GASKET
DISCHARGE
VALVE
ASSEMBLY
2" FLANGE
SUCTION
VALVE
ASSEMBLY
4" FLANGE
Figure 2-30
Typical Valve Cross Section
Valve replacement is indicated when signs of excessive internal leakage are identified.
With flat plate valves, fluid cylinder and valve pressure/flow dynamics tend to push
the plates off-center, causing wear of the plate ID against the valve guide. Over a long
period of time, this wear prevents the valve from providing a leak-proof seal when
closed. As a result, pump volumetric efficiency decreases. Some sites have taken measurements of a pumps flow rate versus rpm after a valve replacement to establish a
like new baseline for volumetric efficiency. Additional measurements of volumetric
efficiency are taken over the months that follow to compare to the baseline. When a
decrease in volumetric efficiency is noted, the pump is scheduled for inspection and
possible valve replacement.
Ultrasonic detection is one method to determine valve leakage. Additionally, it can be
used to determine bladder leakage on the suction and discharge dampeners, cavitation
in the pump, and bearing noises, as well as to pinpoint many other leaking components.
All operating equipment and most leakage problems produce a broad range of sound.
The high-frequency ultrasonic components of these sounds are extremely short wave in
nature, and a short wave signal tends to be fairly directional. It is, therefore, easy to
isolate these signals from background noises and to detect their exact location.
Airborne ultrasonic transducers are relatively simple to use. They consist of a basic
hand-held unit with headphones, a meter, a sensitivity adjustment, and usually interchangeable modules that are used in either the scanning mode or contact mode. The
2-48

interchangeable modules allow the user to adjust for different types of inspection problems. The scanning mode is used to detect ultrasounds that travel in the atmosphere,
such as a pressure leak, while the contact mode is used to detect ultrasounds generated
within a casing, such as in a bearing, pump, or valve.
The reason ultrasound is so versatile is that it detects the sound of a leak. When a fluid
leaks, it moves from the high-pressure side through the leak site to the low-pressure
side, where it expands rapidly and produces a turbulent flow. This turbulence has
strong ultrasonic components. The intensity of the ultrasonic signal falls off rapidly
from the source, allowing the exact spot of a leak to be located.
Some instruments include a rubber focusing probe that narrows the area of reception so
that a small emission can be pinpointed. The rubber focusing probe is also an excellent
tool for confirming the location of a leak. This is done by pressing the probe against the
surface of the suspected area to determine if the sound of the leak remains constant. If it
decreases in volume, the leak is elsewhere.
System valves are usually checked for leakage with the contact probe on the downstream side. This is accomplished by first touching the upstream side and adjusting the
sensitivity to about 50% of scale. The downstream side is then touched and the sound
intensity is compared. If the signal is lower than the upstream, the valve is considered
not leaking. If it is louder than the upstream side and is accompanied by a typical rushing sound, it is considered to be leaking. Pump suction and discharge valves can be
checked for abnormal noises such as leak by, chattering, and valve slamming. Additionally, it is possible to determine which valve is leaking by listening with a standard
mechanics stethoscope. While not sophisticated, a distinct difference can be heard
between tightly closing valves and leak-by or bypass flows. The leaking valve does not
have a definite and distinct closing sound.
2.2.4 Stabilizer and Desurger

Pulsation is the acceleration and deceleration of uncontrolled energy units. These units
of energy are transmitted through liquid flowing in a system of pipes. Pulsation in these
systems is most often created by the start/stop or reversing action of a reciprocating
type pump. Observed as vibration, pulsation can be measured by using a simple pressure gauge or using a transducer and oscilloscope for greater accuracy. Pulsation is
generally expressed as a sinusoidal curve or wave of peaks and valleys of pressure
spikes.
A related phenomenon, surge (water hammer) is created by rapid changes in a liquids
velocity. Velocity changes can be caused by a rapid or abrupt change in direction,
valves or elbows in pipe systems, changes in pipe diameter, or differences in elevation.
Startup and shutdown of the pump itself creates an instantaneous change in liquid
velocity. The single biggest contributor to surging is the quick-closing valve. When a
valve closes rapidly, fluid flow comes to an abrupt stop and reverses direction. The
pressure spike created can be as great as five times the working pressure in the system.
2-49

This rapid change in velocity creates a compression wave that travels the length of the
pipe run and continues to oscillate until friction dissipates or a system component fails.
For all practical purposes, liquids are not compressible. Liquid neither absorbs nor
cushions the pulse or surge but rather transmits the energy.
Virtually every commonly used pump creates pulsation. However, centrifugal designs
produce a very high-frequency (rapid) but low-amplitude (narrow pressure band)
pulse. The flow of fluid is a near steady state with minimal peaks and valleys of pressure spikes. Centrifugal pumps usually create surge (water hammer) only when starting
up or shutting down. Reciprocating positive displacement pumps move liquid by
trapping and then expelling discrete units, or slugs, of liquids. These slugs of uncontrolled energy generate the pulsation. In reciprocating pumps, the pumped fluid actually comes to a complete stop every time the plunger changes direction, which can
occur up to several times per second. This start/stop action creates harmful pressure
spikes in the form of high-amplitude, low-frequency pulses.
Unfortunately, eliminating pump-induced pulsation does not necessarily remove the
potential for piping system damage, because a change in velocity can also create destructive pressure spikes. Quick-closing valves are certainly a major culprit, but less
obvious situations such as direction changes in the system, changes in pipe diameter,
and lengthy vertical rises can also contribute to surge. To a large extent, surge does not
depend on pump type. Surge is most damaging at higher flow rates with large pipe
diameters or long pipe runs. The larger the volume of liquid involved, the greater the
force exerted on the system.
To take up irregularities and induce a uniform flow in suction and discharge lines,
pulsation dampeners are used (see Figure 2-31). The volume of the dampener should be
three to four times the displacement of one plunger stroke. A simple dampener is usually sufficient on the inlet of the suction side of pumps, but at higher delivery pressures,
the gas charge is soon lost by dissolving into the fluid pumped. Dampeners with some
form of diaphragm or bladder to hold the charge are used in most applications to prevent this loss. Some facilities use suction and discharge vessels without bladders or gas
blankets that act as high-pass filters.
2-50

Figure 2-31
Discharge Dampener
Because gas is compressible and liquid is not, Boyles law of P1V1 = P2V2 is the principle
involved. That is, volume is inversely proportional to pressure. Air or gas under pressure is introduced into the top section of a sealed pressure vessel. Liquid is allowed to
enter into the lower half, but some form of separation (usually a bladder, bellows, or
diaphragm) separates the liquid from the gas. The pressure of the gas is set at a predetermined level based on calculated or observed fluid pressure in the pipeline (usually
8090% system pressure). When pulsation creates pressure spikes, the trapped gas in
the dampener absorbs the spikes. As pumped fluid flows, it takes the path of least
resistance and enters the dampener. As fluid fills the dampener, the bladder compresses
the gas to equal maximum fluid pressure. At the point of pump shift, the fluid pressure
2-51

drops below the compressed gas pressure. With fluid pressure now less than gas pressure, the bladder is forced down, discharging any accumulated fluid back into the
pipeline and filling the void created during pump shift. If the dampener is located in
the highest peak amplitude of the fluid, considering piping configuration and nominal
fluid flow, the result is a continuous, vibration-free flow of fluid. A typical suction
stabilizer arrangement is shown in Figure 2-32, while Figure 2-33 shows the principle of
operation for a common discharge dampener.
Figure 2-32
Suction Stabilizer Arrangement
A
FROM
PUMP
N2 SUPPLY
TO
DISCHARGE
FROM
PUMP
N2 SUPPLY
TO
DISCHARGE
FROM
PUMP
N2 SUPPLY
TO
DISCHARGE
Figure 2-33
Typical Discharge Dampener Operation
Sizing of dampeners can be estimated using the calculation that follows.
Information necessary:
Volume per stroke of pump (in cubic inches). One gallon equals 231 cubic inches.
2
Volume is determined by the following: 0.7854 x (bore diameter) x (stroke length).
2-52

Type of pump: simplex, duplex, or triplex.

Maximum operating pressure.
Minimum operating pressure.
Average operating pressure (minimum and maximum divided by 2).
Capacity (c) equals:
(V) x (K) x (Pav/Pmin)Y
1 - (Pav/Pmax)Y
where:
V = volume per stroke in cubic inches

K = number from pump type below
Pav = average discharge pressure
Pmin = minimum discharge pressure
Pmax = maximum discharge pressure
Y = 1 if the charge is compressed air, 0.714 if the gas charge is nitrogen
K factor for various pump types

Simplex single-acting
Simplex double-acting
Duplex single-acting
Duplex double-acting
Triplex single-acting
Triplex double-acting
0.60
0.25
0.25
0.15
0.13
0.06
Pulsation dampeners are available in capacities from less than a cubic inch to well over
100 gallons and pressures greater than 30,000 psi.
2.2.5 Fluid Drive

The fluid drive input shaft, impeller, and casings rotate together at motor speed. The
output shaft and runner rotate together at output speed. There is no mechanical connection between the input and output members. Power is smoothly transmitted from the
impeller to the runner by a vortex of oil. The impeller pumps oil into the runner where
the kinetic energy of the oil is absorbed and transmitted to the output shaft. The output
speed is adjusted by regulating the amount of oil in the working circuit.
The circulating pump sends oil from the housing reservoir to the external oil cooler. Oil
from the cooler is returned to the inside of the fluid drive housing and enters the working circuit through the back of the impeller. Oil entering the working circuit is acted
upon by centrifugal force and takes the form of an annular ring in the working circuit
and scoop tube chamber. The scoop tube is positioned by the external speed control to
set the level of oil in the scoop tube chamber. This determines the amount of oil in the
working circuit and, therefore, the output speed of the fluid drive. Smooth, stepless
control over a wide range of speeds is available.
2-53

The input and output rotor system is supported with ball or roller antifriction bearings.
The output inboard bearing is located between the impeller and the runner. The output
inboard bearing is of the ball or spherical roller type. The bearings use a force-feed oil
lubrication system.
Speed change is accomplished by varying the quantity of oil within the rotors by a
scoop tube mounted internally within the fluid drive. Movement of the scoop tube
occurs by means of an external control rod extending outside the housing from the
output end bell. Full stroke of the scoop tube is maintained by external, adjustable
stops. When connected to an external actuator, the actuator stops must always be set to
contact before the mechanical stops on the fluid drive.
The positive displacement oil pump is either integral to or chain driven from the input
shaft. If chain driven, the chain is spray lubricated. The pump picks up oil from the
sump and delivers it to an oil cooler. From the cooler, the oil is sent to both the fluid
drive power circuit and the bearings. After passing through the circuit, the oil is returned to the sump by the scoop tube. The standard water-to-oil coolers are shell and
tube construction, while the alternate air-to-oil coolers are cooled by a direct-drive fan.
2.2.6 Packing
Shaft packing forms a watertight seal between the cylinder/stuffing box and the plungers to prevent leakage from the system to the environment. The packing is made up of a
primary set and a secondary set of packing with cooling water injected or convected
between the two sets. The primary and secondary sets are usually of similar make-up
and consist of a low-pressure-side adapter ring (usually bronze or austenetic material),
multiple rings of packing, a high-pressure-side adapter ring (usually bronze or
austenetic material), and a packing preload spring (stainless steel). See Figures 2-34
through 2-36. Some units also use a tertiary packing. Packing leak-off is collected between the secondary and tertiary sets. The two types of packing generally used are the
molded V-ring (sometimes called chevron style) and the braided composition varieties.
2-54

Figure 2-34
Stuffing Box Packing Showing Packing Rings,
Male and Female Adapters, and Preload Springs
Figure 2-35
Plungers
Figure 2-36
Packing Rings and Preload Springs
2-55

2.2.6.1 Molded V-Ring Packing

Unlike O-rings, the V-ring seal provides a seal in only one direction. V-rings are always
installed with the open end of the V facing the pressure. Male and female adapters are
used as the high- and low-pressure-side adapters, respectively. The packing sets are
preloaded by primary and secondary stainless steel springs. The springs are always
placed on the high-pressure side of the packing and act to keep the packing loaded
under low-pressure or no-pressure conditions (such as during the suction intake
stroke). Most current designs require no adjustment, because the packing sets are
preloaded by springs. For pumps with gland nut configurations, the gland nut should
be fully seated and torqued to a level recommended by the pump manufacturer. Some
older designs allowed the secondary packing preload to be adjusted by changing the
torque on the gland nut. This packing arrangement was susceptible to damage caused
by overtorquing the gland nut.
V-ring packing can be split for installation; however, it is then more prone to leakage
than solid packing. Splitting the packing is not recommended on new installationtbut
should be done only as an emergency fix. Male and female adapters are used in conjunction with V-rings for reinforcement. Stacked V-rings have great theoretical sealing
ability at low to high pressures but are usually bulky and very susceptible to poor
assembly techniques. A smaller, less bulky design is manufactured by Garlock that is
interchangeable with originally supplied packing. An advantage of V-ring packing is
that the rings can be cut and wrapped around the plunger without disassembling the
cylinder. Friction can be reduced by specifying that one or more of the rings should be
of special material with good lubricity. If the stack is designed wrong, the pressure load
falls to the first seal, and the remaining seals see very little pressure and might even run
dry. Stacked V-rings sometimes fail because the first ring in the stack gets most of the
lubricant and the remaining rings in the stack run dry. A V-ring packing arrangement is
shown in Figure 2-37.
Cartridge o-ring
Setscrew
Lube ring o-ring
Cartridge
Seal
Primary Pkg. Spring
Female Adapter
Male Adapter
Male Adapter
Style 8872 V ring Female Adapter
Style 8140 V ring
Style 8872 V ring
Figure 2-37
V-Ring Packing Installation
2-56

2.2.6.2 Braided Composition Packing

The braided composition type of packing is typically an aramid fiber. Kevlar is the most
commonly used of this type of packing, and it is usually treated or impregnated with
TFE (tetrafluoroethylene), which acts to lubricate the packing and reduce the packing
friction. A standard braided composition packing arrangement (Kevlar-aramid) is
shown in Figure 2-38.
1.88"
1.50"
2.875"
3.00"
2.125"
Bushing
Braided slug
Spring adapter
Spring
Spring
Spring adapter
Bushing
Braided slug
Figure 2-38
Typical Braided Composition Packing Arrangement
The number of rings for a set of packing varies from three to five. If the stuffing box is
deeper than required for the five rings, a bushing of carbon or non-galling stainless steel
should be used to shorten the box depth. Live loading is used in some applications to
maintain a positive seating force. Disk spring washers are commonly used on packing
box studs. As the packing set loses volume, springs maintain a minimum level of load
on the packing and maintain the seal. Many packing arrangements are equipped with a
seal water system that provides a positive pressure to eliminate leakage to the atmosphere and to help reduce packing and stuffing box temperatures. A basic packing seal
water system is shown in Figure 2-39.
2-57

VENT
PRESSURE &
INSTRUMENTATION PORT
FILL
PRESSURIZED
RESERVOIR
PRESSURE
SWITCH
SIGHT LEVEL
GAUGES
COOLING
DRAIN WATER OUT
COOLING
WATER IN
FROM STUFFING
BOX
TO STUFFING
BOX
Figure 2-39
Simplified Packing Cooling System
2.2.7 Piping Considerations

Inadequate pulsation control and poor valve performance, along with faulty mechanical
piping design, are the primary causes of excessive vibration in positive displacement
pump systems. Pressure pulsations acting on unbalanced areas such as elbows and
closed valves generate dynamic shaking forces that can cause high vibration levels in
spite of adequate mechanical piping supports.
When a piping system is exposed to fluctuating pressure disturbances or pulsations, it
frequently responds by vibrating. The magnitude and nature of the piping system
vibration is dependent upon the frequency and energy content of the excitation. Lowto-moderate level periodic excitation, such as the pressure pulsations from positive
displacement pumps, does not ordinarily excite significant levels of response in the
piping system, as long as the excitation frequencies are different from the natural vibrating frequencies of the pipe. If the pulsation frequency coincides with the natural frequencies of the piping system, however, resonant vibration can occur. Random excitation associated with cavitation, bubble collapse, and rapid pressure reductions also
leads to resonant vibration. This type of vibration is known as self-excited vibration.
Resonant response, whether due to the effects of fixed frequency or random excitation,
can lead to unacceptable piping system damage.
2-58

2.2.8 Performance and Efficiency

Performance and efficiency in positive displacement pumps are difficult to measure due
to the pulsating flow delivered. This pulsating flow creates a problem when trying to
select a steady-state value to use in calculations of power and efficiency. Pump efficiency depends on too many variables to allow easy calculation. Typical variables are
internal backflow (slip), cavitation, and friction (dry and viscous). However, pumps of
similar design tend to follow the same pattern of losses, and these can be estimated with
averaged data. Volumetric efficiencyan important part of overall efficiencyis the
ratio of delivered flow to ideal flow. Delivered flow is calculated using the following
formula:
Qd = EvDN
where
Qd = delivered flow
Ev = volumetric efficiency
D = displacement
N = speed
Volumetric efficiency depends on the shape and clearance of rotating and stationary
elements, the suction characteristics of the pump, the viscosity of the liquid, and the
speed and pressure of the pump. If clearances are small and if there is good dynamic
sealing between the rotor and stator, internal backflow is small and volumetric efficiency high. The viscosity of the liquid has a pronounced effect on volumetric and
overall efficiency and also on friction load and cavitation. The effects are opposing.
High viscosity helps reduce slip (improving volumetric efficiency) but increases friction
load and hinders suction. Low viscosity improves suction and decreases friction load
but increases slip (lowers volumetric efficiency). Slip is a function of pressure, not
speed.
2.3 Bearing Design and Construction
Bearings are load-carrying elements. Journal bearings are cylindrical and are used when
the shaft load is essentially perpendicular to the axis of the shaft. Thrust bearings are
ring-shaped and are used when the shaft load is in the direction of the axis of the shaft.
Characteristic of all plain bearings is the sliding movement of the shaft (or thrust collar)
surface with respect to the bearing surface. To reduce the friction that results from this
sliding movement, the bearings are provided with a continuous film of oil between the
sliding surfaces.
2-59

Most bearings are made of metals or alloys. Typical bearing alloys that have excellent
antiseizure characteristics and can be used at high sliding speeds are the tin-base and
lead-base babbitts, both relatively soft. To improve their load-carrying capacity, these
alloys must be supported by a bearing shell of stronger material. Bearing shells are
usually made of steel, cast iron, or bronze.
Ultrasonic inspection and monitoring of bearings is a reliable method for detecting
incipient bearing failure. The ultrasonic warning appears prior to a rise in temperature
or an increase in driving torque. If a vibration program already exists for bearing analysis, an ultrasonic bearing monitoring program can be of assistance.
2.3.1 Lubrication Theory

Lubrication reduces friction between moving parts by substituting fluid friction for
solid friction. By reducing friction and thereby reducing the amount of energy that is
dissipated as heat, lubrication reduces the amount of energy required to perform mechanical actions and also reduces the amount of energy that is dissipated as heat.
The friction that exists between a body at rest and the surface upon which it rests is
called static friction. The friction that exists between moving bodies (or between one
moving body and a stationary surface) is called kinetic friction. Static friction, which
must be overcome to put any body in motion, is greater than kinetic friction, which
must be overcome to keep the body in motion.
There are three types of kinetic friction:
Sliding friction. Sliding friction exists when the surface of one solid body is moved
across the surface of another solid body.
Rolling friction. Rolling friction exists when a curved body such as a cylinder or
sphere rolls upon a flat or curved surface.
Fluid friction. Fluid friction is the resistance to motion exhibited by a fluid.
Fluid friction exists because of the cohesion between particles of the fluid and the adhesion of fluid particles to the object or medium that is tending to move the fluid. Cohesion is the molecular attraction between particles that tends to hold a substance or body
together; adhesion is the molecular attraction between particles that tends to cause
unlike surfaces to stick together. From the point of view of lubrication, adhesion is the
property of a lubricant which causes it to stick (or adhere) to the parts being lubricated;
cohesion is the property which holds the lubricant together and enables it to resist
breakdown under pressure. Cohesion and adhesion are possessed by different materials
in widely varying degrees. In general, solid bodies are highly cohesive but only slightly
adhesive. Most fluids are quite highly adhesive but only slightly cohesive.
2-60

Fluid lubrication is based on the actual separation of surfaces so that no metal-to-metal

contact occurs. As long as the lubricant film remains unbroken, sliding friction and
rolling friction are replaced by fluid friction. An accepted theory of lubrication is based
on the Langmuir theory of the action of fluid films of oil between two surfaces, one or
both of which are in motion.
Theoretically, there are three or more layers or films of oil existing between two lubricated bearing surfaces. Two of the films are boundary films, one of which clings to the
surface of the rotating journal and one of which clings to the stationary lining of the
bearing. Between these two boundary films are one or more fluid films.
When the rotating journal is set in motion, as shown in Figure 2-40, the relationship of
the journal to the bearing lining is such that a wedge of oil is formed. The oil films begin
to slide between the two boundary films, thus continuously preventing contact between
the two surfaces.
As the journal slowly starts to turn and the speed increases, oil adhering to the surfaces
of the journal is carried into the film, increasing the film thickness and tending to lift the
journal. Changes in temperature, with consequent changes in oil viscosity, cause
changes in the film thickness and in the position of the journal. If conditions are correct,
the two surfaces are effectively separated, except for a possible momentary contact at
the time the motion is started.
W
W
STATIONARY
VIEW
STARTING
VIEW
RUNNING
VIEW
Figure 2-40
Oil Film Lubrication
A number of factors determine the efficiency of oil film lubrication, including such
things as:
Pressure
Temperature
Viscosity
Speed
Alignment
2-61

Condition of the bearing surfaces

Running clearances between the bearing surfaces
Starting torque
Nature and purity of the lubricant
A lubricant must be able to stick to the bearing surfaces and support the load at operating speeds. More adhesiveness is required to make a lubricant adhere to bearing surfaces at high speeds than at low speeds. At low speeds, greater cohesiveness is required
to keep the lubricant from being squeezed out from between the bearing surfaces. Large
clearances between bearing surfaces require high viscosity and cohesiveness in the
lubricant to ensure maintenance of the lubricating oil film. The larger the clearance, the
greater must be the resistance of the lubricant to being pounded out, with consequent
destruction of the lubricating oil film. High unit load on a bearing requires high viscosity of the lubricant. A lubricant subjected to high loading must be sufficiently cohesive
to hold together and maintain the oil film.
2.3.2 Gear Reducer Bearings

The parallel-shaft, double-reduction, gear-driven speed reducer uses either tapered or
spherical roller bearings to compensate for radial loads and axial thrust loads. Tapered
roller bearings combine the advantages of ball and straight roller bearings because they
can take either radial or thrust loads or any combination of the two. Additionally, they
have a high load-carrying capacity. The tapered roller bearing is designed so that all
elements in the roller surface and the raceways intersect at a common point on the
bearing axis.
Roller bearings generally are made of carburized material with case hardness Rockwell
C 5863 and core hardness Rockwell C 2540. These materials are limited to operating
temperatures of less than 350F, but special low-carbon steels that can be carburized
operate satisfactorily at temperatures as high as about 600F.
Rolling element bearings require significantly less oil flow than journal bearings. As a
result, they exhibit less power consumption and heat generation. They also have lower
starting torque requirements, particularly at low temperatures where lubricant viscosity
is high. The life of a bearing is expressed as the number of revolutions, or the number of
hours at a given speed, that a bearing will complete before failing by subsurface fatigue.
Figure 2-41 shows a tapered roller bearing.
2-62

CAGE
BACK FACE OF
CUP
CUP
CONE
RIB ON
BACK FACE
OF CONE
ROLLER
Figure 2-41
Tapered Roller Bearing
2.3.3 Crankcase Bearings

The bearings used in the crankcase consist of sleeve bearings to compensate for radial
loads. Wear develops gradually and is easy to detect before it causes serious damage.
These bearings perform well under severe service or conditions such as high moisture
or extremely high temperatures.
Analyzing the direction and magnitude of the load helps to determine the correct bearing material, as well as the support housing design, housing material, and location of
lubricant entry. Because each bearing material has different advantages and disadvantages, sleeve bearings are manufactured from a variety of materials to suit widely different applications.
The typical shaft journal bearings used in the charging pump are babbitt-lined, fully
bronze-sleeved bearings.
2.4 Pump Drive Design and Construction
The typical shaft in a Union pump is a heavy, one-piece, forged and eccentric ground
crankshaft. The shaft runs in two heavy duty sets of tapered roller bearings that are
force lubricated by the crankshaft-driven internal oil pump. A special ball-type thrust
bearing is mounted on the end of the shaft to absorb the loads generated by the pump
internal reduction gearing.
2-63

Gaulin pumps use a heavy, one-piece, high-strength alloy casting on which are installed
ductile iron cams. The shaft runs in two babbitt-lined, fully bronzed bearings located in
bearing retainers. A fiber thrust washer is mounted on each end of the shaft between
the outside cam and the shaft bearings, making the total end play between 1/321/16.
The shaft is gun-drilled, meaning that oil is pumped through the center of the shaft and
out to each cam, so that the connecting rod bearings ride on a cushion of oil under
pressure. There are plugs installed in both ends of the shaft.
The gear drive is a parallel-shaft, double-reduction-type speed reducer. Gearbox shaft
seals are usually either the more common elastomeric lip seals (shown in Figure 2-42) or
noncontacting labyrinth seals. By elastomeric, it is meant that the sealing lip is made of
a synthetic rubber compound.
Oil sealing is accomplished through an interference fit between the flexible sealing lip
and the shaft. Because the elastomer can lose tension and elasticity during operation, a
garter spring is usually incorporated on the lip to ensure pressure at the sealing interface. Typically, a dirt excluder lip on the air side is used to shield the oil sealing lip from
contaminants.
The most commonly used lip seal materials in gearbox applications are the nitriles,
sometimes known as Buna N. The standard nitrile compound is compatible with most
mineral oils and can operate at temperatures up to about 225F. Nitrile seals are relatively inexpensive and readily available. The material is not suited for temperatures
above 250F because it tends to harden.
For high-temperature applications, fluoroelastomers are recommended. These materials, sometimes known by the trade name Viton, can be used for temperatures up to
400F. They have outstanding resistance to a wide variety of fluids, including synthetic
lubricants.
CASING
GARTER SPRING
ELASTOMERIC LIP
DIRT EXCLUDER
AIR SIDE
OIL SIDE
Figure 2-42
Typical Lip Seal
2-64

The selection of a gear oil depends on several factors, including the units operating
speed and load, ambient temperatures, and the lubricants available at the site. The most
important parameter in selecting a lubricant is the viscosity. High-speed units require
less viscous oil than gears operating at low speed. At high speed, an acceptable oil film
is generated at the tooth contact even with a low-viscosity oil. Also, the churning that
occurs at high speed is less severe with a low-viscosity oil, resulting in lower power
losses. At lower operating speeds, a thinner oil film is generated, and more viscous oils
are required to separate the contacting surfaces. In general, the lowest viscosity oil
sufficient to form an adequate film at all operating conditions should be chosen.
There are two types of lubrication systems in use: splash and forced feed. In the splash
system, the unit is filled with oil to a predetermined level and operated as a sealed
system with no external connections. In the forced-feed system, shown in Figure 2-43,
oil is introduced into the unit through jets under pressure. Scavenge oil is pumped
through a cooler and a filter prior to reentering the gearbox. The splash system, shown
in Figure 2-44, is far simpler and less expensive than the forced-feed design, but is
applicable only to low-speed units. As speeds increase, the heat generated in the gearbox becomes excessive, and an external system is required to cool the lubricant.
2-65

P
A
Q
E
P
B
K
F
F
I
D
A Oil Pump
B Oil Filter
C Oil Cooler
D Oil Tank
E Pressure Gauge
F Thermometer
G Check Valve
H Overflow Valve
I Suction Pipe
K Pressure Pipe
L Return Flow Pipe
M Oil Level Gauge
N Primer and Spare Pump Kit
O Temperature and Flow Gauge
P Connection for Remote Thermometer
Q Pressure Regulator
Figure 2-43
Typical Forced-Feed Lubrication System
2-66

INTERMEDIATE SHAFT
LOW SPEED SHAFT
HIGH SPEED SHAFT
OIL LEVEL
BEARING OIL FEED TROUGH
OIL LEVEL
OIL BAFFLE
Figure 2-44
Typical Splash-Type Lubrication System
In the forced-feed system, the shaft-driven oil pump takes a suction on the sump and
discharges through a cooler, filter, and usually a pressure relief valve located at the inlet
to the gearbox. An auxiliary pump is usually included to prime the system prior to
startup or to be used as a backup in case of failure of the main pump. A bypass is normally located at the cooler to ensure that the oil is not cooled too much. A typical maximum temperature for oil into the gearbox is 130F. A typical oil temperature rise across
the gearbox is 30F. Usually, gearbox feed pressures are on the order of 20100 psi.
2.5 Coupling Design and Construction
Flexible couplings are designed to accommodate various types of load configurations.
The term flexible does not mean that the coupling gives complete freedom of movement
to coupled shafts with no transmissible force. Flexible couplings actually give limited
freedom of movement with transmitted force. These forces are either lateral (at right
angles to the shafts) or axial in nature, or some combination of the two. Lateral forces
2-67

can produce a bending moment on the shafts and a radial load on the support bearings.
Axial force can produce undesirable thrust loads if not considered in the original design.
On centrifugal pumps, flexible couplings are provided for connecting the pump to the
speed increaser and the speed increaser to the motor. The coupling between the pump
and speed increaser is a spoolpiece-type coupling. It is dynamically balanced and
matchmarked. The coupling between the speed increaser and the motor is a nonspoolpiece-type coupling. Its end play can be limited by a spacer button on the speed
increaser shaft, if provided.
Installing a spoolpiece-type coupling next to the pump permits the pump coupling half
to be removed and installed on the pump shaft without disturbing the position of either
the pump, driver, fluid drive, or speed increaser.
It is necessary to limit coupling end play in applications where electric motors are fitted
with sleeve bearings. By limiting end play in the coupling, the thrust bearing on the
pump speed increaser holds the rotor of the motor so that the thrust collars on the
motor shaft do not touch the motor bearing faces. This prevents overheating or damage
to the motor bearings. Figure 2-45 shows a typical coupling used on centrifugal pumps.
Figure 2-45
Typical Flexible Coupling
2-68

On positive displacement pumps, gear couplings or shim-pack type couplings are used
between the motor and the gearbox and between the gearbox and the crankcase. See
Figure 2-46.
Figure 2-46
Thomas/Rexnord DBZ Size 351 Flexible Coupling between Gyrol Fluid Drive Low
Speed Shaft and Pump Input Shaft
2.5.1 Motor/Gearbox and Gearbox/Crankcase Couplings

The motor-to-gearbox and gearbox-to-crankcase couplings used in this application are
large gear-type couplings. The crowned gear teeth are triple crowned with a 20 fulldepth tooth form to deliver greater capacity under misalignment. Since perfect shaft
alignment is ideal but impractical (due to foundation settling, temperature changes,
normal bearing wear, and vibration), all flexible couplings must provide some degree of
angular motion between hub and sleeve.
Barrel-shaped hub teeth with three curved surfacestip, flank, and rootdistribute the
load over a wide area at the strongest part of the teeth. They also permit free axial
movement, provide close tooth contact under all conditions, give a positive film of
lubricant on teeth in contact areas, and eliminate corner loading. Hubs are machined
from carbon or alloy heat-treated steel to close tolerances. Flanged sleeves are machined
from carbon or alloy heat-treated steel.
2-69

Larger couplings typically use seal rings at the sleeve center and end plate joints. A
typical large gear coupling is shown in Figure 2-47.
Figure 2-47
Large Gear Coupling
2.5.2 Alignment Techniques

Misalignment can be defined as any condition in which the driver and driven shaft
centerlines are not coplanar vertically and horizontally at the machines normal operating temperature. It is one of the most common sources of excessive, disabling vibration
in rotating machinery. Misalignment also makes pumps vibrate, causes leaks in seals,
makes bearings hot, and generates wear in couplings. Machinery feet that are not individually coplanar with their bases when unbolted are the most common condition that
underlies misalignment of rotating machines. This noncoplanar condition is caused by
soft foot and pipe stress.
2-70

Soft foot is a condition that occurs due to non-parallel surfaces of the units foundation
to the feet of the machine. It is caused by either a poorly constructed base or manufacturing of the frame with out-of-specification tolerances. The industry standard allows
up to 0.003 out-of-flatness between motor feet; but for accurate alignment, flatness
should be within 0.001. This can be achieved through pre-installation checks and
machining the feet of the unit prior to installation. The use of step and/or tapered shims
can compensate, but this adds difficulty to the alignment process.
Soft foot is a measurement of the flexing of the motor/pump frame at the foot while
bringing the base of the foot parallel with the base. It causes distortion of the frame,
which can change the relationship between shaft and shaft components. This condition
is usually prevalent in aluminum frame motors. It makes a precision alignment very
difficult, sometimes unachievable. Its largely diagonal base stresses are transmitted
through the bearing housing to the shaft, which consequently wobbles when turned
by hand during alignment measurement and vibrates at motor speed while operating.
Pipe stress is an attachment problem. It transmits stresses through the case and distorts
foot/base planarity and thus degrades shaft rotation just as soft foot does. Frequently,
misalignment has both offset and angular components. Offset is the distance between
shaft centerlines at a given point. Closely related to this is parallel offset, the distance
between parallel centerlines. Angularity is the angle between two centerlines.
The three basic alignment techniques currently used are rim and face, reverse dial, and
laser alignment. Reverse dial and laser alignment are the more accurate methods because they are calculation based.
A more detailed discussion of reverse dial and laser alignment practices and the basic
procedures is contained in Appendix D.
2-71

3
PREDICTIVE AND PREVENTIVE MAINTENANCE
Reliability-centered maintenance (RCM) principles establish maintenance tasks that are
directed at optimizing and documenting component and equipment reliability. Demands for safety and availability result in a need to ensure that all efforts aimed at
increasing reliability are cost effective. The risks associated with different maintenance
approaches are difficult to assess. Reliance on equipment vendors for establishing
maintenance programs is less than optimal. Vendor recommendations do not usually
incorporate actual plant service or downtime cost considerations and almost never
recognize applicable predictive maintenance tasks. The incorporation of RCM principles
to define the maintenance tasks required to maximize reliability ensures that each
maintenance task is applicable and cost effective. An applicable task is defined as a task
that either detects, prevents, or mitigates the functional failure consequences; while an
effective task is one that eliminates or reduces the probability of failure occurrence. The
RCM process has been applied by the aerospace industry, power utilities, and the
military for many years.
Selected maintenance tasks can be either predictive or time-directed and are usually in
one of the following forms:
Routine preventive maintenance
Scheduled overhaul of an item at or before a specified age limit
Scheduled replacement of an item (or one of its parts) at or before some specified
age limit
Scheduled inspection of a component or system to find actual or potential failures
3.1 Charging Pump Maintenance Plans
Maintenance plans resulting from RCM analysis of the chemical and volume control
system (CVCS) charging pumps are presented in Table 3-1 for centrifugal pumps and
Table 3-2 for positive displacement pumps. These tables reflect a general consensus of
RCM-based recommendations for CVCS pump maintenance requirements and frequency. The skills/crafts identified on the tables are generic in nature. Equipment
condition reflects the pump status (running or shutdown) required for performing the
maintenance action. The maintenance type is one of three possible categories: CM =
condition-based monitoring; PM = preventive maintenance (time-directed mainte3-1

nance); or PL = repair, rebuild, or replace. RCM addresses only condition-based monitoring and time-directed maintenance. The PL tasks have been added to the tables as a
reference to the maintenance procedures contained in Section 4 of this manual. The
estimated time shown in the tables represents an average total time to perform a task,
not person-hours.
Table 3-3 describes the maintenance plan developed by Electricit de France (EdF) for
the KSB centrifugal pumps used in the CVCS. The French plan resulted from the application of RCM principles in a framework EdF calls OMF (Optimisation de la Maintenance pas la Fiabilite, or Optimization of Maintenance for Reliability). A 1990 OMF
analysis of the CVCS by EdF resulted in the replacement of numerous charging pump
inspections and overhauls with surveillance (predictive or condition-based monitoring)
tasks. In addition, the pump overhaul/open and inspect task was extended to about ten
years (25,000 operating hours).
The tables are provided so that each plant can compare its current maintenance plan to
the RCM-derived plans, and thus assess the potential for savings that can be achieved
by comparing current maintenance activities with those based on RCM techniques.
3-2
CHARGING PUMP
EQUIPMENT MAINTENANCE PLAN
DESCRIPTION: Positive Displacement
EQUIPMENT NO: P/D Pump

COMPONENTS
Coupling
Gear Box
Motor
Pump
Stabilizer/dampener
Valves
MODEL
FUNCTION: Provides borated

water to primary system.
MANUFACTURER
FAILURE CONSEQUENCE:
Safety_X__ Envir___ Oper___
Cost__ None__
P&ID NO:
Maintenance Requirement
Skill/
Craft
Equip.
Cond.
Maint.
Type
Frequency
Procedure
1
2
3
4
5
6
7
8
Conduct operational inspection.

Tighten all bolts, nuts, and fittings.
Conduct vibration analysis.
Conduct motor current analysis.
Collect oil samples for analysis.
Conduct surveillance testing.
Lubricate motor and coupling.
Drain and replace oil and oil filter.
Oper
Mech
Mech
Mech
Oper
Syst
Mech
Mech
Running
Shutdown
Running
Running
Shutdown
Running
Shutdown
Shutdown
CM
PM
CM
CM
CM
CM
PM
PL
Daily
Monthly
Monthly
Monthly
Quarterly
Quarterly
Semiannual
Situational
P/D
P/D
P/D
P/D
P/D
P/D
P/D
P/D
Pump-D1
Pump-M1
Pump-M2
Pump-M3
Pump-Q1
Pump-Q2
Pump-S2
Pump-R1
0.1
1.0
1.0
0.5
0.5
4.0
1.0
4.0
Change gear reducer oil.
Mech
Shutdown
PL
Situational
P/D Pump-R2
2.0
10
Perform alignment.
Mech
Shutdown
PL
Situational
P/D Pump-R3
4.0
11
12
13
14
15
16
17
18
Replace packing.
Replace suction/discharge valves.
Rebuild gear reducer.
Repair suction stabilizer.
Repair discharge dampener.
Replace connecting rod.
Replace plunger/adapter.
Adjust cross-head ball and socket.
Mech
Mech
Mech
Mech
Mech
Mech
Mech
Mech
Shutdown
Shutdown
Shutdown
Shutdown
Shutdown
Shutdown
Shutdown
Shutdown
PL
PL
PL
PL
PL
PL
PL
PL
Situational
Situational
Situational
Situational
Situational
Situational
Situational
Situational
P/D
P/D
P/D
P/D
P/D
P/D
P/D
P/D
Pump-R4
Pump-R5
Pump-R6
Pump-R7
Pump-R8
Pump-R9
Pump-R10
Pump-R11
Est.
Time
(hrs)
12.0
8.0
16.0
8.0
8.0
16.0
16.0
8.0
Remarks
Required by
oil analysis
Required by
oil analysis
Required by
vibration
analysis
As required
As required
As required
As required
As required
As required
As required
As required
Item
No.
3-4
Table 3-2
Charging Pump Equipment Maintenance Plan (Positive Displacement Pumps)

3.2 Predictive Maintenance

Parameters that monitor centrifugal pump failure modes are known as conditions to be
monitored. These are the conditions that provide trendable data that can then be compared to baseline data and tolerances (performance criteria) to predict when a failure
might occur. In such cases, pump maintenance can be planned and scheduled, thereby
minimizing costs and repair time.
Conditions to be monitored can be determined from predominant failure modes that
require monitoring due to frequency of occurrence and the failure effects on safety,
environment, operations, or cost.
Ideal conditions to be monitored provide clear and unambiguous results that are either
directly obtained or can be derived from measurable parameters. These parameters can
be monitored periodically to provide component condition data that show degradation.
The following steps present a systematic method for selecting conditions to be monitored:
1. Determine all predominant failure modes for each critical component.
2. Determine failure causes.
3. Determine monitoring activities:
a. Measurable parameters
b. Derived indicators
c. Adequacy of instrumentation
4. Determine applicability and practicality of monitoring:
a. Cost
b. Mode of operation during monitoring
c. Availability of instrumentation
5. Develop monitoring rationale for each failure mode.
Because not all failure modes can be accurately monitored, many of the components
will be removed from the list of conditions to be monitored. Monitoring is best employed on components that experience gradual degradation of measurable parameters
throughout the life of the component.
Component performance criteria form the cornerstone of condition-based monitoring or
predictive maintenance. Therefore, the criteria selected require rigorous evaluation. The
aim of predictive maintenance is to determine the condition of components by a comparison of baseline data and actual data to detect incipient failures through trend analysis. For each condition to be monitored, a set of initial and minimum performance
3-6

criteria should be established. Initial performance criteria can be obtained from specification sheets, baseline operational (installation test) data, or (in lieu of the specifications
or baseline data) during the time of first testing.
Performance criteria define acceptance limits for component performance in support of
overall pump performance. Component performance criteria are determined as limits
for the conditions to be monitored and can be defined by three limit classifications:
Initial - performance specifications to which the component was designed
Operational - minimum component performance below which the operational
reliability or function of the pump would be impaired
Safety - minimum component performance below which continued degradation
would jeopardize personnel or equipment safety
Where differences exist, the most limiting of the operational or safety criteria should be
applied as the minimum performance criteria.
3.2.1 Data Collection Methods

Data collection consistency is the key element in reliable trend analysis. Well-defined
data collection procedures that allow repeatability of measurements should be used by
qualified personnel when taking data that is to be used for the early diagnosis of incipient failures.
One of the most cost-effective and certainly the least intrusive data collection method is
the daily operational inspection performed by the operators. When provided with
inspection procedures and criteria, the pump room operators can collect reliable (if the
systems are properly instrumented) and trendable data upon which maintenance decisions can be made. Accurate recording of actual operating hours is necessary and can be
achieved by using the control room logs or the installation of hour run meters. For
example, the operator could record:
Fluid temperature and density (boron concentration)
Pump flow
Pump suction and discharge pressures and temperatures
Motor current
Motor temperature
These data elements could be compared to predetermined criteria and then compared
to the pump data collected during performance testing. This data collection is in addition to the daily (or more frequent) inspections that focus on fluid leaks, lubricant levels,
noises, and vibrations.
3-7

3.2.2 Data Analysis

The key to performing analysis leading to reliable diagnois is being able to correlate the
degradation mechanisms with the symptoms. In addition to traditional trending methods, recent innovations in acoustic analysis, vibration pattern recognition, expert systems, and neural networks are being investigated for applicability in the industry.
A review of available data sources was conducted using the Nuclear Plant Reliability
Data System (NPRDS), Operating Experience Code (OPEC), survey responses, and
plant meetings. For the years 19901994, there were over 120 reported charging pump
failures. Of these failures, over 80% involved positive displacement pumps.
Figure 3-1 shows overall fewer reported events for centrifugal pumps, and a significant
decrease in the reported failures for the positive displacement pumps. In 1994 there
were five reported failures for centrifugal pumps as compared to over 35 in 1991 (three
years prior). Positive displacement charging pump failures showed a significant reduction of failures from 150 in 1990 to less than 20 in 1994.
160
140
Number of Failures
120
100
80
60
40
20
0
1990
1991
1992
1993
Year
Centrifugal
Positive Displacement
Figure 3-1
Charging Pump Failures (NPRSD)
3-8
1994

Yearly failure rates for both pump types continue to show yearly improvement in
reduced failures. This dramatic improvement trend for the positive displacement
pumps was first considered to be a result, in part, of the reduced running of the
positive displacement pumps. This improvement trend was confirmed by several plants
operating only positive displacement pumps. The failure data presented here grouped
the pump failures by pump type only. Further data reduction would be necessary to
draw conclusions or make a comparative analysis between pump manufacturer, plant
design, and operating time.
The six most significant areas for improving positive displacement performance are:
packing, plunger, valves, cylinder block, pulsation dampener, and suction stabilizer.
Figure 3-2 shows a summary of component failure causes, with the majority of failures
(62%) related to packing.
Valves
12%
Other
11%
Gaskets
7%
Block
5%
Baffle Seals
3%
Packing
62%
Figure 3-2
Positive Displacement Pump Component Failures
Figure 3-3 shows a breakout of packing failure causes. Fifty-eight percent of failures are
attributed to normal packing wear. Other factors contributing to packing failures are
abnormal wear, improper maintenance, manufacturing, and design.
3-9

Unknown
9%
Abnormal
Wear
22%
Design
2%
Manufacturing
Defects
3%
Inproper
Maintenance
6%
Normal Wear
58%
Figure 3-3
Positive Displacement Pump Packing Failure Causes
To summarize component discussions for positive displacement charging pumps:
Low flow rate is one of the major reasons for the non-utilization of positive displacement charging pumps at nuclear stations that have installed both centrifugal and
positive displacement charging pumps. Non-utilization of positive displacement
pumps is not entirely based on reliability concerns.
The decreasing trend in reported pump failures is consistent with utility opinion
and experience.
In the early 1990s, maintenance costs at some plants exceeded $125,000 annually,
mostly attributed to packing changeouts.
The failure data for positive displacement pumps may be skewed. The data do not
consider standby versus normal operation.
Plants are reporting packing failures differently. Plants are changing their definition
of failure. Instead of packing failure being considered as failure, it may now be
considered end-of-life or normal wear. This has been influenced by the increased life
of the packing. For example, a high repack rate of 5055 per year has been reduced
to one repack in seven months.
Operational considerations for improving performance includes running seal water
in advance of starting, and maintaining pressure margin in suction (3035 psi) to
prevent hydrogen from coming out of solution.
3-10

The leading component failures for centrifugal charging pumps are in Figure 3-4: mechanical seals (40%), lubrication system including oil cooler and oil line leaks, rotating
element, bearings, and pump casing. Figure 3-5 provides a year-to-year breakout of the
major component failures. Issues with mechanical seals were highest in 1990 and 1991.
Mechanical seals are the single largest identified component failure.
Pump
Casing
7%
Bearings
12%
Rotating
Element
12%
Oil Line
13%
Seals
40%
Oil Cooler
16%
Figure 3-4
Centrifugal Pump Component Failures by Year
3-11

Centrifugal Pump Component Failures
100
Failure Percentages
80
60
40
20
0
1990
1991
1992
Year
1993
1994
Bearings
Seals
Oil Cooler
Oil Line
Pump Casing
Rotating Element
Figure 3-5
Centrifugal Pump Component Failures
Figure 3-6 shows the failure causes associated with mechanical seals. Normal seal wear
and improper maintenance are reported as the two leading causes for failure.
3-12

Abnormal
Wear
3%
Normal Wear
54%
Improper
Maintenance
18%
Foreign
Material
5%
Mfg. Defect
5%
Unknown
15%
Figure 3-6
Mechanical Seal Failure Causes
To summarize component discussions for centrifugal charging pumps:

The definition of acceptable leakage rate for mechanical seals varies from plant to
plant. A leakage rate of 1 drop/sec is sufficient criterion to change out an in-service
seal.
Changes in either the balance line flow or the discharge flow control valve should be
monitored as an indication of pump internal wear or degradation.
Pump casing inspections and case cladding repair has been identified as a concern.
3.2.3 Failure Frequency

Reduction of the failure data can provide failure rate information. Figure 3-7 lists the
charging pumps in use within the industry and the associated failure rates for the major
components based on data obtained from the Nuclear Plant Reliability Data System
(NPRDS). Although pump failures are reported, the data are of little value in determining the expected life of the charging pumps due to insufficient failure cause reporting. It
does show, however, that the most predominant pump in the industry (Dresser) experienced the fewest average number of failures per year of plant operation (less than 1.0
pump failure per year per plant).
3-13
3-14
Sulzer Bingham 3x5x7.5MSD-9 Stage

Sulzer Bingham 3x5x7.5CP-12 Stage
Sulzer Bingham 3x4x9 7 Stage
Sulzer Bingham 3x4x7.5
Ingersoll-Rand 2x10-12CAM500X1
Ingersoll-Rand 2.5VHTB-24
Dresser Pump D ZMB-12
Dresser Pump D 2Z
Dresser Pump D RLIJ-2IN-7 Stage
* Dresser Pump D 2.5RLIJ-11 Stage
Dresser Pump D25JTCH-10 Stage
Dresser Pump WYRF-6x10
Byron Jackson DVMX 3x4x8-9 Stage

Union Pump TX-150
Union Pump TX-125
Union Pump TD-50
* Union Pump 2-1/16x5QX-300
Union Pump 1-5/8x4TX-90
Manton Gaulin NP45-3
* Manton Gaulin 2640 NP18-3TPS
Armco Steel J-531-M6DF
Ajax Iron T-150
Ajax Iron T-125
Ajax Iron T-75
0
20
40
60
80
Number of Plants Using Pumps

*Industry prevalent designs
Figure 3-7
Average Number of Charging Pump Failures Per Plant
100
120

3.2.4 Failure Modes

Reduction of the failure data can provide failure mode information if the definitions of
component and equipment functions are universally applied in the data reporting
system. This is not usually the case; therefore, the data must be verified and expanded
to include input from experienced plant maintenance technicians and personnel. The
following sections provide the definitions of functional failure modes that can be applied in the RCM process to determine maintenance tasks for charging pumps.
3.2.4.1 Mechanical Seals
Shaft seal failure is indicated when the seal fails to perform its designed function, which
is to provide a seal between the pump shaft and casing, thus preventing fluid leakage
from the high-pressure side to the low-pressure side or the atmosphere. Zero leakage is
desired; however, leak rates of up to 60 drops per minute can be tolerated without
significantly affecting seal performance. Above 60 drops per minute, frequent observations are recommended to determine if the condition is degrading.
Table 3-4
Mechanical Seals Failure Modes
Mechanical Seals
Failure Modes
Effects
Applicable Maintenance Task
Damaged or
worn faces
Leaks, loss of fluid
CM:
PM:
PL:
CM:
PM:
PL:
Damaged O-rings Leaks, loss of fluid

or bellows
Inspection
Cleaning
Replace seal
Inspection
Cleaning
Replace seal
3.2.4.2 Oil Lines and Coolers

Oil line and cooler failure is indicated when the lines and cooler fail to perform their
designed function, which is to contain and provide lubricant to the bearings at a temperature below 130F with no leaks.
3-15

Table 3-5
Oil Lines and Oil Coolers Failure Modes
Oil Lines
Failure Modes
Effects
Loose fittings
Leaks, loss of lubrication
Fatigue crack
Plugged line
Loss of sufficient lubrication
CM:
PM:
CM:
PM:
CM:
CM:
Inspection
Tighten fittings
Inspection
Cleaning
Trend flow rate
Trend temperature
Oil Coolers
Failure Modes
Effects
Loose fittings
Leaks, loss of fluids
Fatigue crack
Leaks, loss of fluids
CM:
PM:
CM:
PM:
CM:
CM:
CM:
Fouled heat
exchanger
Mixing of fluids
Loss of sufficient cooling
Inspection
Tighten fittings
Inspection
Cleaning
Sample fluids
Trend flow rate
Trend temperature
3.2.4.3 Bearings
Bearing failure can occur for a variety of reasons. The major factors that, either by themselves or in combination, can lead to premature failure in service include:
Incorrect fitting
Excessive preloading during installation
Insufficient or unsuitable lubrication
Overloading
Impact loading
Vibration
Excessive operating or environmental temperature
Contamination by abrasive matter
Ingress of harmful liquids
Stray electrical currents
These factors can lead to wear conditions such as:
Flaking
Pitting
3-16

Cracks or fractures
Rotational creep
Smearing
Softening
Indentation
Fluting
Corrosion
Table 3-6
Bearings Failure Modes
Bearings
Failure Modes
Effects
Wear
Excessive vibration
CM: Vibration analysis

CM: Motor current analysis
PM: Lubricate
PL: Realign
Misalignment
3.2.4.4 Pump Casings

Casing failure is indicated when the casing fails to perform its designed function, which
is to contain the fluid and provide stability to pump internal elements.
Table 3-7
Pump Casing Failure Modes
Casing
Failure Modes
Effects
Loose sections
Leaks
CM: Inspection
PM: Tighten bolts
Shaft misalignment
3.2.4.5 Impellers
Impeller failure is indicated when the impeller fails to perform its designed function,
which is to cause the fluid to flow at a rate of 150 gallons per minute at a pressure of
2800 psi (Pacific Dresser).
3-17

Table 3-8
Impeller Failure Modes
Impellers
Failure Modes
Effects
Out of balance
Fouled
Worn
Wobble
Low/no flow
Low flow

CM: Performance test
3.2.4.6 Couplings
Drive coupling failure is indicated when the coupling fails to perform its designed
function, which is to connect the pump shaft to the drive motor shaft, transmitting
torque and axial thrust while accounting for misalignment.
Table 3-9
Coupling Failure Modes
Couplings
Failure Modes
Effects
Misaligned
Worn
Cracked Shims
Wobble
3.2.4.7 Shafts
Shaft failure is indicated when the shaft fails to perform its designed function, which is
to support and align the pump impeller within the casing, transmitting torque rotational force from the coupled driver to the impeller.
Table 3-10
Shaft Failure Modes
Shafts
3-18
Failure Modes
Effects
Warped
Cracked,
Fractured
Wobble
No flow
CM:
CM:
Vibration analysis
Performance test

3.2.4.8 Fluid Cylinders

Fluid cylinder failure occurs when the fluid cylinder fails to contain and direct the flow
of liquid to the proper location, resulting in leakage from the fluid cylinder. Typically,
this occurs at the areas of the block that have been bored out for the suction and discharge check valves, starting with a small crack and propagating into larger cracks that
allow block leakage.
Table 3-11
Fluid Cylinder Failure Modes
Fluid Cylinder
Failure Modes
Effects
Cracking
Leaks
High seal
water pressure
CM: Inspection
CM: Seal water system
pressure monitoring
3.2.4.9 Fluid Cylinder Valves

Valve failure occurs when the valves fail to perform their designed function, which is to
control the flow of liquid into and out of the fluid cylinder. Failure can result in damage
to other pump internal components due to pressure buildup in the pump or the inability of the pump to deliver sufficient pressure if the valves (particularly the suction
valve) are stuck in the open position.
Table 3-12
Fluid Cylinder Valve Failure Modes
Fluid Cylinder Valves

Failure Modes
Effects
Sticking
Loss of pressure/flow
Broken
Loss of pressure/flow
Excessive wear
Leaking or reduction in
flow/capacity

Acoustic monitoring
Acoustic monitoring
Acoustic monitoring
3.2.4.10 Packing
Packing failure occurs when the packing fails to perform its designed function, which is
to prevent water leakage along the shaft to the atmosphere and, in some cases, prevent
air leakage into the pump. The normal life span of the packing should be in the range of
3-19

5,00010,000 hours. The most common modes of packing failure are wear caused by an
unsatisfactory plunger finish, inadequate seal water supply, or using an inappropriate
packing.
Table 3-13
Packing Failure Modes
Packing
Failure Modes
Effects
Worn
Leaks (external)
Blown cylinder packing Reduced capacity

CM: Inspection
CM: Seal water system
pressure transient high
3.2.4.11 Plungers
Plunger failure occurs when the plunger fails to perform its designed function, which is
to interact with the cylinder bores, packing, and valves to supply sufficient pressure to
the liquid being pumped to meet the system head requirements. The most common
mode of plunger failure is unsatisfactory surface finish, which degrades the packing
and allows leakage out of the system.
Table 3-14
Plunger Failure Modes
Plunger
Failure Modes
Effects
Worn
Leaks
CM: Inspection
3.2.4.12 Fluid Cylinder End Cap Gaskets

Fluid cylinder end cap gaskets are considered failed when they fail to maintain a leakfree seal between the fluid cylinder and the atmosphere.
Table 3-15
Fluid Cylinder End Cap Gasket Failure Modes
Fluid Cylinder End Cap Gaskets
3-20
Failure Modes
Effects
Deformed
Leaks
CM: Inspection

3.2.4.13 Plunger Packing Seal Lubricant/Cooling

The plunger packing seal lubricant/cooling system is considered failed when it fails to
perform its designed function, which is to lubricate and cool the packing, which prevents overheating and failure of the packing.
Table 3-16
Plunger Packing Seal Lubricant/Cooling Failure Modes
Plunger Packing Seal Lubricant/Cooling
Failure Modes
Effects
Loose fittings

Overheated packing
Loss of sufficient lubrication
CM:
PM:
CM:
CM:
Plugged line
Inspection
Tighten fittings
Trend flow rate
Trend temperature
3.2.4.14 Gears
Gear failure occurs when the gears fail to perform their designed function, which is to
develop mechanical advantage and transfer torque from the drive shaft to the crankshaft.
Gear sets are limited to four types of failure:
Wear (abrasive and corrosive)
Scoring
Pitting
Tooth breakage
High viscosity oil and additives are effective in preventing gear wear.
Abrasive wear is usually caused by foreign material in the lubricant. It can occur with
any type of gear, under any operating conditions. As shown in Figure 3-8, the introduction of large abrasive materials results in the destruction of the involute profile, with
pitting around the pitch line.
3-21

Figure 3-8
Abrasive Gear Wear
From CRC Handbook of Lubrication (Theory and Practice of Tribology),
Volume II, Theory and Design
The choice of lubricant has little to do with minimizing abrasive wear. Cleaning the
system and replacing the oil is the only effective treatment.
Corrosive wear is caused by contaminants, such as water, in the lubricant. In addition to
the wear of the meshing surfaces, corrosive wear is usually found on other gear parts as
well. If wear on other parts is not evident, chemical analysis of the oil might be necessary to distinguish between corrosive and abrasive wear.
Scoring of gears is caused by inadequate load-carrying ability of the lubricant. It results
in a rough tooth surface with evidence of having been welded to its mating surface by
the frictional heat and then torn loose as the gears rotate. Figure 3-9 shows a typical
scoring pattern, excessively worn on the gear teeth and roots, with the pitch line intact.
3-22

Figure 3-9
Scoring
From CRC Handbook of Lubrication (Theory and Practice of Tribology),
Volume II, Theory and Design
Table 3-17
Gears Failure Modes
Gears
Failure Modes
Effects
Wear
Excessive vibration
CM:
CM:
PM:
CM:
PL:
CM:
CM:
PL:
Misalignment
Broken teeth
Excessive vibration
Vibration analysis
Motor current analysis
Lubricate
Vibration analysis
Rebuild
Vibration analysis
Motor current analysis
Rebuild
3.2.4.15 Stabilizer and Dampener Bladders

Stabilizer and dampener bladder failure occurs when the bladders fail to perform their
designed function, which is to maintain sufficient nitrogen pressure to compensate for
surges in system pressure. This is accompanied by increased vibration levels, especially
when the discharge bladder fails. Failure of the suction bladder most likely results in
cavitation in the pump due to the reduced net positive suction head available.
3-23

Table 3-18
Stabilizer and Dampener Bladder Failure Modes
Stabilizer and Dampener Bladder
Failure Modes
Effects
Rupture
Gas entrainment
Cavitation
Increase surges
CM: Inspection
CM: Acoustic monitoring
Pressure leak
3.3 Preventive Maintenance

Preventive maintenance includes basic activities to sustain or prolong an existing equipment condition. Tasks such as cleaning, preserving, and lubricating are preventive
maintenance tasks. They are designed to prevent or minimize equipment degradation
and, therefore, prolong useful life. Complete overhauls, scheduled with fixed frequency, were once considered preventive in nature. They are not preventive and, in
fact, usually increase overall failure rates by introducing break-in mortality into an
otherwise stable system.
3.4 Failure Case History, Gaulin Pump
A slight leak was observed on the end cap of the number 3 cylinder. The suspected
cause was a leaking end cap gasket. Maintenance was performed such that the gasket
was replaced (nylon gasket material). No unusual indications were noted on the cap or
the block sealing surfaces. The cap was torqued and the pump returned to service.
During performance of the post-maintenance test, the leak was observed to return, and
the test failed. The pump front cap was removed again, and the block was closely inspected in the gasket seating area. A small crack was observed in the gasket seating
area. The pump cylinder was unpacked, and dye penetrant tested. A crack was found in
the cylinder that had propagated from the suction valve bore/plunger bore intersection.
The fluid cylinder was replaced with a new 17-4 PH block with increased radii and
shot-peened bores. It was repacked and returned to service.
The cause of failure was attributed to high cyclic fatigue. It is unknown how many
hours of service the fluid cylinder had been in service.
3-24

3.5 EdF Charging Pumps
3.5.1 Charging Pump Design and Construction

Electricit de France (EdF) operates two different types of PWR units1 : 900 MW reactors
(34 units) and 1,300 MW reactors (20 units). The 900 MW reactors have three pumps; the
1,300 MW have only two. During normal operation, only one pump at each reactor is
running. All the pumps are centrifugal, and the supplier is Guinard (Guinard Pumps
has been owned by KSB since 1992). Figure 3-10 shows a typical 900 MW unit charging
pump system.
3.5.1.1 900 MW Unit Pumps
One hundred and two charging pumps are in operation in the 900 MW units. These
charging pumps can be operated in two ways:
Nonstop service for the seal water injection at the reactor coolant pumps and also
the primary circuit and chemical and volume control system feeding.
Safety service in accidental conditions to feed the high-pressure safety injection
system. The pumps dedicated to this operation are running only for tests; their
operating hours are low, but they perform frequent start-ups.
The pumps are of horizontal axis and are composed of:
An electric motor with the following characteristics:
Voltage
6,600 V
Power
710 kW
Speed
1,500 rpm
A gearbox, lubricated with an oil pressure system. The output-to-input speed ratio
increase is 3.026. The first 30 units were supplied with Citroen gearboxes and the last
four units with Comelor gearboxes.
A 12-stage pump, with a thrust bearing lubricated by the gearbox oil pressure system and two hydrostatic bearings lubricated by the pumped water. The shaft tightness is provided with mechanical seals.
An auxiliary electrical pump providing the pressure in the gearbox and pump oil
system during start-up. In operation, the oil pressure system is fed by a gear direct
driven pump.
Figure 3-11 shows a longitudinal view of a 900 MW unit pump.
1
This information, compiled by the Central Maintenance Department of EdF for all of their operating units, is current through the
end of 1994.
3-25

Gearbox/Multiplier
Support
Frame
Pump
Low-Speed
Coupling
High-Speed
Coupling
Electric
Motor
Air
Cooler
Figure 3-10
Typical 900 MW Unit Charging Pump System
Discharge
Flange
Pump
Shaft
Flow
Nozzle
Rear Hydrostatic
Bearing
(Casing Bottom)
Anchoring
Pump Head Bolts
Impeller
Casing
Pump
Head
Anchoring
Figure 3-11
Longitudinal View of a 900 MW Unit Charging Pump
3-26

The main characteristics of the pumps operating in 900 MW units are listed in Table
3-19.
Table 3-19
Main Characteristics of 900 MW Unit Charging Pumps
Characteristic
Unit
Fluid
Density
t/m3
lb./ft.
Charging Operation
Safety Operation
Borated water
Borated or containment
sump water
1 to 1.04
62.43 to 64.93
1 to 1.04
62.43 to 64.93
Flow
rate
m 3 /h
gpm
34
149.7
148.2
652.6
Head
mCF
ft.
1,767 (+35, -7)

5,798 (+115, -23)
730 (+20, -20)

2,395 (+66, -66)
NPSH
mCF
ft.
Suction
pressure
bar
psi
5.3 max.
76.9 max.
10 max.
145 max.
Discharge
pressure
bar
psi
189.1 max./180.5 min.

2,743 max./2,618 min.
86.5 max./73.6 min.

1,255 max./1,067 min.
Suction
temperature
C
F
55 max./46 min.
131 max./115 min.
130 max./7 min.

266 max./45 min.
Shutoff
head
mCF
ft.
1,830 (+30, -0)

6,004 (+98, -0)
8
26
Due to early failure problems, the following modifications have been implemented on
the pumps:
Gearbox
New machining of the multiplying linkage to improve the quality of the contacting surface of the gear teeth
Modification of the high-speed slinger because of inadequate tightness
Adding exhaust holes on the bearing heads and replacement of the vent pipes
(oil leaks due to the motor ventilation)
Couplings
Replacement of the grease ports with plugs
3-27

Adding a ring with two O-ring gaskets inside the high-speed coupling (mitigation of the oil leaks)
Replacement of the original high-speed gear coupling with a flexible metal disk
coupling
Oil circuit
Replacement of the rubber flange gaskets with Supranite Superoil gaskets
Injection of Vaprotec oil in the oil tank to prevent corrosion
Modification of the calibration of the pressure switches and replacement of the
Tombac bellows with Perburnan diaphragms
Replacement of the 40 m filters with 100 m filters, after operating a while
Removal of the filter bypass
Pump
Installation of impeller wear rings with labyrinth seals (improvement of protection against the particles that are in suspension in water)
Modification of the water supply of the hydrostatic bearing located at the casing
bottom (supplied with the discharge of the sixth impeller and return to the fifth
impeller suction with a branching at the rear of a pressure reduction ring)
3.5.1.2 1,300 MW Unit Pumps
Forty charging pumps, type HMBS 11LL V3-3-12-45, are in operation in the 1,300 MW
units. These pumps are run for the seal water injection at the reactor coolant pumps and
also for the primary circuit and chemical and volume control system feeding. Figure
3-12 shows a longitudinal view of a 1300 MW unit pump.
3-28

Discharge
Flange
Flow
Nozzle
Casing Bottom
Hydrostatic Bearing
Central
Hydrostatic Bearing
GLACIER
Thrust Bearing
Mechanical
Seal
Casing
Impeller
Suction
Flange
Figure 3-12
Longitudinal View of a 1300 MW Unit Charging Pump
The main characteristics of the pumps operating in the 1,300 MW units are listed in
Table 3-20.
3-29

Table 3-20
Main Characteristics of 1,300 MW Unit Charging Pumps
Characteristic Unit
Minimum Flow
Rated Flow
Maximum Flow
Fluid
Borated water
Borated or containment sump water
Density
kg/m3
lb./ft.3
1,000 to 1,020
62.43 to 63.68
1,000 to 1,020
62.43 to 63.68
1,000 to 1,020
62.43 to 63.68
Flow
rate
m 3 /h
gpm
8
35.2
44
194
100
440
Head
mCF
ft.
1,950
6,398
1,770
5,807
900
2,953
NPSH
mCF
ft.
<6
< 19.7
Suction
pressure
bar
psi
5
72.5
5
72.5
15.5
225
Suction
temperature
C
F
110 max./> 7 min.

230 max./> 45 min.
40 max./7 min.
104 max./45 min.
40 max./20 min.
104 max./68 min.
Shutoff
head
mCF
ft.
1,850 minimum and 2,000 maximum

6,070 minimum and 6,562 maximum
3.5.2 Reported Problems and Failures

3.5.2.1 900 MW Units
The reported problems and failures are described in relation to the involved component.
3.5.2.1.1 Gearbox/Multiplier
This component usually fails from teeth flaking and pitting, which leads to the replacement of the toothed wheel and the pinion. The root cause of the failure is the action of
the pinion on the toothed wheel in cases of major misalignment, as often observed. This
misalignment is due to a lack of stiffness of the support frame.
3-30

3.5.2.1.2 Low- and High-Speed Couplings

Flaking of several teeth was noted on the coupling sleeves located at the low-and highspeed coupling connection, which led to the replacement of the coupling.
3.5.2.1.2.1 Low-Speed Couplings
The low-speed couplings supplied by Citroen need grease added frequently. This addition of grease is done after the installation of a grease port, which is then removed and
replaced with a plug to prevent leaks.
The following remedial actions have been implemented to avoid grease issues and
reduce vibration levels:
Inspecting the couplings and replacing the grease every year. After cleaning, using a
grease with a low dispersing capacity.
Improving the tightness of the high-speed coupling to avoid the grease degradation
and the associated oil products.
Checking the alignment after disassembling the spacer and adjusting the fixed
points (centering pin and expansion key).
Balancing the coupling plates.
Checking the tightness of the pump anchor bolts (30m daN/2,552 inch lb).
The low-speed couplings supplied by Comelor are oil-lubricated, rather than greaselubricated.
3.5.2.1.2.2 High-Speed Couplings
The grease leakage occurring at the high-speed couplings has been solved by changing
the original design to a metal disk coupling.
3.5.2.1.3 Main Pump
3.5.2.1.3.1 Mechanical Seal/Package Failure
A water leak occurred on a pump due to a mechanical seal failure. The root cause of the
leak was the loosening of six screws. This problem was solved by locking the screws
with Loctite.
3.5.2.1.3.2 Rear Hydrostatic Bearing (Located at the Casing Bottom)
Abnormal wear has been seen after only a few thousand hours of operation. Improvements have been made by the manufacturer to the design of the water supply system of
this hydrostatic bearing, the condition of which is the single factor that determines the
pump inspection interval. These modifications consist of:
3-31

Supplying water with a tap that originates from the sixth stage and returns to the
fifth stage suction. This supply results in an increased bearing stiffness. Moreover,
the tap occurs in a location where the particles are not likely to build up. This decreases the risk of fretting for the bearing when starting the pump.
Machining of labyrinths in the wear rings.
Modifying the shape of the bearing support location, in order to decrease the occurrence of particle build-up. It is of major importance when a pump starts that its
supply water is clean, the air in the pipes has been evacuated, and no contamination
occurred during the maintenance of the reactor chemical control circuit.
3.5.2.1.4 Rotor Balancing
Two balancing problems occurred. A systematic vibration inspection implemented
during start-up should prevent this type of event.
3.5.2.1.5 Thrust Bearing
In one case, the damaging of the pads might be related to significant vibrations, which
led to increased rotor displacement.
3.5.2.1.6 Impellers
Some cracking of the extremity of a few impeller blades was seen after disassembly. The
root cause was mainly a fatigue phenomenon that occurred at very specific locations.
The blades involved in this failure were those that had been shop-machined to obtain
suitable impeller balancing to the point that the remaining thickness was not sufficient
for good mechanical behavior. This led to an extensive checking of impeller blade
thickness and, therefore, to the replacement of all the undersized blades.
3.5.2.1.7 Wear Rings Locking Screws
Some screws loosened on several pumps despite the presence of a locking device. The
root causes of this problem were:
The screw material (AFNOR : Z2 CND 17 - 12 / AISI 316 L) was not suitable (yield
strength and ultimate tensile strength too low).
Some embrittlement occurred due to errors in manufacturing.
The process implemented for the locking device led to the screws embrittlement;
therefore, this process is not suitable for this application.
The required torque was too low.
The locking devices were not of a captive design.
3-32

The following remedial actions were implemented for the loosened screws:
Machining new screws in a material with high mechanical properties: AFNOR Z6
CND 16 - 04 (approximately ASTM A 564-83 grade 634)
Machining instead of bending the locking devices
Applying a higher torque
3.5.2.1.8 Shaft
Some fretting occurred at the thrust collar location. At one plant, the remedial action
consisted of implementing a hardening surface treatment. Implementing this remedial
action for the other EdF plants will be determined by its success at this first plant.
High vibrations close to the oil-lubricated bearing have been reported from several
units. This problem might be related to a resonance phenomenon. In fact, the bearing
has a frequency response close to a harmonic in relation with the number of blades of
the impeller (five). The root cause of this is the lack of stiffness of the support frame.
Some units mitigated the problem by implementing different adjustments of the alignment or tightening the pipes, supports, bolts, or flanges.
3.54.2.1.9 Loose Parts
During a functional test while a pump was operating with no flow rate, its discharge
pressure was lower than requested, but its vibration amplitudes were lower than the
alarm threshold. During the following operational test, the pump was unable to deliver
either the required pressure (60 bar/870 psi instead of 90 bar/1305 psi) or the expected
flow rate. After 90 minutes, the pump was stopped due to excessive vibration. Disassembly revealed the presence of a cleaning rag and a significantly deformed metallic
part. These items originated from maintenance work carried out on pipes connected
ahead of the pump.
The locking of the rotor was found on a pump during an inspection when checking its
axial clearance. The pump disassembly revealed that the root cause of the locking was
the presence of an unidentified particle at the first impeller leak-tight ring location.
3.5.2.1.10 Miscellaneous
Two pumps at one unit were badly damaged when both were operating at a low flow
rate.
3-33

3.5.2.1.11 Oil Circuit

3.5.2.1.11.1 Oil Leaks
A number of pumps experienced oil leaks, mainly at the flange junctions and the
threaded piping connections. The gaskets could not compensate for the lack of parallelism between the flanges, which was a result of their being welded to the pipes.
During transients, some failures of the metallic bellows of the pressure switches occurred. This led to replacement of the bellows with devices equipped with Perbunan
diaphragms. Some casing deformations caused leaks at the casing flange; this problem
was solved by machining the sealing surface. To mitigate these problems, it was decided to:
Install new flange gaskets, with a careful inspection of the condition of the flange
surface
Apply a leak-tight paste to the threads of the threaded piping connections
3.5.2.1.11.2 Oil Temperature Increase
A change in the original design of the pump room (adding fire protection walls) resulted in a decrease of the pump air cooling capacity. This led to an increase in the room
and oil temperatures and, consequently, to an increase in the oil-lubricated bearing
temperature. Remedial actions (for example, a better air temperature or flow adjustment) are still in progress to solve this problem.
3.5.2.1.11.3 Loose Parts
Some problems occurring at the oil system of a pump have been related to the presence
of a cleaning rag in the direct driven oil pump suction.
3.5.2.1.11.4 Oil Cooler Leakage
This has been a plant-specific issue due to the fact that the cooling water was the service
water. The chiller tube bundle of the speed increaser lubrication system, originally
made of copper, has been replaced with a copper-nickel base alloy.
3.5.2.1.12 Concrete Support Cracking
The cracking occurred at two locations:
At some solid concrete build-up. The cracks were due to thermal shocks or to a lack
of bonding of the build-up to the support.
At the solid support itself. These cracks could be due to high stresses or vibrations.
3-34

3.5.2.2 1,300 MW Units

The reported problems and failures are described in relation to the involved component.
3.5.2.2.1 Multiplier
3.5.2.2.1.1 Misalignment
A misalignment between the pump shaft and the high-speed shaft of the multiplier,
which was lower than the required position (1 mm/40 mils instead of 0.09 mm/3.6
mils), resulted in damage to the high-speed bearing and led to its replacement. The
radial clearance at the high-speed bearing bushing location (toward the coupling) was
0.45 mm/18 mils, for a design value of 0.15 mm/6 mils.
A multiplier was very noisy and showed high-amplitude vibration (120 m/4.8 mils) at
the high-speed coupler bearing. After replacement, an examination of the damaged
multiplier showed that the clearance between the teeth was exceeding the maximum
specified value. The root cause was a lack of lubrication due to the presence of a weld
particle plugging the oil injection area on the high-speed bearing side of the multiplier.
3.5.2.2.2 High-Speed Couplings
Most of the reported problems are related to lack of lubrication:
A lack of oil occurred when glued O-rings for the sleeves were used instead of
molded O-rings.
Several teeth marks or wear marks and, in some cases, high vibration have been
correlated with lack of oil. To mitigate these oil leakages or deficiencies, the same
corrective action as for the 900 MW units (replacement of the original coupling with
a flexible metallic disk) is planned.
3.5.2.2.3 Main Pump
3.5.2.2.3.1 Mechanical Seal/Package Failure
Crystallized boron was found on one pump at the Latty mechanical seal location. Inspection of the seal revealed some cracks and chips on the carbon ring, a significant
wear at the carbide ring periphery, and some heating marks on the stuffing box shaft
sleeve. The root cause of this was a misalignment of the pump; one of its axes was
located 6 mm (0.24) too high. This problem was solved by the seal replacement and a
better pump/multiplier alignment.
3-35

3.5.2.2.3.2 Shaft
Some marks of fretting corrosion have been found at the thrust sleeve location. The
remedial action consisted of carrying out a hardening surface treatment at this location.
A rear hydrostatic bearing inspection showed some scratches located on the bearing
surface of the sleeve. The root cause was the presence of rubber pieces that were plugging two out of five diaphragms. This led to the bushing shell replacement.
3.5.3 Conclusion
The main problem remaining on these pumps is the lack of lubrication of the hydrostatic bearing during start-up. Once the pressure is established in the system, the bearing lubrication is efficient. This is the reason why the more suitable parameter to take
into account to assess the state of the pump and the inspection intervals is not the number of running hours but the number of start-ups.
3.5.4 Charging Pump Maintenance

3.5.4.1 900 MW Units
Due to the differences in operating conditions, the pumps have been divided into two
classes:
The operating pumps, which run more than 500 hours within a fuel cycle. In the
following text, the maintenance activities related to these pumps will be referenced
with an O.
The safety/standby pumps, which run less than 500 hours within a fuel cycle; their
maintenance activities will be referenced with an S.
The maintenance operations are implemented according to Figure 3-13.
3-36

Operating Pump (> 500 h/cycle)

1 day
Safety Pump (< 500 h/cycle)

1 day
Field inspection
Field inspection
3 months
Type 1 inspection
Type 1 inspection
4 months
6 months
Operating
performance
check
Operating
performance
check
6 months
1 cycle
Maintenance
check
Type 2AO inspection
Characteristics
check
2 years
Safety performance
check
Safety performance
check
18,000 to
25,000
hours
Maintenance
check
Type 2B inspection
Characteristics
check
Maintenance
check
Type 2AS inspection
Characteristics
check
36,000 to
50,000
hours
Type 3 inspection
Maintenance
check
Type 2B inspection
Characteristics
check
2 years
3 cycles
6 cycles
Characteristics
check
Type 3 inspection
Characteristics
check
12 cycles
On-line maintenance
Maintenance during outages
Figure 3-13
Maintenance Operations Chart
3-37

The following describes the detail of the chart activities.

Field inspection. On a daily basis, all the pumps in operation are inspected. For the
main pump, the inspection is focused mainly on determining that there are no oil
and water leaks. For the lubrication system, the following are inspected: the oil
levels, the tightness, the temperatures, the noises. For the multiplier, the inspection
concerns the temperatures and the leak-tightness.
Type 1 inspection. The operational parameters such as vibration amplitude (main
pump and multiplier), temperature (oil system), flow and fouling (oil system), and
the tightness are monitored and recorded. The results are compared to the standard
values. If any variation occurs, remedial actions must be taken.
Operating performance check. The pump characteristics are recorded for the standard operating conditions. The goal of this monitoring is to track any variations
from the reference conditions.
Safety performance check. The pump characteristics are recorded for the safety
operating conditions. The goal of this monitoring is to track any variations from the
reference conditions.
Maintenance check. Overall pump state assessment. This global assessment is
performed two to three months before a type 2 inspection. The goal of this checking
is to take advantage of the planned pump outage to carry out some minor repairs of
things that could lead to a breakdown or a failure in the next cycle. This inspection
tries to look for minor degradations and determine if they will need remedial actions. The typical items monitored or inspected are: leaks, temperature and vibration
(main pump and multiplier), noise, flow, fouling, oil level and chemical analysis
(lubrication system), and the rundown time for the whole pump.
Characteristics check. Qualification and recording of the pump operating parameters after a type 2 or 3 inspection. These records set the new reference operating
parameters for the next period of operation. For the multiplier, these items are
looked for or recorded: leaks, vibration, and temperature. For the main pump: leaks,
vibration, temperature, head, and flow. For the lubrication system: flow, noise, leaks,
and temperature. For the whole rotating equipment: rundown time.
Type 2AO inspection. During this short inspection, the following maintenance
operations are performed (not exhaustive) for the main pump: visual examination,
cleaning, and axial clearance of the thrust bearing. For the multiplier: visual examination and grease replacement. For the lubrication circuit: visual examination and
cleaning.
Type 2AS inspection. Same as type 2AO plus the dye penetrant testing of the rear
hydrostatic bearing and the measurement of the axial clearance of the hydraulic
section.
Type 2B inspection. Extended inspection. Same as type 2AS plus the examination or
checking of: bearing, mechanical seal, disassembly of the low-speed coupling, multiplier gear train free motion, oil pump, air cooling chiller, and rear hydrostatic bearing.
3-38

Type 3 inspection. General inspection. During this inspection, the typical maintenance work carried out is (this listing is not exhaustive):
On the main pump: visual examination of the overall aspect and of the surfaces;
dimensional measurements; replacement of gaskets, springs, bellows, bolts, nuts,
and nut locking devices; rotor balancing; and dye penetrant tests of the stellite
On the multiplier: visual examination; axial and radial clearance measurements;
replacement of gaskets, nut locking devices, bearings, and grease
On the lubrication system: replacement of gaskets, filters, screws/nut locking
devices, pumps, oil, and grease
For the entire pump: alignment checking
3.5.4.2 1,300 MW Units
Figure 3-14 presents the maintenance operations performed on the 1,300 MW unit
pumps.
1,500 hours or 3 months
Type 1 inspection (on-line inspection)
5,000 hours or every outage
Type 2A inspection
15,000 hours or every 3 outages
Type 2B inspection
25,000 to 30,000 hours or 6 years
Type 3 inspection
Figure 3-14
Maintenance Operations Chart
The following describes the maintenance work done for each type of inspection.
Type 1 inspection. Checking the vibration amplitudes, bearing temperatures, oil
level, and grease pump pressure
Type 2A inspection. Same as type 1 plus: rundown time measurement, inspection
(visual examination) of the high-speed coupling and the multiplier; checking the oil
level, the axial clearance, and the alignment; cleaning (oil filter, cyclone); oil chemical analysis
Type 2B inspection. Same as type 1 plus: rundown time measurement; oil chemical
analysis; visual examination of the low to high-speed coupling, the multiplier, the
direct driven oil pump coupling; axial clearance measurements and the alignments;
disassembling the mechanical seals; inspecting the thrust bearing; cleaning
3-39

Type 3 inspection. Same as type 1 plus: disassembly of the whole pump, followed
by the rotor balancing
Moreover, after 1012 years of operation, the grease pump, the multiplier, and the lowand high-speed couplings may be replaced, according to their condition.
3-40

4
CHARGING PUMP MAINTENANCE
4.1 PredictiveCentrifugal Pump Conditions To Be Monitored

The applicable predictive maintenance techniques identified through RCM analysis are:
Vibration monitoring
Temperature monitoring
Pressure monitoring
Flow monitoring
Oil analysis
Motor load monitoring
4.1.1 Vibration
Vibration monitoring of centrifugal pumps can be used to detect hydraulic forces
caused by hydraulic imbalance, cavitation, recirculation, and impeller/diffuser interaction and mechanical forces caused by:
Impeller imbalance
Impeller instability
Improper alignment
Bent shaft
Pipe stresses
Cracks
Wear
Improper mounting of pump assembly components acting on the pump and its
components
Figure 4-1 shows the frequency response for periodic vibration, while Figure 4-2 shows
the same for a compound harmonic periodic vibration.
4-1

Periodic Vibration
1.5
0.5
30
28
26
24
22
20
18
16
14
12
10
-0.5
0
0
frequency
-1
-1.5
time
Figure 4-1
Frequency Response for Periodic Vibration
Vibration monitoring and analysis of both amplitude and frequency are widely used to
assess pump condition.
Compound Harmonic Periodic Vibration
30
28
26
24
22
20
18
16
14
12
10
0
0
frequency
-2
-4
time
Figure 4-2
Frequency Response for Compound Harmonic Periodic Vibration
Vibration amplitude, expressed as displacement, velocity, or acceleration, is a measure

of vibration magnitude or severity. Normally running pumps present a low and stable
vibration amplitude. A change in amplitude indicates a change in pump condition.
Frequency response of displacement, acceleration, and velocity transducers differ. If
misapplied, the results can be misleading. Figure 4-3 shows the relationships between
displacement, acceleration, and velocity with respect to frequency.
4-2

14
12
10
5
Acceleration
4
6
Velocity, 0.15 in./sec.
2
1
Acceleration, g
Displacement, mils
Displacement
4
2
10
100
1,000
10,000
Frequency, Hz
Figure 4-3
Transducer Frequency Response
Displacement is useful if measured relative to a reference. For example, proximity

probes located at or near bearings provide the relative displacement of the shaft to the
bearing. These measurements can be compared to design bearing/shaft clearances, and
bearing wear can be determined. Monitoring systems can be set to alarm if relative
displacement (clearances) exceeds a set value.
Velocity is the usual method of expressing vibration amplitude because of the relationship between velocity and vibration severity at any given frequency.
Acceleration is used to express vibration in order to put a value on the force causing the
vibration:
F = ma
Vibration frequency, expressed as cycles per second, is not directly related to vibration
severity. Frequency is used in determining the cause of the vibration. Frequency (f) is
often expressed in multiples of rotating speed (rpm):
f = 1 x rpm
f = 2 x rpm
f = 1/2 x rpm
f = N x rpm
Frequency of vibration is equal to rpm

Frequency of vibration is twice rpm
Frequency of vibration is one-half rpm
Frequency of vibration equals the vane-pass frequency (where
N is the number of impeller vanes)
4-3

Table 4-1 summarizes the vibration frequencies associated with the forces that can be
measured, while a graphical depiction of these forces is shown in Figure 4-4.
Table 4-1
Frequency of Hydraulic and Mechanical Forces
Hydraulic Forces
Hydraulic imbalance
Cavitation
Recirculation
Vane pass frequency
Mechanical Forces
Impeller imbalance
Resonance
Rotational misalignment
0.3
600
f = 1 x rpm
f = 1 x rpm (f1 = N x rpm)
f = 1 x rpm (f1 = 1/2 to 3/4 x rpm)
f = N x rpm
Frequency
f = 1 x rpm
f = N x rpm
f = 2 x rpm
1 x RPM (Shaft Misalignment)

2 x RPM
Gear Mesh - RPM
3 x RPM
Gear Mesh Frequency
4 x RPM
Gear Mesh + RPM
Vibration Amplitude
in/sec.
Frequency
8 1K
2K 3K 4K 6K
8K
10K
20K
30K 40K 60K 80K 100K
200K 300K 400K 600K
Frequency CPM
Figure 4-4
Alignment Vibration
4.1.1.1 Hydraulic Imbalance

Hydraulic imbalance is induced by the fluid flow and is usually caused by poor suction
piping arrangement/design. A restriction or an elbow too close to the pump suction
(within about 30 pipe diameters) causes fluid to assume different velocities within the
pipe. If these velocities cannot equalize prior to reaching the impeller, the hydraulic
imbalance will impose a high axial vibration with a frequency equal to pump rpm
(f = rpm).
4-4

Balance drum flow is typically 2730 gallons per minute (gpm). This flow is a good
indicator of wear on the balance drum, sleeve, and ring. When flow increases to approximately 4045 gpm, this indicates wear of the internal pump components.
4.1.1.2 Cavitation
Instantaneous Pressure (PSI)
Cavitation is caused by pressure drops within the pump that allow vapor cavities to
form or by the introduction of a gas or vapor into the pump suction. When the vapor
cavities contact the high-pressure side of the pump, they collapse and fill with fluid,
causing noise, vibration, and pitting of the impeller/diffuser. Fluid vapor cavities can
occur only when the pressure drops below the vapor pressure corresponding to the
fluid temperature. Multistage centrifugal pumps can experience cavitation between
stages if sufficient heat of friction is added to the fluid as it is pumped. Cavitation can
usually be avoided by maintaining a sufficient NPSH and by maintaining subcooled
fluid at the impeller suction. Figure 4-5 shows an example of cavitation due to pulsation
pressure.
Pd
Ps
Pvp
P=0
Time
If Pd > Ps Pvp, then cavitation will occur.
Ps = Static Pressure
Pd = Dynamic Pulsations, 0 p
Pvp = Vapor Pressure
Figure 4-5
Cavitation Due to Pulsation Pressure
Gas or vapor entrained or siphoned (due to poor pipe joints) into the suction fluid is
compressed as it flows through the pump. Some pumps are designed for flow recirculation, from discharge to suction, in order to stabilize flow demand; and some pumps
recirculate high-pressure fluid back into the pump to a balancing drum to counteract
thrust. In these types of pumps, it is possible for cavitation to occur even if proper fluid
4-5

vapor pressure/temperature relationships are maintained. The expansion of the entrained gas forms voids followed by collapse and rapid filling of the cavities. Figure
4-6 shows the effects of entrained air or gases on centrifugal pump performance.
T.H. Ft. of Liquid
Gas-free Liquid
Min. Q
% Gas by
Volume
Liquid Q gpm
Figure 4-6
Effects of Entrained Air or Gases on Centrifugal Pumps
Cavitation produces a vibration with a frequency equal to pump rpm (f = 1 x rpm) and
harmonics up to the vane-pass frequency (f1 = N x rpm). A broadband vibration consisting of loud, steady, cracking noises is present in the pump, usually above the vane-pass
frequency.
4.1.1.3 Recirculation
Recirculation is caused by high suction pressure pulling fluid back through seals and
impeller clearances. It frequently occurs if a high suction pressure is accompanied by
reduced flow. It can be reduced by increasing flow or installing a bypass line from the
discharge to the suction.
Recirculation produces vibrations with a frequency equal to pump rpm (f = rpm) and
subharmonics of speed, from 1/23/4 of operating frequency (f1 = 1/23/4 x rpm).
Audible indications of recirculation are loud, random, cracking noises in the suction
piping; however, both suction and discharge pressures tend to pulse during recirculation. Location of damage on the impeller determines whether the recirculation is on the
suction or discharge side of the pump, as shown in Figure 4-7. An example of the effects
of cavitation on the pump head is shown in Figure 4-8.
4-6

CAVITATION DAMAGE
Suction
recirculation
Low NPSH
Discharge
recirculation
Figure 4-7
Diagnosis of Cavitation Damage
EFF. WITH
AMPLE NPSH
HEAD, EFFICIENCY
H-Q
WIT
H
SYSTEM -
A
NPMPL
SH E
HEAD
CURVE
INSUFFICIENT
NPSH
CAPACITY
Figure 4-8
Effect of Cavitation on Pump Head
4-7

4.1.1.4 Impeller/Diffuser Interaction

Interaction between the impeller and the diffuser is caused by the pump being operated
at less than rated capacity. At rated flow, the fluid meets the diffuser at an angle designed to minimize internal turbulence. At less than rated flow, the fluid interacts with
the diffuser to create turbulence and axial vibrations of subsynchronous frequencies.
In a pump that has been in service for a prolonged period or with excessive clearances
between the impeller and casing, random vibrations below the operating frequency of
the pump occur.
Further evidence of impeller/diffuser interaction is acoustic resonance in the discharge
piping caused by pressure pulsations. The piping resonates at the vane-pass frequency,
regardless of the number of vanes on the diffuser.
4.1.1.5 Impeller Imbalance
Pumps always run with some degree of impeller imbalance, usually caused by errors in
design, manufacture, assembly, initial balancing, or impeller damage. Imbalance can
lead to excessive cavitation, bearing wear, and seal leakage and is usually detected as
radial vibrations with a frequency equal to pump rpm (f = 1 x rpm). Impellers should be
statically and dynamically balanced so that the maximum residual imbalance is less
than 1 x W/rpm, where W = impeller weight.
4.1.2 Temperature
Viscosity is the resistance of a fluid to shear motionits internal friction. The molecules
of a liquid have an attraction for each other. They resist movement and repositioning
relative to each other. This resistance to flow is expressed as the viscosity of the liquid.
The viscosity of a liquid varies directly with temperature. Liquid viscosity, and hence
temperature, are very important in analyzing the movement of liquids through pumps,
piping, and valves.
A change in viscosity alters liquid handling characteristics in a system; more or less
energy can then be required to perform the same amount of work. Increased temperatures can cause a pump to work harder, lose efficiency, and cavitate. At shutoff conditions, the brake horsepower all goes toward heating the liquid contained within the
pump casing. The rate of temperature rise depends on the amount of liquid contained
in the casing and the power losses (shutoff horsepower) of the pump. For a high-head,
low-capacity pump, the temperature rise could be very rapid, while for a low-head,
high-capacity pump, the temperature rise could be quite slow. Restrictions in the piping, partially closed valves, and other flow restrictions have similar effects on the pump.
Liquids evaporate because of molecules escaping from the liquid surface. The vapor
molecules exert a partial pressure in the space, known as vapor pressure. If the space
above the liquid is confined, after a sufficient time the number of vapor molecules
4-8

striking the liquid surface and condensing are equal to the number escaping in any time
interval, and equilibrium exists. Because this phenomenon depends upon molecular
activity, which is a function of temperature, the vapor pressure of a given fluid depends
on temperature and increases with it. When the pressure above a liquid equals the
vapor pressure of the liquid, boiling occurs.
In many situations involving the flow of liquids, it is possible that very low pressures
are produced at certain locations in the system. Under such circumstances the pressures
may be equal to or less than the vapor pressure. When this occurs, the liquid flashes
into vapor; this is called cavitation. A rapidly expanding vapor pocket, or cavity, forms,
which is usually swept away from its point of origin, and enters the regions of the flow
where the pressure is greater than vapor pressure. The cavity collapses. This growth
and decay of vapor bubbles affect the operating performance of the pump and can
result in erosion of the metal parts in the region of cavitation.
4.1.3 Pressure
Transients in piping systems result from rapid changes in operational functioning of
components, such as pumps and valves. They can produce rapid momentum changes
as the column of water in the system is suddenly stopped or started. Large momentum
changes can subject system components to severe force transients. Piping transients can
result in the formation of vapor cavities when the system pressure is reduced to the
vapor pressure of the fluid.
During a transient condition, pressure waves are generated throughout the system. In a
water system, fluid-induced forces are exerted in a pipe segment by a pressure force
acting normal to the inner surface of the pipe and a frictional force between the fluid
and the pipe wall. The combination of these two elements is called a segment force, and it
is collinear with the pipe axis.
Typical transients for a water-filled system include rapid valve closure, pump startup,
and pump trip. The water hammer phenomena in a piping system can result in the
formation of vapor pockets at locations where the pressures are reduced to or below
vapor pressure. This phenomenon is normally called column separation. The subsequent
collapse of these vapor pockets can develop significant pressure spikes. Some of the
major causes of these conditions are pump startup, stopping, or seizure; pump startup
with inadvertently closed discharge valves; valve opening, closing, and instability;
check valve closure or delayed opening; and column separation and subsequent rejoining. Some of these events can be prevented by implementing appropriate operating
procedures.
Certain types and severity levels of transients can be accommodated by the pump, but
might not be accommodated by the system. NPSH transients at a pumps suction can
produce a reduction in total pressure below the minimum required to satisfy a pumps
inlet requirement or even below the minimum pressure required by the temperature of
4-9

the fluid. This reduction in pressure produces voids in the suction of the pump. It is the
production of these vapor pockets and the subsequent collapse as the pressure is developed in the impeller that generate the cavitation which produces the noise, vibration,
and pitting attack on the impellers surfaces. The measurable consequences of cavitation
on a pumps performance are a loss in flow and head resulting from the voiding of vane
passages, turbulence, and two-phase flow.
Short-term transients can be considered momentary events where the available NPSH
falls below the required NPSH at a particular moment. These events probably have no
measurable effects on the pump mechanically. An example of a short-term transient
occurs during the normal startup of a centrifugal pump where, in establishing a stable
operating point, the pump would briefly run out past its design flow as the system fills.
The NPSH available at run out flows can be less than the requirements of the pump,
initiating a transient condition that is corrected as the system fills and flow stabilizes.
4.1.4 Flow
4.1.4.1 Discharge
Discharge flow encounters resistance such as friction, static head, and backflow. Flow
rates vary depending on several factors, including variations in static head, valve alignment, system demands or loads, and flow control valve operations.
Flow (the volume of liquid that a centrifugal pump can move per unit time) is a function of the peripheral velocity of the impeller and the cross-sectional area of the impeller
and its casing. The larger the passage area, the greater the flow rate. Consequently, the
physical size of the pump increases with higher flow requirements for a given operating
speed. The liquid flow rate is directly proportional to the area of the pump passages
and can be expressed by:
Q = (V x A)/0.321
where:
Q = flow, (expressed in gpm)

V = velocity, (expressed in fps)
A = area, (expressed in sq. in.)
4.1.4.2 Seal Leakage

Mechanical seals are considered failed when leakage past the seal causes excessive loss
of fluid or excessive reduction in pressure in the sealing system. Normal leakage is
sometimes misinterpreted as seal failure by personnel unfamiliar with the operation of
a liquid seal. It is a common misconception that mechanical seals have a zero-leakage
criteria. Actually, all mechanical seals leak, but the leakage is not visible because it
evaporates. Leakage is dependent on size, pressure, and the viscosity of the liquid. This
4-10

leakage gets in between the seal faces and develops into a lubricating film. Lack of
lubrication between the sealing faces causes rapid heat generation while the unit is
operating, and this excess heat without cooling damages the sealing faces. Once the
sealing faces are damaged, the leakage between the faces increases. Most seal failures
can be attributed to face leakage.
The tapered plugs in the seals might not be part of the replacement seal. If the replacement seal is installed and a set screw is used in place of the tapered plug, the set screw
provides a leakage path to the outside. Also on the replacement seal, two spacers might
be required instead of the one normally supplied with the seal to prevent cocking and
misalignment of the seal. When the seal is properly installed, there should be no leakage
from the seal area with the pump running or shut down. If boron buildup is excessive,
the backing plate might need to be cleaned with demineralized water to remove the
boron crystals.
Normal operating pressure on the seal is 3540 psi. However, once a year the seal operating pressure is increased to 150 psi for four hours. When the operating pressure is
reduced to normal, the seal leaks for approximately 1015 minutes until a steady state
condition returns. The auxiliary packing should be replaced every time the seal is replaced.
NOTE: An important area regarding seal leakage is the surface finish of the hub of the gland
plate where the bellows is installed. This surface should be free of scratches.
4.1.5 Oil Analysis

Oil analysis compares used lubricants to new lubricants to determine the condition of
the used lubricant, the presence of contaminants in the oil (both liquid and solid), and
the condition of the wearing surfaces of the machine. Although oil analysis can be used
after pump failure or during final factory testing, it is the routine periodic trending,
alarming, and diagnosis of oil analysis results that pay the biggest dividends.
Oil analysis has proven itself to be an ideal complement to vibration monitoring. It is
suited to monitoring all rotating machinery. Because rotating machinery is often the
most critical machinery in the plant, oil analysis sees the rotating machine from a
different perspective.
Wear debris and contaminants are a separate phase in the oil and tend to settle out of
the oil. When a sample is taken, it is usually warm or even hot. The presence of a significant quantity of water produces a cloudy or milky emulsion. After several minutes
or hours, the water can separate out, depending on the additives in the oil. Some additives are designed to cause the oil and water to separate quickly. Water can be a constant contamination threat in such an oil. Fine metal particles of the less-than-5-microns
size tend to stay suspended, while larger particles tend to settle out. If an oil is heavily
contaminated, indicating severe wear, particles can settle out rapidly. They are visible at
4-11

the bottom of the sample bottle after it sits for a time. If shiny metal particles are visible,
this is often an indication of an impending failure. Normal wear debris and even
many severe wear particles are not visible to the eye. They can slip through the fingers
with little or no indication of the severity of the wear on the machine.
Viscosity is the most important physical property of a lubricant and should be checked
periodically. An abnormal viscosity is an excellent indicator of a problem. Some of the
more common oil analysis methods are listed below, with a short description of each.
Atomic emission spectroscopy - An oil sample is introduced into a hot arc, flame,
or plasma where it is vaporized. The metal particles in the oil, at least the dissolved
metals and very fine debris, absorb heat and vaporize, entering a higher atomic
state. When the highly excited metal atom cools at the edges of the flame, the atom
suddenly emits energy in the form of light in order to attain its former stable condition. Each metal releases light of wavelengths or frequencies that are characteristic
of the particular metal. This blast of light is then carried by fiber optics into a
diffraction grating that, like a light prism, orders and spreads the light into a rainbow of colors. By locating photomultipliers where the colors fall on a curved
wall, the presence of each metal of interest is measured and quantified in parts per
million (ppm). There is a severe limitation on this type of analysis. The spectrometer sees only dissolved and very fine debris that is generally associated with good
lubrication and benign wear. Coarse particles are generally characteristic of severe
wear in machines.
Automatic particle counter - There are many designs of particle counters for use in
the lab and field, including on-line instruments. They all count and size particles,
usually reporting them by number in each of several size categories.
Spectrometric oil analysis (SOA) - This method provides information on the wear
of the mechanical components together with information on the depletion of additives within the oil and the presence of contaminants within the oil. This type of
analysis is limited to detecting particles of less than 8 microns. Industrial equipment in a healthy state frequently produces particles with an average size of 30
microns, thus limiting the application of SOA.
Ferrographic oil analysis - This method consists of the physical analysis of wear
debris particles, as opposed to the chemical analysis of SOA. The premise of this
technique is that different wear mechanisms produce wear debris of differing
appearances. To a skilled observer, the amount, shape, and appearance of debris in
an oil sample provide an accurate indication of the health of the system from which
it was obtained. This technique is criticized because the analysis is very skillsdependent and subjective.
Oil analysis is the starting point for developing a reliable approach that incorporates a
tribology program, rather than simple lubricant analysis. Tribology, classically defined
as the study of surfaces in relative motion, provides a different focus from basic oil
analysis. It encompasses all influences within a system where two or more surfaces are
interacting. In reality, it represents the study of a mechanical sandwich, where there
4-12

are many influences such as the nature of the surfaces, the surface chemistry, and the
load and duty cycle of the equipment being maintained, rather than simply the lubricant. From a maintenance perspective, the main concern is with the practical elements
of what occurs within this tribological interactionwear, friction, system cleanliness,
and the thickness and stability of the fluid film. A typical oil analysis form is shown in
Figure 4-9.
0.0
2.0
0.0
1.0
0.0
0.0 11.0
63.0 0.0
20.0 0.0
0.0
1.0
81.0 3.0
20.0 50.0 20.0
UNIT
TITANIUM
2.0
0.0
MAGNESIUM
<.05 4.0
BARIUM
0.03
CALCIUM
28.9
ZINC
SODIUM
76.3
0.0
PHOSPHORUS
2/1 2/10 76.3
SILICON
0.0
NICKEL
0.0
ALUMINUM
0.0
CHROMIUM
0.0
COPPER
2.0
LEAD
0.0
IRON
2.0
WATER
<.05 2.0
TOTAL ACID
NO.
0.0
VIS. AT 100F
29.2
OIL
RECEIVED
48.3
SAMPLED
1/25 1/28 48.3
BORON
SPECTROCHEMICAL ANALYSIS
METALS: PARTS PER MILLION BY WEIGHT
TIN
OIL
PHYSICAL
ADDED PROPERTY
SILVER
DATE HOURS
0.0
0.0
0.0
0.0
Figure 4-9
Oil Analysis Form
4.2 Centrifugal Charging Pump Maintenance Practices

Preventive maintenance actions that can be accomplished by plant personnel include:
Pump disassembly and inspection
Bearing disassembly and inspection
Corrective maintenance actions that can be accomplished by plant personnel include:
Outboard seal replacement
Inboard seal replacement
Rotating element replacement
Coupling alignment
Complete pump/case replacement
4-13

4.2.1 Inspection Techniques

4.2.1.1 Operational Inspection
Assessing the condition of operating machinery is within the capabilities of qualified,
experienced, and attentive operators. Inspection instruments include common hand
tools:
Flashlight
Mirror
Magnifying glass
Vibration monitoring equipment
Wiping cloths
These inspections include temperatures, pressures, leakage checks, and vibration

checks.
4.2.1.2 Off-Line Inspection
Off-line inspections are normally intrusive in nature, requiring disassembly and measurement of internal wear surfaces. Inspection points and applicable inspection criteria
are italicized in the disassembly procedure outlined in Section 4.2.2. These inspections
include wearing rings, bearings, shafts, and casings.
1.
Casing Inspection and Measurement Checks

a.
4-14
Before removing the casing, visually inspect the suction and discharge
nozzles, auxiliary connections, sealing joints, and overall casing condition. The estimated time to perform the inspections is 20 minutes and
includes the following areas:
Suction nozzle inspection - Note any signs of cracks, gasket

surface damage, or other irregularities. Inspect the inside surface
for erosion, corrosion, or wear. On pumps with nozzles 3 or
larger, check the wearing ring clearance. This clearance check
provides a good indication of wear and casing alignment or shaft
deflection problems. The relationship between impeller and
casing wearing rings is shown in Figure 4-10.
Discharge nozzle inspection - Note any signs of cracks, gasket

surface damage, or other irregularities. Inspect the inside surface
for erosion, corrosion, or wear.

IMPELLER WEARING
RING
IMPELLER
WITH IMPELLER
WEARING RING
CASING WEARING
RING
Figure 4-10
Impeller and Casing Wear Ring Relationship
b.
After the casing is removed, perform additional inspections of the casing

internal impeller running surface area, wear ring area, diffuser, and
gasket surface. The estimated time required to perform the internal
visual inspections is 20 minutes and includes the following areas:
Wear ring area - Note any cracks, wear erosion, or corrosion.

Inspect the wear ring locking mechanism for signs of cracks. The
wear ring should be replaced if the clearance is greater than 150%
of normal clearance. If normal diametrical clearance is not available from the manufacturer, apply the API clearance specifications of 0.010 plus 0.001 per inch of ring diameter for rings up
to 12. For rings over 12, add 0.0005 per inch of ring diameter.
Also, an added clearance of 0.005 is required for galling materials, and for temperatures over 500F, add 0.010.
As running clearances increase with wear, a greater portion of
the gross capacity of the pump is short-circuited through the
clearances and has to be pumped again. The effective, or net,
capacity delivered by the pump against a given head is reduced
by an amount equal to the increase in leakage. Figure 4-11 shows
the effect of increased leakage on the shape of the head-capacity
curve of a pump.
c.
Internal surfaces of casing - Inspect the internal surfaces of the

casing, and replace the casing if any surface damage in excess of
0.125 deep is found. Additionally, gasketed surfaces necessitate
casing replacement if the surface damage exceeds 0.030.
Upon completion of the visual inspection, the casing should undergo

nondestructive testing (NDT) procedures to identify any cracks. Depending on the type of dye penetrant used, testing time can be as short as 30
minutes.
4-15

Initial H-Q curve
HD
dL
HC
dL
H-Q curve after wear
HB
Head
dL
dL
HA
dL = Increase in leakage
Capacity
Figure 4-11
Effect of Increased Leakage on Head-Capacity Curve
4.2.2 Disassembly
Disassembly of the 11-stage Pacific pump is required for thorough inspection, and for
repair or rebuild and replacement of the rotating element, bearings, and seals. Refer to
Figure 4-12 for part identification during disassembly.
4.2.2.1 Disassembly for Inspection
Tools and equipment that might be needed during pump disassembly include:
Assembly frame
Seal removal and installation guide rods
Assembly rail
Feeler gauge, set
Gloves, heatproof
Allen wrench, set
General procedural steps for disassembly are as follows:

1.
4-16
Remove the interference.

1.1
Remove the supports and the restraints (hangers).
1.2
Remove the inboard and outboard oil supply and return lines.
1.3
Remove the water lines.
1.4
Remove the coupling guard.

2.
Remove the coupling.

2.1
Remove the coupling key.
3.
Rotate the shaft (no rubbing, tightness, or binding).
4.
Measure the shaft axial end play (0.010 to 0.014).
5.
Align the internal element for disassembly.
6.
5.1
Loosen the inboard deflector ring set screw, and move the deflector ring
toward the pump casing (until clear of the bearing housing).
5.2
Loosen the outboard deflector ring set screw, and move the deflector ring
toward the pump casing (until clear of the bearing housing).
5.3
Rotate the shaft coupling key slot to the top of the shaft.
5.4
Rotate the inboard seal retainer plate until it is engaged in the shaft
sleeve groove, and tighten the cap screws. (Note the location of the seal
retainer plate in the groove on the sleeve.)
5.5
Rotate the outboard seal retainer plate until it is engaged in the shaft
sleeve groove, and tighten the cap screws. (Note the location of the seal
retainer plate in the groove on the sleeve.)
Disassemble the inboard bearing.

6.1
Remove the upper inboard bearing housing.
6.2
Remove the upper stationary oil baffles.
6.3
Roll out the lower stationary oil baffles.
6.4
Remove the upper inboard sleeve bearing.
6.5
Position the plastigage on top of the pump shaft, and install the inboard
sleeve bearing.
6.6
Position the plastigage on top of the inboard sleeve bearing, and install
the upper inboard housing (with the gasket).
6.7
Install the bolts in the upper inboard bearing housing and tighten them.
6.8
Remove the bolts from the upper inboard bearing housing.
6.9
Remove the upper inboard bearing housing.
NOTE: In addition to taking plastigage readings, it is also recommended that blue checks be
performed before disassembly to determine as found conditions.
6.10 Measure the plastigage to determine the diametrical clearance of the inboard
sleeve bearing to inboard bearing housing (0.00050.0015). See Figure 4-13 for
a visual representation of measuring the plastigage.
4-17
RADIAL
DIFFUSER
PRESSURE
REDUCING
SLEEVE
INTERMEDIATE
COVER
RADIAL
IMPELLER
DISCHARGE
HEAD
(3) INNER HEAD

GASKET SPACER
SEAL
HOUSING
LOCKING (4) INNER HEAD

KEY
GASKET
WEAR
RING
4-18
SUCTION
DIFFUSER
LOCKING KEY
INTERMEDIATE
COVER BUSHING
WEAR RING
SUCTION SPACER
SUCTION SPACER
MEASURE
GAP HERE
WEARING RING
INTERM. COVER
INTERMEDIATE
COVER BUSHING
SHAFT SPLIT RING
PRESSURE RELEASER
SLEEVE LOCKNUT
ASSEMBLY RAIL
CASE
SUCTION IMPELLER
Figure 4-12
Cutaway of a Centrifugal Pump
CASE STUD
CASE NUT
WASHER
PRESSURE REDUCING BUSHING
DISCHARGE HEAD GASKET
DISCHARGE
DIFFUSER
DISCHARGE
SPACER

Place Plastigage
Full Width of Bearing
Check Width of Plastigage

Clearance
INSTALLING
PLASTIGAGE
MEASURING
PLASTIGAGE
Figure 4-13
Checking Bearing Clearance Using Plastigage
6.11 Remove the upper inboard sleeve bearing.

6.12 Measure the plastigage to determine the diametrical clearance of the inboard
sleeve bearing to the shaft journal (0.0040.008).
7.
Disassemble the outboard bearing.

7.1
Remove the outboard bearing end cover.
7.2
Remove the outboard bearing housing.
7.3
Remove the upper outboard bearing housing.
7.4
Remove the upper stationary oil baffle.
7.5
Roll out the lower stationary oil baffle.
7.6
Remove the worm and the worm key from the pump shaft.
7.7
Remove the worm gear and key from the gear oil pump.
7.8
Remove the reservoir cover plate.
7.9
Remove the gear oil pump shaft housing from the outboard bearing
housing, and lower the gear oil pump into the reservoir.
7.10 Remove the upper oil control ring.
4-19

NOTE: The lower half of the thrust bearing assembly consists of the base ring and three
thrust shoes. The upper half also consists of a base ring and three shoes. The upper and
lower half base rings are manufactured as matched pairs. The upper and lower halves,
when installed, must have the same matching numbers. These numbers are inscribed on
the outer surfaces of each cage. Do not intermix parts.
7.11 Remove the outer thrust bearing shoes. Wrap each shoe to protect the
babbitt faces.
7.12 Remove the outer thrust bearing retainer and the retaining plate.
7.13 Remove the oil seal ring and the retainer.
7.14 Remove the inner thrust bearing shoes. Wrap each shoe to protect the
babbitt faces.
7.15 Remove the inner thrust bearing retainer.
7.16 Roll out the lower oil control ring.
7.17 Remove the locking screw from the thrust collar nut, and remove the nut
from the shaft (left-hand threads).
7.18 Remove the thrust collar and the key from the shaft.
7.19 Remove the thrust collar spacer and the inner retainer plate from the
shaft.
7.20 Remove the upper outboard sleeve bearing.
7.21 Position the plastigage on top of the pump shaft, and install the upper
outboard sleeve bearing.
7.22 Position the plastigage on top of the outboard sleeve bearing, and install
the upper outboard housing (with the gasket).
7.23 Install the bolts in the upper outboard bearing housing and tighten them.
7.24 Remove the bolts from the upper outboard bearing housing.
7.25 Remove the upper outboard bearing housing.
NOTE: In addition to taking plastigage readings, it is also recommended that blue checks be
performed before disassembly to determine as found conditions.
7.26 Measure the plastigage to determine the diametrical clearance of the outboard
leeve bearing to the outboard bearing housing (0.00050.0015).
7.27 Remove the upper outboard sleeve bearing.
7.28 Measure the plastigage to determine the diametrical clearance of the outboard
sleeve bearing to the shaft journal (0.0040.008).
8.
4-20
Remove the inboard and outboard lower bearing housing.

CAUTION: If the shaft is rotated when the bottom half of either bearing is removed, damage
to the wear surfaces and parts results.
8.1
Remove the lower inboard sleeve bearing.
8.2
Remove and tag the tapered pins from the inboard bearing housing.
8.3
Remove the lower inboard bearing housing nuts and the bearing housing.
8.4
Remove the inboard deflector ring.
8.5
Remove the lower outboard sleeve bearing.
8.6
Loosen the gear oil pump flex line union.
8.7
Turn the oil pump suction line until the oil pump drops out of the lower
outboard bearing housing.
8.8
Remove the gear oil pump from the reservoir.
8.9
Draw an oil sample from the reservoir, and label it with the component
name, component ID number, date of the sample, and sample location.
CAUTION: Cover the oil reservoir to prevent foreign material from entering the oil system.
8.10 Remove and tag the tapered pins from the outboard bearing housing.
8.11 Remove the lower outboard bearing housing nuts and the bearing housing.
8.12 Remove the outboard deflector ring.
9.
Remove the outboard and inboard seals. Refer to Figures 4-14a and b for seal
terminology.
NOTE: When positioning the seal retainer plate, note the location of the groove versus the
tip of the retainer plate. The ideal position is when the tip fits into the groove without moving
the sleeve.
9.1
Before the pump or bearing is disassembled, fold the seal retainer plate
into the slot on the sleeve, and tighten the cap screws.
NOTE: The purpose of using the guide rods is to support the weight of the seal cartridge and
to reduce the potential for galling between the shaft sleeve and the shaft.
9.2
After the bearing housing is removed, remove the two top bolts that hold
the gland plate against the housing, and install the guide rods to assist in
the seal cartridge removal.
9.3
Loosen the set screws in the shaft sleeve collar.
9.4
Remove the collar from the shaft.

4-21

4-22
9.5
Clean all burrs from the shaft surface (especially where the set screw
marks are).
9.6
Lubricate the surface of the shaft with glycerin.
9.7
Remove the two remaining bolts from the seal plate.
9.8
Remove the seal cartridge from the shaft carefully.
9.9
Move the seal assembly to a clean work area for disassembly.
SEAL FLUSH OUTLET CONN. (1)
SEAL FLUSH INLET CONN. (1)

595
375
VENT CONN. (1)
450
9
215
17
16
18
433
21
931
108
19
435
105
106
NO. REQ'D
108
215
433
435
439
450
595
931
1065
LOCK PIN
COLLAR-SHAFT SLEEVE
"O" RING-SHAFT SLEEVE
"O" RING-SEAL HOUSING
KEY-SHAFT SLEEVE
PACKING RING
GASKET-SEAL PLATE
"O" RING-SEAL PLATE
SEAL RETAINER PLATE
2
1
1
1
1
1
1
1
1
1
2
3
4
5
6
7
8
9
16
17
18
19
21
SEAT
SEAT RING
WASHER
BELLOWS
RETAINER
SPRING
DISC
DRIVE BAND
PUMPING RING
"O" RING
DOG POINT SET SCREW
DRIVE PIN
AUXILIARY PACKING ASS'Y
SPRING
1
1
1
1
1
1
1
1
1
1
4
1
1
1
NOTE: QUANTITIES SHOWN ARE FOR EACH SEAL ASSEMBLY.
DRAIN CONN. (1)

COOLING WATER CONN. (2)
4-23
Figure 4-14a
Typical Mechanical Seal Installation
(John Crane First Generation SealObsolete Design)
1065
PART NAME
439
PART NO.
4-24
ITEM
PART NAME
NO. REQ'D
ITEM
PART NAME
NO. REQ'D
ITEM
PART NAME
NO. REQ'D
1
2
3
4
5
6
7
8
9
10
11
12
MATING RING
O-RING
PRIMARY RING
BELLOWS
RETAINER
SPRING
DISC
DRIVE BAND
SPACER
O-RING
SPRING
PACKING ASS'Y.
1
1
1
1
1
1
1
1
1
1
1
1
13
14
15
16
17
18
19
20
21
22
23
24
AUX. GLAND
O-RING
O-RING
O-RING
PUMPING RG. ASS'Y.
SET SCREW (dog point)
O-RING
O-RING
PLUG
DRIVE KEY
COLLAR
SET SCREW
1
1
1
1
1
4
1
1
3
25
26
27
28
29
30
31
32
33
34
35
36
37
CAP SCREW
SPACER
CAP SCREW
GLAND PLATE
GASKET
GLAND PLATE
PIN (.125 D.)
AUX. GLAND
PIN (.062 D.)
GASKET
SET SCREW
SLEEVE W/0 P.R.
PUMP. RING/SLV.
Figure 4-14b
John Crane Second Generation Mechanical Seal

NOTE: There is a deflector plate installed against the front face of the inboard seal housing.
This plate must be separated from the housing before the seal cartridge can be removed.
Otherwise, the seal removal is identical on both the inboard and outboard sides of the pump.
9.10 After separating the deflector plate from the front face of the inboard seal
housing, remove the inboard seal by repeating steps 9.1 through 9.9
above.
NOTE: The following steps involve disassembly of the seal. These steps will probably be
performed at a later time after disassembly of the pump has been completed.
9.11 Loosen the cap screws, and rotate the retainer plate out of the sleeve.
9.12 Remove the cap screws and the retainer plate from the back of the housing.
9.13 Slide the sleeve out of the housing, and check the face of the mating ring
for any unusual wear.
NOTE: Tapping out the mating ring should be done with the mating ring removal tool by
inserting the three pins into the holes on the back side of the pumping ring portion of the
sleeve (where the plugs were removed) and tapping lightly with a mallet. If this tool is not
available, a punch that fits the holes can be used.
9.14 Remove the plugs from the pumping ring, and gently tap out the mating
ring.
9.15 Remove the primary ring from the retainer, and check the face for any
irregularities.
NOTE: Use a tool similar to a bearing puller to remove the seal head assembly from the hub
of the gland plate. For Steps 9.16.1 through 9.16.8, use the existing tool designed by Pacific
Pump.
9.16 Remove the rest of the seal head from the housing, using a hook-type
tool similar to a bearing puller. Ensure that the surface of the hub is not
damaged during removal.
9.16.1
Remove the primary ring from the retainer.
9.16.2
Remove the retainer with a pair of pliers.
9.16.3
Place the seal puller plug against the front of the hub.
9.16.4
Insert the hook pullers through the slots of the strongback, and
hook them into the coils of the spring.
9.16.5
Slide the spacers over the threaded end of the hook puller, and
tighten the nuts.
4-25

9.16.6
Screw the threaded rod into the strongback until it touches the
plug.
9.16.7
While rotating the rod against the plug, the spring and the bellows will slide out from the cavity.
9.16.8
Slide out the spacer from the bottom of the cavity. Make sure the
spacer slides out easily and does not damage the surface of the
hub.
9.17 Remove the cap screws from the auxiliary gland, and slide out the auxiliary gland, packing retainer, and the wave spring. Make note of any
unusual wear or discoloration.
9.18 Remove the cap screws, and separate the gland plate from the seal housing. Note any discoloration or irregularities.
9.19 The seal disassembly is now complete.
10.
Remove the discharge head.

10.1 Install an eyebolt in the pump head flange, and couple it to an overhead
lifting device.
NOTE: Before loosening the casing nuts, check the gap between the head and the casing.
This can be done by using a feeler gauge at points between the studs. The clearance should
be the same at all points. The specification for this gap is 0.0400.045, with out-of-parallelism at any point between head and case faces no more than 0.002. In some installations, a
0.035 gap has been recommended by the manufacturer to achieve good sealing.
This check is repeated on reassembly; however, doing it at disassembly

allows the technician to find any anomalies early and repair them while
the pump is disassembled, not holding up the reassembly process.
10.2 Remove the case nuts.
NOTE: When a pump has been in service for a long time, it can be difficult to loosen the
head with the jackscrews. If this is the case, the head can be loosened by mechanical
agitation with a mallet while tightening the jackscrews. As a last resort, a steel wedge can be
driven in the clearance between the head flange and the end of the case. The wedge should
be driven at three or more points equally spaced around the circumference of the head. If
using the wedge, be extremely careful to avoid damaging the flange faces.
10.3 Using jackscrews, loosen the head. Jackscrews must be taken up evenly
to prevent cocking or jamming the head. Back out the head far enough so
that it can be supported by the overhead lifting device.
4-26

CAUTION: The discharge diffuser is located on the discharge head with two dowel pins. Be
careful during head removal that the discharge diffuser remains attached to the head and
does not fall, causing damage to itself, other parts, or personnel.
10.4 Tension the lifting device so that the head is fully supported without
binding against the casing. Work with the jackscrews until the head is
completely free of the casing, being careful not to damage the shaft,
pressure-reducing sleeve, or pressure-reducing bushing.
10.5 Place the head out of the immediate working area for later disassembly
and inspection.
11.
Remove the internal element.
NOTE: The internal element includes all stationary and rotating parts in the pump case,
except those parts removed with the head assembly. The internal element must be removed
and also installed as a complete assembly.
11.1 Position, align, level, and tightly bolt the assembly skid to the pump case.
CAUTION: The track of the assembly can have sharp edges or burrs. Use a cloth or glove
when applying lubricant to the assembly skid tracks.
11.2 Lubricate the tracks to ease the sliding of the internal element over the
assembly skid.
CAUTION: Apply pulling force to the shaft only in line with the shaft axis or the stationary
components. Any force exerted on the shaft perpendicular to the axis can damage the shaft.
11.3 Slide the internal element out of the case and onto the assembly skid.
11.4 Remove the assembly to the most convenient location for disassembly.
4.2.2.2 Disassembly for Rotating Element Replacement
Tools and equipment that might be needed during disassembly of the rotating element
include:
Hoist, 2-ton capacity
Lifting straps
Blocks, wooden
Balance drum wrench, spanner
Roll and heel bars, matched
Pry bars, matched
Pyrometer
4-27

Acetylene torch, rosebud tip (#10)
Gloves, heatproof
Hose, water
Pipe clamps, matched
Allen wrench, set
The sequence of rotating element disassembly is based on the shaft design, which is
stepped up at each impeller, from the discharge end to the suction end. Therefore, all
components (except the suction spacer) are removed from the discharge end of the
shaft.
1.
Remove the final stage impeller.
NOTE: The pressure-reducing sleeve locknut has a left-hand thread and must be turned
clockwise to remove it from the shaft.
1.1
Remove the pressure-reducing sleeve locknut.
1.2
Remove the pressure-reducing sleeve.
1.3
Remove the assembly rail.
1.4
Remove the suction spacer with the wearing ring.
1.5
Remove the locking keys, if installed.
CAUTION: Before attempting to remove an impeller from the shaft, the impeller must be
heated, beginning at the outer diameter and slowly moving the heat source in a spiral motion
toward the hub.
NOTE: The use of two torch tips to heat the impeller has been recommended by the
manufacturer.
1.6
Remove the last stage impeller.
1.7
Remove the impeller key.
1.8
Remove the split ring.
1.9
Remove the discharge spacer with wearing ring.
1.10 Remove the intermediate cover bushing.

1.11 Remove the locking keys, if installed.
1.12 Remove the diffuser.
2.
4-28
Remove the remaining stage impellers.

2.1
Remove the radial impeller.
2.2
Remove the impeller key.

2.3
Remove the split ring.
2.4
Remove the intermediate cover with the wearing ring.
2.5
Remove the locking keys.
2.6
Remove the diffuser.
2.7
Repeat steps 2.1 through 2.6 until all intermediate covers, impellers, and
split rings are removed from the shaft.
4.2.2.3 High-Speed Gear Drive Disassembly

1.
Unscrew the pipe unions in the inlet and outlet lines to the lube oil pump and
in the oil line to the gear oil spray.
2.
Remove the bolts holding the pump support end cap to the gear case, and
remove the cap and the pump.
3.
Remove the bolts holding the high-speed end caps to the unit, and remove the
closed cap.
NOTE: Some newer design high- and low-speed shaft end caps are of the split design so
that they can be removed from the shaft without removing the coupling if so desired.
4.
Remove the bolts holding the low-speed end cap to the gear case.
5.
Remove the bolts holding the upper case to the lower case.
6.
Using the jacking screws, free the upper case, and remove it from the lower
case.
7.
Remove the upper half high- and low-speed bearings.
8.
Lift out the high-speed pinion shaft, and remove the lower high-speed bearing.
NOTE: To remove either the low-speed shaft or the lower low-speed bearings, first lift the
shaft extensionjust high enough to pull up the bearing shell so that it clears the dowel
pinand rotate it 180 to the top of the shaft to take it from the case.
9.
Remove the low-speed bearings and the low-speed shaft.
4.2.3 Repair
4.2.3.1 Casing Repair
NOTE: Excessive pitting and erosion of the pump casing can be corrected by weld buildup
or electroplating buildup of the affected areas. If the buildup process is done incorrectly,
however, the casing could be made unusable because of distortion and cracking.
4-29

1.
Visually inspect the O-ring grooves and sealing surfaces for corrosion, pitting,
and scratches.
2.
Determine if the surfaces are satisfactory.
3.
Using a profilometer, determine the surface finish. The maximum surface

finish for grooves is typically 125 rhr; while for mating sealing surfaces, it is 63
rhr.
4.
Perform weld buildup or electroplating, if necessary.
5.
Hand polish the O-ring grooves and sealing surface to remove any sharp edges
from acceptable imperfections.
4.2.3.2 Repairing a Damaged Shaft Journal

NOTE: Journal bearings with partial wiping or localized surface damage can often be repaired by scraping down the high spots on the babbitt surface.
1.
Clean the bearing shells thoroughly, and remove all burrs.
2.
Clean the bearing seats, removing rust, burrs, and dirt.
3.
Install the clean, dry bearing. Ensure that all other bearings are in place.
4.
Clean the shaft, and apply a light film of Prussian blue to the journal.
5.
Place the shaft in its bearings, and rotate it one turn.
6.
Lift the shaft, and remove the bearing shell. Observe the Prussian blue that
remains on the high spot. Also note evidence of the shaft pressing unevenly to
one side or one end of the bearing.
NOTE: In scraping soft babbitt, it is best to select a straight scraper that has a rectangular
cross section and one that is long enough to be gripped with both hands. Avoid scrapers
with knife-like edges and curved edges, such as the usual spoon-shaped scrapers. A good
tool can be made by grinding all four sides of an old file parallel on a surface grinder. A
piece of ground tool stock also makes a good scraper for babbitt, because all corners are
90.
7.
Carefully scrape down the points of contact. Recheck the scraped areas frequently.
8.
Perform a blue check periodically until the bearing is satisfactory.
4.2.4 Reassembly
The reassembly procedures are for the Pacific 11-stage centrifugal pump.
4-30

4.2.4.1 Reassembly of the Rotating Element

1.
Inspect all gasket surfaces, and thoroughly clean all mating surfaces.
2.
Install the pressure-reducing bushing.
NOTE: Before it is installed, the pressure-reducing bushing must be subcooled in dry ice.
2.1
Cool the pressure-reducing bushing.
2.2
Measure the OD and the ID of the head to verify the proper clearance.
2.3
Push the pressure-reducing bushing into position until it bottoms out on

the shoulder of the head.
2.4
Line up the bolt holes, and insert the cap screws. Do not tighten the cap
screws fully at this time.
NOTE: Ensure that the pressure-reducing bushing has warmed to ambient temperature
before fully tightening any cap screws.
2.5
Tighten all cap screws.
2.6
With the wrench in position, stake the cap screw metal into the slot.
3.
Install the new inner head gaskets with spacers.
4.
Replace the discharge diffuser, using the locating dowels to ensure proper
positioning.
NOTE: Make up the rotating assembly, starting from the inboard or coupling end.
5.
Assemble the rotating element.

5.1
Inspect the shaft surface and remove any burrs. Inspection should include a PT for cracks, runout (0.001 TIR), measurement of all diameters
and fits for impellers and bearings, and all impeller bore IDs.
5.2
Inspect the bores and the end faces of all impellers, and remove any
burrs.
5.3
Install the split rings and the key for the first stage impeller.
NOTE: Before installing the impeller, it is necessary to apply heat to the impeller hubs. The
hub should be evenly heated to approximately 250F and the impeller slid onto the shaft
while the hub is at this temperature. It is important that no burrs remain on the shaft, impeller
bore, and end faces of the impeller hubs. For convenience in assembling, most impellers
have the stage number stamped on the reverse above the keyway.
5.4
Install the impeller.
5.5
Repeat steps 5.3 and 5.4 until all impellers are installed on the shaft.
4-31

NOTE: The clearance between the pressure reducing sleeve and the bushing is critical.
The new clearance is 0.0100.012. The maximum clearance allowed before replacement is
0.020. However, any clearance in excess of 0.012 results in reduced performance and
efficiency.
5.6
Install the pressure-reducing sleeve.
CAUTION: The pressure-reducing sleeve locknut has left-hand threads. Turn it counterclockwise to tighten.
5.7
6.
Lubricate the shaft threads with Neolube, and install the locknuts.
Check the rotating assembly for concentricity.

6.1
Set the lower half of the sleeve bearings into V blocks. See Figure 4-15
for the V-block configuration.
NOTE: With the unit disassembled, the shaft TIR should be checked.
6.2
Clean the bearing halves, and apply a thin coat of oil to the lower half of
the sleeve bearings.
6.3
Set the assembled rotor into the bearings.
6.4
Steady the dial indicator against the wearing surface.

SHAFT
HOLD-DOWN
STRAPS
CARRYING
HANDLES
SLIDING
V-BLOCKS
Figure 4-15
V-Block Configuration
4-32

NOTE: The following measurement should be repeated at several locations on the exposed
shaft, near the center of the pressure reducing sleeve, and at the circumference of each
impeller hub and skirt. If the indicator readings exceed the allowable runout, the cause must
be found and corrected before proceeding. Possible causes are bent shaft, butting faces of
the impeller hub, misaligned pressure-reducing sleeve, split rings, locknut not square with
the shaft centerline, or burr or dirt particles on faces.
7.
6.5
Slowly turn the rotor, and note any variations in the dial indicator readings. The
total indicator reading should not exceed 0.0015 on any surface.
6.6
When the rotating assembly is verified true, remove the locknut, pressure-reducing sleeve, impellers, and split rings, starting from the outboard end of the shaft.
Assemble the unitized internal element.
NOTE: The internal parts should be assembled on the assembly frame, which allows the
assembled unit to remain level and slide freely into the casing bore. To facilitate assembly,
an assembly rail is fitted in a machined slot in the suction and discharge spacers and in
each intermediate cover. During assembly, keep the slots off the vertical centerline so that
they just clear the top of the assembly frame.
NOTE: Verify that a 0.040 x 20 chamfer exists at the step of the shaft. If no chamfer exists,
grind an approximately 0.040 x 20 chamfer. This is required later when assembling/installing the seals, but it is much easier to do when the impellers are removed from the shaft.
7.1
Install the split ring and the key for the first stage impeller.
NOTE: To ease impeller installation, heat the hub to approximately 250F before sliding the
impeller on the shaft.
7.2
Install the first stage impeller.
7.3
Install the second stage intermediate cover with the wearing ring and
bushing installed in it.
7.4
Install the second stage split ring.
7.5
Repeat steps 7.1 through 7.3 until the last impeller, all intermediate
covers, and the discharge spacer are assembled on the shaft.
7.6
Install the split ring for the last stage impeller.
7.7
Install the pressure-reducing sleeve.
CAUTION: The pressure-reducing sleeve locknut has left-hand threads. Turn it counterclockwise to tighten.
4-33

7.8
Install the pressure-reducing sleeve locknut, and torque to the proper

torque.
7.9
Install the suction spacer with its wearing ring.
7.10 Install the assembly rail in the slot provided.

8.
Install the internal element.
NOTE: Before installing the internal element, ensure that the inside surfaces of the casing
and the outside surfaces of the internal element are clean. Pay particular attention to the
sealing shoulder at the inlet end of the case and the abutting face of the suction spacer.
These surfaces must be perfectly clean to prevent internal leakage from the discharge to the
suction side of the pump.
9.
8.1
Slide the unitized internal assembly into the pump case.
8.2
Remove the assembly frame.
8.3
Check the position of the assembly rail. It should be between the assembly rail guides at the bottom center of the casing.
Install the pump discharge head.
NOTE: The gasketed joints on horizontal pumps can be difficult to seal. The casing gasket
should extrude slightly where the bearing housing meets the casing (1/641/32). The joint
should also be treated with an RTV suitable for the fluid and temperatures at the time of
assembly.
9.1
Install the new head gasket.
9.2
Install an eyebolt at the top of the discharge head, and lift the head into
position so it is centered with the casing.
NOTE: After completing the tightening sequence on the casing nuts, the gap between the
head and casing must be 0.050 0.001. The feeler gauge should be used at points between studs, but not at any point where there are surface defects on the casing or the head.
The clearance should be the same at all points. The correct gap is achieved by tightening
each casing nut and moving around the head so that the studs are tightened in progression.
This draws the pump into the head slowly and evenly. Progress should be measured with
the feeler gauge. An uneven gap causes the bearing housing assembly to be tilted out of
position.
9.3
4-34
Install the casing stud washers and nuts. Tighten them just enough to
bring the discharge head and gasket up to the casing face.

9.4
10.
Tighten all studs and nuts to achieve a discharge head to casing clearance
of 0.0400.045, with out-of-parallelism at any point between the head
and case faces no more than 0.002. In some installations, a 0.035 gap has
been recommended by the manufacturer to achieve good sealing.
Center the rotating element.
NOTE: The bearing housings must be properly located so that the rotating element is concentric with the stationary parts.
10.1 Temporarily install the lower halves of radial and thrust-bearing housings with only the lower half of the sleeve in each housing.
10.2 Install the bearing housing nuts finger tight.
10.3 Install the bearing housing alignment dowel.
10.4 Lightly oil the sleeves and the portions of the shaft that ride in the
sleeves.
10.5 Using feeler gauges, reach in through the opening in the head on the discharge
end of the pump, and check the clearance between the pressure-reducing sleeve
and the pressure-reducing bushing. The variation in the clearance around the
circumference should be no more than 0.001.
10.6 Check the clearance between the suction spacer wearing ring and the first stage
impeller wearing skirt. The variation in clearance around the circumference
should be no more than 0.001.
10.7 If the clearances are satisfactory, proceed to step 10.9. If the element is
not centered properly, as evidenced by any unsatisfactory measurements
in steps 10.5 or 10.6, remove the bearing housing dowels, and leave the
bearing housing nuts finger tight.
NOTE: If the element is not properly centered, a correction can be made by using jacking
screws or by placing a small hydraulic jack under the bearing housing. Measure the clearance between rotating and stationary parts. Move the bearing housing around until the
clearance is within 0.001. When this is accomplished, tighten the bearing housing nuts.
Repeat the procedure for the other bearing housing, and then recheck the concentricity at
the first end. Both ends must be within the limits specified.
10.8 Using a small hydraulic jack, move the bearing housings around until the
clearance between the rotating and stationary parts is within 0.001.
10.9 Clamp the dial indicator to the pump shaft.
10.10 Place the dial indicator tip against the casing bore and discharge head
where the seal housings are installed.
10.11 Rotate the pump shaft, and note the variation in dial indicator readings.
4-35

10.12 After the shaft is centered, tighten all bearing housing stud nuts.
10.13 Recheck to ensure that the tightening of nuts did not disturb the shaft
centering.
NOTE: When a slow initial rolling motion is imparted to the shaft, it can be maintained with a
very slight hand-applied force if the rotating element is properly centered and is not binding
against any of the stationary parts.
10.14 Rotate the shaft by hand to ensure that it rotates freely.

10.15 Ream out the bearing housing dowel holes.
NOTE: The installation of new dowels requires rechecking the shaft to ensure that it is still
centered with the new dowels installed.
10.16 Install the dowels.

10.17 Recheck the shaft centering, if applicable.
11.
Assemble the radial bearing.
NOTE: Before assembly, it is necessary to thoroughly clean all parts. It is assumed at this
point that an inspection of all parts has been made and worn pieces replaced.
11.1 Slide the deflector ring onto the shaft and against the seal housing. Do
not tighten the set screw.
NOTE: The gasket at the parting line of the upper- and lower-half bearing housing should be
0.0140.016 thick and should be made from composition paper or sheet asbestos gasketing
with a rubber binder. Gaskets must be cut to match the bearing housing at assembly.
11.2 Position the lower half of the bearing housing onto the mounting studs of
the casing bearing bracket.
11.3 Install the nuts and tighten them finger tight.
11.4 Ensure that the rotating element is centered in accordance with step 10
above. Align the bearing so that the tapered dowel holes of the bearing
housing and casing align.
11.5 Tap the taper pin dowel into position on each side of the bearing housing
flange to align the housing.
11.6 Tighten the stud nuts.
NOTE: When the oil baffles and the lower-half sleeve bearing are rolled into the housing, a
slight lift on the end of the shaft might be necessary to allow the parts to roll into position.
4-36

11.7 Oil the mating surfaces, and roll the oil baffles and lower-half sleeve
bearing into the lower-half bearing housing.
11.8 Thoroughly oil the upper half of the sleeve bearing, and set it into position on the lower bearing half.
11.9 Oil the top half of the oil baffles, and push them into the upper half of the
bearing housing.
NOTE: If new bearing sleeves are being installed, it is necessary to drill the upper half for
the anti-rotation dowel. The hole is drilled using the upper-half bearing housing as a guide.
Additionally, a hole might need to be drilled for the temperature probe. After drilling the
hole(s), remove the upper half and thoroughly remove all debris. Install the dowel pin in the
upper-half bearing sleeve, and reinstall the upper-half bearing housing with the upper-half oil
baffles.
NOTE: When installing new bearings, assemble the bearings into the housing, and take
three micrometer readings 120 apart on the bearings and the shaft journals to ensure that
acceptable clearances are achievable. This should be done with the housings removed from
the pump. If the clearances are not satisfactory, the new bearing needs to be scraped.
Additionally, the dowel pin in the new bearings must be measured to ensure that it is not too
long. When new holes are drilled for the dowel pin in the bearing housing, the use of a drill
guide is recommended. Although a drill guide is not required, it allows more accurate drilling.
11.10 Install the upper half bearing housing with the oil baffles onto the lowerhalf bearing housing.
11.11 Install the cap screws and tighten them.
12.
Assemble/install the thrust bearing.

12.1 Slide the deflector ring onto the shaft and against the seal housing. Do
not tighten the set screw.
12.2 Position the lower-half bearing housing on the studs for the pump head
bearing bracket.
12.3 Install the stud nuts finger tight.
12.4 Align the tapered dowel holes in the mounting flange with the holes in
the pump head bearing bracket.
12.5 Tap the tapered dowels into each side of the mounting flange to align the
housing.
12.6 Tighten the stud nuts with a wrench.
4-37

NOTE: The gasket material should be 1/64 thick and should be high-quality composition
paper or sheet asbestos with a rubber binder. Bearing housing gaskets must be cut to fit the
bearing housing at assembly.
12.7 Install the gasket at the parting line of the upper and lower halves of the
thrust bearing housing.
12.8 Lubricate and roll into position the lower-half oil baffle, lower-half sleeve
bearing, and lower-half oil control ring.
12.9 Install the inner retainer plate.
NOTE: The proper length of the thrust collar spacer is determined when the axial position of
the rotor is checked.
12.10 Thoroughly oil and slide onto the shaft the thrust collar spacer, thrust
collar key, and thrust collar.
NOTE: Depending on how long the pump has been in operation, the thrust collar locknut
might turn past the point at which it was located before disassembly. If this is the case, it is
necessary to redrill and tap a hole in the thrust collar to allow installation of the lock screw,
which is mounted axially through the thrust collar locknut. After drilling and tapping, thoroughly clean away any metal particles and debris.
12.11 Screw the thrust collar locknut onto the shaft, and tighten it against the
thrust collar.
NOTE: The shaft should be installed to within 1/16 of a point midway between the two
extreme positions on the shaft in the following steps. The correct axial position of the shaft
can be located by adjusting the length of the thrust collar spacer. The thrust bearing itself
must have an end-play to allow for oil films and thermal expansion. The thrust bearing
housing and parts are fitted to accomplish the desired end-play. Because in normal operation there is no wear, no adjustment to end-play is necessary. The thrust collar should be
located to allow equal end-play on both sides, and the required length of the thrust collar
spacer should be determined.
12.12 Place a mark on the thrust bearing housing and shaft to mark the relative
locations, or use a dial indicator to take these measurements.
12.13 Push the pump shaft toward the coupling, and note the distance moved
from the original mark.
12.14 Push the shaft toward the thrust end of the pump, and note the position
relative to the mark.
12.15 Position the thrust collar spacer.
4-38

NOTE: After the locating element has been centered and located axially and the bearing
housings are doweled in their proper position, they can be removed to install the seal
assemblies.
12.16 Install the seal assemblies in accordance with step 13 below.

12.17 Install the thrust collar lock screw and tighten it.
12.18 Stake the lock screw in place by deforming the upper edge of the screw
hole with a sharp punch.
NOTE: The lower half of the thrust bearing assembly consists of the base ring and three
thrust shoes. The upper half also consists of a base ring and three shoes. The upper- and
lower-half base rings are manufactured as matched pairs. The upper and lower halves,
when installed, must have the same matching numbers. These numbers are inscribed on
the outer surfaces of each cage. Do not intermix the parts.
12.19 Thoroughly oil and roll the lower half of the inner thrust bearing assembly into position.
12.20 Thoroughly oil and roll the upper half of the inner thrust bearing assembly into position.
NOTE: If proper runout cannot be attained, the thrust collar should be removed, and all
mounting faces of the collar, thrust collar spacer, and thrust collar locknut checked for the
presence of small particles or debris. All part faces must be square with respect to bores.
12.21 Clamp the dial indicator to the bearing housing, and place the tip against
the outer face of the thrust collar.
12.22 While pushing the shaft toward the coupling end, rotate the shaft and note the
variation in the indicator reading. Runout measured on the thrust collar bearing
face should not exceed 0.002.
NOTE: If a new sleeve bearing is being installed, it is necessary to install the upper-half
thrust bearing housing, and drill a dowel hole into the upper-half sleeve bearing, using the
upper-half sleeve bearing housing as a guide. After drilling, remove and thoroughly clean the
housing of all debris. Install a new dowel pin in the upper-half sleeve bearing.
12.23 Oil and install the upper-half sleeve bearing.

12.24 Install the upper-half oil control ring.
12.25 Oil and install the outer thrust bearing assembly (consisting of upper and
lower base rings and thrust shoes).
12.26 Oil and install the outer retaining plate with the sealing ring.
12.27 Oil and install the oil seal ring and retainer.
4-39

12.28 Install the worm with the worm key, and replace the locknut and washer.
Turn counterclockwise to tighten the locknut.
12.29 Install the main lube oil pump assembly.
12.30 Install the upper-half bearing housing with the upper-half oil baffle in
place.
12.31 Install the upper-half bearing housing cap screws and tighten them.
12.32 Install the thrust bearing housing end cover with the new 1/64-thick
gasket.
12.33 Install the end cover cap screws and tighten them.
12.34 Tighten the thrust bearing deflector ring set screw installed in step 12.1.
12.35 Slide the radial bearing deflector ring against the bearing housing and
back away 1/16.
12.36 Tighten the set screw and the stake set screw in place by deforming
around the upper edge of the set screw hole with a sharp punch.
13.
Assemble/install the inboard and outboard seal assemblies.
CAUTION: The sleeves can easily gall on the shaft and can stick, necessitating removal by
cutting. The shaft needs to be clean and lubricated prior to sleeve removal.
13.1 Inspect the ID of the sleeve with a go/no-go gauge to ensure a proper fit.
If possible, temporarily install the sleeve on the shaft before assembling
the seal to verify that the sleeve will fit.
13.2 Check the pin extension and the depth of the pin hole in the mating ring
with a depth micrometer and compare the results.
13.3 Check the flatness of the support surface inside the pumping ring portion
of the sleeve before the O-ring and the mating ring are installed.
13.4 Cover the back side of the mating ring with tool and die blue.
13.5 Align the pin hole and pin, and place the mating ring onto the support
surface. Ensure that the mating ring is not resting on the end of the pin
and is not rocking in the bore.
13.6 Remove the mating ring from the bore, and check how much blue transferred onto the support surface.
NOTE: If the bluing does not transfer all around the surface or is not wide enough, remove
the pins and put the sleeve in a lathe and rework the surface. After machining, replace the
pins.
13.7 When the mating ring is ready to be installed, clean the entire bore.
4-40

NOTE: There are still a few installations remaining that utilize a separate pumping ring/
sleeve design. This design is the first generation seal design and is considered obsolete. If
you have this design, the assembly of the complete seal cartridge is similar to this procedure
except the assembly of the pumping ring with the sleeve. Follow steps 13.7 through 13.11
for installations with this design. If you do not have the separate pumping ring/sleeve design,
proceed to step 13.12.
13.8 Inspect the pumping ring for sharp corners or burrs.

13.9 Lubricate the O-ring and install it in the O-ring groove on the ID of the
pumping ring.
13.10 Inspect the sleeve for broken edges at the groove where the seal retainer
plate fits. Cover the groove with cellophane before installing the pumping ring to avoid cutting the O-ring.
13.11 Slide the pumping ring on the sleeve, align the tapped holes with the
drilled holes in the sleeve, and tighten the set screws until they bottom
out. Back off the set screws 1/2 turn and stake them to prevent loosening
during shaft rotation.
13.12 Mark the bore of the pumping ring, where the pins are located, with a
black marker.
13.13 Mark the OD of the mating ring, where the pin holes are located, with a
black marker.
13.14 Lightly lubricate the entire O-ring with an approved lubricant, and
install the O-ring into the O-ring groove.
13.15 Lightly lubricate the OD of the mating ring with an approved lubricant,
align the marks, and push the mating ring into the bore of the pumping
ring.
13.16 Apply a light coat of Permatex, Neolube, or other approved lubricant on
the threads of the plugs, and install them in the pumping ring.
13.17 Lubricate the sleeve O-ring, using an approved lubricant, and install it in
the O-ring groove on the ID of the sleeve.
NOTE: This completes the assembly of the sleeve. The following steps assemble the gland
plate with the seal housing and the seal head into the seal housing.
13.18 Lubricate the seal housing O-ring, and install it in the groove on the
shoulder of the seal housing.
13.19 Place a gasket on the shoulder of the seal housing, and install the gland
plate on the seal housing.
4-41

NOTE: Verify that a 0.062 x 45 chamfer exists on the inside edge of the spacer at either
edge. If the chamfer is missing, machine a chamfer on the spacer.
13.20 Inspect the hub of the seal housing where the bellows fits for any sharp
corners, burrs, or deep scratches. Repair any irregularities found, if
possible.
13.21 Slide the spacer on the hub of the seal housing with the chamfer pointing
toward the bottom of the bore. Ensure that it rests against the bottom of
the bore and is not rocking.
13.22 Install the spring over the spacer.
NOTE: When installing the bellows/seal head assembly, be sure to protect the sealing face
of the primary ring by placing a cardboard disc, supplied with the seal, over the sealing face.
13.23 Lightly lubricate the ID of the tail section of the bellows with glycerin or
an approved lubricant.
13.24 Slide the seal head assembly onto the hub of the seal housing until it rests
firmly against the spacer. Hold this position for approximately 1530
minutes or until the bellows adheres to the hub of the seal housing at that
position.
13.25 Clean the sealing faces with alcohol and a lint-free cloth.
13.26 Apply demineralized water to the sealing faces.
13.27 Carefully slide the sleeve inside the seal housing, and rotate the entire
assembly to a vertical position with the gland on top.
NOTE: The first generation seal design uses a gasket, while the second generation seal
design uses an O-ring to seal between the gland plate and the auxiliary gland.
13.28 Install an O-ring or gasket on the back face of the gland plate.
13.29 Insert the wave spring into the bore of the gland plate.
13.30 Place the packing assembly, consisting of a packing retainer and one ring
of packing, on top of the wave spring.
NOTE: When installing the auxiliary gland, ensure that the drive pin engages the slots of the
packing retainer. Earlier seal designs used studs and nuts instead of cap screws.
13.31 Install the auxiliary gland and tighten the cap screws.
13.32 Engage the retainer plate into the groove on the sleeve to properly locate
the sleeve and set the seal.
13.33 Secure the retainer plate to the gland plate with the cap screws.
13.34 Place the drive collar onto the sleeve, but do not tighten the set screws.
4-42

13.35 Install the retainer plate on the back of the seal housing.
13.36 Install an O-ring in the groove on the front face of the seal housing.
NOTE: This completes the assembly of the seal cartridge. The remaining steps cover seal
installation in the pump. If the ID of the sleeve was not checked during the assembly of the
seal, use a go/no-go gauge now to check the ID of the sleeve. If the seal cartridge has been
stored for an extended period, separate the sleeve from the seal housing and check the
condition of the seal faces. If they are satisfactory, clean both faces with alcohol, and apply
demineralized water on the sealing faces before reassembly.
13.37 Inspect the shaft surface for burrs, especially where the sleeve will be
installed. Use stones, Scotch-Brite, and emery paper to remove any high
spots or burrs.
13.38 Inspect the ID of the sleeve, ensuring that the O-ring is in the groove.
13.39 Lubricate the ID of the sleeve with glycerin. Apply a light film of lubricant the entire length.
13.40 Cover the surface of the shaft where the sleeve will be installed with
Neolube.
13.41 After the Neolube dries, lubricate the surface of the shaft with glycerin.
NOTE: The deflector plate has to be installed on the shaft first and then assembled to the
front face of the seal plateonly on the inboard side. The use of the guide rods is optional.
13.42 Install the seal cartridge on the shaft.

13.43 Install the bolts in the housing, and tighten them in a criss-cross pattern.
13.44 Torque the bolts to the proper torque.
13.45 Install the collar on the shaft, but do not tighten the set screws until the
bearings are set.
13.46 Tighten the set screws, and disconnect the seal retainer plate only after
the bearing installation and pump alignment are completed.
14.
Install the pump half of the coupling.
NOTE: The pump half of the coupling assembly consists of the coupling key, coupling hub,
and coupling sleeve.
14.1 Slide the sleeve onto the shaft.
4-43

NOTE: In order to slide the hub onto the shaft, the following step must be accomplished
rapidly because thermal growth of the shaft quickly reduces the clearance and prevents the
hub from sliding onto the shaft. If there are match marks on the coupling hub and sleeve,
they must be aligned when the gear teeth are engaged.
NOTE: It is preferable that the coupling hub be heated in a hot oil bath. If a hot oil bath is not
available, the hub can be heated by a bearing heater or by careful use of an acetylene
heating torch. Carefully play the torch on the end faces and bore of the coupling. Do not
play the flame directly on the gear teeth or the coupling will be unfit for further use. Before
heating, inspect the shaft and coupling bore for cleanliness and freedom from burrs. The
coupling will not slide into position if burrs are left on the bore of the coupling or shaft.
14.2 Heat the coupling hub to 250350F.

14.3 While the sleeve is held in position centered on the shaft, slide the hub
onto the shaft and coupling key.
15.
Verify the pump-shaft-to-gear-shaft alignment. Re-align if necessary before

proceeding.
NOTE: The coupling spacer and coupling sleeve have match marks that must be paired
together before bolting the spacer to the sleeve. Failure to observe the matching of these
marks causes vibrations during operation. Couplings that utilize keys must have the keys
placed 180 apart.
16.
Lubricate the coupling, and install the coupling spoolpiece to the coupling
sleeve.
17.
Reinstall the interference removed in step 1.

17.1 Reinstall the coupling guard.
17.2 Reinstall the water lines.
17.3 Reinstall the inboard and outboard oil supply and the return lines.
17.4 Reinstall the restraints and supports (hangers).
4.2.4.2 Overhaul Gear Reducer

The following tools are required to overhaul the gear reducer:
Dial indicator and magnetic base
Outside micrometer, 1
Rymple cloth
Lubricating oil
Coupling grease
Plastigage, 0.020 thickness
4-44

1.
Remove the gear reducer.

1.1
If the gear reducer is not uncoupled from the pump, place a match mark
on the flange sleeves to aid in reassembly.
1.2
Remove the lube plugs.
1.3
Remove the coupling flange locknuts.
1.4
Remove the coupling flange bolts.
1.5
Remove the flange gasket.
2.
If the gear reducer is not uncoupled from the motor, repeat steps 1.1 through
1.5 for the motor coupling.
3.
If the reducer is going to be physically removed, remove the cap screws holding it to its base.
4.
Remove the gear reducer covers. Figure 4-16 shows a typical gear reducer.
DIP STICK
4 LIFTING
HOLES
AIR VENT
TAPER DOWELS:
SIZES 2050-2110 (1)
SIZES 2120-2135 (3)
SIZES 2140-2195(6)
SIZES 2200-2235 (8) Y2
SIZES 2200-2235 (10) Y3
SIZES 50-150 (2)
SIZES 160-195 (4)
INSPECTION
COVER
COVER
FASTENERS
REDUCER
COVER
REDUCER
BASE
SEAL CAGE
END COVER
DRAIN PLUG
SHAFT GUARD
Figure 4-16
Typical Gear Reducer
4.1
Drain the oil and remove the dipstick.
NOTE: A gear puller can be used to remove the flex hubs. The removal of the coupling hub
might require the use of heat. Do not exceed 275F. Monitor the temperature with a temp
stick or a contact pyrometer.
4-45

4.2
Remove the coupling hub.
4.3
Remove the coupling flange.
4.4
Remove the high-speed shaft guard.
4.5
Remove the fan guards.
4.6
Remove the fans.
4.7
Remove the reducer cover fasteners.
4.8
Remove all cap screws above the housing split from the end covers and
the seal cage assemblies.
4.9
Loosen, but do not remove the cap screws on the end covers, and seal the
cage assemblies below the housing split three or four turns.
4.10 Tighten the nuts on the taper dowels, and lift out all dowels.
4.11 Lift the reducer cover straight up without damaging the gear teeth.
5.
Remove the shaft assemblies.

5.1
Place a sling around the high-speed shaft. Take up the slack just enough
to take the weight off the bearings.
5.2
Remove the cap screws and seal cage assembly, along with the shim
gaskets.
5.3
Wire the shims to the seal cage and end cover so they are available for
reference when reassembling the unit.
5.4
Lift the shaft assembly out of the base without damaging the teeth.
5.5
Place a sling around the intermediate speed shaft. Take up the slack just
enough to take the weight off the bearings.
5.6
Remove the cap screws and both end covers along with the shim gaskets.
5.7
Wire the shims to their mating end cover so they are available for reference when reassembling the unit.
5.8
Lift the shaft assembly out of the base without damaging the teeth.
5.9
Place a sling around the low-speed shaft. Take up the slack just enough
to take the weight off the bearings.
5.10 Remove the cap screws, seal cage assembly, and end cover along with
the shim gaskets.
5.11 Wire the shims to the seal cage and end cover so they are available for
reference when reassembling the unit.
5.12 Lift the shaft assembly out of the base without damaging the teeth.
6.
4-46
Disassemble, repair, and reassemble the seal cage assembly.

6.1
Remove the seal baffle.
6.2
Block up the seal cage and press or drive out the seal.

6.3
Remove the old sealing compound from the seal cage bore.
6.4
Coat the seal cage bore with Permatex 2.
NOTE: New seals leak if the seals lips are cut or if the seals rubbing surface on the shaft
has been altered.
7.
6.5
Position the seal and place a cylindrical tool against the seal. Drive or
press the seal until it is fully seated.
6.6
Coat the seal lips with an approved grease.
Inspect and replace the bearings if necessary.

7.1
Inspect the bearings carefully for any signs of wear.
7.2
If the bearings need to be replaced, remove the bearings with a wheel

puller, or press them off by applying force to the inner face only.
NOTE: Flame should not be applied directly to the bearings, and the bearings should not be
allowed to rest on the bottom of the heated container.
8.
7.3
If new bearings are to be installed, heat the bearings to a maximum of

275F in a bearing heater or oven, and slide or press the bearings onto the
shaft tight against the shaft shoulder.
7.4
Thoroughly coat all bearings with oil.
Assemble the gear reducer.
NOTE: During assembly, all seal cages and end cover guards should be positioned with the
word TOP in the upright position to permit circulation of the lubricant.
8.1
Verify the cleanliness of the gearbox.
8.2
Measure the thickness of the shim gaskets attached to the seal cage for
the low-speed shaft, and replace the shims with new shims of equal
thickness.
NOTE: The shaft, gear, and bearings should be maintained in a level position during
installation.
8.3
Rig the low-speed shaft for installation.
8.4
Lower the low-speed shaft into the housing until the bearings are in
place but are not supporting the shaft.
8.5
Install the new shim gaskets and the seal cage with the housing bottomhalf cap screws.
8.6
Install the end cover without shims with the housing bottom half cap
screws, but do not tighten the cap screws.
4-47

NOTE: Steps 8.7 through 8.13 measure the axial float. Enough force must be applied to the
shafts to fully seat the tapered roller bearings when measuring axial float. This can be
accomplished by using pry bars against the shaft ends. It could be helpful to space three
feeler gauges under the end cover to keep the gap even until the correct float is obtained.
8.7
Set up a dial indicator to measure the axial end play.
8.8
Tighten the cap screws on the end cover evenly until the axial float is
between 0.0000.001.
8.9
Measure the gap, as indicated in Figure 4-17.
MEASURE
WITH
FEELERS
NEW SHIMS
EQUAL IN
THICKNESS
TO OLD
GAP
TIGHT
SNUG
Figure 4-17
Gear Reducer Gap
8.10 Determine the starting shim amount by increasing the gap measurement
by 10%.
8.11 Remove the cap screws and the end cover, and reinstall with the starting
shim gaskets.
8.12 Measure the axial float, and add shim gaskets until the axial float is
between 0.00050.002.
8.13 Remove 0.007 of shims to achieve a 0.0000.006 preload of the shaft.
8.14 Remove the dial indicator.
8.15 Lower the shaft onto the bearings and remove the sling.
8.16 Measure the thickness of the shim gaskets attached to the end cover on
the motor side (small shaft side) of the intermediate-speed shaft, and
replace them with new shims of equal thickness.
4-48

8.17 Lower the intermediate-speed shaft into the housing until the bearings
are in place.
8.18 Install the new shim gaskets and the input side end cover with the housing bottom-half cap screws.
8.19 Install the other end cover without shims with the housing bottom-half
cap screws.
8.20 Set up a dial indicator to measure the axial float.
8.21 Tighten the cap screws on the end cover evenly until the axial float is
between 0.0000.001.
8.22 Measure the gap, as indicated in Figure 4-17.
8.23 Determine the starting shim amount by adding the gap measurement to
0.005 and increasing this sum by 10%.
8.24 Remove the cap screws and end cover, and reinstall with the proper
starting shim gaskets.
8.25 Measure the axial float, and adjust the shim amounts until the axial float
is 0.0050.008.
8.26 Measure the thickness of the shim gaskets attached to the seal cage from
the input side of the high-speed shaft, and replace them with new shims
of equal thickness.
8.27 Lower the high-speed shaft into the housing until the bearings are in
place.
8.28 Install the new shim gaskets and the seal cage with the housing bottomhalf cap screws.
8.29 Install the other seal cage without shims with the housing bottom-half
cap screws.
8.30 Set up a dial indicator to measure the axial float.
8.31 Tighten the cap screws on the output side seal cage evenly until the axial
float is between 0.0000.001.
8.32 Measure the gap, as indicated in Figure 4-17.
8.33 Determine the starting shim amount by adding the gap measurement to
0.005 and increasing this sum by 10%.
8.34 Remove the cap screws and output side seal cage, and reinstall them
with the proper thickness of shim gaskets.
8.35 Measure the axial float, and adjust the shim amounts until the axial float
is 0.0050.008.
8.36 Remove the dial indicator.
4-49

9.
Assemble the gear reducer cover to the base.

9.1
Loosen the cap screws holding the seal cages, shaft guards, and end
covers to provide clearance for the reducer cover while holding the
upper portions of the shims to their adjoining parts with thin wire or
string.
9.2
Coat the base joints, air vent, and oil drain threads with Form-a-Gasket,
ensuring that excessive quantities are not deposited near the bearings.
9.3
Lower the cover carefully onto the base without bumping the gear teeth.
9.4
Drive in the taper dowels.
9.5
Remove all wires or strings holding the shims.
9.6
Install and torque to the proper torque the cap screws for the seal cages,
end covers, and shaft guards.
9.7
Insert the cover bolts, and torque to the proper torque.
9.8
Remove the inspection cover cap screws and inspection cover.
9.9
Verify that the axial float is still present.
9.10 Reinstall the fan and fan guards.

9.11 Turn the gear train over by hand as a final check for possible interference, and readjust as necessary.
9.12 Fill the reducer with an approved lubricant to the level indicated on the
dipstick.
9.13 Install the inspection cover, cap screws, and plugs, and tighten them
snug tight.
10.
If the coupling halves were removed, reassemble the coupling.

10.1 Install the flange sleeves with the seal rings on the shafts.
10.2 Mount the flex hubs on their respective shafts so that each hub face is
flush with the end of its shaft.
4.3 PredictivePositive Displacement Pump Conditions To Be Monitored

The applicable predictive maintenance techniques identified through RCM analysis are:
Vibration monitoring
Temperature monitoring
Suction stabilizer pressure monitoring
Discharge dampener pressure monitoring
Discharge pressure monitoring
Water block packing leakage
Slip
4-50

Plunger surface condition
Crankcase oil analysis
Gear condition
4.3.1 Vibration
In all rotating or reciprocating machinery, a condition of mechanical vibration is present
because of the force and energy levels inherent in the equipment. Every machine fault,
whether it is mechanical or electrical in nature, generates vibration at a specific frequency. For example, unbalance occurs at a frequency equal to shaft rotation speed.
This is because the heavy spot of the unbalanced rotor passes the vibration sensor once
per shaft revolution. Similarly, frequencies can be calculated corresponding to many
other common machine faults: misalignment, cavitation, soft foot, bearing deterioration,
and many others. A spectrum is a calculated data display of frequency versus amplitude. The frequency helps diagnose the source of the vibration, while the amplitude
helps determine the severity of the problem.
A successful vibration monitoring program includes measurements for the following
characteristics, which are needed to define the vibration:
Vibration Frequency - The amount of time required to complete one full cycle of the
vibration is called the period of the vibration. Vibration frequency is simply a measure of the number of complete cycles that occur in a specified period of time.
Frequency is related to period of vibration by this simple formula:
Frequency = 1/Period
It is not necessary to determine the frequency of the vibration by observing the
vibration time waveform, noting the period of the vibration, and then calculating
the inverse of the period to find the frequency. Nearly all data collectors and vibration analyzers provide a direct readout of the vibration frequencies being generated
by the machine.
The forces that cause vibration are usually generated through the rotating motion
of the machines parts. Because these forces change in direction or amplitude according to the rotational speed (revolutions per minute or RPM) of the machines
components, it follows that most vibration problems have frequencies that are
directly related to the rotational speeds. Vibration analysis is truly a process of
elimination. Additional tests and measurements can be taken to reduce the number
of causes. However, knowing the frequency of vibration and how the frequency
relates to the rotating speed of the machine components is usually the first step in
the analysis process.
Vibration frequency is a diagnostic tool needed to help identify specific mechanical
or operational problems. Whether vibration frequency analysis is necessary depends on the magnitude of the vibration, expressed as its vibration amplitude.
Vibration amplitude can be measured and expressed as displacement, velocity, or
acceleration.
4-51

Vibration Displacement - Vibration displacement is the total distance traveled by

the vibrating part from one extreme limit of travel to the other. This distance is also
called the peak-to-peak displacement. The use of vibration displacement can be very
cumbersome, however, because it must be used with vibration frequency to have
any meaning. Machinery vibration is not always simple or at one frequency; in
more complex cases, it is nearly impossible to use vibration displacement to judge
the overall condition of a machine.
Vibration Velocity - Vibration velocity is a measurement of the speed of movement

of a machine or machine component because velocity undergoes oscillating motion.
Each source of vibration contributes to the fatigue of machine components, and the
overall condition can be determined only by taking into account all frequencies of
vibration. This is accomplished by measuring vibration velocity.
Velocity is definitely a characteristic of the vibration, but since it is constantly
changing throughout the cycle, the highest or peak velocity is selected for measurement. The advantages of measuring vibration velocity instead of vibration
displacement include:
Vibration velocity is a direct indicator of fatigue because it takes into account

both displacement and frequency.
It is not necessary to know the frequency of vibration in order to evaluate the

severity of vibration velocity because frequency is already a part of velocity.
A measurement of overall vibration velocity is a valid indicator of the overall

condition of a machine whether the vibration is simple (one frequency) or
complex (more than one frequency).
Although vibration velocity provides many positive functions, there is no absolute

vibration level that divides continuous operation and immediate failure.
Vibration Acceleration - Vibration acceleration is another important characteristic

of vibration that can be used to express the amplitude or magnitude of vibration.
Technically, acceleration is simply the rate of change of velocity. Since the value of
vibration acceleration is constantly changing, the highest or peak acceleration is
selected for measurement. Evaluating vibration acceleration measurements is
similar to evaluating vibration displacement measurements in that it is necessary to
know the specific frequency of vibration.
Although the vast majority of machinery failures are due to fatigue, which is directly related to vibration velocity, there are two other mechanisms of machine
failure: stress and force. These two parameters are directly related to vibration
displacement and vibration acceleration, respectively. Due to brittleness, machine
components can crack or break if bent or deflected (displaced) beyond a certain
limit. High amplitudes of vibration displacement can cause mounting bolts to snap,
welds to give way, or foundations to cracknot because of fatigue, but because
they were deflected beyond their yield points. High amplitudes of vibration displacement that result in stress failures typically occur at very low vibration
4-52

frequencies, generally below 600 CPM (10 Hz). Whenever it is anticipated that
vibration frequencies might be present at frequencies below 600 CPM, measurements of vibration displacement are recommended.
As a general rule, fatigue failures result from vibration frequencies between approximately 600 CPM and 120,000 CPM. Therefore, when vibration frequencies
within this range are anticipated, measurements of vibration velocity are recommended.
The easiest way to demonstrate force (and acceleration) as a cause of trouble is to
consider striking an object with a hammer. The impact might not cause significant
displacement or velocity; however, resultant damage can be considerable. Since
force equals mass times acceleration, it is apparent that vibration acceleration is
directly proportional to vibratory force. And, since vibration acceleration increases
proportionally to the square of vibration frequency, very large vibratory forces can
occur at high frequencies of vibration even though the displacement and velocity
amplitudes might be quite small.
Excessive forces generally cause deformation of the surfaces of machine components, such as gear teeth and rolling element bearings. High forces can also cause
the lubricating film to break down, resulting in friction, heat generation, and ultimate failure. Because of the importance of vibratory forces at high frequencies,
vibration acceleration measurements are recommended whenever vibration frequencies above 120,000 CPM (2000 Hz) are anticipated. The most common source
of such high frequencies are gear mesh frequencies and harmonics or multiples of
gear mesh frequencies on gear drives.
4.3.2 Temperature
Variations in temperature of the fluid pumped cause changes in the specific weight and
viscosity of the fluid, with resultant changes in the performance of the pump. Reduced
viscosity has an influence on efficiency by increasing the internal leakage losses, reducing friction losses, and reducing flow losses. The net effect of a reduction in viscosity
due to higher temperature depends on specific speed and on the design of the pump.
4.3.3 Dampener Pressure

4.3.3.1 Suction Stabilizer Pressure
Suction stabilizer pressure assists in maintaining sufficient NPSH to the suction of the
charging pump. Typical pressures (nitrogen or hydrogen) maintained in the suction
stabilizers range from 1530 psi. Maintaining a pressure that is too low in these stabilizers can result in gases coming out of solution, causing cavitation, valve damage, and
damage to other internal pump components, as well as a reduction in the capacity of the
pump.
4-53

4.3.3.2 Discharge Dampener Pressure

The discharge dampeners utilize a gas pressure acting on a bladder against system
pressure to minimize fluctuations in pump output. There are two modes of operation
for these dampeners: low-pressure and high-pressure. A low-pressure operation, typically used during plant shutdown, precharges the dampener to approximately 200 psi.
A high-pressure operation, typically the normal operating mode, precharges the dampener to approximately 1380 psi. These pressures can vary slightly from plant to plant,
depending on normal system operating pressures.
4.3.4 Flow
4.3.4.1 Discharge
Reciprocating pumps inherently have periodic impulses. However, multipiston pumps
reduce the magnitude of these variations. Pulsation, although appearing as a fluctuation
in pressure, actually arises as a fluctuation in flow rate because pressure is a dependent
quantity. The discharge of a positive displacement pump can be calculated as follows:
Qd = DN-CsPD/
where:
Qd = discharge flow
D = displacement
N = speed
Cs = slip coefficient
P = pressure differential
= viscosity
The system into which the liquid is pumped has some resistance (R), where R = P/Qd
or Qd = P/R. Equating, Qd = P/R = DN-CsPD/. Noting that P = Pout - Pin, it can be
shown that this relationship between pressure, flow, and discharge resistance applies:
Pout = (DN)/(1/R + CsD/) + Pin
If N, R, Cs, and Pin remain constant, the discharge pressure and flow are constant. But Cs
depends on the cube of the pump internal clearances and can vary during each revolution, thus introducing large flow fluctuations.
4.3.4.2 Water Block Packing Leakage
Pumps using compression packing require both the plunger and stuffing box surfaces
to be in good condition to provide a satisfactory seal. When packing leakage becomes
excessive, some of the packing glands in older design pumps can usually be adjusted by
4-54

tightening the packing gland adjusting nuts. More recent design pumps have no adjustment, and the packing must be replaced if leakage becomes excessive. Care must be
exercised to ensure that the packing adjusting nuts are not tightened too much. Tightening the packing gland adjusting nuts too much can result in the packing seizing to the
shaft and overheating, necessitating replacement. When replacement is necessary, the
packing should undergo a run-in period, if possible, to ensure proper sealing. The
adjusting nuts should be tightened finger tight when the packing is replaced and tightened in small increments until the packing leak rate is satisfactory, if your design allows
adjustment. If the design does not allow adjustment, the packing gland nuts must be
torqued to the proper torque.
4.3.5 Slip
Slip is the capacity loss as a percentage of suction capacity and can be calculated with
the following equation:
S = Ve1 + B1 + V1
where:
Ve1 = volumetric efficiency loss

B1 = stuffing box loss (usually negligible)
V1 = valve loss (usually 210% depending on valve design and conditions)
Volumetric efficiency loss can be calculated by using the formula Ve1 = 1 - Ve, where
volumetric efficiency (Ve) is the ratio of discharge volume to suction volume.
4.3.6 Plunger Surface Condition

Although plunger clearance measurements are important, the surface finish of the
plunger is the most critical condition. Unsatisfactory plunger surface finish results in
the premature wearing out of the packing, necessitating replacement. In-service plungers should not exceed a surface finish of 16 RMS, while the criteria for new plungers is
610 RMS and can be measured with a profilometer. Hardness, unless otherwise specified, should be a minimum of Rockwell C 35.
4.3.7 Crankcase Oil Analysis

Oil samples should be taken periodically to ensure that the oil is not contaminated with
foreign material, thereby reducing its lubricating ability. Typically, oil analysis is done
on a periodic basis, such as every six months and prior to overhaul or startup.
4-55

4.3.8 Gear Condition

Because larger gear boxes run at slower speeds, their life is normally longer than
smaller, high-speed gear boxes. Most problems in large gear boxes occur with gears and
bearings. Gears usually fail because an interruption in operation causes wear and fatigue. Several common problems in large gear boxes are listed below:
Metal-to-metal contact during operation is the result of misalignment or poor

lubrication.
Oxidized oil forms carbon deposits and loses lubricity.
Fine abrasive dirt and foreign material in the lubrication system are commonly
debris from gears and bearings, scale, rust, and other abrasive material.
Corrosion of the gear surfaces is caused by a chemical reaction of the active ingredients in the oil, such as acid, moisture, and other chemicals.
Ambient moisture decreases the lubricity of the oil and forms rust on inside surfaces of the gear box housing. The rust flakes with time and causes surface
scratches and dents in rotating elements.
Surface fatigue is common in heavy-duty gear boxes, where slow speeds create high
torques and stresses on gear teeth. When gear material is stressed beyond its endurance
limit, the resulting surface fatigue causes spalling and pitting. Stresses occur when
mating surfaces do not conform to each other. Lack of proper alignment creates poor
load distribution resulting in surface cracks. As a result, large chunks of material can
flake off.
Thrust bearings are the most important components in large gear boxes. Because of
their large size, installation is important. Failures are similar for all bearings. Flaking
starts with the development of small fatigue cracks in the surface of the ring or roller
elements. These cracks cause material fragments to break loose from the raceways. The
first flakes are often very small. The flaked area spreads by breaking off additional
pieces of the surface until flaking covers the entire surface of the loaded zone. Causes of
flaking include:
Excessive operating loads
Overloading due to heat expansion
Housing misalignment
Improper installation
Excessive vibration without rotation
Contamination
Cracks and fractures in bearings occur as a result of heavy loads applied for a short
time, high-speed load variations, and overstrain. An overstrain, which can lead to
fracture, results when an inner ring is driven too far onto a tapered seat.
4-56

Indentations in bearing raceways result when foreign particles are present inside the
bearing and are pressed between the rolling elements and rings. Heavy or impact loads
cause local deformation at the point of roller contact. Adhesive wear is common in
heavy-duty gear boxes, where metal from outside sources such as bolts, nuts, and tools
is crushed and fused to the bearing or its shaft. Abnormal bearing wear occurs when
housing seals fail. Abrasive particles enter the bearings and damage raceways and
flanges. Poor lubrication, lack of lubrication, and contaminants such as metal flakes and
rust also cause wear.
4.4 Positive Displacement Charging Pump Maintenance Practices
Preventive maintenance practices that can be accomplished by plant personnel are:
Pump disassembly and inspection
Bearing disassembly and inspection
Corrective maintenance practices that can be accomplished by plant personnel are:
Packing replacement
Motor-to-gearbox and gearbox-to-pump coupling alignment
Plunger replacement
Crosshead and connecting rod repair or replacement
Removal and replacement of crank shaft
Suction and discharge valve replacement
Fluid cylinder replacement
4.4.1 Inspection Techniques

4.4.1.1 Operational Inspection
Assessing the condition of operating machinery is within the capabilities of qualified,
experienced, and attentive operators. Inspection instruments include common hand
tools:
Flashlight
Mirror
Magnifying glass
Wiping cloths
4.4.1.2 Off-Line Inspection

Off-line inspections are normally intrusive in nature, requiring disassembly and measurement of internal wear surfaces. Inspection points and applicable inspection criteria
are italicized in the disassembly procedure outlined in Section 4.4.2.
4-57

4.4.2 Disassembly
4.4.2.1 Power End Disassembly for Inspection
Tools and equipment that might be needed for pump power end and pump end disassembly include:
Lifting straps
Socket set, 3/4 drive
Socket drive handles, 1/2 and 3/4
Socket drive extension, 1/2
Valve fastener gripping tool
Adjustable wrench
Packing removal tool
Crosshead bearing spanner wrench
Baffle gland wrench
Valve removal tool assembly
Valve fastener removing tool
Allen wrench, set
Gloves, heatproof
General procedural steps for disassembly are as follows (refer to Figure 4-18):
1.
Drain the oil from the pump.
2.
Remove the base cover screws and the base cover.
3.
Disconnect the couplings.
4-58
3.1
Remove the cap screws on the coupling guard between the gear reducer
and the motor.
3.2
Remove the cap screws on the coupling guard between the gear reducer
and the pump.
3.3
Remove the coupling guards on both couplings.
3.4
Matchmark the coupling hubs.
3.5
Remove the bolts, nuts, and lockwashers holding the coupling flanged
sleeves together on both couplings.
3.6
Slide the flanged sleeves back on their respective shafts.

32
33
34
35
36
37
38
39
40
Oil Drain Petcock

Oil Suction Strainer
Oil Level Gauge
Base Cover Gasket
Base Cover
Oil Filter Cap
Connecting Rod Bolt
Connecting Rod Cap
Connecting Rod Dowel
41
42
43
44
45
46
47
48
49
Connection Rod Nut

Connecting Rod
Connecting Rod Bearing
Connecting Rod Bearing Dowels
Crosshead Guide Cover
Crosshead Cover Cap Screw
Crosshead
Base Cover Screws
Plunger Adapter Set Screws
50
51
52
53
54
55
56
57
58
Well Lining
Baffle Stuffing Box
Packing Adjusting Screw
Well Cover Stud
Well Cover Wing Nut
Plunger Adapter
Well Cover
Well Cover Gasket
Cylinder Dowel
Figure 4-18
Pump Power End
4.
Remove the gear reducer.
NOTE: Any shims used on the gear reducer should be kept together and marked for location
to make assembly easier.
4.1
Remove the cap screws that hold the gear reducer to the sub-base.
4.2
Remove the gear reducer from the sub-base, using the proper lifting
equipment.
CAUTION: Do not apply a flame from the torch directly to the gear teeth. The maximum
temperature should not exceed 275F.
5.
If the shaft contains a flexible hub, remove the hub with a gear puller while
slowly heating the hub.
4-59

6.
Remove and disassemble the connecting rods and crosshead assemblies. A

typical configuration drawing for these components is shown in Figure 4-18.
6.1
Remove the crosshead cover cap screws.
6.2
Remove the crosshead cover.
6.3
Loosen, but do not remove, the crosshead bearing set screws.
6.4
Using the crosshead bearing tool, unscrew the crossheads from the
crosshead bearing retainers.
6.5
Remove the front cylinder caps from the cylinder.
6.6
Slide the crosshead assemblies as far to the front of the pump as possible.
6.7
Rotate the shaft until one of the connecting rods is positioned as far to the
rear as possible. This will provide the necessary space for removal of the
connecting rod from the crosshead.
6.8
Remove the connecting rod nuts.
NOTE: Ensure that each connecting rod is stored with its respective cap as a unit to prevent
the mixing of parts.
6.9
Remove the connecting rod cap and the connecting rod.
6.10 Remove the other two connecting rods by repeating steps 6.7 through
6.9.
6.11 Remove the bearing halves from the connecting rod caps.
6.12 Remove the bearing halves from the connecting rods.
6.13 Inspect the bearing surfaces on the cams for roughness or scratches. Figures 4-19
and 4-20 show normal bearing wear patterns, while Figure 4-21 shows abnormal
wear patterns.
6.14 Clean the bearing surfaces as necessary.
Figure 4-19
Bearing Wear Patterns for a Normal Radial Load
4-60

Figure 4-20
Bearing Wear Patterns for a Normal Thrust Load
Figure 4-21
Abnormal Bearing Wear Patterns
4-61

7.
Remove both oil lines to the oil pump. Refer to Figure 4-22.
8.
Remove the bearing retainer cap screws.
9.
Support the weight of the shaft, using the proper lifting equipment.
10.
Slide the bearing retainers from the shaft.
Note: Item #23 Set Screws (Not Shown) Located

On Bottom Side Of #13 and #18
1.
2.
3.
4.
5.
6.
7.
8.
Eccentric Shaft Pipe Plug

Oil Pump Coupling
Oil Pump Coupling Set Screw
Retainer Flange Gasket
Eccentric Bearing Retaining Flange
Oil Pump Gasket
Oil Pump
Oil Pump Mounting Bolts
9. Retainer Flange & Oil Pump Lockwasher

10. Eccentric Bearing Retaining Flange Bolts
11. Eccentric Bearing Retainer Gasket
12. Eccentric Bearing Retainer Cap Screw
13. Eccentric Bearing Retainer
14. Oil Pump Key
15. Eccentric Shaft Thrust Washer
16. Crosshead Bearing Set Screw
17.
18.
19.
20.
21.
22.
24.
Crosshead Cover Dowel

Eccentric Bearing & Seal Retainer
Eccentric Shaft Seal
Eccentric Shaft Bearing
Eccentric Shaft Key
Eccentric Shaft Bearing
Cylinder Gasket
Figure 4-22
Typical Positive Displacement Pump Configuration
NOTE: Be extremely careful when removing the shaft to prevent the eccentric shaft from
contacting the pump base, because this could potentially damage the journals.
11.
Tip the shaft to an angle that allows its easy removal from the base.
12.
Remove the shaft from the base.
4-62

4.4.2.2 Pump End Disassembly for Inspection

1.
Disassemble the pump cylinder assembly. Figure 4-23 shows a typical positive
displacement pump end configuration.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
Plug
Packing Cooling System Outlet
Plunger
Packing Cooling System Inlet
Secondary Packing Adjusting Ring
Secondary Packing
Secondary Plunger Rong
Secondary Packing Spring
Primary Packing Adjusting Ring
Primary Packing
Primary Plunger Ring
Upper Cap Gasket
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
Upper Cap Stud

Upper Cap Stud Nut
Upper Cap
Discharge Valve
Cylinder Block
Primary Packing Spring
Front Cap Gasket
Front Cap Stud Nut
Front Cap Stud
Front Cap
Suction Valve
Figure 4-23
Typical Positive Displacement Pump End Configuration
4-63

1.1
Remove the upper cylinder cap nuts.
1.2
Remove the upper cylinder caps and the cap gaskets.
1.3
Remove the front cylinder cap nuts.
1.4
Remove the front cylinder caps and the gaskets.
1.5
Disconnect the plungers from the plunger adapters and remove the
plungers.
1.6
Remove the packing adjusting spring.
NOTE: To use the packing removal tool, first remove the knurled nut from the tool. Slide the
tool through the packing assembly, replace the knurled nut, and pull the tool forward to
remove the packing. Figure 4-24 shows a list of the special tools required for packing and
valve removal.
NOTE: Placing some shim stock (either a 0.003 or 0.005 piece) inside the packing spring
bore in the block keeps the packing material from falling into the suction valve bore.
1.7
Remove the packing assembly.
1.8
Remove the suction and discharge valves as follows:

1.8.1
Remove the fastening hex socket cap screw with the valve fastener removing tool and 1/2 drive extension.
1.8.2
Remove the retainer, springs, and plate from the valve with the
valve fastener gripping tool.
NOTE: If the valve seat is to be removed, screw the extraction stud into the tool stem, and
screw the exposed end of the stud into the valve seat.
1.8.3
Assemble the pressure plate thrust washer, nut, and drive cap to
the stem. Turn down on the stem to put approximately 20 ft.-lb.
of torque on the valve seat.
NOTE: Either dry ice or conventional ice can be used to pack around the valve seat to assist
in the removal of the seat. Wait for the ice to cool the valve before removing the seat. Waiting time is approximately 710 minutes for dry ice and 1520 minutes for conventional ice.
4-64
1.8.4
Pack ice around the top of the valve seat.
1.8.5
Tap the end of the stem smartly with a small hammer. The valve
should pop out. If the valve sticks, increase the torque on the nut
and tap again. Repeat this process until the valve seat is removed.

CROSSHEAD BEARING WRENCH

(SPANNER)
BAFFLE GLAND WRENCH
PACKING REMOVING TOOL ASSEMBLY
PACKING ASSEMBLY
TOOL
VALVE REMOVING TOOL ASSEMBLY
(NOT TO SCALE)
ADAPTER WRENCH (HOLDING NUT)
VALVE FASTENER REMOVING TOOL
VALVE ASSEMBLY TOOL
Figure 4-24
Special Tools for Valve and Packing Removal
4-65

4.4.2.3 Plunger Packing Replacement

The following tools are required to replace the packing:
01 depth micrometer
23 snap gauge
23 outside micrometer
Dial indicator
Neolube with applicator
Rymple cloth
14 pipe wrench
Adjusting nut spanner wrench, special tool
3/4 combination wrench
1/8 Allen wrench
Pry bars (2)
Packing puller, special tool
Scribe
Display-traverse unit
Pick-up
Pick-up cable
Two pick-up holders
Unbiased (round)
Bias/reversed (square)
Plunge cradle
Profilometer surtronic 3P
1.
Ensure that the cavity drain is not clogged.
2.
Open the drain valve for the packing seal water tank and drain the tank.
3.
Remove the packing (some designs use cartridges).
NOTE: The cartridges are referred to as No. 13, with No. 1 being closest to the motor.
These numbers are stamped on the cartridges and are used as a reference point for recording the location of packing failure. Cartridges can be removed in any logical order. Steps 3.1
through 3.11 are applicable to cartridge No. 1.
3.1
4-66
Rotate the crankshaft-to-motor coupling until the plunger is at the maximum travel out of the cartridge (gland).

3.2
Separate the intermediate rod and the plunger.
3.3
Slide the plunger forward into the cartridge (gland).
3.4
Remove the bolts from the intermediate rod seal retainer flange.
3.5
Remove the intermediate rod and seal retainer from the pump as an
assembly.
3.6
Using the special adjusting nut spanner wrench, remove the stuffing box
adjusting nut.
3.7
Record the location (for example, 12 oclock) of the cartridge identification number.
3.8
Matchmark the secondary packing carrier to the cartridge at the 12

oclock position.
3.9
Remove the cartridge (packing) from the stuffing box.
3.10 Record the cartridge serial number.

3.11 Remove the cartridge seal.
3.12 Repeat steps 3.1 through 3.11 for cartridges No. 2 and 3.
4.
Seal the water tank and line flush. Refer to Figure 4-25 for a schematic of a
typical packing seal water system.
UPPER LEVEL
ISOLATION VALVE
SEAL
WATER
TANK
RETURN
TO TANK
LEVEL
POT
STRAINER
GAUGE
CLASS
LOWER LEVEL
SUPPLY VALVE
SUPPLY
TO PUMP
GAUGE GLASS
DRAIN VALVE
DRAIN
VALVE
Figure 4-25
Typical Packing Seal Water System
4-67

4.1
Drain the seal water tank.
4.2
Remove the tank cover, and inspect the gasket.
4.3
Remove the strainer, and clean the strainer and the tank.
4.4
Remove and clean the overflow strainer. Inspect the strainer for damage,
and repair or replace it as required.
4.5
Shut the drain valve.
4.6
Fill the seal water tank, and ensure that the tank and level pot are full.
4.7
Ensure that a full stream of water flows through each seal water supply
line hole in the bottom of the stuffing boxes. If any lines are clogged,
remove and unclog the lines.
4.8
Cover the holes of the seal water supply line in the bottom of the stuffing
boxes with your fingers.
4.9
Ensure that a full stream of water flows through each seal water return
line hole in the top of the stuffing boxes. If any lines are clogged, remove
and unclog them.
4.10 Shut the seal water tank fill valve.

4.11 Open the drain valve for the seal water tank and drain the tank.
4.12 Remove the debris from the bottom of the pump cavity.
4.13 Ensure that all seal water supply and return lines are free of obstructions.
4.14 Install the strainer.
4.15 Install the overflow strainer.
4.16 Install the cover, using a new gasket if required.
5.
6.
4-68
Inspect the stuffing box.

5.1
Inspect and clean the stuffing boxes of all foreign material. The minimum
surface finish for the stuffing box bore is 63 RMS, unless otherwise specified.
5.2
Inspect the cartridge seal seating surfaces for nicks and scratches that
could prevent the seals from sealing.
Remove the packing from the cartridges.

6.1
Remove the cartridge O-ring.
6.2
Loosen the set screw and withdraw the secondary packing carrier and
the plunger from the cartridge.
6.3
Remove the plunger from the secondary packing carrier.
6.4
Remove the secondary packing carefully from the secondary packing

carrier.
6.5
Remove the lube ring and the lube O-ring from the cartridge.

6.6
Remove the primary packing.
6.7
Repeat steps 6.1 through 6.6 for the remaining cartridges if necessary.
7.
Clean all parts that are to be reused.
8.
Inspect the cartridge. Figure 4-26 shows a typical packing cartridge.

8.1
Inspect the cartridge for signs of wear.
8.2
Measure and record the inside diameter of the cartridge primary packing
area. The measurement should be 2.875 (2.8722.875).
8.3
Measure and record the cartridge seal depth. The measurement should
be 0.173 (0.1680.173).
8.4
Ensure that a 15 chamfer exists on the cartridge just below the primary
packing area.
8.5
Inspect the secondary packing carrier for signs of wear.
8.6
Measure and record the inside diameter of the secondary packing area.
CARTRIDGE SEAL
DEPTH 0.173"
(0.168" - 0.173")
PRIMARY
PACKING
AREA
1 1/2"
2.875"
(2.872" - 2.875")
3/4"
CHAMFER
Figure 4-26
Typical Packing Cartridge
4-69

8.7
Inspect the lube ring for signs of wear.
8.8
Inspect the primary bronze top adapter for wear.
8.9
Inspect the secondary bronze top adapter for wear.
8.10 Repeat steps 8.1 through 8.9 for the remaining cartridges if necessary.
9.
Inspect the plungers. Refer to Figure 4-27 for plunger inspection.

0
A
90
270
5 inches
180
Figure 4-27
Plunger Measurement Diagram
9.1
Clean and inspect the plungers for signs of wear.
9.2
Place the plunger in the plunger cradle so that the knurled end of the
plunger is hanging off the end and the plunger is flat in the bottom.
9.3
Place the profilometer feet in the sliding grooves next to the plunger.
9.4
Install the pick-up, pick-up cable, and pick-up holder on the display
traverse unit.
9.5
Set the display traverser unit as follows:

9.5.1
The range switch should be down to 9999 micro-inch.
9.5.2
The parameter switch should be set on Ra.
9.5.3
The cut-off switch should be set on 0.8 mm/0.03 in.
9.6
Ensure that the pick-up is in the 5 stroke area of the plunger and is
supported by the skid, not the stylus.
9.7
Ensure that the end of the pick-up marked 03 is square with the plunger.
9.8
Inspect the surface with the profilometer, and verify that the finish is
equal to or less than 16 RMS.
9.9
Obtain at least two profilometer readings axially in the stroke area at the
0, 90, 180, and 270 positions.
9.10 Verify that none of the readings exceed 16 RMS.

10.
Install the packing in the cartridge.

10.1 Mark a line on one side of the flat face of the top adapter.
4-70

10.2 Lubricate the primary packing by dipping it in water and install it. Ensure that the V-ring lips are pointed toward the bottom of the cartridge
and that the line on the top adapter is in line with the cartridge number
in the 12 oclock position.
10.3 Install the lube ring into the cartridge.
10.4 Lubricate the lube ring O-ring with an approved lubricant.
10.5 Install the lube ring O-ring in the groove on the upper edge of the lube
ring.
10.6 Lay the secondary packing carrier on a suitable flat surface with the
larger opening facing up and the smooth flange facing down.
10.7 Lubricate the secondary packing by dipping it in water and install it.
Ensure that the V-ring lips are pointed toward the bottom of the cartridge and that the line on the top adapter is in line with the cartridge
number in the 12 oclock position.
NOTE: Lubricating the plunger with water before installation eases the assembly process.
10.8 Insert the plunger through the secondary packing carrier until the shoulder contacts the secondary packing smooth flange. Ensure that the packing is not pushed out.
NOTE: It might be necessary to use an arbor press to press the secondary packing carrier
into the cartridge.
10.9 Install the plunger and the secondary packing carrier assembly carefully
into the cartridge and through the primary packing until the set screw
can engage the slot in the secondary packing carrier.
NOTE: The set screw should not be bottomed out against the secondary packing carrier.
10.10 Install the set screw and adjust it so that it is flush with the outside diameter of the cartridge.
10.11 Position the plunger in the cartridge until about 6 protrude from the
intermediate rod end.
NOTE: Applying a light coat of lubricant on the cartridge seal in four places helps to hold the
cartridge seal in place while installing it in the stuffing box.
10.12 If the cartridge seal is to be installed in the pump at this time, lubricate
the cartridge seal and the cartridge O-ring with an approved lubricant.
10.13 Install the cartridge O-ring around the groove in the cartridge.
10.14 Install the cartridge seal on the bottom of the cartridge.
4-71

10.15 Repeat steps 10.1 through 10.14 for the remaining cartridges if necessary.
11.
Install the cartridge in the stuffing box.
NOTE: If previously rebuilt spares are being used, cartridges must be submersed in demineralized water for several minutes to ensure that the packing is not dry during installation
and startup.
11.1 Verify that the proper cartridge is being installed.

11.2 Insert the cartridge carefully into the stuffing box, ensuring that the
cartridge seal is not disturbed and that the cartridge number is on top
(12 oclock).
11.3 Lubricate the stuffing box threads and adjusting nut threads with
Neolube.
11.4 Install the adjusting nut.
11.5 Inspect the rubber baffle plate on the intermediate rod for damage or
wear, and replace it if it is damaged or worn.
11.6 Inspect the mating surfaces of the plunger, intermediate rod, and crosshead for nicks, burrs, or high spots.
11.7 Install the intermediate rod and the rod seal retainer flange together.
11.8 Bolt the intermediate rod seal retainer flange to the pump, ensuring that
the drain hole is down.
11.9 Screw the intermediate rod into the crosshead and tighten, using a pipe
wrench.
11.10 Tighten the plunger into the intermediate rod, using the pipe wrench.
11.11 Ensure that the stuffing box adjusting nut is still tight.
11.12 Install the remaining cartridges if necessary.
4.4.2.4 Charging Pump Suction and Discharge Valve Replacement
The following tools are required to replace the suction and discharge valves:
Torque wrench, 0-250 ft.-lb. with multiplier
Torque wrench, 0-600 in.-lb.
Neolube
Special valve removal tool
Hydraulic jack with spacer, for use on stuck valves
5-pound maul
Special seating tool with nylon insert, for seating valves
4-72

Acid brush
Slide hammer
1.
Remove the suction and discharge valves.

1.1
Remove the valve cover nuts and the cover.
1.2
Remove the following from the discharge valve: valve hex nut, valve
guard or retainer, spring, valve disc, and sleeve.
1.3
Bag and tag all parts removed from the pump cavity.
1.4
Screw the special valve-pulling tool onto the discharge valve stud and
tighten firmly. Ensure that the tool has full engagement with the stud.
NOTE: Step 1.5 should be used to remove the valve with a slide hammer. If the valve does
not come out with the slide hammer, steps 1.6 and 1.7 or 1.8 should be performed.
1.5
Remove the discharge valve with the slide hammer. Unscrew the special
valve-pulling tool from the discharge valve stud, and remove the discharge valve seat.
WARNING: Ensure that all personnel are clear of the valve while the hydraulic jack is in use
to avoid injury if the valve breaks free.
1.6
Apply tension to the stud, using a hydraulic jack.
1.7
If the discharge valve seat breaks free, unscrew the special valve-pulling
tool from the discharge valve stud, and remove the discharge valve seat.
1.8
If the discharge valve seat does not break free, continue applying tension
with the hydraulic jack while rapping simultaneously on top of the tool
with a maul to loosen the discharge valve seat.
1.9
When the discharge valve seat breaks free, unscrew the special valvepulling tool from the discharge valve stud, and remove the discharge
valve seat.
1.10 Repeat steps 1.1 through 1.9 for the remaining discharge valves and all
suction valves if applicable.
2.
3.
Clean and inspect the suction and discharge valves.

2.1
Clean the valve bore/seat of the suction and discharge valves.
2.2
Perform dye penetrant examination of the valve bores.
Install the suction and discharge valves.

3.1
Ensure that the suction and discharge valve bores/seats are clean.
3.2
Install a new suction valve assembly into the suction valve bore/seat.
3.3
Center the nylon inserted end of the seating tool onto the suction valve
stud, and seat the valve into the bore/seat, using a maul as necessary.
4-73

3.4
Loosen the suction valve hex nut, and re-torque to 25 ft.-lb. (2025 ft.-lb.).
3.5
Repeat steps 3.1 through 3.4 for the remaining suction valves and all
discharge valves if applicable.
3.6
Ensure that the valve cover and the cylinder seating surfaces are clean.
3.7
Apply two coats of Neolube to cover the studs.
3.8
Install the valve cover and the new cover gasket.
3.9
Install the cover nuts and torque to 550 ft.-lb. (520580 ft.-lb.) in three
increments (180, 360, and 550 ft.-lb.).
3.10 Repeat the final pass until no further movement is evident.

4.4.2.5 Discharge Pulsation Dampener Overhaul
The following tools are required to overhaul the discharge pulsation dampener:
Leak tec
Rymple cloth
Neolube
Charging pump tool box and key
Bladder puller
Special spanner
Valve core removal tool
Chainfall (1/2-ton minimum)
6-foot strap (2)
4-foot strap
1.
4-74
Remove the pulsation dampener. Refer to Figure 4-28 for the discharge pulsation dampener details and Figure 4-29 for details on the discharge dampener
seal locations.

ANTI-EXTRUSION
RING
WASHER
O-RING
BACK-UP RING
SPACER
LOCKNUT
PLUG
Figure 4-28
Discharge Dampener Seals
4-75

BALL VALVE ASSEMBLY
NUT
END PLATE
END PLATE O-RING
CAP
GROMMET
BLADDER
CAGE
Figure 4-29
Discharge Dampener Seal Locations
4-76
1.1
Install the quick check tool, and open the ball valve.
1.2
Open the discharge pulsation dampener ball valve to bleed the residual
nitrogen pressure from the bladder.
1.3
Remove the quick check tool.

1.4
Remove the ball valve assembly with the O-ring.
1.5
Remove the cap.
1.6
Remove the O-ring and the back-up ring.
NOTE: The shell assembly can be removed by using a chainfall rigged to an overhead lift
point. When the shell assembly is removed from the flange assembly, the locating pin may
drop. Care must be taken to prevent the pin from dropping into the system.
2.
1.7
Rig to lift the shell assembly with a chainfall and lift the shell assembly
clear of the flange assembly.
1.8
Place the shell assembly on a suitable flat surface.
Disassemble the discharge dampener.

2.1
Remove the O-rings, back-up rings, locknut, and spacer.
2.2
Push the plug and poppet assembly gently into the shell.
2.3
Remove the back-up ring, O-ring, and washer.
NOTE: The anti-extrusion ring must be bent at the middle and held at an angle to clear the
opening of the shell. The anti-extrusion ring can be manipulated by inserting your hand into
the shell.
2.4 Remove the anti-extrusion ring.

NOTE: Do not allow the weight of the poppet assembly to strike the face of the shell assembly opening.
3.
2.5
Remove the plug and poppet assembly from the shell.
2.6
Remove the nut from the valve stem.
2.7
Pull the bladder from the shell.
2.8
Inspect the bladder, O-rings, back-up rings, and extrusion ring for deterioration, wear, tears, or other damage, and replace as required.
2.9
Inspect the shell for internal cleanliness and damage.
Assemble the pulsation dampener.

3.1
If a new bladder is used, remove the valve core from the new bladder
and discard it.
3.2
Squeeze the bladder to remove as much air as possible.
3.3
Apply a light coat of an approved lubricant to the shell assembly

opening.
NOTE: A threaded rod can be used with the bladder puller to aid in inserting the bladder.
4-77

3.4
Install the bladder into the shell and guide the bladder valve stem
through the small opening in the top of the shell.
NOTE: Excessive force applied to the stem nut could twist or damage the valve stem.
3.5
Install the stem nut and tighten it.
3.6
Install the plug and the poppet assembly into the shell.
NOTE: The anti-extrusion ring must be bent at the middle and held at an angle to clear the
opening of the shell. The anti-extrusion ring can be manipulated by inserting your hand into
the shell.
3.7
Install the anti-extrusion ring in the shell against the shoulder on the
plug and poppet assembly.
3.8
Apply a light coat of an approved lubricant on the shell opening.
3.9
Pull the plug and poppet assembly with the anti-extrusion ring into
position against the shell opening.
3.10 Install the washer, O-ring, back-up ring, spacer, and locknut.
3.11 Apply a light coat of an approved lubricant to the O-ring grooves on the
plug and poppet assembly.
3.12 Install the O-ring and the back-up rings.
4.
Install the pulsation dampener.

4.1
Lift the shell assembly with a chainfall into position over the flange
assembly.
NOTE: The locating pin holes should be aligned before setting the shell into the flange
assembly. After the shell with its O-rings is inserted into the flange, it is difficult to rotate.
4.2
Lower the shell assembly into the flange assembly as far as possible.
4.3
Apply a light coat of an approved lubricant to the inside diameter of the

plug for the O-ring seat.
4.4
Apply a light coat of an approved lubricant to the O-ring grooves in the

cap.
4.5
Screw the cap into the plug to seat the flange.
4.6
Remove the cap.
4.7
Install the locating pin.
4.8
Install the O-ring and back-up ring.
4.9
Lubricate the cap threads with Neolube; install and tighten the cap.
4.10 Install the ball valve assembly with the new O-ring.
4-78

4.11 Precharge the bladder.

4.11.1
Turn the handle on the air chuck counterclockwise until it stops.
4.11.2
Mount the air chuck on the valve stem and tighten it.
4.11.3
Verify that the nitrogen fill valve is shut.
4.11.4
Verify that the valve between the test gauge and accumulator is
open.
4.11.5
Turn the handle on the air chuck clockwise until the shaft depresses the valve core.
4.11.6
Mount the charging assembly regulator to the nitrogen bottle.
4.11.7
Verify that the regulator is backed out.
4.11.8
Open the valve on the nitrogen bottle.
4.11.9
Open the valve on the fill line of the charging assembly.
CAUTION: The pressure must be adjusted slowly to prevent rupturing the bladder. For lowpressure operations, the bladder should be precharged to 200 psi (190210 psi). For highpressure operations, the bladder should be precharged to 1380 psi (13701390 psi).
4.11.10 Slowly adjust the regulator valve to obtain the desired pressure.
4.11.11 Shut the valves between the test gauge and the accumulator and
the nitrogen bottle and accumulator.
4.11.12 Bleed the pressure from the charging assembly with the bleeder
valve.
4.11.13 Turn the handle on the air chuck counterclockwise, and remove
the air chuck.
4.11.14 Remove the charging assembly regulator from the nitrogen
bottle.
NOTE: If the valve core is leaking, depress the valve core, and quickly release it until the
valve reseats. This sometimes stops the leak.
4.12 When the bladder has been precharged, perform a leakage inspection
(soap test) on the ball valve assembly. No leakage is allowed.
4.13 Tighten the gas valve cap hand tight.
4.14 Install the dampener valve guard hand tight.
4-79

4.4.2.6 Suction Stabilizer Overhaul

The following tools are required to overhaul the suction stabilizer:
Leak Tec
Neolube
Rymple cloth
Charging pump toolbox and key
Bladder puller
Special spanner
Valve core removal tool
1.
Disassemble and inspect the bladder, using Figure 4-29 as a guide.

1.1
Install the quick check tool
1.2
Open the quick check vent valve.
1.3
Open the suction stabilizer ball valve to remove any residual nitrogen.
1.4
Remove the quick check tool.
NOTE: When pulling the bladder assembly out, some resistance can be expected as a result
of the O-ring fit between the end plate and the housing. A reasonable amount of force can
be used.
1.5
Remove the ball valve assembly.
1.6
Remove the machine cap
1.7
Lift the end plate, with the bladder assembly attached, out of the shell
assembly.
1.8
Remove the nut, end plate, grommet, and end plate O-ring from the
bladder assembly.
1.9
Install the ball valve assembly into the bladder, and inflate to 3 psig with
dry nitrogen.
1.10 Inspect the bladder and the valve assembly for leakage (soap test).
1.11 Deflate the bladder, and remove the ball valve assembly.
1.12 Replace the ball valve assembly and/or the bladder if they showed any
signs of leakage in step 1.10.
1.13 Inspect the bladder, end plate O-ring, ball valve assembly, grommet, end
plate, machine cap, and nut, and replace them if necessary.
2.
Assemble the bladder.

2.1
4-80
If a new bladder is used, remove the valve core from the new bladder
and discard it.

2.2
Install the special bladder puller into the valve stem.
2.3
Lubricate the valve stem assembly with an approved lubricant.
2.4
Lubricate the end plate O-ring with an approved lubricant, and install it
into the groove on the end plate.
2.5
Place the grommet behind the end plate with the curved surface facing
down.
2.6
While holding the grommet in place, insert the bladder puller through
the center hole of the end plate, and pull the stem through.
2.7
Install the nut over the valve stem and tighten snug.
2.8
Remove the special bladder puller.
2.9
Install the bladder and end plate assembly into the cage, ensuring that
the grommet enters the cage and that the end plate O-ring remains in
place.
2.10 While holding the valve stem, tighten the nut.

2.11 Lubricate the cap and the housing threads with Neolube.
2.12 Install the ball valve assembly with the new O-ring.
2.13 Precharge the bladder with a charging rig similar to that shown in Figure
4-30.
PRESSURE
GAUGE
TO
NITROGEN
SUPPLY
AIR
CHUCK
BLOWDOWN
VALVE
ACCUMULATOR
Figure 4-30
Charging Rig
2.13.1
Turn the handle on the air chuck all the way counterclockwise.
2.13.2
Mount the air chuck on the valve stem and tighten it.
2.13.3
Verify that the nitrogen fill valve is shut.

4-81

2.13.4
Verify that the valve between the test gauge and accumulator is
open.
2.13.5
Turn the handle on the air chuck clockwise until the shaft depresses the valve core.
2.13.6
Mount the charging assembly regulator to the nitrogen bottle.
2.13.7
Verify that the regulator is backed out.
2.13.8
Open the valve on the nitrogen bottle.
2.13.9
Open the valve on the fill line of the charging assembly.
CAUTION: The pressure must be adjusted slowly to prevent rupturing the bladder. Depending upon the installation, proper precharge pressure should be somewhere between 1530
psi.
2.13.10 Slowly adjust the regulator valve to obtain the desired pressure.
2.13.11 Shut the valves between the test gauge and the accumulator and
the nitrogen bottle and accumulator.
2.13.12 Bleed the pressure from the charging assembly with the bleeder
valve.
2.13.13 Turn the handle on the air chuck counterclockwise, and remove
the air chuck.
2.13.14 Remove the charging assembly regulator from the nitrogen
bottle.
2.14 When the bladder has been precharged, inspect the ball valve assembly
for leakage (soap test). No leakage is allowed.
2.15 Tighten the gas valve cap hand tight.
2.16 Install the valve guard hand tight.
4.4.2.7 Connecting Rod Bearings Removal and Replacement
NOTE: Connecting rod subassemblies consist of two halves of the connecting rod, a set of
two steel-backed, babbitted bearing halves, two bolts with locknuts, a crosshead bearing
retainer nut, and a ball. Parts from one connecting rod must not be used on another connecting rod.
1.
2.
Remove the connecting rod nuts and bolts.
3.
Remove the connecting rod cap, and pry the bearing half from it, being careful
not to scratch the journal.
4-82

4.
Slide the connecting rod to the front of the machine, and remove the other
bearing half.
5.
Inspect the bearing surface on the eccentric shaft for roughness or scratches,
and smooth as necessary.
NOTE: Bearing halves must be used as a set, but they can be interchanged on the same
connecting rod. Bearings are automatically located by dowel pins. Ensure that dowels are
bottomed in the holes provided so that the bearings are fully seated in connecting rod parts.
6.
Install the new bearing halves if required.
7.
Lubricate the rod journal and the associated connecting rod with oil.
8.
Pull the connecting rod into place on the shaft.
9.
Lubricate the connecting rod cap.
10.
Install the connecting rod cap.
11.
Install the two connecting rod bolts and snug the nuts. Torque the connecting
rod bolts to the proper torque.
12.
Repeat steps 1 through 11 for the other connecting rods if necessary.
13.
Clean the mating surfaces on the base cover, and install a new gasket if necessary.
14.
Install the base cover.
15.
Install the base cover screws and tighten them evenly.
16.
Ensure that the oil is at the correct level.
4.4.2.8 Plunger Adapter Removal and Replacement

1.
2.
Remove the well cover nuts and the well cover.
3.
Remove the crosshead oil lines.
4.
Remove the crosshead cover cap screws and the crosshead guide cover.
5.
Rotate the crosshead as necessary, and loosen both plunger adapter set screws.
6.
Rotate the shaft until the crosshead separates from the plunger adapter.
7.
Carefully lift the connecting rod and the crosshead out of the way.
8.
Loosen the packing adjusting screw.
9.
Unscrew the plunger adapter from the plunger.
10.
Remove the plunger adapter by sliding it through the baffle stuffing box.
11.
Remove the packing adjusting screw.
4-83

12.
Remove the baffle wiper washer and the baffle seal packing.
13.
Install the new plunger adapter by sliding it into position through the baffle
stuffing box.
14.
Lower the connecting rod and the crosshead into place.
15.
Rotate the shaft until the plunger adapter engages the crosshead and bottoms
out.
16.
Tighten both plunger adapter set screws.
17.
Repeat steps 1 through 16 for the other two plunger adapters if necessary.
18.
Install the crosshead guide cover and the crosshead cover cap screws.
19.
Install the oil lines on the crosshead cover.
20.
Install the base cover gasket.
21.
22.
23.
Clean the baffle stuffing box, plunger adapter, and packing adjusting screw,
using Figure 4-31 as a guide.
BAFFLE WIPER
WASHER
BAFFLE SEAL
PACKING
BAFFLE WIPER
WASHER
Figure 4-31
Typical Baffle Packing Arrangement
4-84

24.
Install the new baffle packing in the following order: one Teflon ring, two
braided rings, and one Teflon ring.
25.
Install the packing adjusting screw, but do not tighten it.
26.
Connect the plunger adapter to the plunger and tighten it.
27
Perform steps 23 through 26 for the remaining baffles if necessary.
28.
Ensure that the oil is at the proper level.
29.
Run the charging pump, and adjust the packing as necessary.
30.
Install the well cover gasket.
31.
Inspect the well, and ensure that it is free of foreign material.
32.
Install the well cover and the well cover nuts. Tighten the well cover nuts
evenly.
4.4.2.9 Fluid Drive Disassembly

1.
Drain the oil.
2.
Disconnect the oil cooler piping.
3.
Disconnect the driving and driven equipment from the fluid drive.
4.
Disconnect the speed controller connections from the fluid drive speed control.
5.
Remove the fluid drive from the sub-base.
6.
Remove the flexible coupling parts and keys from both shafts.
7.
Disassemble the output end.

7.1
Remove the cap screws and the output shaft seal end cover.
7.2
Pull out the dust seal by loosening the set screw.
7.3
Remove the bearing retaining ring, and unscrew the elastic stop nuts
from the bearing retainer.
NOTE: To remove the output bearing retainer and output outboard bearing, use the jack
screws in the tapped holes provided in the bearing retainer bolting flange. Also support a
puller to the bearing retainer shaft seal bolting flange holes. Simultaneously apply a pulling
force to the bearing retainer from the jacking screws and puller.
7.4
Remove the output bearing retainer and the output outboard bearing.
7.5
Move the speed control rod to the maximum output speed position.
7.6
Disconnect the control rod bracket and scoop guide by removing the cap
screws.
7.7
Remove the scoop guide and the scoop tube by tipping the scoop tube
assembly until the scoop tube clears the runner casing.
4-85

NOTE: The control rod bracket drops off the control rod when the scoop guide is removed.
8.
Disassemble the input end.

8.1
Loosen the access cover cap screws, and remove the access cover.
8.2
Remove the connecting link from the pump chain assembly, and remove
the chain assembly.
8.3
Loosen the pump sprocket set screw, and remove the pump sprocket.
8.4
Loosen the cap screws from the pump housing, and pull the gear pump
from the input end bell.
8.5
Place the fluid drive housing on end by fastening the screw plate clamps
to the housing input end. Do not allow the output shaft to contact the
floor.
8.6
Remove the cap screws from the input end bell bolting flange, and place
the jacking screws in the tapped holes provided.
8.7
Tighten the jacking screws to separate the input end bell from the housing.
NOTE: Before lifting the input end bell and rotating assembly out of the housing, remove the
bolts from the end bell that lock the end bell and housing together. A bench-type structure
must be provided for supporting the rotating assembly during the remainder of the disassembly. The bench top must have a hole to allow the rotating assembly to rest on the bench.
8.8
Thread an eyebolt to the coupling end of the input shaft.
8.9
Disconnect the pump-to-housing coupling.
8.10 Connect the lifting hoist to the eyebolt, and lift the input end and rotating
assembly vertically out of the housing. With the shafts in the vertical
position, lower the output end onto the bench.
NOTE: To prevent the output rotating assembly from falling onto the inner vane plate during
disassembly, block up the output shaft end with wooden blocks.
8.11 Remove the input shaft seal end cover by removing the cap screws.
8.12 Loosen the set screw, and remove the shaft dust seal.
8.13 Remove the bearing retaining ring.
NOTE: Before removing the end bell, remove the drive chain. Failure to do this will cause
serious damage to the pump sprocket or drive sprocket.
8.14 Support a puller from the input outboard shaft end, and secure the other
end to the input end bell shaft seal bolting flange.
4-86

8.15 Remove the input end bell and the input outboard bearing.
9.
Disassemble the rotating members
NOTE: Before disassembling any rotating members, be sure to locate the balancing match
marks. The cap screws must be reinserted in their original locations to preserve the dynamic
balance of the rotating assembly.
9.1
Remove the impeller pump by removing the cap screws. After the impeller pump is removed, reinsert the cap screws in their original locations.
9.2
Loosen the set screw, and remove the pump drive sprocket.
9.3
Use the bearing puller to remove the input inboard bearing.
9.4
Remove the cap screws from the input shaft flange, and insert the jacking
screws in the tapped holes.
9.5
Remove the input shaft from the impeller casing.
9.6
Remove the bearing retainer plate by removing the cap screw.
9.7
Remove the cap screws from the impeller casing.
9.8
Separate the impeller casing from the runner casing by using the jacking
screws in the tapped holes.
9.9
Attach the puller to the back wall of the impeller casing, and pull the
impeller casing and output inboard bearing. The impeller casing can be
removed from the impeller, if necessary, by removing the cap screws.
9.10 Thread an eyebolt to the input end of the output shaft.

9.11 Connect a lifting hoist to the eyebolt, and lift the output rotating assembly vertically.
9.12 Remove the runner from the output shaft, if necessary, by removing the
cap screws.
10.
Disassemble the control rod

10.1 Remove the speed control rod, lever, or crank assembly.
10.2 Remove one control rod stop by removing the roll pin and unthreading
the top.
10.3 Remove the alignment ring roll pin.
10.4 Remove the control rod, making sure to catch the alignment ring, which
will drop off the control rod.
10.5 Remove the output end bell from the housing.
10.6 Remove the springless closure.
10.7 Press out the control rod bushings only if a replacement is necessary.
4-87

4.4.3 Repair
4.4.3.1 Crosshead Ball and Socket Adjustment
Refer to Figure 4-32 while following this procedure.
CROSSHEAD
BEARING
BALL
CROSSHEAD
BEARING
NUT
CROSSHEAD
BEARING
RETAINER
CROSSHEAD BEARING
BALL SET SCREWS
CROSSHEAD
BEARING
Figure 4-32
Crosshead Ball and Socket
1.
Remove the base cover screws.
2.
Remove the base cover.
3.
Remove the crosshead oil lines.
4.
Remove the crosshead cover cap screws and the crosshead guide cover.
5.
Rotate the crosshead to expose the crosshead bearing set screw by turning the
plunger adapter.
6.
Loosen the crosshead bearing set screw.
7.
Hold the crosshead bearing retainer nut with a spanner wrench while slowly
turning the plunger adapter until a slight drag is noticed.
8.
Tighten the crosshead bearing set screw.
4-88

9.
Perform steps 1 through 8 for the remaining crossheads if necessary.
10.
Install the crosshead guide cover and the crosshead cover cap screws.
11.
Install the oil lines on the crosshead cover.
12.
Install the base cover gasket.
13.
14.
15.
Ensure that the oil is at the correct level.
4.4.4 Reassembly
4.4.4.1 Pump End Reassembly
The following tools are required to reassemble the pump end and the power end:
Lifting straps
Socket set, 3/4 drive
Socket drive handles, 1/2 and 3/4
Socket drive extension, 1/2
Valve fastener gripping tool
Adjustable wrench
Packing removal tool
Crosshead bearing spanner wrench
Baffle gland wrench
Valve removal tool assembly
Valve fastener removing tool
Allen wrench, set
Gloves, heatproof
1.
Clean the inner block, making sure that the valve tapers are clean and dry.
2.
Install the suction valves and tap them into place.
NOTE: Using the valve installation tool ensures that the entire seating area has equal force
applied to prevent damaging the seat. If this tool is not used, ensure that the force applied
covers the entire seating diameter, not just the center of the valve seat.
4-89

3.
2.1
Align the matching tapers, and drive the valve seat with the valve installation tool.
2.2
If a new cap screw is being used, trim the thread-lock flush with the top
of the thread.
2.3
Install the valve plate, springs, retainer, and hex socket cap screw. Ensure
that all parts are concentric with the seat.
2.4
Install the remaining suction valves by repeating steps 2.1 through 2.3.
Install the discharge valves, and tap them into place.
NOTE: Using the valve installation tool ensures that the entire seating area has equal force
applied to prevent damaging the seat. If this tool is not used, ensure that the force applied
covers the entire seating diameter, not just the center of the valve seat.
3.1
Align the matching tapers, and drive the valve seat with the valve installation tool.
3.2
If a new cap screw is being used, trim the thread lock flush with the top
of the thread.
3.3
Install the valve plate, springs, retainer, and hex socket cap screw. Ensure
that all parts are concentric with the seat.
3.4
Install the remaining discharge valves by repeating steps 3.1 through 3.3.
4.
Clean all fits inside the cylinder bore, and ensure that the bore and seating
surfaces that come in contact with the adjusting rings and plunger rings are
free of burrs and raised areas.
5.
Inspect the square shoulders at the threaded end of the plungers and the
threaded end of the plunger adapters for raised areas that could cause plunger
misalignment.
6.
Assemble as a unit the secondary plunger ring, secondary packing, and secondary packing adjusting ring onto the plunger.
7.
Slide the front end of the plunger through the front of the cylinder, starting
from the packing adjusting ring side.
8.
Attach the plunger to the plunger adapter.
9.
Use the packing assembly tool to compress the packing.
10.
Install the secondary packing spring over the plunger and against the secondary packing assembly.
11.
Assemble the primary packing plunger ring, primary packing, and the primary packing adjusting ring onto the plunger.
12.
Using the packing assembly tool, compress the primary packing.
13.
Install the primary packing spring over the plunger and into the packing bore.
4-90

14.
Install the front cylinder cap with the gasket over the front cylinder cap studs.
15.
Install the front cylinder cap nuts and tighten them evenly.
16.
Repeat steps 6 through 15 for the remaining plungers.
17.
Attach the upper cylinder cap gaskets onto the upper cylinder caps.
18.
Install the upper cylinder caps.
19.
Install the upper cylinder cap nuts and tighten them evenly.
4.4.4.2 Pump Power End Reassembly

1.
Install the shaft by tipping it to an angle for ease of installation.
2.
Apply a thin film of lubricating oil to all bearing surfaces.
3.
Center the shaft, and slide the eccentric bearing retainers over the shaft and
into the casing. Ensure that the original thrust washers are correctly oriented.
4.
Install the bearing retainer cap screws, and torque to the appropriate value.
5.
If removed, install the oil pump coupling by tightening the oil pump coupling
set screw.
6.
Install the oil pump.
7.
6.1
Remove the old gasket, and clean the mating surfaces.
6.2
Position the oil pump, using a new gasket.
6.3
Install the bolts and lockwashers
6.4
Torque the oil pump mounting bolts to the appropriate torque.
Install the external oil lines.
NOTE: Typically, the oil filter is a cartridge-type oil filter, and there is an O-ring in an O-ring
groove in the pump. This O-ring must be replaced every time the oil filter cartridge is
replaced.
8.
Replace the oil filter and seals.
9.
Rotate the shaft until one rod journal is positioned as far as possible to the rear.
10.
Lubricate this rod journal and the associated connecting rod with oil.
11.
Pull the connecting rod into place on the shaft.
12.
Lubricate the connecting rod cap with oil.
13.
Install the connecting rod cap.
14.
Install the connecting rod bolts, and snug the nuts.
15.
Repeat steps 9 through 14 for the other two connecting rod assemblies.
16.
Torque all connecting rod bolts to the appropriate torque.
4-91

17.
Slide crosshead assemblies toward the crosshead bearing ball bolt, and engage
the ball into the crosshead socket.
18.
Screw the crosshead bearing retainers into the crossheads.
19.
Adjust the crosshead bearings.

19.1 Hold the bearing retainer nut with a spanner wrench while slowly turning the plunger adapter with its wrench. Tighten it until a slight drag is
noticed on the plunger adapter.
19.2 Tighten the set screw.
19.3 Repeat steps 19.1 and 19.2 for the other two crossheads.
20.
Install the crosshead cover and the cap screw. Torque to the appropriate
torque.
21.
Install the crosshead cover oil tubing.
22.
Install the shaft key.
23.
Install the coupling hub, ensuring that it is aligned with the match mark made
during disassembly. If a new shaft is being used, ensure that it is the same
distance from the end of the shaft as the match mark on the old shaft.
24.
Install the gear reducer, ensuring that the previously installed shims are replaced in their original positions.
25.
Lubricate the couplings.

25.1 Install a grease fitting or the grease gun hose into the coupling.
25.2 Rotate the coupling until the grease fitting or plug hole is 45 from the
top center.
25.3 Pump an approved grease into the coupling until the excess flows from
the lower plug hole.
25.4 Remove the grease fitting or the grease gun hose.
25.5 Install the lube plugs, and tighten them snug tight.
25.6 Wipe off the excess grease.
25.7 Repeat steps 25.1 through 25.6 for the remaining coupling.
25.
Align the motor, gear reducer, and pump.
26.
Connect the couplings.
27.
Torque the coupling bolts to the appropriate torque.
28.
Lubricate the couplings with an approved lubricant.
29.
Place the new front cap gasket over the front cap, and ensure that the gasket is
seated all the way.
30.
Install the front cap, ensuring contact with the primary packing spring.
4-92

31.
Install and tighten the front cap nuts, ensuring that the front cap is pulled
down evenly.
32.
Torque the front cylinder cap nuts to the appropriate torque.
33.
Repeat steps 29 through 32 for the remaining two front caps.
34.
Fill the pump with oil and install the base cover with a new gasket.
35.
4.4.4.3 Fluid Drive Reassembly

Refer to Figure 4-33 while following this procedure.
CROSSHEAD
BEARING
BALL
CROSSHEAD
BEARING
NUT
CROSSHEAD BEARING
BALL SET SCREWS
CROSSHEAD
BEARING
RETAINER
CROSSHEAD
BEARING
Figure 4-33
Crosshead Ball and Socket
NOTE: It is recommended that new anti-friction bearings be used on reassembly. When antifriction bearings are assembled, they should be heated in oil to a temperature of 250300F.
The impeller and bearing backing plate must be on the runner shaft before assembly of the
pilot bearing.
NOTE: It is recommended that new gaskets be used on reassembly. Be sure that the gaskets are cut exactly the same as the original gaskets. Gaskets are made of 1/32 thick
Armstrong 852 or the equivalent. Seal the gaskets with Permatex No. 3. Do not use an
excessive amount of Permatex because the excess can contaminate the oil.
4-93

1.
Assemble the rotating members.

1.1
Install the runner on the output shaft, using the cap screws if they were
removed.
1.2
Install the output shaft.
1.3
Install the impeller, casing, and output inboard bearing.
NOTE: Before installing the impeller casing to the runner casing, be sure to locate the
balancing match marks and align them.
2.
1.4
Install the impeller casing to the runner casing, using the cap screws.
1.5
Install the bearing retainer plate, using the cap screws.
1.6
Install the input shaft in the impeller casing, using the cap screws.
1.7
Install the input inboard bearing.
1.8
Install the pump drive sprocket and the set screw. Do not tighten the set
screw.
1.9
Install the impeller pump, using the cap screws.
Assemble the input end.
NOTE: Inspect the chain to be sure that it is free from dirt and grit before installing it. Fit the
chain around both sprockets, bringing the free ends together on the pump sprocket. A chain
puller might be required to bring the free ends of the chain together so that the connecting
link can be inserted and secured in place. Place a straight edge over the chain span, and
push on the span center with a steel ruler so that the opposite chain span is taut. The sag is
the dimension between the straight edge and the chain span. The maximum recommended
chain sag for assembly is 5/8.
2.1
Install the input outboard bearing, drive chain, and input end bell.
2.2
Install the bearing retainer ring.
2.3
Install the shaft dust seal, and tighten the set screw.
2.4
Using the lifting assembly on the input end shaft, lower the rotating
assembly vertically into the housing.
2.5
Connect the pump to the housing coupling.
2.6
Install the cap screws in the input end bell.
2.7
Install the gear pump to the input end bell, using the four cap screws
from the pump housing.
2.8
Install the pump sprocket and the set screw. Do not tighten the set screw.
2.9
Install the access cover and the cap screws.
2.10 Tighten the pipe coupling to the external pump suction.

4-94

NOTE: Accurate alignment of the drive sprocket and the pump sprocket is required to obtain
the maximum chain and sprocket life. Assemble both sprockets, but do not tighten the set
screw. Accurately align both sprockets axially by placing a straight edge or heavy cord
across both sprocket surfaces. After the sprockets are aligned, be sure to tighten the
sprocket set screws.
3.
Assemble the output end.
NOTE: The scoop tube must not rub on the rotating runner casing when in the minimum
output speed position. Assemble the control rod stops exactly as on the original installation.
If new control rod stops are installed, set one stop to leave 1/8 clearance between the
scoop tube tip and the runner casing in the minimum output speed position. Set the other
stop to give the proper stroke travel.
4.
5.
3.1
Install the control rod bracket, scoop tube, and scoop guide.
3.2
Install the output outboard bearing and the bearing retainer, using the
elastic stop nuts.
3.3
Install the bearing retaining ring.
3.4
Install the dust seal and tighten the set screw.
3.5
Install the output shaft seal cover, using the cap screws.
Install the speed control rod end assembly if applicable. Refer to Figure 4-34.
4.1
Push the control rod away from the side to which the control rod end is
to be mounted until the control rod is against the stop.
4.2
Attach the guide plate to the outside of the housing loosely.
4.3
Thread the jam nut on the control rod.
4.4
Thread the adjusting rod on the control rod until it is flush with the outer
edge of the guide plate, and tighten the jam nut.
4.5
Thread the jam nut on the rod end, and thread the rod end into the
adjusting rod.
4.6
Tighten the jam nut and the guide plate bolts.
Install the speed control crank assembly if applicable. Refer to Figure 4-35.
5.1
Position the control rod in the approximate center of travel.
5.2
Thread the adjusting shaft on the end of the control rod until the shoulder on the adjusting shaft is flush with the outside edge of the housing.
5.3
Attach the holding plate to the housing.
5.4
Attach the balance handle by either tightening the set screw into the hole
in the adjusting shaft or inserting the roll pin, whichever is provided.
4-95
117
79
101
136 116
78
43 100
37
24
36
193
185
166
176
165 169 175
173
211
or
213
129
157
233 234
127
214 215 216
62 61
200 204
175 176
107
162
165 166
162
67
121
147
68
69
157
169
173
NOTE: FINAL ASSEMBLY TO

HAVE 1/16 MINIMUM SHAFT
END FLOAT.
146 142
152
119 72 71 54 103
98
85
34
154
Figure 4-34
Speed Control Rod End Assembly
187
253
INPUT
16
4-96
144
137 136 132 143

ITEM
NO.
6
16
24
34
36
43
54
61
62*
67
68
69
71*
72
78
79
85
98*
100
101
103
107
116
117
119
121*
127*
129*
132
136
137
142*
143
144
DESCRIPTION
Housing
Output Shaft
Runner
Dowel Pin
Hex. Hd. Cap Screw
Impeller
Impeller Casing Assembly
Bearing Back Up Plate
Output Inboard Bearing
Bearing Retainer Plate
Hex. Hd. Cap Screw
Flatwasher
Impeller Oil Pump Gasket (1)
Impeller Oil Pump
Hex. Hd. Cap Screw
Flatwasher
Runner Casing
Impeller-Runner Casing Gasket (1)
Hex. Hd. Cap Screw
Flatwasher
Dowel Pin
Input Shaft
Hex. Hd. Cap Screw
Flatwasher
Dowel Pin
Inboard Bearing
Drive Sprocket
Chain and Connecting Link
Input End Bell
Sq. Hd. Pipe Plugs
Sq. Hd. Pipe Plug
Input End Bell Gasket (1)
Hex. Hd. Cap Screw
Flatwasher
ITEM
NO.
142*
143
144
146*
147*
152*
154
157*
158*
162*
165
166
169
173*
175
176
185*
187
193
200
204
211
214
215
216
233
234
253
262*
DESCRIPTION
Input End Bell Gasket (1)
Hex. Hd. Cap Screw
Flatwasher
Pump Gasket (1)
Pump Assembly
Pump Sprocket
Woodruff Key-Sprocket
Outboard Bearing
Outboard Bearing
Retaining Ring (2)
Dust Seal Ring
Set Screw - Cup Point
Shaft Seal End Cover
End Cover Gasket (2)
Hex. Hd. Cap Screw
Flatwasher
Output End Bell Gasket (2)
Output End Bell
Scoop Tube Assembly
Scoop Tube Guide
Soc. Hd. Cap Screw
Control Rod Bracket
Shim (As Req.)
Hex. Hd. Cap Screw
Flatwasher
Stud
Elastic Stop Nut
Output Bearing Retainer
Breather Filter (1)
* Recommended Spare Parts
Figure 4-34 (continued)

Speed Control Rod End Assembly
GUIDE PLATE
ADJUSTING ROD
ROD END
JAM NUT
JAM NUT
CONTROL ROD
MOVEMENT TO
INCREASE SPEED
CONTROL ROD
SIDE OF HOUSING
Figure 4-35
Speed Control Crank Assembly
4-97

6.
Install the speed control lever assembly if applicable. Refer to Figure 4-36.
6.1
Push the control rod away from the side of the housing to which the
lever is to be attached until the control rod is against the stop.
6.2
Bolt the guide plate and the bracket on the outside of the housing loosely.
6.3
Thread the jam nut on the control rod.
6.4
Thread the adjusting rod assembly on the control rod until it is flush with
the outer edge of the guide plate.
6.5
Tighten the jam nut against the adjusting rod.
6.6
Attach the fork to the end of the adjusting rod.
6.7
Insert the lower pin of the lever assembly through the yoke of the lever.
Secure the pin with cotter keys.
6.8
Insert the lower pin into the fork.
6.9
Put the pivot pin through the bracket and the lever assembly. Secure the
pin with cotter keys.
6.10 Tighten the bracket and the guide plate bolts.

6.11 Thread the jam nut on the yoke end, thread the yoke end into the lever,
and tighten the jam nut.
7.
4-98
Adjust the speed indicator.

7.1
Attach the speed indicator assembly near the end of the control rod
opposite to the speed control rod end, crank, or lever.
7.2
Thread one jam nut on the control rod, add the indicator, and thread the
other jam nut on the control rod.
7.3
Attach the indicator strap to the housing and the output bearing retainer.
7.4
Attach the indicator plate and arrow to the indicator strap in the proper
position. When viewed from the output end, the speed increase arrow
should always point to the right, and the letters should read from left to
right.
7.5
Position the control rod in the minimum output speed position. When
viewed from the output end, the control rod is pushed to the left against
the stop for the minimum output speed position.
7.6
Adjust the indicator to line up with the letter A on the indicator plate
with the control rod in the minimum output speed position, and tighten
the jam nuts.

ADJUSTING SHAFT
BALANCE
HANDLE
CONTROL ROD
MOVEMENT TO
INCREASE SPEED
CONTROL ROD
SIDE OF
HOUSING
HOLDING
PLATE
Figure 4-36
Speed Control Lever Assembly
8.
Reinstall the fluid drive onto the sub-base.
9.
Reconnect any speed controller connections that were previously disconnected.
10.
Reconnect the driving and driven equipment to the fluid drive.
11.
Reconnect the oil cooler piping.
12.
Refill the fluid drive with new oil.
4-99

5
POST-MAINTENANCE STARTUP, OPERATION, AND
TESTING
5.1 Centrifugal Charging Pump Startup

These general guidelines for centrifugal pump startup are not intended to take the place
of approved operating procedures.
5.1.1 Pre-Startup Preparations

5.1.1.1 Flush the Lubricating System
The entire lubricating system, including the reservoir, oil pump, cooler, and piping,
should be cleaned before starting the pump after maintenance.
1.
Remove the pump sleeve and the Kingsbury bearings.
2.
Remove the reservoir cover.
3.
Wash the reservoir interior with kerosene and wipe with clean, lint-free rags.
4.
Fill the reservoir with warm oil (180200F).
5.
Start the auxiliary oil pump and circulate oil through the system.
6.
Lightly tap or vibrate the entire length of piping to loosen scale or dirt buildup
inside the piping. Circulate the oil and vibrate the piping for several hours,
observing the oil returning to the reservoir to verify that loose scale and dirt
have been flushed.
7.
When all loose scale and dirt have been flushed, drain the reservoir and piping.
8.
Remove sections of piping where scale and dirt might have accumulated (low
or restricted sections). Soak and clean the piping sections with kerosene and a
brush.
9.
Wipe the reservoir and piping internals with clean, lint-free rags.
10. Reinstall the reservoir cover.

5-1

11. Reinstall the piping.

12. Clean and install the Kingsbury bearing.
13. Measure and record the thrust collar runout.
14. Before reinstalling the top half of the bearing housing, pour one pint of clean
oil over the entire bearing.
15. Renew the gasket and reinstall the top half of the bearing housing.
16. Clean and reinstall the pump sleeve.
17. Fill the system with cool oil (less than 128F) to the required level.
18. Run the auxiliary oil pump to fill the oil lines, and add oil to restore the proper
oil level.
NOTE: The pump must be completely filled with liquid. The rotating parts within the pump
depend upon this liquid for lubrication and can seize if the pump is operated dry.
5.1.2 Pump Startup

1. Ensure that the retainer plates are out of the shaft sleeve groove. Ensure that
the shaft rotates by hand. Use the strap wrench if necessary.
2.
Open the valves for packing/seal cooling, if supplied.
3.
Lift the relief valves by hand to verify freedom of operation. The gland nuts
should be finger tight.
4.
Open the pump suction valve.
5.
Prime the pump by using one of the following methods:
NOTE: If the pump is the self-priming type, the pump primes itself automatically by some
internal hydraulic device or by recirculation.
a.
For a pump that has a positive head on the suction, open the vent on top
of the pump casing. Shut the vent when all entrapped air has escaped.
b.
For a pump that has a suction lift, prime the pump by the means provided.
NOTE: The discharge valve must be opened slowly to avoid abrupt changes in velocity and
surging in the inlet line.
5-2
6.
Start the pump.
7.
When the pump reaches full speed and pressure, slowly open the discharge
valve fully.
8.
Verify that all temperatures and pressures are normal.

5.2 Centrifugal Charging Pump Operation
5.2.1 Normal Operation

After the pump has been started and final adjustments have been made, a periodic
check of the following should be made:
NOTE: As the oil temperature rises, the oil level might drop slightly. Ensure that the normal
oil level is established after operating temperatures have been reached.
Bearing temperatures and oil level
Cooling water system, both for the oil cooler (if installed) and the stuffing box
Suction and discharge pressure gauges
Vibration levels
Satisfactory packing/seal operation
NOTE: It is important that the pump not be operated at less than the design minimum flow.
Doing so causes undue vibration, noise, and/or overheating.
NOTE: Always reduce the capacity by throttling the discharge valve. Never reduce the
capacity by throttling the suction valve because a sudden demand for more liquid could
result in a starved inlet and possibly a dry pump before the inlet valve can be opened
enough to meet the changed demand. Throttling the inlet could reduce the pressure in the
impeller eye below the minimum required, causing cavitation.
5.2.2 Operational Testing

1. Check for unusual vibration by doing the following:
1.1
Feel the bearing caps by hand.
1.2
Listen to various parts of the pump, using a screwdriver, stethoscope, or

a portable vibration meter.
2.
Using a hand-held mechanical tachometer or a strobe tachometer, check the

pump RPM.
3.
Ensure that the pump has proper suction and discharge pressures.
4.
Using a clamp-on volt and ammeter, ensure that the pump motor is not drawing excess current.
5-3

5.
Check the following casing and piping joints for leakage:

Casing joints
Sealing lines
Seals
Gauge lines
Recirculating line, if installed
Flange fittings
Valves
NOTE: If you cannot hold your hand against the bearing housing, use a thermometer with
the bulb imbedded in a mound of clay or putty that is on the external surface of the bearing
housing. The maximum allowable temperature for a babbitted journal bearing is 180F. For
general service roller bearings, the maximum allowable temperature is 230F. Cooling water
outlet temperatures of 120130F are desirable for both types of bearings.
6.
Allow the pump to run for about 20 minutes to reach normal operating temperature, and then check the bearing housing. The temperature of the fluid
being pumped determines the temperature of the shaft and pump casing and
is a contributing factor in bearing temperature. Normally, you can hold your
hand against the housing at temperatures up to about 130F.
5.3 Centrifugal Charging Pump Testing
5.3.1 Vibration
On-line vibration monitoring is a diagnostic tool used to detect early signs of pump
problems. The key to a successful vibration monitoring program is not only the integrity of the data, but also the repeatability of measurement locations and mounting of the
sensors. The types of vibration monitoring systems currently in use in the industry are
the portable data collection system and the continuous data collection system.
Portable data collection systems typically have from one to four signal inputs and are
compatible with a variety of transducer types. Multi-channel units are often able to
calculate cross-channel phase. The typical portable data collection system is shown in
Figure 5-1. The main disadvantage of portable data collectors is lack of repeatability,
usually due to not locating the sensors in exactly the same place every time.
There are at least two important applications for continuous vibration monitoring
systems. One application is the continuous examination of journal bearing condition, so
that an immediate shutdown signal can be generated in case of impending catastrophic
failure. The other application uses sensors and multiplexers for routine monitoring of
machines where it would be difficult or impossible to collect the data by hand. These
5-4

systems usually do not sense each vibration signal continuously, but are organized to
examine each location in a prescribed order and to save spectral or time-domain data
according to a predetermined schedule and/or when measured levels exceed predetermined limits. A typical multiplexed system is shown in Figure 5-2.
Sensor(s)
Data Collector/Analyzer
Reports, Graphs
Computer
Data Collector/Analyzer
Printer
Figure 5-1
Portable Data Collection System
Mux, Signal
Conditioning
Sensors
Mux, Signal
Conditioning
Reports, Alarms
Computer
etc.
Figure 5-2
Multiplexed Continuous Data Collection System
Most of these systems have no data processing at the sensor locations, and a few of
them have minimal processing in the multiplexers. This way, the multiplexer can send
data to the host computer in order of severity of the measured RMS levels. This is desirable in that it can analyze the most significant data without waiting for the entire multi-
5-5

plexing cycle to repeat. With a system containing several hundred sensors, this becomes
an important issue. Some newer continuous monitoring systems use digital signal
processing (DSP) at each sensor location. These systems use chips that can be programmed to perform various analysis functions, depending on the condition sensed at
the measurement point.
Typical sensor mounting positions for a horizontal pump are shown in Figure 5-3.
ELECTRIC
MOTOR
MACHINE
Figure 5-3
Horizontal Pump Sensors
Vibration conversion values are listed in Table 5-1 in order to convert from one reading
to another.
Table 5-1
Vibration Conversion Values
Multiply the following by the numerical values:
To obtain
Average
RMS
Peak
Peak-to-Peak
Average
1.0
1.111
1.571
3.142
RMS
0.900
1.0
1.414
2.828
Peak
0.636
0.707
1.0
2.0
Peak-to-Peak
0.318
0.354
0.500
1.0
A vibration diagnostic chart is presented in Table 5-2 to aid in the vibration-related

troubleshooting of pump problems.
5-6
Table 5-2
Vibration Diagnostic Chart
CAUSE
Unbalance
(worn or lost parts,
bent shaft)
Bent shaft
AMPLITUDE
Proportional to
unbalance. Largest in
the radial direction
Steady.
Thermal bow
Varies during
operation.
Large in the axial
direction. 50% or more
of radial vibration
Misalignment of
couplings or
bearings
Bad bearings, antifriction type
PHASE
Single reference
mark.
1 x RPM, 2 x
RPM if bent at
coupling.
1 x RPM.
180 out of phase

axially.
1 x RPM usually.
Sometimes 2 or 3
x RPM
1, 2, and 3 x
RPM.
Variable with the load. Normally 1 x
RPM. Sometimes
2 x RPM.
Unsteady. Use
Very high. Several
velocity, acceleration,
times RPM.
or spike energy
measurements if
possible
Single reference
mark.
Single, double, or
triple.
REMARKS
One of the most common causes of vibration.
Appears after maintenance or after long periods of
use.
Increasing vibration during variations in load or

during start-up from a cold condition.
One of the most common causes of vibration. Best
found by the appearance of large axial vibration.
Appears after maintenance or after long periods of
use.
Mechanical
looseness
Soft foot
FREQUENCY
1 x RPM.
Two reference marks.

Slightly erratic.
Check the mountings for variations in vibration
amplitude.
Erratic.
The bearing responsible is most likely the one

nearest the point of the largest high-frequency
vibration.
5-7
AMPLITUDE
Usually not large.
FREQUENCY
1 x RPM.
PHASE
Single mark.
Electrical
Disappears when the

power is turned off.
1 x RPM or 1 or 2
x line frequency.
0-50% of 1 x, 1 x,
higher harmonics.
1 x RPM or the
number of blades
on impeller x
RPM and
harmonics.
Very high.
Number of gear
teeth x RPM.
Single or rotating
double mark.
Erratic.
Rubbing
Hydraulic forces
Bad gears or gear

noise
Cracked shaft
Structural
resonance
Low. Use velocity or

acceleration
measurements if
possible.
Variable during
transients.
Steady or variable.
1 x, 2 x RPM.
1 x RPM but
often odd, nonsynchronous
frequency.
REMARKS
If on the gears, the largest vibration is in line with
the gear centers. If on the motor, the vibration
disappears when the power is turned off. If on the
pump, attempt to balance.
If the vibration amplitude drops off instantly when
the power is turned off, the cause is electrical.
Many frequencies over the entire frequency
spectrum.
Erratic.
Change in 1 x phase
often occurs.
Erratic.
2 x excitation of critical during coast down. Other

faults can also cause change in 2 x RPM.
If the problem starts on an old machine, check for
soft feet or cracked supports.
CAUSE
Eccentric journals
5-8
Table 5-2 (continued)

Vibration Diagnostic Chart

5.3.2 Capacity
If the static heads, pressure differences, and friction-head losses of any system are
combined and plotted against the capacity, the resulting curve is called the system-head
curve. Superimposing a pump head-capacity curve at constant speed on this systemhead curve permits us to determine the capacity at which the two curves intersect, and
this is the capacity that is delivered into the system by the pump at the given speed.
Figure 5-4 shows a system-head curve, while Figure 5-5 shows a pump head-capacity
(H-Q) curve superimposed on the system-head curve.
HEAD
SYSTEM-HEAD
CURVE
FRICTION
LOSSES
TOTAL
STATIC
HEAD
CAPACITY
Figure 5-4
System-Head Curve
H-Q CURVE
HEAD
SYSTEM-HEAD
CURVE
CAPACITY
Figure 5-5
H-Q Curve Superimposed on a System-Head Curve
5-9

For systems with varying static heads or pressure differences, it is possible to construct
curves corresponding to the minimum and maximum conditions, as shown in Figure
5-6. The corresponding intersections with the pump head-capacity curve then determine the minimum and maximum flows that the pump delivers into the system.
The performance of a centrifugal pump is generally described in terms of the following
characteristics:
Rate of flow, or capacity Q, expressed in units of volume per unit time, most frequently ft3/s, gal/min, or m3/h (1 ft3/s = 449 gal/min; 1 m3/h = 4.403 gal/min)
Increase of energy content in the fluid pumped, or head H, expressed in units of

energy per unit of mass, usually ft.-lb./lb. or, more simply, ft, or m
Input power P, expressed in units of work per unit of time, Bhp
Efficiency , the ratio of useful work performed to power input
Rotative speed N, in rev/min
Because the parameters indicated are all mutually interdependent, it is customary to

represent the performance of a centrifugal pump by means of characteristic curves. For
any given capacity on such a characteristic curve, the relationship between performance
characteristics is expressed by the equation = QH/3960P, where is efficiency expressed as a decimal, is the specific gravity of the fluid pumped, Q is in gal/min, H is
in ft, and P is in Bhp.
M
TE E
YS RV
S
X. CU
MAEAD
EM
H
ST RVE
Y
S U
N. C
MI EAD
H
PUMP HEAD CAPACITY CURVE
Q WITH MIN. S.H.
Q WITH MAX. S.H.
HEAD
MAX.
STATIC
HEAD
MIN.
STATIC
HEAD
CAPACITY
Figure 5-6
Characteristics of a System with a Variable Static Head
5-10

Because the capacity at which a pump can operate corresponds to the intersection of the
system-head curve with the pump head-capacity curve, any changes in pump capacity
can be obtained only by varying one or the other of these two curves. Thus, the capacity
of a centrifugal pump operating in a system can be regulated by changing the pump
speed or throttling the discharge valve. The pump head-capacity curve can be changed
by operating the pump at variable speeds as shown in Figure 5-7. The shape of the
system-head curve can be altered by creating artificial losses through throttling a valve
in the pump discharge as shown in Figure 5-8.
H-Q CURVE
FULL SPEED
SYSTEM-HEAD
CURVE
HEAD
H.Q. AT SPEED N
H.Q. AT SPEED N
H
1
2
H2
FRICTION
LOSSES
STATIC
PRESSURE
OR HEAD
Q
2
Q
1
MAX.
CAPACITY
Figure 5-7
Varying Pump Capacity by Varying Speed
5-11

H-Q CURVE
CONSTANT SPEE
SYSTEM-HEAD
CURVE
3
H2
S.H. CURVES BY
THROTTLING
VALVE
HEAD
H
1
FRICTION
STATIC
PRESSURE
OR HEAD
Q
2
Q
1
MAX.
CAPACITY
Figure 5-8
Varying Pump Capacity by Throttling
If entrained air or gas is permitted to enter a centrifugal pump along with the liquid it is
pumping, the performance of the pump decreases. The amount of air or gas that can be
handled is probably in the range of 1/2% by volume. The effect on pump capacity at
various levels of air or gas entrainment is shown graphically in Figure 4-6.
In all centrifugal pumps, the affinity laws allow you to project capacity, head, and brake
horsepower for small changes in pump speed. For a given pump, the affinity laws are:
The capacity varies directly as the speed: Q1 = N1

Q2 N2
The total head varies as the square of the speed: H1 / H2 = (N1 / N2)2
The brake horsepower varies as the cube of the speed: BHP1 / BHP2 = (N1 / N2)3
5.3.3 Temperature
The thermodynamic problem that arises from the operation of a centrifugal pump at
extremely reduced flows is caused by the heating of the liquid handled by the pump.
The difference between the brake horsepower consumed and the water horsepower
developed represents the power losses within the pump itself, except for a very small
amount lost in the pump bearings. These power losses are converted into heat and
transferred to the liquid passing through the pump. The temperature rise can be calculated from the formula:
5-12

F rise
where:
(Bhp - whp) x 2545

(Flow in lbs/hr x Cp)
2545 = BTU equivalent of 1 hp hour

Cp = specific heat of the liquid
A more convenient formula relates the temperature rise to the total head and to the
pump efficiency:
F rise
Total Head in Feet (1/e - 1)

778 Cp
This formula can be used to plot a temperature rise curve directly superimposed on the
performance curve of a centrifugal pump.
The maximum permissible temperature rise varies over a wide range, depending on the
type of installation. If a pump were to operate against a completely closed discharge,
the power losses would be equal to the shut-off brake horsepower and, because there
would be no flow through the pump, all this power would go into heating the small
quantity of liquid contained within the pump casing. The pump casing itself would heat
up, and a certain amount of heat would be dissipated by radiation and convection to the
surrounding atmosphere. However, because the temperature rise in the liquid pumped
would be quite rapid, it is safer to ignore the dissipation of heat. On this basis, the
temperature rise in the liquid contained in the casing can be determined from the formula:
F rise/minute
42.4 x Bhp at shut-off x 1

Weight of liquid in pump in lbs Cp
Because operation of a pump may, on occasion, take place at shut-off or at extremely

low flows, a means must be provided to prevent operation below whatever has been
established as the minimum capacity. This is typically accomplished by installing a
bypass in the discharge line from the pump side of the valves. The bypass must lead to
some lower pressure point in the system where the excess heat can be dissipated. Normally, an orifice in this line is used to limit bypass flow to the desired value.
The other temperature of concern is bearing and lubricating oil temperatures. Oil, in
addition to acting as a lubricant for the bearing surfaces, cools the bearings by carrying
heat away from hot spots. The hot oil leaving the pump bearings is typically returned to
an oil cooler, where it gives up its heat to cooling water. The oil is then returned to the
oil sump for further use. Controlling the flow of cooling water by throttling valves
allows a specific range of oil temperatures to be maintained. Normal oil temperatures
run from 120150F. The maximum permissible bearing temperature is 180F, at which
point the bearing is termed a hot bearing. Some roller bearings are allowed to reach
230F before they are considered overheated.
5-13

Both oil temperature and bearing temperature must be constantly monitored, using
installed instrumentation to ensure that the line shaft components are receiving the
proper cooling.
5.3.4 Pressure
To deliver a given volume of liquid to the system, a pump must impart to the liquid
energy that is made up of the following components:
Static head
Difference in pressures existing on the liquid surfaces
Friction head
Entrance/exit losses
The static head refers to a difference in elevation. Thus, the total static head of a system
is the difference in elevation between the discharge and suction liquid levels. The static
discharge head is the difference in elevation between the discharge liquid level and the
pump centerline. The static suction head is the difference in elevation between the
suction liquid level and the pump centerline. If the static suction head is a negative
value because the suction level is below the pump centerline, it is usually called the
static suction lift. If either the suction or discharge liquid level is under a pressure other
than atmospheric, this pressure can be considered either as part of the static head or as a
separate iteman addition to the static head.
Friction head loss is the head expressed in feet of the liquid pumped that is necessary to
overcome the friction losses caused by the flow of liquid through the piping, valves,
and fittings. These losses vary roughly as the square of the flow through the system.
They also vary with the size, type, and surface condition of the piping and fittings.
These losses typically increase as the piping deteriorates with age. Friction head loss is
usually estimated based on data established for average piping 10 or 15 years old.
If the supply of a pump originates in a reservoir or tank, losses occur at the point of
connection of the suction piping to the source of supply. These are referred to as entrance losses. The magnitude of these losses depends on the design of the pipe entrance.
Similarly, on the discharge side of the system where the discharge line terminates at
some body of liquid, the velocity head of the liquid is entirely lost and must be considered as part of the total losses of the system. These are referred to as exit losses. For the
sake of simplicity, entrance and exit losses are generally incorporated into the friction
losses of the system.
The following formula can be used to determine the approximate total head that a
centrifugal pump will develop:
H = f (DN/1840)2
5-14

where:
H = total head in feet of liquid

f = a speed constant
D = impeller diameter in inches
N = pump revolutions per minute
At shutoff, f varies from 1.01.15, and at maximum efficiency, f varies from 1.100.75.
Normally, an average of 0.95 is sufficiently accurate. To convert H in feet to pressure in
psi, divide H by 2.31. To determine H for a multistage pump with equal impeller diameters, determine H for one stage and multiply by the number of stages; as an alternate
method, determine H for each stage and add the values of H. Because suction pressure
is seldom zero, expected discharge pressure should be computed by adding the positive
suction pressure to or by subtracting the suction lift (vacuum) from the total head developed by the pump.
Both the suction pressure and discharge pressure need to be constantly watched to
ensure proper pump operation. Typically, the suction side of the pump presents more
problems than the discharge side.
Tests are conducted to demonstrate that the hydraulic performance of the pump is
satisfactory. To achieve satisfactory results, good instrumentation is needed, as well as a
test installation that is free of harmful flow disturbances on the suction side of the
pump.
Configuration of the intake, the actual flow path, and the resulting intake velocities and
flow patterns are key factors in both the test situation or actual installation. Consideration of end, back, and side wall clearances from the pump suction, along with the
distance from the suction to the bottom of the intake are important factors. Intake channel disturbances must be avoided. Channeling devices installed to improve flow
conditions must be carefully designed if they are to have the desired beneficial effect.
Very few test installations are totally free of hydraulic disturbances. In many instances,
such disturbances exist but go undetected because they cannot be seen or easily and
conveniently measured. Vortices that entrain air usually induce noise and vibration in
the pump but do not necessarily affect the hydraulic performance of the pump. Hydraulic performance, however, is affected when the vortices are of such a magnitude
that the entrained air blocks a portion of the water passage. Good practice dictates that
intermittent and sustained air entraining vortices be eliminated before testing.
Geometry-induced circulation, as opposed to pre-swirl at reduced capacities, would
normally go unnoticed even though it could drastically affect pump performance over
the operating range of the pump. For both high and low specific-speed pumps, one
possibility for determining the presence of circulation is to run performance tests at two
different submergence pressures. If the results are not congruent, circulation could be a
reason for the differences.
5-15

5.4 Positive Displacement Charging Pump Startup

NOTE: Never start a positive displacement pump with the discharge valve shut because
pump damage will occur.
1.
If the pump has a packing cooling/lubrication system, place this system in

operation approximately 30 minutes before starting the pump.
2.
Open the suction and discharge valves.
3.
Verify that the suction pressure is sufficient to prevent pump cavitation.
4.
Verify that the suction stabilizer and discharge dampener pressures are correct.
5.
Verify that the oil level in the sightglass is at the half-full mark.
6.
If the machine has a fluid drive, start the fluid drive as follows:
6.1
Move the speed controller to the minimum output speed position. This
allows the drive equipment to start under virtually no load.
6.2
Start the driving equipment.
NOTE: When starting a fluid drive that has an air-type oil cooler located in low-temperature
air, make sure that the bypass valve on the cooler line opens at the proper pressure.
NOTE: Normal vibration is 1 Mil or less (peak-to-peak) on the housing. If vibration is 3 Mils
or greater on the housing, the fluid drive should be shut down for an investigation of the
excessive vibrations.
6.3
Move the speed controller slowly in the direction to increase the speed
until the output shaft begins to turn. Allow the machine to run under
these condition, and inspect to see that the fluid drive is operating
smoothly and with no excessive vibration before increasing the speed.
NOTE: Before the oil temperature reaches 130F at the oil cooler outlet, the water flow
should be started through the oil cooler. If an air cooler is used, start the fan.
6.4 Verify that cooling is established to the cooler.

NOTE: During operation of the fluid drive, the oil temperature can safely vary a considerable
amount. The temperature of the oil leaving the cooler should be 130F but can safely vary
between 60160F. The temperature of the oil entering the cooler can go as high as 200F.
Any temperature above 215F should be investigated immediately.
6.5 Verify that the fluid drive parameters are normal.
5-16

NOTE: If your unit has a low oil pressure cutout switch, the start switch must be held in until
the oil pressure reaches the minimum setpoint, typically 10 psi. Normal oil pressure should
be in the range of 3035 psi. Oil pressure can be changed by adjusting the oil system relief
valve.
7.
Start the machine by pressing the start button, and verify that the oil pressure
reaches the normal operating pressure.
8.
Verify that the pump is operating normally and that no abnormal noises are
present.
9.
Verify the proper packing gland leakoff.
5.5 Positive Displacement Charging Pump Operation

In addition to performance testing, vibration analysis, and pressure tightness testing
using locally generated procedures, the following break-in procedure should be used if
the packing or plungers were changed and the pump/system design allows for a breakin period:
1.
5 minutes at no load
2.
5 minutes at 25% load
3.
4.
5.
10 minutes, or until the outside temperature of the stuffing boxes has stabilized, at full load.
During this time, occasionally check the plunger well area for leakage. If the temperature of the stuffing box exceeds 140F, stop the pump until the stuffing box cools.
If any bearings were changed out, the following procedure for bearing break-in should
be followed:
1.
Run the pump at 0% discharge pressure for 10 minutes.
2.
Run the pump at 50% discharge pressure for 10 minutes.
NOTE: When the pump is running at 100% discharge pressure, the oil temperature must
stabilize before the completion of the break-in period.
3.
Run the pump at 100% discharge pressure for 1 hour.
During break-in and normal operation, the pump should be monitored for excessive
vibration noise. If the oil temperature is below 180F and stable, the pump is ready for
normal service. If the oil temperature at any time exceeds 180F, stop the pump, drain
the oil, and inspect the power frame. Allow the pump to cool for 1 to 2 hours before
retesting.
5-17

5.6 Positive Displacement Charging Pump Testing
5.6.1 Vibration
Vibration testing is typically performed either monthly or quarterly, with the majority
of the plants performing it quarterly. It is also performed during surveillance testing,
after maintenance has been performed on the pump. Although a few plants have their
pumps instrumented for data collection, the majority of the plants use portable vibration data collectors. When using the portable data collectors, the technician must ensure
that the vibration readings are taken at exactly the same spot every time for the trend
analysis to be effective.
5.6.2 Capacity
Capacity testing on a positive displacement pump is very difficult to perform, because
the head curve for these pumps is a straight vertical line. A flow verification is normally
done after maintenance during the performance of the surveillance test.
5.6.3 Temperature
The temperatures of main concern in the positive displacement pump are bearing/
lubricating oil temperature and stuffing box temperature.
5.6.4 Pressure
The discharge pressure on a positive displacement pump is the same as the system
pressure that the pump is pumping to. Therefore, the main pressure of concern for the
positive displacement pump is seal water pressure. Air binding of the seal water pump
leads to reduced seal water pressure/flow to the stuffing box, causing the stuffing box
temperature to rise and the packing wear rate to increase.
5-18

6
BIBLIOGRAPHY
Reference Works
Balance Quality of Rotating Rigid Bodies. ANSI 52.19-1975. American National Standards
Institute, 1975.
Guide to Mechanical Mounting of Accelerometers. ANSI 52.61-1989. American National
Standards Institute, 1989.
ISO 2548. International Standards Organization, 1996.
ISO 3555, International Standards Organization, 1996.
Mechanical Vibration of Large Rotating Machines.ANSI 52.41-1985. American National
PTC 8.2-1990. ASME, 1991.
Specification for Measurement of Linear Vibration on Gear Units. ANSI/AGMA 6000-A88.
American National Standards Institute /American Gear Manufacturers Assoc., 1988.
Techniques of Machinery Vibration Measurement. ANSI 52.17-1980. American National
Books and Technical Manuals
Baumeister, Theodore. Marks Standard Handbook for Mechanical Engineers, 8th Edition.
1987.
Booser, Richard E., Editor. CRC Handbook of Lubrication (Theory and Practice of Tribology,
Vol. II. Theory and Design. Boca Raton, FL: CRC Press, Inc., 1984.
6-1

FailuresRolling Element Bearings. American Society for Metals. 1990.

Gear Drive Maintenance Instruction. Falk Corporation. 1993.
Indicator Reverse Method of Pump Shaft Alignment. Naval Sea Systems Command. 1991.
Instructions for Maintenance and Operation of Glycol Fluid Drive. Howsen Sirocco, Inc.
1993.
Karassik, Igor J. Pumps & Systems Hydraulics. 1988.
Lynwander, Peter. Gear Drive SystemsDesign and Application. Marcel Dekker, 1983.
Nanyar, Mohinder. Piping Handbook, 6th Edition. McGraw-Hill, 1992.
Nuclear Plant Reliability: Data Collection and Usage Guide. TR-100381. Palo Alto, CA:
Electric Power Research Institute, April 1992.
Operating and Maintenance Instructions. Pacific Pumps. 1986.
Operating Instructions for Gaulin Model NP18 Pump. Gaulin Pumps. 1992.
Reliability-Centered Maintenance (RCM) Technical Handbook. TR-100320, 2 vols. Palo Alto,
CA: Electric Power Research Institute, January 1992.
Shaft Alignment Operations Manual. Industrial Maintenance Systems. 1985.
Utility Machinery Vibration Monitoring Guide. NP-5311. Palo Alto, CA: Electric Power
Research Institute, August 1987.
Yeaple, Frank. Fluid Power Design Handbook. 1984.
Articles
Abov-Haidar, A. N. Avoiding Troubles in Large Gear Boxes. Plant Engineering, May
1995.
Atkins, Ken. Positive Displacement Pump Vibration. Pumps and Systems, October
1994.
Bowers, Stewart. Vibration Data Acquisition Techniques. Pumps and Systems, August
1994.
Cornell, Gary. Pulsation and Surge Control. Pumps and Systems, June 1994.
Delevich, Walt. Install Seals the Right Way. Maintenance Technology, August 1994.
Drago, James. Gaskets and Packing for Controlling Emissions. Plant Engineering, May
1992.
6-2

Duncan, Justin. Pumps: A Primer. Engineered Systems, June 1995.

Evans, Galen. Alignment Using Laser Technology. Plant Services, April 1995.
Foszcz, Joseph L. Maximizing Geared Speed Reducer Life. Plant Engineering, April
1993.
Garcia, T. A. and Nancy Voorhees. Install the Correct Bearing Replacement. Plant
Services, November, 1992.
Hafner, Eugene R. Sleeve Bearings: Materials Determine Performance. Maintenance
Technology, February 1994.
Herguth, William R. Oil and Wear Particle Analysis. Maintenance Technology, April
1992.
Hernandez, Terry. Reliability-Driven Pump Maintenance. Pumps and Systems, November 1994.
Hernandez, Walter. Using High-Frequency Vibration Analysis. Maintenance Technology, April 1995.
Jendzurski, Thomas. Managing Bearing Installation. Maintenance Technology, September 1995.
Jendzurski, Thomas. Ten Threats to Bearing Reliability. Maintenance Technology,
February 1995.
Kapple, Dave. Improving Your Shaft Alignment Strategy. Maintenance Technology,
January 1995.
Ledbetter, Curtis J. Fretting Corrosion Patterns Reveal Bearing Problems. Maintenance
Technology, 1991.
Mann, Gary and Dennis Shreve. On-Line Surveillance Systems for Vibration Analysis.
AIPE Facilities, November/December 1991.
Marscher, William and Eric Olson. Active Vibration Testing. Plant Services, April 1995.
McClain, Bill. Selecting Sensors for Low-Frequency Vibration. Maintenance Technology,
April 1995.
Mohr, Gary. Technology Overview: Ultrasonic Detection. P/PM Technology, August
1995.
OConnor, Lee. Setting the Shaft Straight. Mechanical Engineering, October 1993.
Rotondi, Roger H. Oil Analysis, What It Is and How It Fits. Plant Services, April 1995.
6-3

Taylor, Jim. Step Up to Vibration Analysis. Maintenance Technology, October 1992.

Valenti, Michael. Studies in a Vortex. Mechanical Engineering, April 1995.
Presentations
J. F. Kolonay and H. T. Maguire, Jr., Westinghouse Approach to Reliability Centered
Maintenance presented at the American Nuclear Society international meeting on
Nuclear Power Plant and Facility Maintenance (April 1991).
L. W. Owsenek and W. D. Midgett, Important Decisions in RCM Program Planning:
Inception to Implementation presented at the International Atomic Energy Agency
meeting, Vienna, Austria (1991).
Sequoyah Nuclear Plant, Reliability-Centered Maintenance Qualitative Analysis
presented at the ANS/ASME Nuclear Energy Conference (1992).
6-4

Appendix A
COMBUSTION ENGINEERING PLANT CVCS
The chemical and volume control system (CVCS) takes reactor coolant system (RCS)
water from the suction of reactor coolant pumps (RCPs).
To maintain RCS water chemistry and the purity of the RCS, the letdown portion of the
CVCS is used to divert a small amount of RCS water through filters and ion exchangers
where unwanted suspended solids and ionic impurities are removed from the fluid.
The water is then returned to the RCS via the charging pumps along with any chemical
additions that might be necessary to maintain desired conditions in the RCS. The CVCS
consists of three subsystems, as shown in Figure A-1:
Letdown: The portion of CVCS from the RCS to the volume control tank (VCT)
Charging: Commonly considered to extend from the VCT outlet until the water
enters the RCS
Chemical addition: The portion of CVCS that provides makeup and chemical addition to the VCT and charging pump suction
NOTE: A general system description is provided in this appendix. Actual plant system and
system operation vary from plant to plant. This description is intended to identify system
modes of operation that affect charging pump operation and performance.
A-1
A-2
Figure A-1
Chemical and Volume Control System, On-Line Diagram
(Normal Mode of Operation)

Functions of the Chemical and Volume Control System

The primary functions of the chemical and volume control system are to:
Maintain chemistry and purity of the RCS during normal operation and during shutdowns including crud burst cleaning
Maintain the desired volume of water in the RCS
Provide control of the boron concentration in the RCS
Provide an alternate mechanism to reduce RCS pressure through the use of the auxiliary pressurizer spray
Provide leak testing of the safety injection system and check valves
Provide continuous measurement of fission product activity in the RCS
Collect controlled bleed-off flow from RCP seals
Detect any leakage that exists in the RCS
Provide injection of concentrated boric acid during a safety injection actuation signal
(SIAS)
Provide an alternate method of filling the RCS
Automatically divert letdown when the volume control tank reaches its highest permissible level
Design Criteria of the CVCS
The chemical and volume control system is designed to be capable of performing to the
following specifications:
Accept letdown when heating the RCS at the administrative heatup rate (75F/hr) or
provide makeup using two of the three charging pumps when the RCS is cooled at the
administrative cooldown rate (75F/hr) in order to maintain the desired RCS water
volume
Allow for a design plant power step change (10%) and a ramp change (5%) of full
power per minute when power is between 15% and 100% power
With VCT level in its normal operating level band, provide sufficient capacity to accommodate an RCS inventory change resulting from a power decrease from 100% to 0%
power with no makeup
Maintain RCS activity within technical specification limits assuming 1% failed fuel and
continuous full power
Maintain RCS chemistry within technical specification limits
Allow addition of boric acid to the RCS at a rate capable of counteracting the positive
reactivity addition produced during an administrative RCS cooldown rate (75F per
hour) and the maximum xenon decay rate using only one charging pump
Allow the operator to borate the RCS to the refueling boron concentration required by
technical specifications
A-3

CVCS Subsystem Matrix and Components
CVCS Process Radiation Monitor

The purpose of the CVCS process radiation monitor is to alert the operator to an increase in RCS radioactivity.
The CVCS process radiation monitor is a trend monitor whose primary purpose is to
indicate the possibility of fuel clad failure. Adjustable alarm setpoints are normally set
at a value slightly above the background reading. It is expected that gross activity will
periodically increase above the alarm setpoints due to normal plant transients. Consequently, the alarm will periodically activate and the operator must determine the cause
of the alarm.
In time, the RCS activity should return to the previous, lower, steady state value. If an
alarm is received, the setpoints are immediately raised above the higher levels and the
alarm circuits are reset. This ensures that any successive increases are brought to the
operators attention.
Volume Control Tank

This 4,200-gallon tank is provided in the CVCS system to perform the following functions:
Provide a surge volume for the RCS
Provide a method to maintain H2 concentration in the RCS. (The VCT is normally
blanketed with between 10 and 60 psi of H2.)
Provide a reservoir of RCS for charging pumps to ensure adequate net positive
suction head (NPSH)
Provide a readily identifiable method to determine if RCS leakage exists
The VCT is sized to provide sufficient volume so that with the VCT just within the low
end of its normal operating band, a power load transient from 100% to 0% full power
can still be accommodated without requiring additional makeup. With the VCT just
within the high end of its normal operation band, it can still accept up to 500 gallons of
additional water during dilution operations.
VCT Level Control

The VCT has a level control system that provides alarms and automatic action (shown
in Figure A-2) to alert the operator, actuate alarms, and ensure NPSH to the charging
pumps.
A-4

100%
(2K12-H5)
Clear High Level Alarm 81%
Return To VCT 77%
83% High Level Alarm (2K12-H5)

78% Divert To BMS
75% Stop Auto Makeup
Normal
Operating Band
Start Auto Makeup 60%
59% Clear Low Level Alarm (2K12-H5)
Low Level Alarm 57%

(2K12-H5)
11% Clear Low-Low Level Alarm (2K12-G5)

Low-Low Level Alarm 9%
(2K12-G5)
7% Charging Pump Suction Return To VCT
Charging Pump Suction To RWT 5%

0%
Figure A-2
VCT Level Control System
VCT Gas Control

The VCT is normally blanketed with 10 to 60 psig of hydrogen. This hydrogen overpressure helps maintain the oxygen concentration in the RCS within the technical specification limit of < 0.10 ppm O2 for steady state operation and < 1.00 ppm for transient
operation. Maintaining the oxygen concentration within these limits of the RCS is minimized and reduces the potential for RCS leakage or stress corrosion failure.
The hydrogen blanket also provides adequate NPSH for the charging pumps during
normal operation. The pressure in the VCT may be monitored outside the VCT room.
An alarm in the control room is provided to alert the operator to abnormal pressures in
the VCT.
The pressure in the VCT is usually controlled at > 31 psig. The actual pressure is determined based on the actual and desired total dissolved gas concentration in the RCS.
A-5

RCP Controlled Bleed-Off Isolation Control Valve

The controlled bleed-off isolation valves of the RCP are provided to isolate bleed-off
flow to the VCT. The controlled bleed-off flow is directed to the VCT to minimize the
amount of makeup required for the RCS. Approximately 4 gpm of the RCS flows into
the VCT (1 gpm from each RCP).
Controlled bleed-off flow from the RCPs passes through the excess flow check valves,
which work on a forced balanced principle. The excess flow check valves are completely
closed by 15 gpm.
To prevent damage to the RCP seals, the control bleed-off relief valve is installed on the
controlled bleed-off line upstream of the controlled bleed-off flow path if the isolation
valves close. The valve is typically set to lift at 150 psig, and it is sized to pass up to 13
gpm (equivalent to one RCP having a failed seal and the three other RCPs having normal controlled bleed-off flow).
A motor-operated isolation control valve is provided to allow isolation of the relief
valve. This valve is controlled by a key-operated hand switch located on a panel. The
valve hand switch is normally in the locked open position.
Two alarms for high pressure are provided on the RCP control bleed-off line, when the
indicated pressure is > 120 psig and > 250 psig.
Auxiliary Pressurizer Spray Control Valve

The auxiliary pressurizer spray valve is used during times when normal pressurizer
spray is not available because the RCP is secured. This motor-operated valve can be
positioned from hand switches on the control room panel or the remote shutdown
panel.
Letdown
N-16 Decay Chamber

To minimize radiation levels inside the auxiliary building, an N-16 decay chamber is
provided. This is an enlargement in the letdown line just prior to the regenerative heat
exchanger. Its purpose is to slow the letdown fluid to allow sufficient time for the radiation decay of N-16. N-16 has a half-life of approximately 7.13 seconds.
Letdown Line Stop Valve

The first component downstream of the RCS is a letdown line stop valve. This valve is
located in the containment near the regenerative heat exchanger. The valve is motoroperated and controlled by a hand switch on a control room panel. A valve position
indicator (open and closed) is provided on the panel.
A-6

The reason for having letdown isolated if the regenerative heat exchanger outlet temperature gets too high is to protect the heat exchanger from excessive thermal stress.
When letdown is isolated and charging is still in service, thermal shocking of the charging nozzles at the RCS could result. The SIAS actuation is caused by low RCS pressure
and is indicative of either a loss of coolant accident (LOCA) or an over-cooling event
such as a main steam line rupture. In these events, the control valve closes to provide
possible leak isolation and to minimize the amount of coolant leaving the RCS.
Regenerative Heat Exchanger Inlet Valve

The regenerative heat exchanger inlet valve is physically located in the containment just
downstream of the letdown line stop valve. This valve provides physical isolation of the
letdown system from the regenerative heat exchanger and also provides inside containment isolation capability of the letdown header. This valve is motor operated and can
be controlled from the control room panel. A valve position indication (open and
closed) is provided on the panel.
Regenerative Heat Exchanger

The regenerative heat exchanger is physically located in the containment area. This heat
exchanger, with charging flow going back to the RCS providing the cooling medium.,
reduces letdown. The letdown heat exchanger preheats the charging system fluid to
approximately 410F before it enters the RCS. The regenerative heat exchanger also
preheats the charging system fluid before it enters the RCS (approximately 410F),
which helps to reduce thermal stress at RCS charging inlet nozzles.
When the regenerative heat exchanger is in service, letdown fluid from the RCS flows
through the tube side (at 40 gpm), while charging header fluid from the charging
pumps flows through the shell side (at 44 gpm). The 4 gpm difference between these
two flows is accounted for by controlled bleed-off flow into the VCT. This flow is normally 1 gpm from each of the four reactor coolant pumps.
Letdown Containment Isolation Valve

The letdown containment isolation valve provides outside containment isolation capability on the letdown header. This valve is an air-operated valve and is controlled from
a hand switch on a control room panel. A valve position indication (open and closed) is
provided on the panel. The valve will fail closed on loss of instrument air or on loss of
dc power.
Letdown Flow Control Valves

The letdown flow control valves are provided to control the letdown flow from the RCS
in order to maintain the desired RCS.
A-7

During system operation, the control room operator can select one or both of these
valves to control flow using a hand switch on a control room panel. Normally only one
of these valves is in service and it is controlled automatically by the letdown flow valve
controller, located on the panel. The controller controls the position of the selected
valves based on input from the pressurizer level control system.
The operator can take manual control of these valves if necessary due to system conditions or automatic control system malfunctions.
Mechanical Description of Control Valves

The letdown flow control valves are globe valves. Letdown flow passes into the bore
inlet and then through the sides of the disc stack to the outlet port. The disc stack serves
as a protective strainer, preventing particles from entering the system and possibly
causing damage to system components. The plug can be positioned within the disc
stack bore to expose more or fewer passages to obtain precise control of the flow.
The disc stack permits changes in flow rate while limiting flow velocity. The disc stack
consists of a number of discs into which labyrinth flow passages have been etched to
allow a fixed flow. Impedance in the passages is developed by a series of right-angle
turns with a specific number of turns in each passage to limit velocity to an acceptable
level.
Shutdown Purification Inlet

During shutdown cooling operations, the only method to maintain RCS purity is by
using a flow path through the letdown system known as shutdown cooling purification.
In the shutdown cooling system, a line physically taps off downstream of the shutdown
cooling heat exchangers. This line is isolated by a valve and can be used to divert a
portion of the shutdown cooling flow (RCS fluid) to the letdown system.
This line from the shutdown cooling system taps into the letdown system just downstream for the letdown flow control valves. While utilizing shutdown cooling purification, a maximum limit (50 psi RCS pressure) must be ensured to prevent challenging
the downstream relief valve. Purification flow rate is controlled by using the back
pressure control valves and/or controller in manual operation mode.
Letdown Pressure Safety Relief Valve

The letdown pressure safety relief valve is located downstream of the letdown flow
control valves. This pressure safety valve (PSV) lifts at 600 psig and discharges to the
holdup tanks (HUTs). The PSV is designed to protect the letdown heat exchanger and
system piping from being pressurized above the design pressure of 650 psig.
A-8

Letdown Heat Exchanger

The letdown heat exchanger is provided to reduce the temperature of the letdown fluid
from the outlet of the regenerative heat exchanger to a temperature compatible with the
purification ion exchanger resin. A component cooling water (CCW) loop provides
cooling water to the letdown heat exchanger.
Backpressure Control Valves

The backpressure control valves are provided to ensure that the pressure in the letdown
heat exchanger is maintained above the saturation pressure of the letdown fluid entering the heat exchanger.
During shutdown cooling purification, control valves are used to control the amount of
purification flow. The letdown relief valve is designed to protect the low pressure
piping, filters, ion exchangers, and strainers from being over-pressurized. This safety
relief valve typically relieves at 200 psig and discharges to the holdup tanks.
Boronometer and Process Radiation Monitor Isolation Valve

The process radiation monitor isolation valve serves to isolate the boronometer, which
has been abandoned in place by some CE plant designs, and the process radiation
monitor if high temperature conditions exist at the outlet of the letdown heat exchanger.
Purification Filters
The purification filters are cartridge-type filters that retain 98% of particles greater than
2 microns. The purpose of the filters is to remove insoluble particulate from the letdown
prior to entering the purification ion exchangers. Under maximum letdown flow conditions, the expected differential pressure across the filters is 5 psid (when the inservice
filter is clean) to as much as 60 psid (when the filter is clogged). If the differential pressure is > 30 psid, an alarm is activated.
These purification filters are in parallel and only one filter is in service at a time. The
filters each pass the maximum letdown flow without exceeding the maximum differential pressure across the filter cartridge during maximum fouled conditions.
A-9

Purification Ion Exchangers

The purification ion exchangers are provided to remove ionic impurities from the RCS
via the letdown system.1 The ion exchangers are filled with (32 cubic feet) of usable
mixed bed H-OH resin.2 The ion exchangers are designed with the capability to allow
maximum letdown flow.
When restoring an ion exchanger after loading new resin, it is important to realize that
the resins will absorb large amounts of boron from the letdown fluid passing through it.
This diluted fluid will be charged back to the RCS and will add positive reactivity. To
preclude this, the standby ion exchanger is borated and lithiated by passing a trickle
flow of letdown through the ion exchanger. Placing a new or unborated demineralizer
in service is a reactivity manipulation.
Deboration Ion Exchanger

The deboration ion exchanger is loaded with H-OH resin identical to the purification
ion exchangers and used as a backup purification ion exchanger. The construction and
operation of the tank is identical to the purification ion exchangers.
Ion Exchanger Bypass Control Valve

The purpose of this valve is to divert letdown flow around the purification ion exchangers if the outlet temperature of the letdown heat exchanger increases to 145F. This
serves to protect the ion exchanger resins from damage. The valve automatically repositions to direct flow back through the ion exchangers if the letdown temperature decreases (below 140F). Additionally, in the event of a dilution accident, the control valve
will bypass the ion exchangers.
The air-operated control valve is controlled by a three-position hand switch located on
the control room panel. When this switch is on auto, the valve automatically positions
to bypass the ion exchangers. The valve fails to the bypass position on loss of instrument air or on loss of dc power supply.
Letdown Strainer
The letdown strainer is provided as a backup to the ion exchanger retention devices to
prevent resin from entering the VCT. If the differential pressure across the strainer is in
excess of 20 psid, an alarm sounds in the control room. A hard piped line is installed to
flush the strainer to the spent resin tank.
1
The original design of the system had the ion exchangers filled with an Li form of resin for control of the lithium (Li) and cesium
(Cs) concentration in the RCS. One demineralizer was in service for ionic impurities, and the other was in intermittent use for Li and
Ca control.
A given resin will remove either cations or anions, not both, from solution. To accomplish simultaneous removal of cations and
anions, mixed bed resins are employed. In the mixed bed resins, a cation-exchange resin and an anion-exchange resin are placed in
the same column. If the products of the two exchanges are H+ and OH-, the net result is to remove ions from solution to yield pure
water since H+ and OH- produced during ion exchange combine to produce water (H2O).
A-10

VCT Inlet Control Valve

The VCT inlet control valve is a three-way air-operated valve provided to direct letdown flow to the volume control tank (VCT) or the vacuum degassifier in the boron
management system (BMS). The valve control circuit will fail to the VCT position on
loss of instrument air or on loss of dc power.
Shutdown Purification Return Line

When on shutdown cooling purification, the shutdown cooling pump has a small
portion of its discharge diverted to the letdown system in order to help maintain RCS
water purity. After passing through the letdown purification filters and ion exchangers, this flow is returned to the suction of the low-pressure safety injection pumps.
Charging Header
The charging header receives water from the volume control tank, the refueling water
tank, or the chemical addition system and discharges the water into the RCS.
This portion of the chemical and volume control system works in conjunction with the
letdown portion to maintain the pressurizer level in the appropriate range. It provides
a means to add highly borated water or pure water for activity control in the RCS. It is
also used to perform check valve testing in the safety injection system.
VCT Outlet Control Valve

The VCT outlet valve is provided to isolate the VCT from the suction header of the
charging pumps. The valve is a motor-operated valve and is controlled by a threeposition hand switch located on the control panel.
RWT to Charging Pump Suction Isolation Valve

The refueling water tank (RWT) to charging pump isolation control valve is provided
to align the RWT to charging pump suction. This valve is controlled by a three-position
hand switch located on the control panel. When this switch is on auto, the valve automatically positions based on the VCT level.
Charging Pumps
RCS water is diverted to the letdown system to provide filtering and purification to the
RCS. The charging pumps serve to send the water that was removed back to the RCS in
order to maintain the RCS inventory at desired levels. During steady state operation,
total letdown plus controlled bleed-off flows are equal to the total charging flow going
back to the RCS.3
3
During power operations, the control board operator can use this concept to identify any leakage that exists in the reactor coolant
system. If the charging flow is greater than the total of the letdown PWS controlled bleedoff, then excess leakage can exist. Load
transients or any perturbation causing a change in RCS temperature masks any leakage that might be present. Other methods are
available to the control room staff to determine actual leakage values.
A-11

The charging pumps are positive displacement pumps with three plungers (triplex).
Each pump is driven by a 480 volt ac, 100-horsepower motor. Each pump has its own
integral leakage collection system. The internals of the pumps are austenitic stainless
steel. Each charging pump has its own seal lubrication provided by a separate pump
with its own subsystem.
Suction and discharge dampeners are provided to reduce pulsations or vibrations
produced by the plungers. The discharge dampener N2 charge (or overpressure) can be
adjusted to lower values than normal when the charging pumps are used during low
RCS pressure conditions. The charging pumps suction header can be supplied from any
of the following sources:
VCT
Blending tee
Refueling water tank (RWT)
Boric acid makeup tank (BAMT)
Each charging pump suction piping is equipped with a thermal relief valve that lifts if
the suction pressure reaches 150 psig. Charging pump discharge relief valves provide
overpressure protection for the positive displacement pumps. These valves all lift at
2,735 psig.
A low oil pressure alarm, set at 10 psig, is provided for each charging pump. These
alarms are also actuated by the associated hand switch being in the stop position or by
the control circuit being de-energized.
The charging pumps are controlled by hand switches. The swing charging pump can be
powered from either the red train or the green train and subsequently has two hand
switches. These hand switches are three-position switches.
Normally, only one pump has its hand switch in the start position. The other two pump
hand switches are in the auto position, and the pumps cycle as needed depending on
the pressurizer/level. Another hand switch, the charging pumps select switch, is used
to designate the lead and standby pumps.
NOTE: Several plants have employed runtime meters, located on the charging pump/seal
water pump control panel, to record actual charging pump operation. The associated
runtime meter is energized when the charging pump receives a start signal. These meters
can be used by maintenance to determine the total runtime or by operations to determine
the amount of time that a charging pump has run since starting.
In addition to the hand switches, each charging pump has a local hand switch at each
pump breaker.
A-12

Normally, in remote mode, the following occurs to the associated pump if the switch is
in local mode:
Remote indication and control is lost.
The automatic start features from the pressurizer level control system and the safety
injection activation signal (SIAS) are removed.
The normal sequencing for loading of this particular charging pump onto the emergency diesel generator is bypassed.
The runtime meter is not energized on pump start.
A control room alarm is activated in the control room indicating that the charging
pump hand switch is not in remote mode.
The charging pumps are powered from vital 480 V ac motor control centers. In addition
to an automatic start command from the pressurizer level control system, each charging
pump automatically starts if the following signals are received:
The charging pumps automatically stop if the pressure falls to less than 10 psia with
no SIAS signal present.
If an SIAS signal is present, the charging pumps continue to run, regardless of the
suction pressure.
The discharge of the charging pumps has a flow tap and a pressure tap to allow monitoring of the system. The pressure readings can be monitored, and an alarm is generated when the charging pump discharge pressure drops below 2000 psig. The charging
pump discharge flow can also be monitored, and an alarm is generated when the discharge flow decreases to less than 25 gpm.
Charging Pump Seal Lubrication System

As shown in Figure A-3, each charging pump has its own charging pump seal lubrication system. The seal lubrication pumps take suction from the seal water tank. Two
pressure sensors are provided in each system to check for inner and outer seal failures.
These transmitters send a signal to an alarm switch. If the pressure is < 5 psig or > 15
psig, a control room alarm will activate.
The sensors tap in on the seal return side of the charging pump seal. A high-pressure
condition indicates inner packing failure and a low-pressure condition indicates an
outer packing failure. Inner and outer refer to the side of the seal water injection
ring on which the packing is located.
Makeup to the seal water tank is via a solenoid valve actuated by a level switch
mounted on the tank. When the seal water tank level is low, the valve opens to supply
makeup water from the RWT. The solenoid valve isolates makeup water just before the
water reaches the tank overflow level.
A-13

ZP 100
Header
GCH
V
F1
Manual
Fill
P1
Seal
Water
Tank
Leakoff
Box
Tank
Overflow
Packing (1)
Plunger (3 per pump)
P1
L1
PSH
PAH1
Tank Drain
(2)
PSL
DCH
(1) Provided with high-pressure and-low pressure packing. Low-pressure

packing is in outer set. Plunger leakoff indication provided by plexiglass
cover on top of leakoff box.
(2) Valve is throttled to maintain back pressure.
Figure A-3
Charging Pump Seal Lubrication System
The seal lubrication pumps are controlled by three-position hand switches. When these
switches are in the auto position, the seal water pump is interlocked to start when its
respective charging pump starts. When the switch is in the hand position, the seal water
pump runs continuously. The relay that starts the seal water pump in auto also starts
the charging pump runtime meters. The third position on the switches is stop.
Charging to HPSI Header Isolation Control Valve

Should the normal charging header become unavailable for any reason, an alternate
charging discharge flow path to high-pressure safety injection (HPSI) header can be
used. This connection can also be used for testing of the safety injection check valves
into the RCS.
Charging Line Isolation Control Valve

The charging line isolation control valve is provided to isolate the discharge of the
charging pumps. During normal operation, the valve is in the locked open position.
After passing through the regenerative heat exchanger, the charging flow can be directed through three different paths. Two of these paths route the charging flow directly
back to the RCS and the third allows water to be directed to the top of the pressurizer
and can be used as an alternate method to reduce RCS pressure.
A-14

RCS Charging Line Isolation Control Valves

Normal charging flow back to the RCS passes through two motor-operated valves. One
control valve isolates the charging header for each RCP discharge.
In parallel with these valves is a spring-loaded check valve. The check valve is designed
to provide a backpressure of 200 psi on the charging header if both motor-operated
isolation valves are closed. This backpressure would force flow through the seal injection during RCS fill. It also provides a charging pump discharge flow path if a charging
pump is started with both normal loop flow path isolation valves closed, and provides a
thermal relief path if charging line isolation valves are shut with hot letdown flow
continuing.
Chemical Addition System
The chemical addition system, shown in Figure A-4, provides makeup and a means to
add chemicals to the reactor coolant system, spent fuel system, and the refueling water
tank. The ability to minimize corrosion and control reactivity is a function of the system.
A-15
VCT
Reactor
m/u Water
2CV4941-2
RWT
Spent Fuel Pool
FD
2T-7
Charging Pump
Suction
Reactor
m/u Water
2CV-4927
Drain Collection
Header
2CV4916-2
To/From u-1
Chem Add
2CV4903-2
2FE4927
2CV4915-2
2CV
4930
2T6B
2CVC
53B
2T-8
2CV
4926
Drain
Collection
Header
2CV
2CV
4920-1 4921-1
2P-39B
2FE4926
FE
2P-39A
Charging Pump
Suction
2CVC
53A
Figure A-4
Chemical Addition System
2T6A
A-16
Charging Pump
Suction

The chemical addition system works in conjunction with the charging portion of the
CVCS. One of the suction sources listed for the charging pumps is the chemical addition
system. The chemical addition system provides a means to add chemicals to the RCS
and auxiliary systems. The following chemicals are added to the reactor coolant system:
Boric acid is added to the RCS for reactivity control. Boration is required during a
shutdown for refueling, maintenance, cooldown, or other reasons to ensure that the
required shutdown margin4 is maintained. Boration can be required during normal
operations to maintain required control element configurations. Changes in boron
concentration are required during a fuel cycle to compensate for fuel depletion and
fission product poisons buildup in the core. Boric acid is also injected into the RCS
by the emergency core cooling system (ECCS) when RCS pressure falls below the
allowable emergency safety features actuation system (ESFAS) setpoint on two out
of four channels. Boric acid is also added to the following auxiliary systems/components:
Spent fuel system
Refueling water tank (RWT)
Lithium hydroxide is added for pH control.
Hydrazine is added for oxygen control at low temperature.
Hydrogen is added for oxygen control when the plant is at normal operating temperatures. Hydrogen is added to the RCS indirectly by providing a hydrogen overpressure on the VCT.
The chemical addition system also provides a means for mixing and storing chemicals.
Boric Acid Batch Tank

The boric acid batch tank is a 630 gallon tank that is used for the preparation of concentrated boric acid solutions. The batch tank is designed to permit mixing and transferring
of up to 12 weight percent (wt%) boric acid solution.
When mixing a batch of boric acid solution, drums of dry boric acid powder are added
in the desired proportions to heated demineralized water that has been added to the
batch tank from the reactor makeup water tank. Three 15 kW electric immersion heaters
are provided to heat the water temperature in the tank to 150F. Heating the water
before adding the boric acid facilitates the mixing of the boric acid crystals and prevents
any precipitation of crystals in the tank.
A line is provided at the bottom of the batch tank to the drain collection header for
flushing purposes. The tank is provided with an overflow line that directs the flow to a
floor drain.
Shutdown margin is defined by technical specifications as the instantaneous amount of reactivity by which the reactor is subcritical or would be subcritical from its present condition assuming all control element assemblies are fully inserted except for the single
assembly of highest reactivity worth which is assumed to be fully withdrawn.
A-17

After mixing a batch of boric acid solution, the contents of the tank can be sent by gravity drain to the following locations:
Boric acid makeup tanks via the boric acid batching tank strainer
Boric acid mixing tank
A strainer removes particles prior to discharge from the tank. The strainer consists of a
wire mesh cloth lining in a perforated basket. The strainer is electrically heat traced and
insulated to prevent boric acid from crystallizing and obstructing the flow.
Boric Acid Makeup Tanks

The boric acid makeup tanks (BAMT) are used to store the boric solution used to borate
the RCS in accordance with the technical specifications.5 The BAMTs are designed to
permit storage of boric acid solutions in concentrations of up to 3.5 weight percent.
Each tank has a capacity of 11,700 gallons, and the level is normally maintained greater
than 80% in each tank. The level in each tank is monitored by a level-indicating transmitter.
Each tank is insulated and is provided with two independent, full capacity, strap-on
heater banks consisting of three heaters per bank. Redundant heaters are provided to
ensure that the borated water source for the RCS is maintained above 55F.
Each boric acid makeup tank is vented to the gas collection header. Reactor makeup
water can be sent to the tanks for flushing purposes. Each tank overflows through a
loop seal to the drain system. Although the BAMTs can provide a suction source directly to the charging pumps suction line, under normal operation the boric acid is
routed from the tanks to the suction of the boric acid makeup pumps.
Gravity Feed Control Valves

These motor-operated gate valves provide a boric acid gravity feed flow path from the
BAM tanks to the suction of the charging pumps. This path would be utilized if the
BAM pumps were incapable of functioning and emergency boration of the RCS was
required.
5
For Modes 1, 2, 3, or 4, technical specification LCO 3.1.2.8 states that the required volume of boric acid solution must be maintained
greater than 55F. The volume of boric acid required in the BAMTs is dependent on the stored BAMT concentration, in weight
percent of boric acid, and the RWT boron concentration in PPM. Refer to TS 3.1.2.7 Figure 3.1-1 on page 3/4 1-14 of the technical
specifications. In Modes 5 and 6, either the RWT has to be operable or one BAMT with a minimum contained water volume of 3,400
gallons (equivalent to 31% tank level), a boric acid concentration between 2.5 weight percent and 3.5 weight percent, and a
minimum solution temperature of 55F.
A-18

Boric Acid Makeup Pumps

Two boric acid makeup (BAM) pumps are provided to send a boric acid solution from
the BAMTs to various locations. These pumps receive an automatic start signal from the
SIAS. The discharge of the BAM pumps can be routed through the motor-operated
emergency boration control valve directly to the suction of the charging pumps. The
pump discharge can also be routed to the following locations:
Directly to the spent fuel pool
Directly to the refueling water tank
Through the CVCS blend control valve (CV) to the volume control tank
Through the control valve (CV) to the charging pumps suction line
Another flow path for concentrated boric acid is directly to the charging pump suction
header through a line that taps off just downstream of the boric acid flow element.
The pumps have a 102 psi shutoff head and require a minimum net positive suction
head (NPSH) of 2.75 psi. The annunciator is activated when the discharge pressure of
either pump falls below approximately 85 psig. The capacity of each pump is greater
than the combined capacity of all three charging pumps.
Although both BAM pumps are powered from the same electrical train, redundancy is
provided for the system by gravity feed valves that are both powered from the other
train.
Hand switches located on the control room panel are used to control BAM pumps. The
BAM pump select switch is used to select which pump will start automatically when
called upon by system demands. The boric acid makeup pumps and the associated
piping are heat traced to maintain boric acid in solution and are insulated for efficiency
and personnel protection.
The boric acid makeup pumps can also be used to recirculate the contents of the boric
acid makeup tanks and to transfer the contents of one BAMT to the other. A recirculation line is installed from the discharge of each BAM pump back to each BAMT. Each
line is equipped with an air-operated control valve (see the discussion on these valves
immediately following this section) that closes upon receiving an SIAS signal from the
emergency safety feature actuation system (ESFAS). Locked throttle valves are provided as a bypass around each air-operated control valve to provide recirculation when
the air-operated valve is closed. A pressure relief valve is provided as a second bypass
around the air-operated control valve to allow recirculation if the line with the locked
throttle valve does not provide enough flow. The pressure relief valves are set at 150
psig.
A-19

Recirculation Control Valves

CVs are used for normal recirculation of boric acid from the discharge of the BAM
pumps to the BAM tanks. These air-operated valves are sized to accommodate the
excess flow from the BAM pumps that is not being used for normal boric acid addition. These globe valves fail closed on loss of instrument air. Direct valve position
indication and control hand switches are located on the control room panel.
Emergency Borate Control Valve

A motor-operated gate control valve provides a path for the boric acid solution from
the discharge of the BAM pumps directly to the suction of the charging pumps for
emergency boration.
Boration Control Valve

The boration control valve is the normal boration valve that is used to admit boric acid
to the suction of the charging pumps and fails closed on loss of air. The valve is controlled by a three-position hand switch. Located upstream from the CV is a relief valve
designed to protect the downstream piping from overpressure.
Boric Acid Makeup Flow Control Valve

The boric acid makeup flow control valve is used to control the flow rate of boric acid
from the BAM pumps during boration or blending operations. The flow through the
CV can be directed to the CV or the blending tee to be mixed with unborated water
from the reactor makeup water tank prior to being added to the CVCS, spent fuel
pool, or the refueling water tank.
This air-operated globe valve has a solenoid-operated pilot valve. The operation of the
valve depends on the four-position makeup mode select switch, as follows:
A flow recorder is located on the panel.
A flow totaling integrator, which provides the operator with an indication of the
total gallons of borated water added, is located on the panel.
An preset batch switch, which terminates the addition of borated water in the
BORATE mode after a preset amount of borated water has been added, is located
on the panel.
A flow switch, which activates a warning when the flow deviates 2 gpm from the
setpoint desired by flow controller, is located on the panel.
Reactor Makeup Water Pumps

The reactor makeup water pumps are used to provide unborated water from the
reactor makeup water tank to the RCS via the charging system.
A-20

Each of these pumps can be started manually from the control room panel by placing
the appropriate control switch in the start position. Either pump can be selected to start
automatically by positioning the pump select switch on the panel to the desired pump.
If the selected pump hand switch is in the auto position, the pump is started and
stopped by the makeup mode selector switch, also located on the panel.
In order to minimize the effects of water hammer, the discharge valve on the pump to
be started is throttled prior to starting. For this reason, the automatic start and stop
feature is not used; one of the pumps is normally left running in manual mode.
Reactor Makeup Water Flow Transmitter

The reactor makeup water flow transmitter is an orifice-type flow element provided to
measure the reactor makeup water pump discharge flow rate.
Reactor Makeup Water Flow Control Valve

This control valve controls the flow of reactor makeup water from the RMW pumps to
the blending tee during any dilution or blending makeup of the VCT.
VCT Makeup Control Valve

The VCT makeup control valve is located downstream of the blending tee that receives
water from the BAM flow control valve and/or the reactor makeup water flow control
valve. When the VCT makeup control valve is open, the operator can provide BAM
pump discharge, RMW pump discharge, or the desired combination of both to either
the VCT or directly to the suction of the charging pumps by opening the respective
manually operated downstream valves.
The manually operated valves are normally positioned to allow makeup flow to go
directly to the suction of the charging pumps. The VCT makeup control valve is an airoperated globe valve that fails closed on loss of air or power to the control circuit. The
valve is controlled by a hand switch located on the control room panel.
Redundant electrical heat tracing is installed on all piping, valves, pumps, and other
components that might contain concentrated boric acid solutions for a significant period
of time. Heating these lines is necessary to maintain the boric acid in solution. Thermal
insulation is provided for the conservation of heat and protection of personnel. The heat
tracing is appropriately sectionalized, taking into account system redundancy requirements and components that might be removed from the system for maintenance.
Thermal relief valves are provided for those portions of the chemical addition system
that have the capability to be isolated from the rest of the system. Each relief valve is
sized to relieve the maximum thermal expansion rate in the event that maximum duplicate heat tracing power was applied to the isolated line. The heat tracing system has its
own local panels for alarm and indicating purposes.
A-21

NOTE: Boration/Dilution Concerns: The boric acid addition or dilution required to reach
equilibrium conditions depends on the flow path used and the number of charging pumps in
operation. With two charging pumps running, approximately 20 minutes is required before
the boron concentration in the reactor coolant system stabilizes at the new value. When
added to the suction of the charging pumps with two charging pumps running, approximately
two minutes is required before the concentration in the RCS is stabilized. Normally, addition
of boric acid or dilution is performed via a line up to the charging pump suction with one
charging pump running. In this case, approximately four minutes is required to reach equilibrium conditions. If blending at power, the charging alignment would normally be re-aligned to
the VCT to minimize the effects of inaccuracies in the blend ratio setup.
Chemical Addition Tank

The chemical addition tank provides a means to inject chemicals into the reactor coolant
system via the charging pump suction header. Chemical are added for pH and oxygen
control in the RCS. Any chemical additions to the RCS are considered possible reactivity
manipulations.
Chemicals from the tank are sent through the chemical addition strainer before being
sent to the charging pump suction header.
Reactor Makeup Water System
The reactor makeup water system is provided with water from the reactor makeup
water tank. This stainless steel tank has a capacity of 180,000 gallons and supplies water
to the suction of the reactor makeup water pumps. These pumps are designed to supply
200 gpm to the RMW header. The RMW header supplies demineralized water to the
following:
Boric acid batch tank
NaOH tank makeup
Charging pump seal water tank
Boric acid concentrator/waste concentrator
Resin addition water
Resin discharge header
Resin flush header
Resin sluice header
Postaccident sample system flushing demineralized water stations
Containment building demineralized water
Makeup for the tank normally comes from the secondary vacuum.
A-22

Associated Procedures
Operating Procedure Chemical and Volume Control

The CVCS operating procedure provides instructions for startup, normal operation,
shutdown, and testing of components. Testing in accordance with this procedure satisfies the testing requirements of parts of the technical specifications.
Typical Limits and Precautions

Do not admit hot RCS fluid (> 140F) to the regenerative heat exchanger until the
charging flow is established.
Do not admit hot letdown fluid (> 140F) to the letdown heat exchanger until the
component cooling water flow is established.
Do not exceed a letdown flow of 128 gpm.
Placing an ion exchanger in service can change the RCS boron concentration.
When possible, the seal water system should be in service (30 minutes) prior to
starting the charging pump.
During normal operations, the letdown pressure should be maintained at < 140F for
ion exchanger resin protection.
For some plants, piping downstream of the letdown heat exchanger is not qualified
for temperatures > 150F.
Oscillations in charging pump flows can be caused by any of the following:
-
Improper operation of pulsation dampeners
A VCT level indication error with the actual level low
Failure of an internal check valve on the charging pump in service
Gas binding of charging pumps due to improper filling and venting
During an event that demands local control of the charging pumps, information
regarding RCS pressure is not directly available to the operator who has local control.
With the local/remote control switch for a charging pump in the local position, any
automatic start feature, such as pressurizer level or SIAS, is lost.
When diverting to the vacuum degassifier, ensure that at least one H2O2 analyzer is
in service and aligned to the waste gas holdup system or that grab samples are taken
and analyzed every four hours per technical specifications.
Each charging pump is required to have its associated room cooler operable in order
for the pump to be declared operable.
If a charging pump or charging header has been drained, perform the applicable
portion of the operating procedure to vent the suction stabilizer.
A-23

When a charging pump is started locally from the breaker, the charging pump could
be damaged due to all permissives being bypassed. When a pump is started locally,
it cannot be secured from the control room.
When more than one charging pump is running, short-lived activity radiation levels
will increase.
Abnormal Operating Procedures
The chemical and volume control system is used in various abnormal modes of operation. The goal of these procedures is to restore the affected equipment or system to
operation or to place the plant in a stable condition. The three operating procedures of
concern are excess RCS leakage, moderator dilution, and loss of charging.
Excess RCS Leakage

This procedure stabilizes the plant and attempts to locate and isolate the leak in the
RCS. If the leak can be isolated or is within the leak requirements of the technical specification, plant operation can continue. If the leak is greater than these technical specification limits, a plant shutdown is required. Excess RCS leakage is caused by a break in
the RCS pressure boundary. The break can be as small as a 0.03 gpm increase in RCS
leak rate calculation.
Loss of Charging
This procedure stabilizes the plant, determines the cause of the event, and attempts to
restore charging via the normal flow path (if available) or through the high-pressure
safety injection system header. If a plant shutdown is required, instructions are provided to perform a controlled shutdown to reach a condition that will allow repair of
the charging system. This procedure is entered if any of the following conditions exist:
The HEADER FLOW LO annunciator is received.
The HEADER PRESS LO annunciator is received.
Low charging header flow is indicated.
The charging header pressure is less than the RCS pressure.
The exit conditions ensure that either normal charging is restored or another procedure
is entered that addresses a loss of normal charging. The procedure is exited if any of the
following conditions exist:
The charging system is restored to normal.
The Standard Posttrip Actions operating procedure is entered.
The Emergency Boration operating procedure is entered.
A-24

Technical Specifications
Reactivity Control
The shutdown margin shall be greater than or equal to that specified in the core operating limits report (COLR in the technical specifications). Technical specification applies
in Modes 15. If the shutdown margin is less than required, immediately initiate and
continue boration at > 40 gpm using 2,500 ppm boric acid solution or equivalent until
the required shutdown margin is restored (Emergency Borate). A sufficient shutdown
margin ensures that:
The reactor can be made subcritical from all operating conditions.
The reactivity transients due to any postulated accident conditions are controllable
within acceptable limits.
The reactor will be maintained sufficiently subcritical to preclude inadvertent criticality in the shutdown condition.
RCS Flow Rate

The flow rate of reactor coolant through the reactor coolant system shall be > 2,000 gpm
whenever a reduction in reactor coolant system boron concentration is being made. If
the flow rate in the RCS is less than 2,000 gpm, suspend all operations involving a
reduction in boron concentration in the RCS.
A flow rate of at least 2,000 gpm ensures adequate mixing, prevents stratification, and
ensures that reactivity changes will be slow during boron concentration reductions in
the RCS. A flow rate of at least 2,000 gpm will circulate an equivalent RCS volume of
6,650 cubic feet in approximately 25 minutes. The reactivity change rate associated with
boron concentration reductions will be within the capability of operator recognition and
control.
Boration Systems
The boration injection system ensures that negative reactivity control is available during
each mode of plant operation. In Modes 1-4, a minimum of two separate and redundant
boron injection systems is provided to ensure single functional capability if an assumed
failure renders one of the systems inoperable. Allowable out-of-service periods allow
minor component repair, and corrective action can be completed without undue risk to
the overall plant from injection system failures during the repair period.
The boration capability of either system is sufficient to provide shutdown margin from
the expected operating conditions after xenon decay and cooldown to 200F. The maximum expected boration capability requirement occurs at end-of-life from full power
equilibrium xenon conditions and requires boric acid solution from the boric acid
makeup tanks in the allowable concentrations and volumes.
A-25

In Modes 5 and 6, one injection system is acceptable without single failure consideration
on the basis of the stable reactivity condition of the reactor. Restrictions prohibit core
alterations and positive reactivity changes if the single injection system becomes inoperable. In Modes 5 and 6, the boron capability is based upon providing a sufficient shutdown margin after xenon decay and cooldown from 200F to 140F.
Boron Injection Flow

As a minimum, one of the following boron injection flow paths shall be operable in
Modes 5 and 6:
A flow path from the boric acid tank via either a boric acid makeup tank or a gravity
feed connection and a charging pump to the RCP if only the boric acid makeup tank
is operable
A flow path from the refueling tank via a charging pump or high-pressure safety
injection pump to the RCS if only the RWT is operable
If none of the above flow paths are operable, suspend all operations involving core
alterations or positive reactivity changes until at least one of the flow paths is operable.
The operability of the RWT and BAMTs for Modes 5 and 6 are discussed in the next
section.
Borated Water Sources

In Modes 5 and 6, a minimum of one of the following borated water sources shall be
operable:
One boric acid makeup tank with:
-
A minimum contained borated water volume of 3,400 gallons (31%)
A boric acid concentration between 2.5 wt% and 3.5 wt%
A minimum solution temperature of 40F
The refueling water tank with:

-
A minimum contained volume of 61,370 gallons (7.5%)
A minimum boron concentration of 2500 ppm
A minimum solution temperature of 40F
If none of the above borated water sources are operable, suspend all operations involving core alterations or positive reactivity changes until at least one of the borated water
sources is operable.
A-26

Charging Pumps
At least one charging pump in the boron injection path required to be operable by the
technical specifications shall be operable and capable of being powered from an operable emergency bus in Modes 5 and 6. If no charging pump is operable, suspend all
operations involving core alterations or positive reactivity changes until at least one of
the required pumps is restored to operable status.
Boric Acid Makeup Pump

At least one boric acid makeup pump shall be operable and capable of being powered
from an operable emergency bus if only the flow path through the boric acid makeup
pump is operable. With no boric acid makeup pump operable as required by technical
specification, suspend all operations involving core alterations or positive reactivity
changes until at least one boric acid pump is restored to operable status.
Boron Injection Paths

The following boron injection paths shall be operable depending on the volume available in the boric acid makeup tanks in Modes 1-4:
If the contents of one boric acid makeup tank meet the volume requirements of the
technical specifications, two of the following flow paths to the RCS shall be operable:
One flow path from the appropriate BAMT via a boric acid makeup pump and a
charging pump
One flow path from the appropriate BAMT via a gravity feed connection and a
charging pump
One flow path from the RWT via a charging pump
If the contents of both boric acid makeup tanks meet the volume requirements of the
technical specifications, four of the following five flow paths to the RCS shall be
operable:
One flow path from BAMT A via a boric acid makeup pump and a charging
pump
One flow path from BAMT B via a boric acid makeup pump and a charging
pump
One flow path from BAMT A via a gravity feed connection and a charging pump
One flow path from BAMT B via a gravity feed connection and a charging pump
One flow path from the RWT via a charging pump
With any of the boron injection flow paths to the RCS required above inoperable, restore the inoperable flow path to the RCS to operable within 72 hours, or be in Mode 3
and borated to a shutdown margin equivalent to at least that specified in the Core
Operating Limits Report for 200F within six hours; restore flow paths to operable
status within the next seven days, or be in Mode 5 within the next 30 hours.
A-27

Borated Water Sources

In Modes 1-4, each of the following borated water sources shall be operable:
At least one of the following sources with a minimum solution temperature of 55F:
One boric acid makeup tank with the tank contents in accordance with the technical specifications
Two boric acid makeup tanks with a combined contents in accordance with the
technical specifications
The refueling water tank with:
A contained borated water volume between 91.7100%
Between 25003000 ppm boron concentration
Solution temperature between 40110F
With the above required boric acid makeup tank(s) inoperable, restore the makeup
tank(s) to operable within 72 hours or to 200F within six hours; restore the above required makeup tank(s) to operable status within the next seven days, or be in Mode 5
within the next 30 hours. With the refueling water tank inoperable, restore the tank to
operable status within one hour, or be in Mode 3 within the next six hours and Mode 5
within the following 30 hours.
Charging Pumps
In Modes 1-4, at least two charging pumps shall be operable. With only one charging
pump operable, restore at least two charging pumps within 72 hours or be in Mode 3
and borated to a shutdown margin equivalent to at least that specified in the COLR for
200F within six hours; restore at least two charging pumps to operable status within
the next seven days, or be in Mode 5 within the next 30 hours.
Boric Acid Makeup Pump

In Modes 1-4, at least the boric acid makeup pumps in the boron injection flow paths,
required operable in technical specifications, shall be operable and capable of being
powered from an operable emergency bus if the flow path through the boric acid
makeup pumps in the technical specifications is operable.
With only one boric acid pump required for the boron flow paths, restore the boric acid
makeup pump within 72 hours, or be in Mode 3 and borated to a shutdown margin
equivalent to at least that specified in the COLR for 200F within six hours; restore at
least two charging pumps to operable status within the next seven days, or be in Mode
5 within the next 30 hours.
A-28

B
WESTINGHOUSE PLANT CVCS
The chemical and volume control system (CVCS) plays an important role in maintaining safe reactor coolant system (RCS) operation under both normal and abnormal plant
conditions. Safe operation under normal conditions is accomplished through a variety
of functions provided by the CVCS. RCS water chemistry is maintained below the limits
stated in the technical specifications. RCS water inventory control is provided to ensure
that the reactor core has enough cooling water for adequate heat transfer following any
Condition I or II events. Reactivity control is managed by the operator, either manually
or automatically, by making changes in the reactor coolant pump operation. Cooling
water for the reactor coolant pumps seals is provided by the CVCS.
Under abnormal plant conditions (loss of coolant accidents, main steamline breaks, and
so on), a portion of the CVCS is considered part of the plants emergency core cooling
system (ECCS). This portion provides the high head injection of water to the reactor
core and reactivity control following certain accident situations, as identified in the
Final Safety Analysis Report.
The primary purposes and functions of the CVCS, as shown in Figure B-1, are to:
Maintain proper water inventory in the pressurizer (that is, the reactor coolant
system) from 24.7% level at zero power to 60% level at 100% power
Supply seal water flow to all four reactor coolant pumps (RCPs)
Control RCS water chemistry conditions, activity level, soluble chemical neutron
absorber concentration (boron), and water makeup
Process excess reactor coolant to affect recovery and reuse of boric acid and primary
makeup water
Provide the high head injection portion of the emergency core cooling system
Secondary functions of the CVCS are to:
Process and use excess letdown
Provide auxiliary spray for pressure control of RCS
Combine with residual heat removal (RHR) system to provide a flow path and
pressure control during solid plant operations
B-1

NOTE: A general system description is provided in this appendix. Actual plant systems and
system operation vary from plant to plant. This description is intended to identify system
modes of operation that affect charging pump operation and performance.
Filter
From
Demins
(CVCS)
PW
FE
BIT
To HUT
900
Gallons
RCS Makeup
Control
Boric
Acid
Tank
VCT
LT
11,000
Gallons
3,000
Gallons
FE
Blender
HUT
RWST
SFP
(temp.)
Filter
From
RWST
Emergency
Boration
PW
FE
CCPs
To Charging
Header
Figure B-1
Chemical Volume and Control System Flow Path
B-2
B.A.
Pump

Summary
The CVCS is one of the most important systems at the plant because it has both a normal operation and an emergency dilution purpose. During normal operation, the CVCS
functions to control RCS chemistry and volume, as well as to supply seal flow to the
reactor coolant pumps. In an emergency situation, the CVCS still supplies seal flow, but
it also acts as a key part of the emergency core cooling system to supply high head
injection to the RCS.
System Flow Paths
Normal Power Operations (Let Down and Charging)

The system flow paths are discussed below and flow path diagrams are shown in Figures B-2 through B-4.
Letdown is from the RCS loop-3 crossover leg (3-inch line).
Regenerative heat exchanger, located in containment. One per unit. Three separate
shell-and-tube type exchangers. The cooling medium is charging flow. The letdown
is cooled from 545 to 290F. The heat transfer rate is 10.3 x 106 BTU/hr.
Letdown orifices. Two orifices are set for 75 gpm and one for 45 gpm at psig pressure drop.
Letdown orifice isolation valves. These close on no central charging pump (CCP)
running, specific letdown orifice isolation valves closed, or low pressurizer level.
Letdown relief valve. This valve opens at 600 psig. This valve is used to protect the
letdown line from the orifices to the pressure control valve (PCV).
Containment isolation valve.
Supply line from residual heat removal and flow control valve (FCV). This line is
put in service for cleanup of residual heat removal/RCS during cooldowns and
refueling and for connecting with CVCS for solid plant operations.
Letdown heat exchanger: One per unit; cooled by CCS. The heat transfer rate is 14.8
x 106 BTU/hr. The normal outlet temperature is approximately 127F.
The letdown heat room itself has a resistance temperature detector installed to detect
a high-energy line break in the room. Annunciation in the main control room and a
letdown heat room temperature of 144F alerts the operators that a line break might
exist in the letdown heat room.
Backpressure control valve. This valve is used to maintain a backpressure of normally 300350 psig to prevent flashing on the downstream side of the letdown
orifices.
Relief valve. Protects demineralizers and piping downstream of pressure control
valve. Lifts at 205 psig and relieves to the volume control tank.
B-3

Three-way temperature control valve. At temperatures above 137.5F, this valve

switches position to bypass the mixed bed resins that break down at a high temperature. The valve is normally set so that the mixed beds are in service.
Demineralizers:
Mixed bed demineralizers. Normally, one bed is in service; the other is in

standby. They are used to remove fission products, corrosion products, and, as a
filter, also lithium.
Cation bed demineralizer. One bed, normally not in service. It is placed in service
when the pH or Cesium-137 activity is too high.
Reactor coolant filter. One per unit. Usually in service, with a bypass line. Uses
micron filter to collect resin fines and particulates.
Three-way divert valve. The flow control valve is normally set to send flow to the
volume control tank. If the volume control tank level gets too high, this valve diverts
flow to the holdup tank.
Makeup flow control valve to change boron concentration in RCS (dilutions).
Volume control tank (VCT). The volume control tank is the main control point for
the CVCS. Its volume is 400 cubic ft. At the entry point is a nozzle that sprays letdown flow through an H2 blanket over the volume control tank contents. (H2 is
supplied via the pressure control valve.) The volume control tank is vented via the
pressure control valve.
Makeup valve. The flow control valve is another way of CVCS/RCS makeup. The
makeup valve is similar to the flow control valve, although flow enters the system
downstream of the volume control tank.
Volume control tank outlet isolation valves. Flow control valves are in series. Normally open, they close on a safety injection (SI) signal or low-low volume control
tank level.
Seal water return line. This is the normal return for the reactor coolant pump seal
leakoff; it is also used for a minflow recirculation line for the central charging
pumps.
Chemical feed line. This line is on the discharge of the chemical mixing tank and is
used to put chemicals into the RCS.
Alternate borate line. This line provides a boration path, and flow is through a
manual valve.
Emergency boration line. This line provides an emergency boration path for:
Unexplained reactivity increase
Failure of control rod to fully insert
Uncontrolled cooldown after trip. The emergency boration line is normally used
when called for by the technical specifications. Flow is through the motor-operated flow control valve.
B-4

Safety injection tie-in. Two lines tied together, one from the residual heat removal
pump and the other from SIS pump suction.
Refueling water storage tank (RWST) supply line. This line provides water to the
central charging pumps on SI actuation or when the volume control tank reaches a
low-low level.
Charging pump. There are three pumps, two are centrifugal and one is positive
displacement. The charging pumps (variable speed pumps) are used for pressurizer
level control and hydrostatic testing of the RCS. The two central charging pumps
have a outlet discharge valve for pressurizer control and serve as high-head emergency core cooling system pumps.
NOTE: The number of pumps varies from site to site. Some plants have more positive
displacement pumps than centrifugal pumps.
Central charging pump (CCP) minflow lines. These lines are used to protect the
CCPs from dead-heading.
Discharge flow control valve. The flow control valve acts to control charging flow in
order to maintain pressurizer level. This valve always maintains at least 55 gpm
flow.
Seal flow line. Part of the central charging pump discharge flow is supplied to the
reactor coolant pump seals.
Seal water flow control valve. This flow control valve can be positioned to maintain
proper seal flow to the reactor coolant pump seals.
Charging isolation valves. Two series isolation valves ensure that charging flow is
isolated.
Auxiliary boration line. This line provides a means to borate the system in the event
of flooding.
Containment penetrations. A check valve provides isolation of the backflow coming
out of the containment.
Regenerative heat exchanger. Heats charging flow from 130 to 495F. This minimizes
the thermal shock to RCS piping and eliminates the reactivity effect due to cold
water insertion of the charging flow.
Normal charging. Normal charging flow is through a flow control valve to RCS cold
leg No. 4.
Alternate charging. Same as normal charging, but the valve is a flow control valve
and penetration is to cold leg No. 1. A spring-loaded check valve relieves the volumetric expansion of coolant on the charging side of the regenerative heat exchanger
to RCS in the event that the charging side of the heat exchange is isolated while hot
letdown flow continues. The valve opens at approximately 75 psig.
Pressurizer auxiliary spray. This used when reactor coolant pumps or normal paths
are not available.
B-5

CVCS.FLOW
CCS Out
CCS In
To
PRT
TH TH P1
Mixed
Beds
Letdown
Hx
To
WDS
Normal Charging
#4 CL
Alternate Charging
#1 CL
FE
PRZ Spray
Inside Polar
Crane Wall
Reactor
Coolant
Filter
5c
N2
Supply
Outside Polar
Crane Wall
To
VCT
From
RHR
Regen
Hx
Cation
Bed
Letdown
#3 COL
FE
C
B
To HUT
H2
Supply
From BA
Blender
Volume
Control
Tank
LT
(4)
From
RCP
Seals
From BA
Blender
Some systems may still have

the PD pump. Most are
removed from current
systems. It is shown here for
historical purposes only.
Chemical
Feed
To
RCP
Seals
FE
PDP C
CCP A-A
To
CCPIT
Emergency
Boration
To
PRT
SIS Tie-In
SIS Tie-In
CCP B-B
From
RWST
Figure B-2
Chemical Volume and Control System Normal Charging and Letdown Flow Path
B-6

HIGH HEAD INJECTION - NO SI
To Regen Hx
V
C
T
To All
RCS C/L
C
C
P
I
T
RWST
CCPs
HIGH HEAD INJECTION - WITH SI
To Regen Hx
V
C
T
To All
RCS C/L
C
C
P
I
T
RWST
CCPs
Figure B-3
Chemical Volume and Control High Head Injection Flow Path
B-7

To
PRT
CVCS Flow
CCS Out
CCS In
Inside Polar Outside

Crane Wall Polar
Crane
Wall
TH TH
PI
FE
Letdown #3 CCL
Mixed
Beds
Letdown
Hx
To
WDS
Normal Charging #4 CL
To
VCT
From
RHR
FE
PRZ Spray
Reactor
Coolant
Filter
5c
N2
Supply
Excess Letdown #3 CL
Excess
Letdown
Hx
From
Other
RCPs
PT
TH
Cation
Bed
Regen
Hx
Alternate Charging #1 CL
C
B
To
HUT
From BA
Blender
H2
Supply
To
RCDT
Seal
Water
Filter
Volume
Control
Tank
LT
5c
From
Other
RCPs
FE
(HI)
FE
(BP)
FE
(LO)
To
PRT
LOOP
1
2
3
4
PDT
8
21
34
47
FCV
9
22
35
48
FE-LO
10
23
36
49
FE-HI
11
24
37
50
FE-BP
12
25
38
51
#3
From BA
Blender
Chemical Feed
To RCDT
PDT
Seal Water Hx
(4)
FE
PCP C
Standpipe (typ.)
CCP A-A
Primary
Water
#2
To
Other
RCPs
#1
RCP
(typ.)
To SIS
B
To
PRT
SIS Tie-In
SIS Tie-In
CCP B-B
FE
Seal Water
Injection Filters
B = 2c
A = 5c
Figure B-4
Simplified Flow Diagram for Makeup Control System
B-8
Emergency Boration
From
RWST

Solid Water Plant Operations

The flow path begins as residual heat removal but immediately after the heat exchangers, the flow moves through the flow control valve to the CVCS. From there, the flow
returns to the RCS via the normal CVCS path. All of the letdown orifice valves are open
to provide a pressure relief path if RCS pressure should rise rapidly. RCS pressure is 50
to 75 psig with an average temperature of 140F. At this point, hydrogen peroxide can
be added to initiate crud bursts of cobalt-58 and cobalt-60. To remove these isotopes,
the cation bed is placed in service. RCS pressure control is via flow control valves. The
flow control valves are opened and throttled as necessary.
RCP Seal Water System and Excess Letdown System
The RCP seal water system and excess letdown system start downstream of flow element (FE) (3-inch line) and move through one of two 5-micron disposable filters in the
seal water injection filters. There is a bypass around the filters. The main line then
branches into four separate supply lines (one per reactor coolant pump). The supply
lines each have a flow element and a flow balancing line outside the containment. The
line then penetrates the containment, and flow moves through two check valves and a 2
to 1-1/2 inch reducer prior to entering the reactor coolant pump.
Inside the RCP

Flow enters the reactor coolant pump below the lower radial bearing but above the
reactor coolant pump thermal barrier. Of the 8 gpm flow, 5 gpm flow across the thermal
barrier into the RCS and 3 gpm flow across the lower radial bearing to the seals. After
the lower radial bearing, there is a No. 1 seal bypass line (normally closed) that is
opened when there is less than a 1 gpm flow (in No. 1 seal return line) and the RCS
temperature brings in the high temperature on lower radial bearing alarm. Each
bypass line has a flow-limiting orifice (1 gpm), check valve, and flow switch. The four
bypass lines go through a flow control valve prior to tying into the seal water return
line. The seal flow normally goes through the No. 1 seal, which has a large pressure
drop across it (>2200 psig) to keep the seal faces apart.
Outside the RCP

After passing the No. 1 seal, the majority of the flow enters the No. 1 seal leakoff lines
(2.9 gpm). The rest of the seal flow goes through the No. 2 seal and No. 3 seal, which
also have appropriate leakoff lines. The No. 2 leakoff line goes to a standpipe, through
an orifice, and then to the reactor coolant drain tank (RCDT). The standpipe maintains a
backpressure on the downstream side of the No. 2 seal to ensure that the flow reaches
the No. 3 seal. The No. 2 seal leakoff is approximately 3 gallons/hour. The No. 3 leadoff
goes directly to the RCDT (100 cc/hour). Each No. 1 leakoff line has an isolation valve
and two series flow transmitters prior to all four lines tying into one seal water return
B-9

line. This allows the No. 2 seal to be placed in service if the No. 1 seal fails. Also tying
into the seal water return line is the No. 1 seal bypass return line and the discharge line
from the excess letdown heat exchanger.
The Excess Letdown Flow Path

The excess letdown flow path starts at the RCS cold leg loop No. 3 (1-inch line). It
passes through two RCS pressure boundary isolation valves (flow control valves, both
are air-opened isolation valves). Then it goes through the excess letdown heat exchanger:
One per unit @ 20 gpm (tube side) RCS flow
Cooled by CCS from 545 to 195F
Heat transfer rate, 4.61x106 BTU/hr
The excess letdown flow control valve is normally aligned to the seal water return line
(failed position also) and can be diverted to the RCDT.
Seal Water Return Line

The seal water return line has a pressure relief valve that protects the line if a containment isolation occurs. The valve lifts at 200 psig and relieves to the pressurizer relief
tank.
Boron Recovery System
The function of this system is to conserve boric acid and makeup water by recycling
effluent from the reactor coolant system. The boron recovery system starts at the CVCS
holdup tanks and then:
Passes through one of three gas stripper feed pumps (30 gpm each), one per tank
and one spare
Passes through two series-connected evaporator feed ion exchangers to remove
lithium and fission products
Passes through an ion exchanger filter (25 micron) to collect resin fines
Passes to the evaporator package if sufficiently cleaned of Li and fission products or
to the holdup tanks to be recirculated if not cleaned of Li and fission products
Reactor Makeup Control System
The reactor makeup control system functions are to maintain the desired operating
inventory in the volume control tank and to adjust the RCS boron concentration. This
system consists of a group of instruments and valves arranged to provide a manually
preselected makeup of demineralized water and boric acid to the charging pump suction or the volume control tank.
B-10

The reactor makeup control system (RMCS) has five modes of operation in which to
provide RCS water inventory control (via the volume control tank) and RCS boron
concentration control (via the volume control tank). Boron concentration changes are
made during the following plant conditions:
Reactor startup - cold shutdown and refueling to full power operations
Load follow - compensation for xenon transients following load changes
Fuel burnup - decreased to compensate for fuel burnup and increased fission product buildup
Cold shutdown - increased to bring RCS to cold shutdown conditions (2,000 ppm)
The RMCS consists of the following instruments and equipment:
Four level transmitters on the volume control tank (used for automatic control)
Two makeup stop valves (charging pump suction and top of volume control tank)
Boric acid blender (pipe tee mixer)
Primary water makeup valve and hand controller
Boric acid makeup flow transmitter
Boric acid transfer pump speed switch (one per pump, two total)
Makeup control switch (start/stop)
Makeup mode selector switch (six positions)
Two adjustable batch integrators (one for boric acid and the other for primary water)
Two flow rate meters (one for boric acid and the other for primary water makeup)
Two flow controllers with manual and automatic positions (one for the boric acid
valve and the other for the primary water makeup valve)
Two pen flow recorders
The RCMS is normally in the automatic mode of operation to compensate for minor
RCS leakage. This mode provides a boric acid solution preset to match the RCS boron
concentration, which is fuel-burnup dependent. The other RMCS modes are used when
system demands exceed the normal demands, for example, during xenon transients,
cooldowns, heatups, and so on.
The RMCS modes of operation (indicated by the makeup mode selector switch) are as
follows:
Automatic Mode. The boric acid solution is preset by the operator at the beginning of
the shift (if necessary). When in automatic mode, the RCMS opens to a preset position
to deliver 70 gpm (FC to 35%). The boric acid valve goes to a valve position as preset by
the operator (on the valve hand controller).
B-11

Manual Mode. The operator must manually line up the discharge flow path and set the
amount of boric acid and primary water on the batch integrator counters. The rate of
flow is determined by presetting the flow hand controllers for valves. Procedure:
1. Set the flow rates on the hand controllers.
2. Set the desired quantities of boric acid and primary water on the respective batch
counters.
3. Place the mode selector switch on manual.
4. Turn the boric acid to blender flow control switch to start.
5. If borating or blending, open the blender outlet to the charging pump suction valve
flow control valve. If diluting, open the valve. If alternate diluting, open both.
At this point, the boric acid transfer pumps go to high speed. The flow control valves
open to their respective valve positions and the batch counter starts counting. When the
preset quantities have been added, the boric acid transfer pumps go to slow speed and
the flow control valves close. The operator must close the flow control valves, reset the
batch counters, and place the makeup control switch to the stop position. The operator
can choose to flush the discharge path with 10 or 20 gallons of primary water. If either
batch integrator finishes before the other integrator, the valve and pump (BA only)
associated with the satisfied integrator terminates the flow. The other integrator continues until it is finished.
Borate Mode. Used when a long-term activity reduction is desired.
Procedure:
1. Set the BA flow controller (FC) to the desired flow rate.
2. Set the BA batch integrator (FQ) to the desired quantity.
3. Place the mode selector switch to the borate position.
4. Turn the makeup control switch to start (opens).
At this point, the BA transfer pumps go to high speed. When the batch has been discharged to RCS, flush the lines using the alternate dilute procedure.
NOTE: At this point, the boric acid transfer pumps go to high speed. Realign the modes to
automatic mode.
Dilute Mode. Used for long-term reactivity addition. If FLRCS is in automatic mode,
control rods should drive in to compensate for dilution.
Procedure:
1. Start a PMW pump, if one is not running already.
B-12

2. Set the PW flow controller to the desired flow rate (HS) and FQ (batch integrator) for
the desired quantity.
3. Place the mode selector switch in the dilute position.
4. The flow control valve opens.
5. Watch the volume control tank level to ensure that it does not overfill. (The flow
control valve should open around 63%.)
6. Re-align the controls to automatic mode when the desired quantity is discharged to
the RCS.
Alternate Dilute Mode. Used when rapid dilutions are needed, for example, xenon
transients, load changes, and so on. This is the same procedure as dilute mode except
that you place the mode selector switch in the alt. dilute position. Ensure that both flow
control valves are open. Return the controls to automatic mode.
CAUTION: Alternate dilute reduces H2 concentration because less dilution water flows
through the volume control tank vapor space.
Emergency Boration. Emergency boration is to be used for an unexplained or uncontrolled reactivity increase due to:
Increasing count rate while the reactor is shut down
Abnormal control rod insertion or withdrawal
Stuck out control rod(s) following a reactor trip
Uncontrolled RCS cooldown following a reactor trip
Excessive control rod insertion while at power
Failure of normal boration equipment when RCS boron concentration increase is
required
Shutdown reactor in the event of an ATWS
Emergency boration is not automatic and requires operator action. It can be accomplished by one of the following methods:
Normal flowpath through flow control valve
Alternate flowpath through manual valve
From reactor water storage tank through LCVs
Emergency boration through BIT
B-13

RCP Seal Water System Operation

The seal water system is always in service even if all reactor coolant pumps are not
running. This is so that if the need arises, the reactor coolant pumps can be started
without having to wait for flow path re-alignment or lineup. The reactor coolant pumps
generally are shut off when the average temperature is less than 160F. Normal seal
injection flow is between 611 gpm. Normal seal return flow is 3 gpm/reactor coolant
pump. The No. 1 seal return bypass valve is opened when: RCS pressure is more than
100 psig, is less than 1000 psig, and the No. 1 seal leakoff valve is open, and the No. 1
seal leakoff flow rate is more than 1 gpm. Seal injection water flow is greater than 6
gpm/reactor coolant pump. Volume control tank pressure is maintained at greater than
or equal to 17 psig to ensure that the No. 2 seal flow is adequate.
ECCS Mode of Operation
Upon receipt of an SI signal, the CVCS normal charging and letdown is isolated from
the central charging pumps. CVCS isolation involves the closure of flow control valves.
Flow realignment is such that both central charging pumps discharge through the RCS
while taking suction from the RWST. LCVs open flow control valves (outlet valves) and
inlet valves open. Seal water flow is still being maintained since the flow control valve
does not close.
Component Description
Heat Exchangers
Regenerative Heat Exchanger
One per unit. One pass, three shell heat exchanger.
Shell side: 2,485 psig, 650F, austenitic stainless steel.
Tube side: 2,735 psig, 650F, stainless steel.
Flow rates: tube side-27, 170 lbm/hr; shell side-37, 050 lbm/hr.
Ts: shell side 545 to 290F; tube side 130 to 495F.
Heat transfer rate: 10.3x106 BTU/hr.
Letdown Heat Exchanger
One per unit.
Shell side: 150 psig, 250F, carbon steel.
Tube side: 600 psig, 400F; stainless steel.
Flow rates: shell side CCS flow, 203,000 lbm/hr (normal), 492,000 lbm/hr
(design); tube side RCS flow, 37,050 lbm/hr (normal), lbm/hr (design).
B-14

Ts: shell side 95F to 125F; tube side 290 to 127F (normal), 380 to 127F
(design).
Heat transfer rate (design): 14.8x106 BTU/hr.
Excess Letdown Heat Exchanger
One per unit.
Tube side: 2,485 psig, 650F, stainless steel.
Flow rates: shell side CCS flow, 115,000 lbm/hr; tube side RCS flow,
12,380 lbm/hr.
Seal Water Heat Exchanger
One per unit.
Tube side: 150 psig, 250F, austenitic stainless steel.
Flow rates: shell side CCS flow, 105,000 lbm/hr; tube side seal water return flow,
160,500 lbm/hr.
Pumps
Centrifugal Charging Pumps
Two per unit. 100% capacity each, 2,800 psig, 300F, 600 HP, 6900 V shutdown bds.,
150 gpm, design (w/60 gpm recirculation), 5,800 ft. head, design 550 gpm at 600 psig
(w/0.0 gpm recirc.). Stainless steel, multistage diffuser design, self-contained lubrication system, mechanical seal cooling system, cooled by CCS. Single speed centrifugal
pumps (induction motors).
Reciprocating Charging Pump
One per unit. Positive displacement pumps, variable speed, 3,200 psig, 300F, 200 HP,
480 V shutdown boards, 98 gpm, design, 5,800 ft. head, design. Maximum operating
pressure, 3,125 psig. Stainless steel construction, minimum charging flow is 32 gpm for
reactor coolant pump seal water supply through a mechanical setting on the hydraulic
speed changer.
B-15

Boric Acid Transfer Pumps

Two per unit. Two-speed pumps: 75 gpm (low), 150 gpm (high). 75 gpm design, 235 ft.
head, design, 150 psig, 250F. Supply boric acid makeup and fill BATs from boric acid
batching tank.
Primary Water Makeup Pumps

Two per unit. 150 gpm, design. 15 ft. head, design.
Tanks
Volume Control Tank (VCT)
One per unit, 400 cubic ft volume (3,000 gallons), 75 psig, design, stainless steel, A
nitrogen and hydrogen supply line provided to either reduce H2 concentration in the
volume control tank (cooldowns) or to provide oxygen scavenging. The hydrogen
blanket is normally maintained at 17 psig to scavenge O2.
Holdup Tanks
Two (shared), stainless steel, 127,000 gallon capacity each. Basis for size is one cold
shutdown and restart at 80% of core life followed by a hot shutdown and restart on
both units. Approximately four system volumes of one unit, 15 psig, 200F, vacuum
relief valve (1/8 psiv). One recirculation pump for both tanks (500 gpm @ 100 ft. head).
Boric Acid Tanks
Three tanks, 1 per unit and 1 shared, capacity 11,000 gallons each. Sufficient boric acid
(20,000 ppm) for refueling, plus on cold shutdown at BOL with most reactive control
rod withdrawn. Stainless steel. Atmospheric design pressure at 250F. Contains two
100% capacity heaters to prevent boric acid from coming out of solution (165F normal).
Central Charging Pump Injection Tank
One per unit, 900 gallon capacity. Provides reactivity control to ensure that the reactor
does not return to an appreciable power level following a main steamline break.
Primary Water Storage Tanks
One per unit. Capacity 187,000 gallons each. Aluminum with neoprene coating and a
diaphragm to keep O2 within limits. 32 ft. high and 32.5 ft. in diameter.
B-16

Monitor Tank
Can be shared if a multi-unit site. Capacity 18,000 gallons based on BA evaporators
operating continuously for periods in excess of 12 hours.
Chemical Mixing Tank
Used for maintaining RCS chemistry. Hydrazine for O2 control when RCS 250F and
heating up RCS. LiOH for pH control as required. Hydrogen peroxide added to oxygenate RCS to rapidly promote and accelerate the release of cobalt-58 and cobalt-60 so that
it can be removed prior to cavity flooding. RCS temp 140F, one reactor coolant pump
running and going to open up RCS.
Demineralizers
Mixed Bed
Two per unit, one in service, on standby. 39 cubic ft. 120 gpm, design (normal 20120
gpm), 200 psig, 250F, stainless steel construction. Removes corrosion products (filter
action), fission products (ion exchange), and can be used for lithium removal. Contains
both anion (removes positively charged ions) and cation (removes negatively charged
ions) resins.
Evaporator Feed Ion Exchangers
Two per unit. Removes lithium and fission products; hydrogen from cation resin - 27
cubic ft. Capacity; one core cycle w/load follow operations and 1% fuel defectors.
Connected in series to ensure no breakthrough of cesium (with 1% fuel defects), 75 gpm
design, and 72 gpm normal, 200 psig, 250F design.
Evaporator Condensate Demineralizers
One per unit, anion resin, 20 cubic ft, 72 gpm (normal). Used as a polishing demineralizer. Capacity based on 10 ppm boron carryover. Regenerative. 200 psig, 250F design.
Filters
All filters are of stainless steel construction. Design pressures, temperatures, and flow
rates are dictated by the systems requirements at the point in the system in which the
filters are located. Generally, all filters have a bypass line and manual isolation valves to
ensure flow while filters are being replaced. The exception is the seal water injection
filters, which are 1-micron disposable filters.
B-17

Letdown Orifices
Provides rated flow only when RCS pressure is at 2,235 psig and downstream pressure
is 335 psig (P = 1,900 psig). As RCS pressure drops, so does the letdown flow according to the relationship: diameter of 75 gpm orifices is .246 inches. Diameter of 45 gpm
orifice is .19 inches
Electrical Power Supplies
Centrifugal charging pumps - 6900 V shutdown boards
Reciprocating charging pumps - 480 V shutdown boards
Central charging pump auxiliary oil pumps - 480 V reactor motor-operated valve
(MOV) boards
Boric acid transfer pumps - 480 V reactor MOV boards. Heat Tracing-480 V reactor
MOV boards
Air-operated valves, control circuits, and solenoids are powered from 125 V dc
battery boards
MOVs - 480 V reactor MOV boards
B-18

Appendix C
RELIABILITY-CENTERED MAINTENANCE
A study conducted at the Sequoyah Nuclear Plant entitled Reliability-Centered Maintenance Qualitative Analysis was presented at the 1992 ANS/ASME Nuclear Energy
Conference. Figure C-1 shows the maintenance hours saved due to reliability-centered
maintenance (RCM) analysis at Sequoyah.
Maintenance Hours Sav
Dsl Fuel
Fire Det
Vac Pri
Cond
System
CVCS
F/M Bor
Ice Cond
Ice Cont
Bre Air
Ser Air
Cnt Air
M/F Water
M Steam
-200
200
400
600
800
1000
1200
1400
Hours
Figure C-1
Maintenance Hours Saved by RCM Analysis
C-1

This study concluded that RCM implementation on 13 systems resulted in a total maintenance reduction of over 3000 hours per year at a cost of about $20,000 per system. The
study also showed that applying RCM techniques to the CVCS resulted in little savings,
principally because the RCM analysis showed that the CVCS was already being optimally maintained at Sequoyah. Even so, Sequoyahs CVCS had experienced a high
number of failures, second only to the Main Steam System at that plant. The number of
CVCS pump failures reported by Sequoyah Plants 1 and 2 (between 1990 and 1994) is
on a par with all plants reporting failure data to the Nuclear Plant Reliability Data
System (NPRDS) during that period for the same model pump.
The fact that maintenance cost savings might not be realized for any one system or
component is not a reason to discount the benefits of RCM analysis, because unless and
until the analysis is done, the savings cannot be calculated. Sources of data available for
the RCM analyst include plant-specific equipment history, Nuclear Plant Reliability
Data System (NPRDS), probabilistic risk assessment (PRA), and others. Nuclear Plant
Reliability: Data Collection and Usage Guide, TR-100381, developed by EPRI, is a useful
reference for determining the applicability and availability of maintenance-related data.
There are many important issues that are fundamental to how the RCM process is
conducted. A paper by L. W. Owsenek and W. D. Midgett, of PRC Engineering Systems,
Inc., entitled Important Decisions in RCM Program Planning: Inception to Implementation, highlighted these issues and was presented at the 1991 International Atomic
Energy Agency meeting in Vienna, Austria. All of the issues raised can have significant
effects on the ultimate success of the RCM program and need to be addressed by RCM
program planners. The major issues presented by Owsenek and Midgett are paraphrased in the following sections, not to discourage, but to forewarn planners and
managers and to encourage debate and informed decision making before the process
starts.
Issue # 1. Justifying the Program
The basic question of cost effectiveness is always raised, hopefully in the planning
stages of the program. Lessons learned include:
Clearly identifiable cost savings cannot be obtained from other utility RCM programs.
Near-term cost savings will not be realized from PM task reductions unless accompanied by maintenance staff reductions.
Long-term savings from avoidance of equipment failure are probabilistic.
Near-term savings will be achieved in plants that currently have excessive or

nonapplicable PM tasks.
Long-term savings will be achieved in plants with weak or inadequate PM programs.
The many by-products of RCM analysis (design improvements, inventory upgrades, procedure improvements, person-rem reduction, and so on) are tangible.
C-2

Issue # 2. Goals and Objectives

Broad goals and objectives that are necessary for policy reasons have little value in
guiding performance. The process of setting RCM program goals and objectives should
consider:
Elimination of ineffective or nonapplicable tasks.
Identification of tasks to reduce contracted labor.
Identification of tasks to reduce critical path time during outages, start-up, or

testing.
Substitution of predictive maintenance tasks for time-directed tasks can outpace the
plants technical capability.
Issue # 3. System Selection

System selection must be linked to the goals and objectives. Lessons learned include:
Selecting systems for RCM analysis based on importance leads to interminable

debate unless a universally accepted definition of important is used by everyone
involved.
The importance of a system might not be relevant if not linked to goals and objectives of the program.
Issue # 4. Critical Component Definition

Critical components must be identified to focus attention on only those components
whose failure has the most significant effect on safety, power generation, or cost of
corrective maintenance. Lessons learned include:
A consistent selection process must be followed.
Inconsistent selection can result in costly RCM evaluation of all equipment.
Selection of critical components should include determining the cost of component

failure.
Issue # 5. Generic Failure Modes, Causes, and Mechanisms

While the consequences of component failure might differ based on function and operating environment, the number and types of failure modes (and underlying causes and
mechanisms) will generally be the same. Lessons learned include:
Without consistency in the terminology of failure modes, causes, and mechanisms,

the data used in the RCM analysis is tainted.
Consistency can be achieved by using the EPRI RCM Workstation software.
Data entry in the industry-wide equipment reporting databases is personalized and

inconsistent, and must be interpreted and validated prior to use in analysis.
C-3

Issue # 6. Vendor Manual Recommendations

Vendor equipment manuals do not recommend maintenance tasks that optimize equipment reliability, achieve reliable operation at the lowest cost, consider the nuclear plant
operating environment, or address the precise function of the equipment. When determining the relevancy of vendor recommendations, consider the following:
Is the preventive maintenance according to vendor recommendations a specific

technical specification or license requirement?
Will vendor warranties be affected by deviating from vendor-recommended maintenance?
Are vendor manuals up-to-date?
How experienced are the RCM Project Team members?
What methods should be used to optimize the frequency of time-directed PM

tasks?
The RCM process is a systematic approach for selecting and documenting maintenance
tasks on critical components. An authoritative reference and valuable source of information on nuclear industry-specific RCM methods is the EPRI Reliability-Centered Maintenance (RCM) Technical Handbook, TR-100320, that accompanies the EPRI RCM Workstation software. Although the handbook does not provide instruction in RCM methods, it does provide technical information and guidance that can be applied effectively
across a variety of RCM methods practiced in the electric power industry.
The Westinghouse Approach to Reliability Centered Maintenance was presented by J.
F. Kolonay and H. T. Maguire, Jr., at the April 1991 American Nuclear Society international meeting on Nuclear Power Plant and Facility Maintenance. The Westinghouse
approach follows the traditional RCM model. It is included in this manual in its entirety
because it provides a philosophical, yet clear, discussion of the traditional RCM elements as they relate specifically to the nuclear power industry:
C-4

THE WESTINGHOUSE APPROACH

TO RELIABILITY-CENTERED MAINTENANCE
J. F. Kolonay and H. T. Maguire, Jr.
Westinghouse Nuclear and Advanced Technology Division
P.O. Box 355, Pittsburgh PA 15146 USA
ABSTRACT
Reliability-centered maintenance (RCM) is a technique which is gaining wide
application in the nuclear power industry. RCM programs have now been
initiated at a number of utilities. The status of these programs ranges from pilot
system analyses to identify critical components, to multi-system programs
which have resulted in fundamental changes in maintenance plans and even
equipment changes. The reported experiences vary in the level of perceived
success and enthusiasm. In particular there is a consensus that one of the most
difficult tasks is the development and follow through for recommended
changes to the plants existing maintenance program. This paper suggests an
integrated approach to address these issues. Details of the difficulties encountered are described as well as suggestions for improving the process.
THE INTEGRATED MAINTENANCE PROGRAM
The overall maintenance program must ensure that the set of maintenance
activities reflect and are integrated with all the varied needs and requirements
for the selected components. The program should be broad enough to support
such diverse but critical aspects as corrective maintenance, optimal spare parts
stocking, and maintenance training programs. Further, to be effective, the
program must provide that any recommended new maintenance program
actions be implemented and documented all the way through to new procedures.
Recommended actions that are not reconciled with activities such as utility
commitments to regulators or Plant Life Extension will have difficulty being
implemented at the plant, or if implemented, will not be fully effective. One
aspect not accounted for in some programs is the fundamental need to plan for
corrective maintenance. In addition, there is a need for a program which is
engineered and documented. It is essential that an integrated and comprehensive maintenance program be developed
C-5

The following lists key aspects of an integrated program:

1.
Critical System Identification
2.
Critical Component Identification
3.
Component Configuration Definition
4.
Location Specific Requirements
5.
Component Specific Requirements
6.
Component Specific Activity Development
7.
Activity To Task Breakdown
8.
Subtask Development
9.
Procedure Layout And Production
10. Implementation Assessment

11. Feedback Cycle Implementation
A comprehensive and integrated approach is required to address adequately
the varied needs and interfaces which drive a plant maintenance program. The
functional performance designed into the equipment must be understood and
combined with all the requirements external to the equipment in order to provide an effective and justifiable maintenance program. A systematic process of
development and documentation of the engineering basis for the overall maintenance plan can satisfy all the necessary requirements while providing a very
efficient means to build and maintain the necessary documentation.
This program is depicted in Figure C-2 and is outlined below.
C-6

CRITICAL SYSTEM IDENTIFICATION
HISTORICAL ANALYSIS
PRIORITIZE PLANT SYSTEM
CRITICAL COMPONENT
IDENTIFICATION
HISTORICAL ANALYSIS
MODELING
DOCUMENTATION
COMPONENT CONFIGURATION
DEFINITION
DOCUMENTATION COLLECTION
MODEL/OPTIONS/CONFIGURATION
WALKDOWN VERIFICATION
LOCATION SPECIFIC
REQUIREMENTS
LOCATION SPECIFIC TASKS

WALKDOWNS
COMPONENT SPECIFIC
REQUIREMENTS DEFINITION
FUNCTIONS
REQUIREMENTS
RECOMMENDATIONS
COMPONENT SPECIFIC ACTIVITY

DEVELOPMENT
PREVENTIVE, PREDICTIVE
CORRECTIVE, OVERHAUL
TEST/SURVEILLANCE
ACTIVITY TO TASK BREAKDOWN
MAJOR TASKS
RELATED PROCEDURES
RESOURCES - TOOLS, SKILLS, HRS
SUBTASK DEVELOPMENT
DETAILED MAINTENANCE STEPS

SUPPORTING GRAPHICS
PROCEDURE LAYOUT AND

PRODUCTION
DESKTOP PUBLISHING INTEGRATION

EDITING/LAYOUT
HUMAN FACTORS
Figure C-2
Integrated Maintenance Program
1. IDENTIFICATION OF CRITICAL SYSTEMS

The selection of systems provides an important focusing mechanism, allowing
for progress on specific plant goals to be as rapid as possible. The basis for
selection and prioritization of systems is varied but is usually some combination of the following criteria:
Plant Safety
Plant Availability/Operations
Maintenance Cost Reduction
Current Issues at the Site
Using the above criteria, the selection/prioritization of systems can usually be
quickly and easily accomplished.
C-7

2. IDENTIFICATION OF CRITICAL COMPONENTS

The RCM philosophy requires that resources be concentrated on those components which are critical to plant operations and safety. The prioritization process is based upon the impact of the equipment on plant availability, plant
safety, economic, and other plant specific factors.
The result of this process should be a prioritized list of the plants critical components and the documentation necessary to support the logic for selection. The
following stages in the process will then only address the identified critical
components. The process for identification and prioritization of those components is straightforward, and if the criteria are clearly defined, can be a fairly
automated process that is easily delegated and should not require extensive
resources.
3. COMPONENT CONFIGURATION DEFINITION
The determination of the exact component configuration is a crucial step but
one which might be taken for granted. The manufacturer/model number for
equipment is commonly recorded in plant databases, but there are cases where
the simple use of this information is insufficient. First, the component may have
been changed out since the database was created without a subsequent change
in the database. In addition, complicated components are made up of subcomponents of many different manufacturers and these need to be identified and
verified. For example, a pump might have an optional roller bearing and be
coupled to the motor with a coupling from another manufacturer. It is important to know exactly what bearing is in the pump now, not what came with it
originally. Also, is the oil system the same? Has the impeller been upgraded?
Has the lubrication been revised in favor of another type? Is the seal a stuffing
box or has it been replaced with a mechanical type?
The depth of knowledge described above is difficult to capture in a plant equipment database and often is known only to the maintenance personnel who
work on the equipment, but is vital for the proper understanding of the component and the correct specification of a maintenance plan.
4. LOCATION SPECIFIC REQUIREMENTS
In the specification of maintenance programs, it is useful to separate information which is specific to the application of a component from that which is
generic to that equipment type. Thus, maintenance preparation for a given
manufacturer/model number may be different for each application. Here are
some of the considerations:
A component may have a more rigorous application (higher temperatures,
pressures, radiation, longer cycle times, etc.) than other uses of the same
equipment and, therefore, require more maintenance.
C-8

A component may be in a difficult location, requiring special consideration.

Such things as temporary scaffolding, access to pneumatic or electrical
power, cranes, etc., may have to be supplied.
A component may be in a safety application requiring special QA
holdpoints.
A component may be in a hazardous environment requiring special permits,
e.g., radiation, hot work, confined area, etc.
5. COMPONENT SPECIFIC REQUIREMENTS DEFINITION
This is one of the most critical stages in the program because it identifies all the
various recommendations and requirements that are related to the component
and provides the link necessary to formulate the basis for the overall maintenance program. For each critical component, this includes identification and
documentation of:
Related industry cases and standards
Utility commitments to regulators
Related documents issued by regulators (e.g. NUREGs or SOERs)
Plant Technical Specifications related to the component
Vendor documentation such as manuals, technical bulletins, and supporting
vendor analyses
Vendor recommendations for inspection and maintenance
Vendor warranty requirements
Plant Life Extension requirements
These items are catalogued and filed along with a database of cross-references
to all identical components for which they apply. This database should also
enable the most efficient identification of the impact of changes or updates to
particular references.
6. COMPONENT SPECIFIC ACTIVITY DEVELOPMENT
Next, an evaluation should be performed based upon the requirements and
equipment performance needs identified above, combined with the specific
equipments historical performance in the field, as well as with detailed knowledge of the equipments capabilities. The new activity list should reflect any
new techniques such as diagnostic & monitoring which can support more
effective and lower cost performance. The result of this step is detailed identification of all the preventive, corrective, predictive, and test maintenance activities necessary to support the components performance as well as the frequency
of performance.
C-9

The resulting list of activities is reconciled with any and all existing activities
wherever they may be performed within the plants organization. This then
forms the overall maintenance plan for the component and provides the detailed documentation necessary to justify the program as well as to support
ongoing changes to the program. The plan identifies where separate procedures
are needed or where generic procedures apply.
7. ACTIVITY TO TASK BREAKDOWN
The activities identified above for the maintenance plan should then be broken
down into the major tasks necessary to carry out the activities. Each activity is
made up of major tasks and each task is one or more steps or conditions. These
tasks encompass all the actions normally required to execute them within the
plants policies. In addition to the specific maintenance actions, this includes
such things as pre and post maintenance system alignments, health physics
requirements, as well as such administrative tasks as notification of impacted
plant personnel.
The result of this step is a list of all the tasks necessary to carry out the specific
maintenance activities. Also included should be a cross-reference to identical or
similar tasks to identify where existing information may be used to describe the
task. This provides an integration point for all related plant procedures.
8. SUBTASK DEVELOPMENT
The tasks identified above now need to be described in enough detail that the
implementing personnel can execute the activities. In addition, the language
used in the descriptions should be sufficiently detailed and formatted to support the plants Procedure Writers Guide. This is because these descriptions will
be catalogued and electronically imported for use in the creation of procedures.
Some of the tasks are addressed by programs that are separate from the specific
maintenance activity and can be addressed by a reference to the plant procedures or policies in which the task is described. For the maintenance activities,
the major steps of each task need to be described in detail and include detailed
step-by-step instructions and include lists of spare parts, tools, and other resources that are needed. A human factors approach is taken if the task definitions are executed effectively. The Major/Minor step procedure writing technique is recommended to make the procedures usable for both experienced and
less experienced maintenance procedures.
The result of this step is detailed step-by-step task descriptions that will form
the basis for development of plant maintenance procedures and can also provide support for maintenance personnel training programs. A computerized
database of these task descriptions will facilitate the use of individual tasks for
multiple procedures.
C-10

9. PROCEDURE LAYOUT AND PRODUCTION

The task definitions must now be incorporated into specific procedures. These
procedures are targeted to support all aspects of the maintenance process;
corrective maintenance; preventive maintenance; and testing.
This stage in the overall process should emphasize the human factors approach
to presentation of the tasks. This includes incorporation of high quality integrated text and graphics, presentation of cautions and hold points, and references to all related procedures and documentation. The computerization within
a system that provides state-of-the-art desktop publishing capabilities will
enable efficient and high quality output as well as enabling the cross-references
that link all related documentation.
The result of this stage is a set of procedures that will provide maintenance
personnel with the documentation necessary to effectively carry out their activities. The documentation can also be used as a maintenance training tool.
PROGRAM INTERFACES
Once a maintenance program has been established, an assessment of the ability
of the organization to implement that program is necessary. This is a systematic
assessment of all of the elements necessary to implement the plan. Some of the
questions that need to be answered include:
Has the PM scheduler been updated for new PMs and advised frequencies?
Has a decision been made on the basis for the first performance of a new
PM?
Are all necessary spare parts for the maintenance program (both preventive
and corrective) available? Is their stocking level appropriate? Do all existing
parts meet the proper quality level and have the required documentation?
Do all new procedures have the proper approval?
Is maintenance training and staffing sufficient to support the revised maintenance program?
The above list is, of course, not exhaustive, but if the answer to many of the
above answers is NO; then a substantial effort may be required before a
successful implementation of the program can be completed.
ONGOING FEEDBACK CYCLE
One of the benefits of implementing a structured maintenance program is its
ability to learn from past experience and improve over time. Unfortunately, this
is not automatic or even particularly easy. Some of the important factors for
being successful are:
C-11

Create and implement procedures for collecting maintenance historical data

in such a way that it can be utilized for assessing the performance of the
maintenance plan.
Ensure that the computer support for the maintenance data collection is
adequate for the job.
Assign the responsibility for a constant reassessment of the maintenance
plan and monitor its progress.
The maintenance program should slowly evolve after its initial implementation
to constantly improve its effectiveness. Maintenance activities should be added,
deleted, and modified as necessary to maintain or improve performance. New
predictive techniques should replace old ones and new products (improved
lubricants, packing, bearing designs, materials) will gradually require changes
in the plan.
CONCLUSION
A comprehensive and integrated approach is required to address adequately
the varied needs and interfaces which drive a plant maintenance program. The
functional performance designed into the equipment must be understood and
combined with all the requirements external to the equipment systematic process of development and documentation of the engineering basis for the overall
maintenance plan can satisfy all the necessary requirements while providing a
very efficient means to build and maintain the necessary documentation. The
coordination and cooperation of many groups within the plant are necessary to
gain full benefit from the effort.
C-12

Appendix D
SHAFT ALIGNMENT
Misalignment can be defined as Any condition in which the driver and driven shaft
centerlines are not coplanar vertically and horizontally at the machines normal operating temperature. It is one of the most common sources of excessive, disabling vibration
in rotating machinery.
Machinery alignment is concerned with the practice of positioning machines so that the
rotating elements rotate as one continuous unit. This eliminates all undue mechanical
stresses on the shafts, couplings, bearings, and so on. To accomplish this, it is imperative that the centerlines of the two shafts form one continuous line; therefore, the concern is with shaft alignment. Although the term coupling alignment is often used, the
true intent is to make sure that the shafts are aligned, not the couplings. If all couplings
were bored straight and true through their exact center and were machined perfectly
about their rim and face, it might be possible to align the two coupling halves and
obtain correct machinery alignment. But irregularities in the machining process and
even the forces imposed on the coupling halves during installation (especially with
couplings that must be heated during installation) leave a large margin for error. This is
not to say that the dial indicators should not be placed on the coupling halves to obtain
measurements, but rather that the two shafts should be rotated simultaneously to obtain the desired readings.
Before proceeding with a description of the procedures for the various shaft alignment
strategies, some basic concepts that apply to the alignment process must be understood.
Indicator sag is the term used to describe the bending of the dial indicator mounting
hardware as the dial indicator is rotated from the top position to the bottom position.
This bending always takes place during the rotation of the dial indicator. The degree to
which the mounting hardware bends, however, is dependent upon the length and
strength of the hardware. As the bending occurs, significant errors can be present in the
indicator readings that are used to determine vertical misalignment, especially in the
rim readings. To ensure that all readings are correct, it is always best to determine the
amount of indicator sag present in the equipment before starting the alignment process.
Indicator sag is visually displayed in Figure D-1.
D-1

DESCRIBING INDICATOR SAG
Gravity bends the dial
toward the shaft
in the 12 o'clock
position. The dial is set
to "0" at this point.
= X
Stationary C
L
machine
CL M.T.B.S.
Gravity bends the dial

away from the shaft
in the 6 o'clock
position. A negative
reading occurs.
= X
Figure D-1
Indicator Sag
Soft foot is the term commonly applied to the condition that exists when all four of the
machine feet are not supporting the weight of the machine. When this condition exists,
the shaft position changes every time the machinery foundation bolts are loosened and
retightened. This condition makes performing an alignment extremely difficult.
Soft foot is a relatively new discovery. Machines that have had excessive vibration
levels since installation have had these levels significantly reduced by correcting soft
foot. The technical community has developed a general approach to checking soft foot
with the machine running, reducing vibration levels even more. The procedure for
performing this running soft foot check is included later in the soft foot test procedure.
Soft foot is shown in Figure D-2.
REPRESENTATION OF SOFT FOOT
SOFT FOOT
Figure D-2
Representation of Soft Foot
D-2

Because metal expands when it is heated, the change in the metal temperature that often
occurs when a machine goes from a non-operating to an operating condition can greatly
influence the alignment. As the machine heats up, the expansion of the metal causes the
vertical position of the bearings to rise.
Many manufacturers include information relating to thermal rise in their installation
manuals in the section dealing with alignment. If this is not included in your manual,
the only way to determine the exact amount of compensation necessary to correct for
thermal rise is a hot alignment check.
The accuracy of a hot alignment check is dependent on how soon after shutdown dial
indicator readings can be taken. When thermal rise is known, the necessary compensation can be made during the initial alignment procedure. If the cold alignment setting is
not known for your pump, it can be determined using the procedure in Section D.2
below.
All physical descriptions of alignment conditions must be stated in terms of angularity
and offset. Angularity is the slope that is formed by the intersection of two shaft
centerlines, measured in thousandths of an inch per inch. Positive and negative values
are used to describe the direction of the slope.
Offset is the distance between the centerline of two shafts as measured at the midpoint
of the coupling in either the horizontal or vertical plane, measured in thousandths of an
inch.
The aligned condition of the shafts almost always consists of a combination of angularity and offset. Angularity and offset are shown in Figures D-3 and D-4, respectively.
D-3

DESCRIBING ANGULARITY
POSITIVE (+) ANGULARITY
THOUSANDTHS OF AN INCH
PER INCH
SM
(+) SLOPE
NEGATIVE (-) ANGULARITY
(-) SLOPE
SM
THOUSANDTHS OF AN INCH
PER INCH
Figure D-3
Angularity
DESCRIBING OFFSET
POSITIVE (+) OFFSET
SM
COUPLING
CL
CL of M.T.B.S shaft is higher

than (or to the right of) the CL
of the stationary machine
shaft when measured at the
CL of the coupling.
M.T.B.S.
CL of M.T.B.S shaft is lower

than (or to the left of) the CL
of the stationary machine
shaft when measured at the
CL of the coupling.
SM
NEGATIVE (-) OFFSET

M.T.B.S.
Figure D-4
Offset
D-4

There are essentially two techniques in current use for obtaining or verifying proper
shaft alignment. These techniques are the dial indicator method and the laser alignment
method. A description of these methods is given below.
There are three methods of aligning machinery with dial indicators:
Two indicator method, dial indicator readings taken at the stationary machine. This
method requires taking one rim reading and one face reading at the stationary
machine (the dial indicator mounting brackets and posts are attached to the machine to be shimmed).
Two indicator method, dial indicator readings taken at the machine to be shimmed.
This method is the same as the previous method except the rim and face readings
are taken at the machine to be shimmed (the dial indicator mounting brackets and
posts are attached to the stationary machine).
Indicator reverse method. This method requires the taking of two rim readings, one
set at the machine to be shimmed and one set at the stationary machine.
The most common alignment mistake made is attempting to align, or checking the
alignment of, two pieces of machinery by taking only rim readings on only one of the
machines. The above three alignment methods make it obvious that this procedure
supplies only half of the information needed. It is possible to get a set of rim readings
that appear to be perfect on a machine that is considerably misaligned.
If a dial indicator alignment method is to be used, the factors that determine the method
to use are end play and distance versus radius.
End Play - Nearly all machines with journal or sleeve bearings have some end play, but
it can be manageable. Sufficient pressure can be applied to the end of the shaft during
rotation to keep it firmly seated against the thrust bearing or plate. When end play is
unmanageable, the indicator reverse method should be used because axial movement of
the shaft causes large errors in face readings. However, the effect on rim readings,
which are the only readings needed with the indicator reverse method, is negligible.
Distance versus Radius - When a choice exists, the best dial indicator method is determined by the following rule: If the distance between the points of contact of the two dial
indicators that are set up to take rim readings for the indicator reverse method is larger
than one-half the diameter of travel of the dial indicator that is set up to take face readings for the two indicator methods, the indicator reverse method should be used. The
basis for this rule is that misalignment is more apparent (the dial indicator reading is
larger) under these circumstances and, therefore, corrections are more accurate. See
Figure D-5 for a visual representation of this determination.
D-5

CL
CL
X
CL
CL
Figure D-5
Distance versus Radius
The most common dial indicator method used is the reverse indicator method. The
procedure for this method is described below.
D.1 Alignment Procedure for Reverse Dial Indicator Method
WARNING: To prevent injury to personnel, all shims shall be constructed in such a manner
that a portion of each shim protrudes from beneath the support foot after it is fully inserted
so that it can be grasped without placing ones fingers beneath the support foot. All burrs
and sharp corners should be removed.
1.
Assemble the coupling using the manufacturers instructions.
2.
Check for and correct soft foot.

2.1
Ensure that all hold-down bolts on both the pump and the driver are
tightened and that all dowel pins are removed.
NOTE: When installing the dial indicator, it should be as close as possible to the hold-down
bolt while allowing enough room to get a wrench on the bolt to loosen and tighten the bolt,
as shown in Figure D-6.
D-6
2.2
Install a dial indicator on one foot of the machine.
2.3
Zero the dial indicator.

Figure D-6
Installing the Dial Indicator
NOTE: If the dial indicator shows more than 0.003 movement, soft foot exists on that
support foot. Correct it using steps 2.5 through 2.7 before proceeding to measure any
other feet.
2.4
Loosen the hold-down bolt, and note the amount of indicator movement.
2.5
If the measurement in step 2.4 exceeded 0.003, remove, measure, and

clean the existing shims.
2.6
Replace the shim under the foot with a shim that has a thickness equal to
the shim that was removed plus the amount of indicator movement
measured in step 2.4.
2.7
Retighten the hold-down bolt, and repeat the soft foot check.
NOTE: If the soft foot condition has not improved after two correction attempts, a bent foot
condition exists. Correct a bent foot using steps 2.8 through 2.11.
2.8
Loosen the hold-down bolt, and remove all shims that were added to
correct for soft foot.
2.9
With the hold-down bolt loose, measure the gap under each corner of
the support foot with a set of feeler gauges.
2.10
Manufacture a tapered shim to the dimensions of the gaps measured at

the four corners of the support foot.
D-7

3.
2.11
Install the tapered shim, and repeat the soft foot check.
2.12
Repeat steps 2.1 through 2.11 for the other feet.
Check the piping alignment.

3.1
Disconnect the mating flanges, and check for the following four possible
problems:
NOTE: It might first be necessary to adjust the concentricity of the flanges by applying some
pressure by hand to the piping in order to insert the first bolt. This bolt should be tightened
enough to hold the flanges in position while you attempt to slide all other bolts through the
flange bolt holes.
a.
Concentricity. The outer diameter of the mating flanges should be

concentric within 1/8.
b.
Gap. The maximum separation between the flanges should be

1/4.
c.
Parallelism. Measure the gap at four quadrants. The maximum

deviation should be no more than 1/16.
d.
Bolt hole orientation. Ensure that the bolt holes are similarly
oriented by sliding a flange bolt through each bolt hole. No binding should occur.
3.2
Mount the dial indicator on the machinery base.
3.3
Position the indicator spindles to read the pump inlet and outlet flanges
in both the horizontal and vertical planes.
NOTE: If the indicators move more than 0.004, excessive piping strain exists and should be
corrected before proceeding.
3.4
4.
Tighten the piping, and observe the indicator movement.
Measure the indicator sag.
NOTE: Before dial indicators on machinery shafts are mounted, indicator sag must be
measured. Indicator sag is the bending of the dial indicator mounting hardware that occurs
when the dial indicator is rotated from the 12 oclock position to the 6 oclock position when
taking alignment readings on horizontally mounted machinery. Indicator sag must be compensated for only in the vertical plane before alignment readings are taken. Figure D-1
illustrates that the centerline of the indicator support rod remains equidistant from the
centerline of the shaft, but the rod deflection causes the indicator spindle to extend (giving a
negative error) after the shafts have been rotated 180. Steps 4.1 through 4.5 measure
indicator sag.
D-8

5.
6.
4.1
Attach the indicator bracket assembly to a stiff length of pipe or rod. Use
the same bracket configuration and spacing that will be used when
taking indicator readings on the pump.
4.2
Adjust the indicator so that the indicator spindle is at 50% travel and
perpendicular to the reading surface.
4.3
Hold the test piece so that the indicator is at the 12 oclock position, and
zero the dial indicator.
4.4
Rotate the test pipe until the indicator is in the 6 oclock position, and
record the amount of indicator movement. The indicator always reads a
negative value, and this is the amount of indicator sag.
4.5
Repeat steps 4.1 through 4.4 to verify the repeatability of the readings.
Mount the dial indicators on the shafts.

5.1
Mount the dial indicators on the shaft using the same configuration used
when determining indicator sag.
5.2
Ensure that the indicator spindle is set to 50% travel and is perpendicular to the shaft centerline.
5.3
Compensate for indicator sag as follows:

5.3.1
Rotate the shafts so that the indicator is in the 12 oclock position.
5.3.2
Set the dial indicator to the positive value of measured indicator

sag (for example, if indicator sag was measured to be -0.007, the
indicator should be set to +0.007).
5.4
Rotate the shafts an additional 360 to ensure the repeatability of the

indicator settings.
5.5
Rotate the shaft so that the indicator nearest the machine to be shimmed
(MTBS) is in the 12 oclock position.
Perform the shaft alignment.
NOTE: Dial indicator readings in the vertical plane are referred to as being at the 12 oclock
or 6 oclock position. The 12 oclock position corresponds to the top, and the 6 oclock
position corresponds to the bottom.
NOTE: The shafts should always be rotated an additional 360 degrees after taking a dial
indicator reading to ensure the repeatability of the readings. Steps 6.1 through 6.10 are for
vertical plane alignment.
6.1
Rotate the shaft 180 so that the indicator closest to the MTBS is in the 6
oclock position, making sure to follow the travel of the dial on the
indicator.
D-9

6.2
Read the indicator value, and record the value as MB (MTBS indicator
bottom reading).
6.3
Set the indicator closest to the stationary machine (SM) in the 12 oclock
position to compensate for indicator sag.
6.4
Rotate the shafts 180 so that the indicator closest to the SM is in the 6
indicator.
6.5
Read the indicator value, and record the value as SB (SM indicator
bottom reading).
6.6
Using a tape measure, measure and record the following values to the
nearest 1/8:
6.7
6.6.1
The distance between indicator stems. Record this distance as A.
6.6.2
The distance from the coupling midpoint to the indicator nearest

the MTBS. Record this distance as B.
6.6.3
The distance from the indicator nearest the MTBS to the front foot
of the MTBS. Record this distance as CV.
6.6.4
The distance from the front foot to the back foot of the MTBS.
Record this distance as DV.
Using the following formulas, calculate the values of vertical angularity

and vertical offset.
Vertical angularity: (AngV) = (MB + SB) / (2 x A)
Vertical offset: (OSV) = (AngV x B) - (MB / 2)
NOTE: If the angularity and/or offset are outside tolerances, the machinery must be realigned in the vertical plane.
6.8
Using the following formulas, calculate the values for front foot shimming and back foot shimming.
Front foot shimming: FV = (AngV x CV) + (MB / 2)
Back foot shimming: BV = (AngV x DV) + FV
NOTE: When an alignment is performed, moves for the vertical plane correction must be
performed first. After correcting vertical plane misalignment, a separate set of readings must
be taken for the horizontal plane before a horizontal alignment correction is attempted.
When making corrections in either the vertical or horizontal plane, snug the jacking bolts in
the axial position to preserve the hub spacing. If axial jacking bolts are not available to
secure the machinery in the axial position, hub spacing must be rechecked after finalizing
the alignment.
D-10

6.9
Perform the shim adjustments, which were calculated to satisfy the

vertical plane alignment.
NOTE: When re-tightening the hold-down bolts, use the tightening sequence shown in
Figure D -7.
#1
#4
MOTOR
#2
#3
Figure D-7
Hold-Down Bolt Tightening Sequence
6.10
Tighten the bolts, and take a new set of vertical readings to verify the
alignment.
NOTE: Dial indicator readings in the horizontal plane are referred to as being at the 3 oclock
or 9 oclock position. All such references consider the clockwise direction as though the user
were standing behind the outboard end of the MTBS and looking toward the coupling (the 3
oclock position corresponds to the right side of the MTBS and the 9 oclock position corresponds to the left side of the MTBS). Required adjustments in the horizontal plane are
stated as being to the left or right. The above direction of view is used for referencing these
moves also. Steps 6.11 through 6.17 perform the horizontal plane alignment.
6.11
Rotate the shafts so that the dial indicator closest to the MTBS is in the 3
oclock position in the horizontal plane. Zero the indicator.
6.12
Rotate the shafts 180 so that the indicator closest to the MTBS is in the 9
indicator.
6.13
Read the indicator value, and record the value as ML (MTBS indicator
left reading).
6.14
Zero the indicator closest to the SM in the 3 oclock position in the horizontal plane.
D-11

6.15
Rotate the shafts 180 so that the indicator closest to the SM is in the 9
indicator.
6.16
Read the indicator value, and record the value as SL (SM indicator left
reading).
6.17
Using the following formulas, calculate the horizontal angularity and

horizontal offset. Use the same values for A and B as measured for
vertical calculations.
Horizontal Angularity: (AngH) = (ML + SL) / (2 x A)
Horizontal Offset: (OSH) = (AngH x B) - (ML / 2)
NOTE: If the angularity or offset is outside the accepted tolerances, the machinery must be
realigned in the horizontal plane. Steps 6.18 through 6.20 perform a horizontal realignment.
6.18
Using the following formulas, calculate the values for front foot movement and back foot movement. Use the same values for A and B as
measured for vertical calculations. If indicators can be placed in line
with the hold-down bolt centerlines, CH and DH measurements are also
identical to CV and DV.
Front foot movement: (FH) = (AngH x CH) + (ML / 2)
Back foot movement: (BH) = (AngH x DH) + FH
D-12
6.19
Perform the required front and back foot movements. A positive value
requires the feet to be moved to the right. A negative value requires the
feet to be moved to the left.
6.20
Tighten the bolts and take a new set of horizontal readings (ML and SL).
6.21
Recalculate the horizontal angularity and horizontal offset.
6.22
After achieving acceptable horizontal alignment, take an additional set

of vertical readings, and reverify the values for vertical angularity and
offset. Record all values. Typical alignment specifications in Table D-1
should be used if no other tolerances are specified.
6.23
After satisfactory alignment has been achieved in both the vertical and
horizontal planes, stake the feet using dowels.
6.24
Perform a final alignment check to ensure that doweling has not disturbed the alignment.

Table D-1
Typical Alignment Tolerances
RPM
0 - 1800
1801 - 4000
Above 4000
Allowable Tolerances
Less than 1.0 mil/inch
D.2 Determining the Cold Alignment Setting

Thermal growth occurs on nearly all rotating machinery. The only true measurement of
thermal growth is obtained by taking a hot alignment check and a cold alignment check
for each pump. The cold alignment setting can then be established for the pump by
comparing the results of the two alignment checks.
Thermal growth is caused by metals expanding when machinery has a change in temperature from room temperature to operating temperature. The casing, bearings, and
foundation (the shaft support system) change dimensions with a change in temperature.
This change in shaft position is usually enough to push the shaft alignment far outside
allowable tolerances.
The cold alignment setting (the desired angularity and offset in the cold state) must be
established for each piece of machinery to attain an accurate alignment in the hot operating condition. A hot alignment check and a cold alignment check must be performed
on the machinery, and the results obtained from these checks can be compared to establish an accurate cold alignment setting. These two checks should be taken within at least
a few weeks of each other to avoid errors in the comparison that might result from such
things as component wear. The following values recorded during hot and cold alignment checks are required:
Vertical angularity:
AngV
Vertical offset:
OSV
Vertical front foot shimming:
FFV
Vertical back foot shimming:
BFV
Horizontal angularity:
AngH
Horizontal offset:
OSH
Horizontal front foot adjustment:
FFH
Horizontal back foot adjustment:
BFH
Cold alignment settings can then be established by subtracting the results of the hot
alignment check from the results of the cold alignment check using the following formulas:
D-13

NOTE: The subscripts s, c, and t are defined as follows: s = cold alignment setting, c = cold
check, and t = hot check.
(Vertical angularity, cold alignment setting) AngVs = AngVc - AngVt

(Vertical offset, cold alignment setting) OSVs = OSVc - OSVt
(Horizontal angularity, cold alignment setting) AngHs = AngHc - AngHt
(Horizontal offset, cold alignment setting) OSHs = OSHc - OSHt
D.3 Common Problems When Using the Reverse Indicator Method
The following common errors are procedural errors that can result in the inability to
achieve a satisfactory alignment:
Misreading the dial indicators. This is a common occurrence when taking readings
in either plane and usually is caused by the operators failure to observe the movement of the dial pointer during the entire 180 rotation of the shaft. Careful and
continuous observance of the pointer is required because it can make more than
one complete revolution about the dial or start its rotation in one direction and
reverse direction before the completion of the 180 rotation of the shaft. Extreme
care is required when it is necessary to observe the pointer with a mirror. The
shafts should always be rotated slowly, and it is recommended that the operator
observing the dial indicator verbally announce the indicator reading several times
during shaft rotation.
Moving the machine in the opposite direction of that which is required. This is a
common occurrence when adjustments are being made in the horizontal plane and
is easily determined by the fact that the machine ends up further misaligned than it
was before an adjustment was made (angularity, offset, and required horizontal
moves will approximately double). The two major causes of this error are:
Dial indicator readings were taken on the wrong side of the coupling. Check
that the indicators are being set to zero in the 3 oclock position and read in the
9 oclock position, looking from the outboard end of the MTBS toward the
coupling.
D-14
Disorientation while making adjustments. Check that adjustments made at the

support foot of the MTBS are to the left when the calculated answer is negative
and to the right when it is positive, looking from the outboard end of the
MTBS toward the coupling.
Using inaccurate dial indicator readings. Inaccurate dial indicator readings are
normally the result of improper installation of the indicator mounting hardware or
positioning of the dial indicator. To ensure proper installation and positioning:
Check the bracketing and mounting hardware and dial indicator clamps for
looseness.

Check to see if the dial indicator spindle exceeds its length of travel (by either
bottoming out or losing contact with its measuring surface) at any time during
the rotation of the shafts.
Check that the indicators and bracketing system do not hit any obstructions
through the full 360 of shaft rotation.
Ensure that the dial indicator spindle is positioned perpendicular to the shaft
in both the radial and axial planes.
Using dirty or damaged dial indicators. Ensure that the dial indicator spindle
moves freely throughout its entire length of travel.
Using inaccurate dimensions. Ensure that the dimensions measured with a tape
measure are correct. Remember that dimensions CH and DH are not the same as
CV and DV unless the dial indicators used to monitor the horizontal adjustments
can be placed at the front and back hold-down bolt centerlines (slight differences of
up to 1/2 do not result in errors that cause more than two readjustments and can,
therefore, be ignored).
If no procedural errors as described above are found, the machinery system must contain a problem. The most common problems and recommended methods for finding
them are as follows:
Soft foot. The existence of soft foot is the main reason that machines remain out of
alignment after calculated adjustments have been made in either plane. Even if soft
foot has been initially checked and corrected, it is advisable to repeat the procedures.
Piping strain. Check to ensure that piping strain is not forcing the machinery to
spring back while making adjustments in the horizontal plane or while tightening
the piping flange bolts. Monitoring indicators should always be used when tightening flange bolts, even if piping strain has been checked.
Binding of hold-down bolts. Check to ensure that the MTBS is not bolt-bound and
being forced to spring back while making alignment moves in the horizontal plane
or while tightening the hold-down bolts.
Defective shims. Check that the machinery shims are free of all rust, dirt, and burrs.
Additionally, do not rely upon sizes stamped on shims. Always verify the shim
thickness with a micrometer.
Improper tightening of hold-down bolts. Ensure that the hold-down bolts have
been tightened sufficiently and in the proper sequence.
Damaged bearings. Check the bearings by performing a thrust and bump check.
Anti-friction bearings should be checked for damage by performing an indicator
reading balance check. This check, described below, should be repeated at least
three times. Unbalanced readings are indicative of anti-friction bearing damage.
1. Set the dial indicator on the MTBS side of the coupling to zero in the 12 oclock
position.
D-15

2.
Rotate the shafts until the indicator is in the 3 oclock position, and record the
reading.
3.
reading.
4.
reading.
5.
Add the readings recorded at the 3 oclock and 9 oclock positions.
6.
Subtract the sum of the two readings from the 6 oclock position reading.
7.
Potential bearing damage or bent-shaft condition exists if the answer is not

within 0.002.
8.
Repeat steps 1 through 8 using the indicator located on the SM side of the
coupling.
Bent shafts. Check for possible bending of the internal shafts by performing the
indicator reading balance check, described above. Unbalanced readings are indicative of a shaft that is bent between the bearings (shafts that are bent outside the
bearings can be properly aligned and do not create unbalanced readings).
Loose coupling hubs. Check that the coupling hubs are securely fastened to the
shaft.
D.4 Checking for Soft Foot with the Machine Running

Below is a generic procedure for checking a machine for soft foot with the machine
running. Although soft foot corrections were probably already made during the initial
alignment process, this is one of the better ways to pinpoint problems, by actually
checking the effects of hold-down bolts on vibration levels.
NOTE: You must be extremely careful when performing this procedure because you are
loosening hold-down bolts with the machine running. It is recommended that at least two
persons be present when this procedure is performed.
D-16
1.
Make a simple top view sketch of both the driving and driven machines,
clearly numbering and marking the bolt locations.
2.
Place the vibration instrument pickup against the point of highest vibration,
usually at a bearing cap or the housing.
3.
Read and record the vibration data.
4.
Slowly loosen one bolt, watching for vibration changes. If vibration remains
the same or increases, retighten the bolt. If, as the bolt is loosened, the vibration level decreases, loosen the bolt all the way and then retighten to finger
tight. Usually bringing the bolt to a finger-tight condition does not increase the
vibration, compared to when it was completely loose. However, sometimes an
ever-so-slightly finger-tightened bolt increases the vibration considerably. If
that happens, keep that bolt completely loose.

5.
Continue the process with the other bolts, recording which bolts end up being
tight and which are finger-tight or loose. Electric motors, generators, and other
machines that have no pipe strain forces can run with almost all of their bolts
loose. Try to keep at least two tight, sometimes only one. Experiment by loosening first the outboard (back) bolts and retightening, then loosening the
inboard bolts. In other situations, the best results are obtained when working
across the diagonal (for example, front left and rear right or vice versa).
6.
Sometimes, the procedure is very simple and direct; at other times, it is more
involved. If your adjustments are producing good results, you might improve
them further by more experimentation. A bolt that gave the best results when
tight in the beginning might give entirely different results after others have
been adjusted. You might end up with loose bolts that earlier gave the best
results when they were tight, and tight bolts that originally gave good results
when loose.
7.
Use thickness gauges and/or the previous dial indicator method for correcting
soft foot under loose bolts. Do only one foot at a time. When you can tighten a
bolt with no increase in vibration, you have corrected that soft foot. Go on to
the next until all soft feet have been corrected.
D.5 Laser Alignment System

A standard laser alignment system consists of some optics, a laser, a sensor, a computer,
and mounting fixtures.
The quality of measurement depends greatly on the quality of the optics. Most shaft
alignment systems have only two or three optical components. These optics are coated
to reduce glare, reduce incident light, filter light that is both higher and lower in frequency than the laser beam, and provide scratch resistance. The surfaces of a typical
prism are ground to a tolerance of better than one arc-second (0.000278). The optics are
used to reflect or focus the light from a laser. Shaft alignment systems use very lowpower (typically less than 1.0 milliwatt), solid-state-type lasers. The support electronics
pulse the laser on and off several times a second.
The laser is used primarily as a straight reference line that does not sag or deflect. It
attaches to one of the shafts so that the beam is parallel with the shaft centerline. When
the shaft is rotated, the laser rotates with it. The beam will cut a cone in space when the
shaft turns.
Shaft alignment systems must use a sensor to measure the position of the laser beam.
The most common sensor uses the bi-axial position-sensitive detector. The detector
emits a signal that is proportional to the position of the beam on the detector surface; it
measures relative beam position.
D-17

Detectors can be from 6 mm diameter to over 10x10 mm square. They have the quality
of giving a repeatable signal, but one that is nonlinear. There are several different approaches to turn a nonlinear detector into a linear sensor. The easiest approach is finding a linear spot on a detector and limiting the measurement range to that area. This is
cheap but only yields a sensor range of about 0.0300.050.
Another approach is to linearize only a single axis of the detector. This is also relatively
cheap, but it requires more than one sensor (and laser) to measure misalignment.
A more global approach is inspecting each detector, mapping the surface non-linearity,
and generating a set of equations that describe the linearity of the detector. These equations must then be burned into a chip on the sensor so that for any raw (nonlinear)
reading, the corresponding correct (linear) reading is generated. This approach yields
the highest accuracy and best long-term stability of any known method. However, it
requires considerable know-how and manufacturing expertise from the vendor to
produce.
It is the quality, range, and linearity of the sensors that differentiate laser shaft alignment systems. Everything else in the system depends on the sensor for data. If the
sensor is inaccurate, the alignments will be slow and the results questionable. If the
sensor is good, the alignments will be fast. In the typical system, the sensor is mounted
to the machine shaft (the one to which the laser is not attached). It rotates with the shaft
while the laser is rotated with its shaft. At various angles, usually 90 intervals, rotation
is stopped and measurements are taken.
The sensor feeds its data to a computer for display. Sometimes the computer is a PCcompatible laptop, but this is the exception rather than the norm. Often the most difficult job the software has to do is read the sensor in real time.
D-18

Appendix E
PUMP DESIGN IMPROVEMENTS
Charging pump operational failures have resulted in recent design changes to improve
the reliability and availability of charging pumps. Two areas that are being investigated
and where design improvements are being tried are pump shafts and plunger/packing
combinations. Shaft cracking has become a more visible problem recently, while packing wear has been a continuous maintenance and cost burden. Investigation results and
design changes to improve these two areas are discussed in the following sections.
E.1 Pump Shaft Cracking
Shaft cracking has been a problem over the last several years, specifically in the 11-stage
centrifugal barrel-type pump with an in-line rotor and pressure balancing drum. The
pump shaft is fabricated from an A-276 type 414 stainless steel material.
The pump shaft cracking issue was first recognized when 9 out of 40 in-service pumps
suffered from shaft failures before 1977. The pump shafts used in these pumps were
fabricated from A-276 type 414 stainless steel with a 1000F temper. The evaluations
conducted on the failed shafts included surface examinations, metallographic and
fractographic examinations, mechanical property tests, and chemical evaluations. The
mechanical property tests consisted of hardness measurements, tensile tests, and
Charpy toughness tests.
The crack locations corresponded to either the locknut thread roots or split ring
grooves, where the stresses were likely to be higher due to the effect of stress concentration. The fracture planes were transverse to the shaft. The surface examinations of the
failed shafts generally showed the presence of circumferential wear patterns in the
balance drum seating area. These wear patterns appeared bright with no evidence of
oxide deposits, suggesting that the wear might have been active until the shaft failed.
The presence of wear damage suggested that the shafts had been subjected to vibratory
loads.
The results of the fractographic examinations showed that the cracking initiated at one
or more closely situated sites on the OD surface of the shaft at the thread roots. The
cracks quickly joined to form a single crack and progressed across the diameter of the
shaft. The fracture surface appeared smooth with numerous marks, suggesting changes
in load, environment, or both during the life of the crack. Higher magnification showed
E-1

that the fractures were consistent with crack progression under cyclic loading with
evidence of fatigue.
The results of the metallographic examinations did not reveal any evidence of abnormalities in the material microstructure. Chemical analysis showed the material met the
requirements of type 414 stainless steel. Hardness measurements of the polished sections showed average Rockwell C hardness values in the range of 3035, corresponding to an approximate tensile strength value of 136157 ksi. The results of the Charpy
impact testing showed that the material corresponded to a fracture appearance transition temperature (FATT) in the range of 350400F.
Based on the overall results of the evaluation, it was concluded that the cracking in the
pump shafts was induced by a high cyclic fatigue mechanism. The circumferential wear
marks suggested the presence of vibratory loads on the shaft under operating conditions. Although review of the shaft analysis under normal operating conditions demonstrated that the shaft stresses were within acceptable limits, the shaft failures demonstrated the need for increased design margin. The following steps were taken in an
attempt to alleviate the occurrence of shaft failures:
1. Change in the Shaft Material Heat Treatment

The first action that was taken was to change the heat treatment in order to improve the
mechanical properties of the shaft material. The steel processing specification was
revised to austenitize the shaft material at 1814F, oil quench the material, temper it at
1150F, and air-cool it. Environmental fatigue tests indicated an improvement of 12%
for material treated to the revised specification. Charpy impact tests showed a 300%
improvement in impact strength. This improvement in the impact strength greatly
improved the shaft fracture toughness and reduced notch sensitivity.
After incorporation of the changes to the shaft manufacturing process, additional shaft
failures occurred. All failures occurred at the second-, fourth-, or eleventh-stage split
ring grooves or the balance drum locknut thread. As a result, a detailed analysis was
performed for both the locknut thread and the split ring groove. Failures could not be
predicted in either location.
2. Redesign of the Balance Drum Locknut and Shaft Threads

Suspecting that the shafts were being subjected to loadings that were beyond the original design basis, the pump vendor initiated fully instrumented pump testing that focused on shaft loading. Results indicated that the shaft end tended to lift relative to the
balance drum due to the hydrodynamic bearing film in the radial bearing. This shaft lift
created an additional bending load in the locknut area. The balance drum locknut and
shaft threads were redesigned. A new two-piece tapered nut design was shown to
result in a more uniform stress distribution across the shaft threads. Additionally, the
shaft threads were rolled instead of cut, which further reduced the corresponding stress
concentration factor. Successful operating experience with these upgrades demonstrates
E-2

the adequacy of the new design. Although charging pump failures have occurred after
implementation of these upgrades, in each case it was suspected that the pump encountered conditions that were beyond that of the design basis.
E.2 Plunger/Packing Failure
Packing wear and subsequent replacement has been a huge maintenance burden on
positive displacement pumps from the beginning, with significant amounts of money
being poured into frequent replacements. It is not unusual to replace the packing on a
pump with less than 500 run hours, and it is considered a success if a pump manages to
exceed 1000 hours without having the packing replaced.
The replacement of the pump packing takes about a full day for three to four people,
not including support personnel from health physics and radiological waste. The cost
can be anywhere from $5,00015,000 per pump repack, depending on whether the
plungers and other components need replacing. The majority of plants were averaging
approximately one repack per month.
In the early 1990s, Jack Wade at Waterford 3 began experimenting with different
plunger/packing combinations in an attempt to increase pump availability and run
time between failures. As of December 1994, the A charging pump had run for over a
year and 4,100 hours without a repack. The B pump had run for 9 months and 2,700
hours, and the A/B pump had run for 11 months and 2,000 hours.
From 1989 to 1994, many things changed that affected packing life. The new pump
blocks had larger seal water ports, which allowed more cooling for the packing. The
Operations Department began running seal water 30 minutes before starting the pump
and continued to run the seal water for 30 minutes after the pump was secured. This
resulted in better packing lubrication and more cooling. The run cycle was also extended from one day to seven days, reducing the number of times the pump was
started and stopped. The pump plungers originally had a Colmonony 72 surface coating. They were replaced with plungers coated with a titanium nitride material. Although these plungers cost approximately $1,000 more, they extend the life of the
plunger about four times what it had been.
The most significant change was the change in the packing itself. In 1989, Waterford 3
was using UTEX EDPM and cotton material packing. It was a chevron-type packing
that lasted about 1,0001,300 hours of pump operation. A new Nomax slug-type packing was recommended by the manufacturer of the new block. This packing lasted only
about 900 hours. The packing currently being used is made by Garlock and is a poly
cotton-SBR rubber-nitral reinforced material. Arkansas Nuclear One is currently using
this same plunger/packing combination on one pump and experiencing success. The
pump currently has about 2,000 hours of run time.
This combination might not be the cure-all for all plants, but it is very apparent that
different plunger/packing combinations produce significantly different results. Packing
cooling and the surface finish on the plunger itself also play a very important role.
E-3
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Centrifugal and Positive Displacement

Charging Pump Maintenance Guide

Centrifugal and Positive Displacement Charging

BACKGROUND NMAC-member utilities requested additional guidance on

Electric Power Research Institute

EPRI Licensed Material

Centrifugal and Positive Displacement

EPRI Licensed Material

EPRI Licensed Material

EPRI Licensed Material

Union Pump Company

EPRI Licensed Material

Introduction .................................................................................................... 1-1

Charging Pump Design and Construction ................................................... 2-1

EPRI Licensed Material

2.5.1 Motor/Gearbox and Gearbox/Crankcase Couplings ..................... 2-69

Predictive and Preventive Maintenance ....................................................... 3-1

Charging Pump Maintenance ........................................................................ 4-1

EPRI Licensed Material

Post-Maintenance Startup, Operation, and Testing .................................... 5-1

Appendix A Combustion Engineering Plant CVCS ............................................... A-1

EPRI Licensed Material

RCP Seal Water System Operation ............................................................... B-14

EPRI Licensed Material

Charging Pump Type Utilization by Plant ......................................................... 1-6

Pacific Centrifugal Charging Pump, McGuire Installation ................................. 1-7

Pacific Centrifugal Charging Pump, Salem Installation .................................... 1-8

Overview of Union Model QX-300 Quintiplex Reciprocating Pump

Union Positive Displacement Pump, Salem Installation ................................... 1-9

Power End View, Gaulin Triplex Reciprocating Charging Pump,

Typical Combustion Engineering CVCS Schematic ....................................... 1-11

Typical Westinghouse CVCS Schematic ....................................................... 1-12

Typical Charging System ................................................................................. 2-3

Head and Temperature Relationship ............................................................... 2-4

Pressure/Head Temperature Compensation Curve ......................................... 2-5

Friction Head Losses ........................................................................................ 2-7

System Head Curve ......................................................................................... 2-7

Centrifugal Charging Pump (Pacific Model RLIJ 11-Stage) ........................... 2-10

Head vs. Impeller Velocity .............................................................................. 2-12

Head/Velocity of Fluid Per Stage (11-Stage Pump) ....................................... 2-13

EPRI Licensed Material

2-9a Closeup of Pacific Charging Pump Inboard/Outboard Seals and Bearing

EPRI Licensed Material

2-26 Cylinder and Plunger ...................................................................................... 2-43

EPRI Licensed Material

Charging Pump Failures (NPRSD) ................................................................... 3-8

Positive Displacement Pump Component Failures .......................................... 3-9

Positive Displacement Pump Packing Failure Causes ................................... 3-10

Centrifugal Pump Component Failures by Year ............................................. 3-11

Centrifugal Pump Component Failures .......................................................... 3-12

Mechanical Seal Failure Causes .................................................................... 3-13

Average number of Charging Pump Failures Per Plant ................................. 3-14

Abrasive Gear Wear from CRC Handbook of Lubrication (Theory

Scoring from CRC Handbook of Lubrication (Theory and Practice

3-10 Typical 900 MW Unit Charging Pump System ............................................... 3-26

Frequency Response for Periodic Vibration ..................................................... 4-2

Frequency Response for Compound Harmonic Periodic Vibration .................. 4-2

Transducer Frequency Response .................................................................... 4-3

Alignment Vibration .......................................................................................... 4-4