1 Introduction (1)

1.1 Importance
The safety of the nuclear power plant depends on the availability of the continuous and
reliable source of electrical energy during all modes of operation of the plant. The station
blackout corresponds to a total loss of all alternate current (AC) power as a result of
complete failure of both offsite and onsite AC power sources. The main specific issue of
the nuclear safety is the need for removing the decay heat, necessary even for a reactor in
shutdown. The nuclear power plant power systems are divided into safety related Class
1E and Non-1E power system. They are equipped with the continuous and reliable
sources of electrical energy in order to sustain the effective cooling of the fuel. The
emergency power sources of the Class 1E power system include on-site diesel
generators.
The loss of offsite power (LOOP) initiating event occurs when all electrical power to the
plant from external sources is lost. A total loss of all alternating current (AC) power as a
result of complete failure of both offsite and onsite AC power sources is referred to as a
station blackout (SBO).
Based on concerns about SBO risk and associated reliability of emergency diesel
generators, the U.S. Nuclear Regulatory Commission (NRC) issued the SBO rule. The
SBO rule requires that NPP must have the capability to withstand an SBO and
maintain core cooling for a specified duration known as station blackout coping
capability.
Hence diesel generators become a necessary part of a nuclear power plant to tackle
emergency situations to ensure that the reactors coolant pumps and other auxiliary
equipment keeps working even during loss of offsite power.
1.2 Components of a diesel generator (2)
An electric generator is a device that converts mechanical energy obtained from an
external source into electrical energy as the output.
It is important to understand that a generator does not actually create electrical energy.
Instead, it uses the mechanical energy supplied to it to force the movement of electric

charges present in the wire of its windings through an external electric circuit. This flow
of electric charges constitutes the output electric current supplied by the generator.
The modern-day generator works on the principle of electromagnetic induction
discovered by Michael Faraday in 1831-32. Faraday discovered that the flow of electric
charges could be induced by moving an electrical conductor, such as a wire that contains
electric charges, in a magnetic field. This movement creates a voltage difference between
the two ends of the wire or electrical conductor, which in turn causes the electric charges
to flow, thus generating electric current.
The main components of an electric generator can be broadly classified as follows:
(1) Engine
(2) Alternator
(3) Fuel System
(4) Voltage Regulator
(5) Cooling and Exhaust Systems
(6) Lubrication System
(7) Battery Charger
(8) Control Panel
(9) Main Assembly/Frame
A description of the main components of a generator is given below.

Figure 1: Components of Diesel Generator (2)

1.2.1 Engine

The diesel engine is a type of internal combustion engine; more specifically, it is a
compression ignition engine. The fuel in a diesel engine is ignited by suddenly exposing
it to the high temperature and pressure of a compressed gas containing oxygen (usually
atmospheric air), rather than a separate source of ignition energy (such as a spark plug).
This process is known as the diesel cycle after Rudolf Diesel, who invented it in 1892.
There are two classes of diesel engines: two-stroke and four-stroke. Most diesel engines
generally use the four-stroke cycle, with some larger engines operating on the two-stroke
cycle. Normally, banks of cylinders are used in multiples of two, though any number of
cylinders can be used as long as the load on the crankshaft is counterbalanced to prevent
excessive vibration.
1.2.2 Alternator
The alternator, also known as the genhead, is the part of the generator that produces the
electrical output from the mechanical input supplied by the engine. It contains an
assembly of stationary and moving parts encased in housing. The components work
together to cause relative movement between the magnetic and electric fields, which in
turn generates electricity.

(a) Stator This is the stationary component. It contains a set of electrical conductors
wound in coils over an iron core.
(b) Rotor / Armature This is the moving component that produces a rotating magnetic
field in any one of the following three ways:
i. By induction These are known as brushless alternators and are usually used in
large generators.
ii. By permanent magnets This is common in small alternator units.
iii. By using an exciter An exciter is a small source of direct current (DC) that
energizes the rotor through an assembly of conducting slip rings and brushes.

The rotor generates a moving magnetic field around the stator, which induces a voltage
difference between the windings of the stator. This produces the alternating current (AC)
output of the generator.
1.2.3 Fuel System
The fuel tank usually has sufficient capacity to keep the generator operational for 6 to 8
hours on an average. For commercial applications, it may be necessary to erect and install
an external fuel tank. Common features of the fuel system include the following:
a) Pipe connection from fuel tank to engine The supply line directs fuel from the
tank to the engine and the return line directs fuel from the engine to the tank.
b) Ventilation pipe for fuel tank The fuel tank has a ventilation pipe to prevent the
build-up of pressure or vacuum during refilling and drainage of the tank.
c) Overflow connection from fuel tank to the drain pipe This is required so that
any overflow during refilling of the tank does not cause spillage of the liquid on
the generator set.
d) Fuel pump This transfers fuel from the main storage tank to the day tank. The
fuel pump is typically electrically operated.
e) Fuel Water Separator / Fuel Filter This separates water and foreign matter from
the liquid fuel to protect other components of the generator from corrosion.
f) Fuel Injector This atomizes the liquid fuel and sprays the required amount of
fuel into the combustion chamber of the engine.
1.2.4 Voltage Regulator
This component regulates the output voltage of the generator. When load is added to a
generator, its output voltage dips a little. This prompts the voltage regulator into action
until the generator output ramps up to its original full operating capacity.
1.2.5 Cooling & Exhaust Systems
(a) Cooling System
Continuous usage of the generator causes its various components to get heated up. It is
essential to have a cooling and ventilation system to withdraw heat produced in the
process.

Raw/fresh water is sometimes used as a coolant for generators, but these are mostly
limited to specific situations like small generators in city applications or very large units
over 2250 kW and above. For industrial applications, a standard radiator and fan is
mounted on the generator and works as the primary cooling system.

(b) Exhaust System
Exhaust fumes emitted by a generator contain highly toxic chemicals that need to be
properly managed. Hence, it is essential to install an adequate exhaust system to dispose
of the exhaust gases.
Exhaust pipes are usually made of cast iron, wrought iron, or steel. These need to be
freestanding and should not be supported by the engine of the generator. Exhaust pipes
are usually attached to the engine using flexible connectors to minimize vibrations and
prevent damage to the generators exhaust system.
1.2.6 Lubricating System
Since the generator comprises moving parts in its engine, it requires lubrication to ensure
durability and smooth operations for a long period of time. The generators engine is
lubricated by oil stored in a pump.
1.2.7 Battery Charger
The start function of a generator is battery-operated. The battery charger keeps the
generator battery charged by supplying it with a precise float voltage. If the float
voltage is very low, the battery will remain undercharged. They are also fully automatic
and do not require any adjustments to be made or any settings to be changed. The DC
output voltage of the battery charger is set at 2.33 Volts per cell, which is the precise float
voltage for lead acid batteries. The battery charger has an isolated DC voltage output.
1.2.8 Control Panel
This is the user interface of the generator and contains provisions for electrical outlets
and controls. Different manufacturers have varied features to offer in the control panels
of their units.

1.2.9 Main Assembly / Frame
All generators have housings that provide a structural base support. The frame also
allows for the generator to be earthed for safety.
2 Diesel Generators A Detailed Description
2.1 Generator Loading (3)
When sizing and selecting generators for emergency/standby systems, the behavior of
both the generator output voltage and the current it provides under steady state load and
transient load conditions may become critical. The generator output voltage may run out
of the acceptable range for sensitive loads and current demanded of generator may
exceed the range that can be delivered by the generator.
2.1.1 Generator Impedance
The electrical characteristics of a generator are relatively complex because its impedance
varies depending on the loading conditions. The internal impedance of a generator
consists of
a) Winding resistance,
b) The winding leakage reactance and
c) The magnetizing reactance.
All the impedances for generator products are available from the manufacturer. Voltage
drop in a generator has three components related to each of the three impedance
components.
2.1.2 Suddenly Applied Load
The typical behavior of the generator voltage for a suddenly applied load, such as starting
a large motor is shown in figure below


Figure 2: Voltage Response of Generator on Starting a Motor

When the load is suddenly applied, the voltage drops initially by V
t
, the voltage drops
further to V
t max
until the voltage regulator take control. The voltage finally recovers
with an overshoot and returns to nominal value in a specific time T
s
. The extend of the
voltage dip and recovery time are set by the parameters and adjustment of the generator
excitation and regulation systems. The initial dip V
t
can be calculated by representing
the generator in Figure 3 by its subtransient reactance X
d
and the motor by its locked
rotor impedance X
lr
. The maximum dip V
t max
before the voltage regulator acts can be
calculated in the same way except for representing the generator by its transient reactance
X
d
.

Figure 3: Equivalent Circuit of Generator Starting a Motor


2.1.3 Power Semiconductor Load
Incompatibility issues regarding emergency and standby generator systems and
downstream sensitive electronic load equipment have been gaining recognition in recent
years. According to IEEE 1100 Recommended Practice for Powering and Grounding
Electronic Equipment, generators should be specified to have the following features to
minimize adverse interactions when supplying nonlinear loads:
a) Isochronous electronic governor to regulate frequency. These governors typically
maintain frequency regulation with .25% of the setting as opposed to
approximately 3% for mechanical governors.
b) Permanent magnet excitation system or filtering means to isolate the voltage
regulator power circuit from the distorted generator load waveform.
c) Generators with 2/3 pitch stator winding design to minimize third harmonic
waveform distortion.
d) Low subtransient reactance to minimize voltage waveform distortion. This is
accomplished by coupling an oversized generator with a standard sized engine
and must be coordinate with generator manufacturers.
2.2 Diesel Generator Sizing
Getting a generator that can handle all the power generation needs is one of the most
critical aspects of the purchasing decision. If a generator can't meet the specific
requirements then it simply won't be doing anyone any good because it can put undue
stress on the unit and even damage some of the devices connected to it. Unfortunately,
determining exactly what size of generator to get is often very difficult and involves a
number of parameters and considerations.
2.2.1 Design Parameters (4)
2.2.1.1 Minimum Generator Set Load/Capacity
Running a generator set under light load can lead to engine damage, reducing reliability.
It is not recommended to run generator sets at less than 30 percent of rated load. Load

banks should supplement the regular loads when loading falls below the recommended
value.
2.2.1.2 Maximum Allowable Step Voltage Dip (starting and running)
As you reduce the maximum allowable step voltage dip during initial startup, when loads
cycle under automatic controls or when high peak loads operate, you need to increase the
size of the generator set specified. Choosing lower allowable voltage dip requires a larger
generator set.

2.2.1.3 Maximum Allowable Step Frequency Dip
As you reduce the maximum allowable frequency dip, you increase the size of the
generator set needed.
2.2.1.4 Altitude and Temperature
Based on the site location, the size of the generator set must increase for a given level of
performance as altitude and ambient temperature rise.
2.2.1.5 Duty cycle
Generator set size is also influenced by whether the application is for standby power,
prime power or utility paralleling. Standby power systems generally have no overload
capability. Prime power systems generally have a minimum of 10 percent overload
capacity. Generator sets that are intended to operate extended hours at steady constant
load should not be operated in excess of the continuous rating.

2.2.2 Loads
The next and most important step in sizing a generator set is to identify every type and
size of load the generator set will power. In general, when non-linear loads are present, it
may be necessary to oversize the alternator. Following is a general discussion of how
various loads and electrical factors affect the sizing of generator sets.

2.2.2.1 Power Factor (PF)
The inductances and capacitances in AC load circuits cause the point at which the
sinusoidal current wave passes through zero to lag or lead the point at which the voltage
wave passes through zero. Capacitive loads, overexcited synchronous motors, etc. cause
leading power factor, where current leads voltage. Lagging power factor, where current
lags voltage, is more generally the case and is a result of the inductance of the circuit.
Power Factor is the ratio of kW to kVA and is expressed as a decimal figure (0.8) or as a
percentage (80%). Three-phase generator sets are rated for 0.8 PF loads and single-phase
generator sets for 1.0 PF loads. Lower PFs require larger alternators or generator sets to
properly serve the load. Caution should be used whenever applying generator sets to
leading power factor loads. Only slightly leading power factor can cause generator sets to
lose voltage control.
2.2.2.2 Single-Phase Loads and Load Imbalance
Single phase loads should be distributed as evenly as possible between the three phases of
a three-phase generator set in order to fully utilize generator set capacity and limit voltage
imbalance.
2.2.2.3 Peak Loads
Peak loads are caused by loads that cycle on and offsuch as welding equipment,
medical imaging equipment, or motors. Taking cyclic loads into account can significantly
increase the size of the recommended generator set despite painstaking efforts to place
loads in a step starting sequence.
2.2.2.4 Motor Loads
Calculating specific motor loads is best handled by sizing software which will convert
types of motors into load starting and running requirements. For this discussion, however,
it is sufficient to broadly characterize loads as high inertia or as low-inertia loads for the
purpose of determining engine power needed to start and accelerate motor loads.
2.2.2.5 Low-Inertia Loads
They include fans and centrifugal blowers, rotary compressors, rotary and centrifugal
pumps.

2.2.2.6 High-Inertia Loads
They include elevators, single- and multi-cylinder pumps, single- and multi-cylinder
compressors, rock crushers, and conveyors.
2.2.2.7 Motors Over 50 HP
A large motor started across the line with a generator set represents a low-impedance load
while at locked rotor or initial stalled condition. The result is a high inrush current,
typically six times the motor rated (running) current. The high inrush current causes
generator voltage dip which can affect other systems. The manner in which generator
voltage recovers from this dip is a function of the relative sizes of the generator, the
motor, engine power (kW capacity) and generator excitation forcing capability.
Depending on the severity of the load, the generator should be sized to recover to rated
voltage within a few seconds, if not cycles. Various types of reduced-voltage motor
starters are available to reduce the starting kVA of a motor in applications where reduced
motor torque is acceptable. Reducing motor starting kVA can reduce the voltage dip, the
size of the generator set, and provide a softer mechanical start. However, these starting
methods should only be applied to low-inertia motor loads unless it can be determined
that the motor will produce adequate accelerating torque during starting.

The power consumption of all the loads is calculated and hence the net power required is
obtained. (5)

For resistive load:
Equation 1
volts ampere load

For reactive loads:
Equation 2
r powerfacto volts amperes load

Knowledge of the characteristics of each load is essential to establish the bases for
selection of an emergency diesel generator that is able to accept large loads in rapid
succession. The majority of these emergency loads are large induction motors. At full

voltage, this type of motor draws a starting current of five to eight times its rated full-load
current. Table 1 shows a comparison of starting wattage and running wattage of some
industrial motors. These sudden large increases in current drawn from the diesel
generator as a result of the startup of induction motors can result in substantial voltage
reductions. This lower voltage could prevent a motor from starting (i.e., accelerating its
load to rated speed in the required time), or could cause a running motor to coast down or
stall. Other voltage-sensitive loads might also be lost because of low voltage or if their
associated contactors drop out. Recovery from the transient caused by starting large
motors, or from the loss of a large load, could cause diesel engine over speed that, if
excessive, might result in a trip of the engine (i.e., loss of the safety-related power
source). These same consequences can also result from the cumulative effect of a
sequence of more moderate transients if the system is not permitted to recover
sufficiently between successive steps in a loading sequence. (6)

Table 1: Starting and Running Watts of Industrial Motors [7]




Engines driving generators need to be sized to handle the continuous kilowatt load to be
supplied to the power system it feeds plus the motor starting requirements and the
generator losses. (3)
In sizing an engine generator set for motor starting, the locked rotor or in-rush kVA
(kilovolt-ampere) rating of the motors should be used. Manufacturers data can usually be
obtained giving the maximum amount of short duration kVA available for motor starting
duty without exceeding a specified voltage dip. Motor starting load has a very low power
factor due to the fact that the motors magnetic field has not been established and that
must be considered in calculating the voltage dip. One other factor that must be
considered is the effect of generator voltage dip on motor starting torque. Motor starting
torque is proportional to the KVA input to a motor, but since voltage dip to as much as
70% of rated voltage (30% voltage dip) results in a 51% reduction of motor starting
torque (proportional to the square of the voltage or V
2
so starting torque is .7 x .7 of or
0.49 of full starting torque) into a stalled motor rotor. Problems could arise in starting
motors under load unless this is taken into consideration. (3)
A voltage regulator with sufficient response is required to minimize sags or surges after
load transients (sudden changes in load). The engine-generator set should be of sufficient
capacity and design capability to minimize the effect of load transients. (3)

2.3 Testing of Diesel Generators (3)
When evaluating failures, the components and systems that should be considered to be
within the emergency diesel generator boundary are shown in figure 2. Systems that
support the emergency diesel generator and perform other plant functions are depicted as
being outside this boundary.


Figure 4: Boundary and Support Systems of Emergency Diesel Generator System
(3)


Following are the definitions of a few terms that are frequently used in testing of
generators.
Start demands: All valid and inadvertent start demands, including all start-only demands
and all start demands that are followed by load-run demands, whether by automatic or
manual initiation, are start demands. In a start-only demand, the emergency diesel
generator is started, but no attempt is made to load the emergency diesel generator.

Start failures: Any failure within the emergency diesel generator system that prevents the
generator from achieving a specified frequency (or speed) and voltage within specified
time allowance is classified as a valid start failure.
Any condition identified during maintenance inspections that would definitely have
resulted in a start failure if a demand had occurred should count as a valid start demand
and failure.

Load-run demands: To be valid, the load-run attempt should follow a successful start
and meet one of the following criteria:

a) A load-run of any duration that results from a real (i.e., not a test)
automatic or manual signal.
b) A load-run test to satisfy the plants load and duration test
specifications.
c) Other operations (e.g., special tests) in which the emergency diesel
generator is planned to run for at least 1 hour with at least 50 percent
of design loads.

Load-run failures: A load-run failure should be counted when the emergency diesel
generator starts but does not pick up the load and run successfully. Any failure during a
valid load-run demand should count. Any condition identified during maintenance
inspections that definitely would have resulted in a load-run failure if a demand had
occurred should count as a valid load-run demand and failure.
2.3.1 Description of Tests
2.3.1.1 Starting Test
Starting tests demonstrate the capability to attain and stabilize frequency and voltage
within the limits and time defined in the equipment specification. The acceptance criteria
for frequency and voltage should be equal to or higher than the minimum required
voltage and frequency within specified time allowance for the safety-related loads.
2.3.1.2 Slow Start Test
This test demonstrates proper startup from standby conditions, and verifies that the
required design voltage and frequency are attained. For this test, the emergency diesel
generator can be slow-started and reach rated speed on a prescribed schedule to minimize
stress and wear.
2.3.1.3 Load Run Test
This test involves demonstrating 90100 percent of the continuous rating of the
emergency diesel generator, for an interval of not less than 1 hour and until attainment of
temperature equilibrium. This test may be accomplished by synchronizing the generator
with offsite power.

2.3.1.4 Rated Load Test
Rated load tests shall demonstrate the capability of carrying the following loads for the
indicated times without exceeding the manufacturers design limits:
a) A load equal to the continuous rating for the time required to reach engine
temperature equilibrium plus 1 hour.
b) Immediately following the load in item a), the rated short-time load shall be
applied for a period of 2 hour.
2.3.1.5 LOOP Test
This test involves simulating a LOOP to demonstrate that
a) The emergency buses are deenergized and the loads are shed from the emergency
buses
b) The emergency diesel generator starts on the autostart signal from its standby
conditions; attains the required voltage and frequency, and energizes permanently
connected loads within acceptable limits and time; energizes all auto connected
shutdown loads through the load sequencer; and operates for greater than or equal
to 5 minutes. If the required safety loads are not available, one or more equivalent
load(s) may be used.
2.3.1.6 Endurance and Load Margin Test
This test involves demonstrating the capability of the emergency diesel generator at
continuous rating and worst case power factor for an interval of not less than 24 hours. Of
this period, 2 hours are at a load equal to 105110 percent of the diesel generators
continuous rating, and 22 hours are at a load equal to 90100 percent of the generators
continuous rating. The test process should verify that frequency and voltage requirements
are maintained.
2.3.1.7 Hot Restart Test
This test involves demonstrating the hot restart functional capability at full load-
temperature conditions (after the emergency diesel generator has operated for 2 hours at
continuous rating) by verifying that the emergency diesel generator starts on a manual or
auto-start signal, attains the required frequency and voltage within acceptable limits and
time, and operates for longer than 5 minutes.


2.4 Fuel System
2.4.1 Diesel Fuel Tanks (3)
There are two basic ways to store in bulk the diesel fuel oil required by diesel combustion
engine generator sets.
a) A large tank can be mounted remotely from the gen set (either above ground or
below ground). Remotely mounted storage tanks usually require a smaller day
tank and fuel transfer pumps if gravity flow cannot occur between the tanks. Day
tanks normally provide fuel for two hours of operation.
b) A sub-base tank is one that is located below the base of the generator but
manufactured / integrated with the generator base and often with the gen set
enclosure for gen sets located outdoors. A sub-base tank is typically more
economical and eliminates additional piping and transfer pipes. However, sub-
base tanks present additional considerations that must be addressed such as
additional weight impacting foundation sizing requirements and potential adding
significant height to the installed gen-set depending on the tank capacity
requiring steps/stairs for outdoor gen set enclosures or room ceiling height for
indoor locations. Sub-base tanks must be double walled. Sub-base tanks can be
factory assembled and integrated with the gen set reducing site adaption
requirements and installation time.
2.4.2 Tank Sizing (3)
Diesel combustion engine gen sets can be conservatively estimated to have an
approximate consumption rate of .1 gallons per kW per hour at 100% rated load. Most
jurisdictions will specify the minimum operating hours (based on the facility occupancy)
in the event of a failure of the normal power system. Based on the required or desired run
time and estimated load the main tank capacity can be calculated and specified.
Other factors impacting the desired fuel storage tank capacity are the desired intervals
between fuel deliveries during a power outage (e.g. after a natural disaster where reliable
fuel delivery or availability might be interrupted).

One downside associated with having too large a bulk storage fuel tank is that diesel fuel
oil can go bad or turn if it is stored for too long. There are fuel additives available to
mitigate the risk of this happening if a gen set is run infrequently.

2.4.3 Some Fuel Related Consideration (8)

1. Prior to adding new fuel oil to the supply tanks, onsite samples of the fuel oil
should be taken. As a minimum, prior to the addition of new fuel, tests for the
following properties should be conducted:
a) Specific or API gravity
b) Water and sediment
c) Viscosity

2. Accumulated condensate should be removed from storage tanks on a quarterly
basis or on a monthly basis when it is suspected or known that the groundwater
table is equal to or higher than the bottom of buried storage tanks.

3. Day tanks and integral tanks should be checked for water monthly, as a minimum,
and after each operation of the diesel where the period of operation was 1 hour or
longer. Accumulated water should be removed immediately. If it is suspected that
water has entered the suction piping from the day or integral tank, the entire fuel-
oil system between the day or integral tank and the injectors should be flushed.

4. As a minimum, the fuel oil stored in the supply tanks should be removed, the
accumulated sediment removed, and the tanks cleaned at 10-year intervals. To
preclude the introduction of surfactants in the fuel system, this cleaning should be
accomplished using sodium hypochlorite solutions or their equivalent rather than
soap or detergents.

3 Discussion
Diesel generators are essential part of any Nuclear Power Plant for reactor core cooling
systems and other auxiliary systems in case of Loss of Offsite Power. But to ensure a
high level of safety, even the emergency generators have backup so that if one generator
fails, the other steps in to get the job done.
3.1 Redundancy
The circuit design concepts of emergency power facilities shall be coordinated with each
other such that the redundancy of the emergency power generation and distribution
systems corresponds to the redundancy of the process engineering systems. The
emergency power system shall also fulfill its function during test or repair procedures. [9]
Generally a reactor unit will be equipped with 2-5 EDGs, ideally physically-separated,
whose control systems are isolated and do not rely on common interconnection. When in
service, each diesel-generator unit shall have the capability of performing as a redundant
unit of a standby power supply, in accordance with the requirements.
Each EDG includes both principal and auxiliary components. The principal components
are the diesel engine, generator, and automated control system including the automatic
voltage regulator. These principal EDG components are typically classified in the top
safety category for plant equipment.
Independence between units shall not be compromised. Mechanical and electric system
interactions between a particular diesel-generator unit and other units of the standby
power supply shall be coordinated in such a way that the diesel generator units design
function and capability requirements may be realized for any design basis event. [10]
3.2 Functional Independence [9]
a) The emergency power system shall consist of redundant non-interconnected trains
each of which has individual feed-ins as well as individual emergency power
generating facilities, cable race ways and auxiliary systems and is, therefore,
functionally independent.
b) In exceptional cases emergency power loads may be supplied from more than one
train of an emergency power facility, provided, the required reliability of the

supplied system can only be achieved in this way and, provided, it is
demonstrated for the individual case that the reliability of the emergency power
system is not impermissibly reduced as a result of this measure. These power
connections shall be designed such that no more than one train will fail for any
failure possibility to be considered.
3.3 Spatial Separation [9]
The redundant trains of the emergency power facilities shall be spatially separated or
protected from each other such that failure-inducing events in one train cannot affect
other trains and, also, that a single, plant internal failure-inducing event cannot lead to the
failure of more than one train.
4 Summary
Nuclear power plants are a huge source of electric power but at the same time, they pose
a great threat to human civilization if anything goes wrong. There is a constant need to
keep the reactor core adequately cool to avoid any accident. Accident like those in
Chernobyl, Fukushima and Three Mile Island emphasize on the need for high level of
safety features in any nuclear power plant. This high level of safety means that we need
to have backup systems and supplies for every component that fails and every system that
malfunctions.
In a nuclear reactor, coolant pumps are used to pump coolant into and out of the reactor
core to cool it down by taking its heat away. But if these pumps lose power, the core
begins to heat up and it may result in melting of the core. So in case of Loss of Offsite
Power (LOOP), emergency diesel generators step in to provide backup power to the
auxiliary systems of the power plant, thus maintaining normal operation.
These diesel generators are sized keeping into account the fact that they have to provide
power to huge induction motors. These motors consume a starting wattage that is
significantly higher than the normal running wattage. Due to this high starting wattage
requirement, the generator voltage suffers a drop. This reduction in voltage could prevent
a motor from starting or it may result in stalling of a running motor. When the generator

attempts to recover the dropped voltage, it may over speed and result in a trip of the
engine. So the generator must be sized using the starting wattage requirement of
induction motors.
After sizing, the emergency diesel generators are passed through some tests to make sure
they will be able to serve their purpose. Some of these tests are conducted before
installation and some are conducted after installation in nuclear power plant to see how
well they can handle the accident situations.
In a nuclear reactor, there are levels of safety i.e. there is backup for every system. Even
the emergency diesel generators have backup generators to take control when one fails.
Generally a redundancy policy is implemented using 2 to 5 emergency diesel generators,
physically separated from each other. This separation is to make sure that damage to one
generator may not affect the performance of the other generators.
















5 References
[1] . Andrija Volkanovski, Andrej Proek, "Station blackout and nuclear safety,"
Proceedings of International Conference Nuclear Energy for New Europe, Bovec,
Slovenia, Sept. 12-15, 2011.

[2]. Diesel service and supply, "How does a generator create electricity," Brighton,
Colorado. 303-659-2073, 2013.
URL: http://www.dieselserviceandsupply.com/How_Generators_Work.aspx.

[3]. J. W. Gnan, PE, CEM. Emergency and Standby Power Systems, Engineer Educators,
Inc., 857 East Park Avenue, Tallahassee, FL 32301, 2010.

[4]. Jim Iverson, "How to size a genset: Proper generator set sizing requires analysis of
parameters and loads," Power Topic # 7007, Technical information from Cummins
Power Generation.

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6 Vita
The author of this report was born on May 07, 1990 in the city
of Sahiwal, Pakistan. He received his early education,
Matriculation (2006) and Intermediate - Pre Engineering
Group (2008) from Divisional Public School and Inter College,
Sahiwal. In 2008, he went to National University of Sciences
and Technology (NUST), Islamabad for professional education
in the field of Mechanical Engineering. After graduating from
NUST in 2012, he joined Pakistan Atomic Energy Commission
(PAEC) as a postgraduate fellow and is currently completing
his course work in the field of Mechanical Engineering at
Pakistan Institute of Engineering and Applied Sciences
(PIEAS).