73

5. 415 V SWITCH GEAR

5.1 INTRODUCTION
Auxiliary supply for electrical equipment of 175 KW and less is at 415 V
for the units of Neyveli Thermal Power Station II. 6.6KV/415V service
transformers provide power to the system. The HT supply is obviously from
the 6.6KV system of the station. Broadly the above service transformers
have got three ratings viz. 750KVA (used in CWP House), 1000KVA (used in
WT Plant) and 1600KVA (used in all other locations). The nameplate details of
these transformers are as under:

5.2 1600 KVA TRANSFORMER

Voltage.

: HV 6600 Volts.
: LV 433 Volts.

Current.

: HV 140 Amps.
: LV 2133 Amps.

Vector group.

: DY 11.

Type of cooling.

: ONAN.

Tap Changer.

: 22.5 % (Off load).

5.3 1000 KVA TRANSFORMER

Voltage.

: HV 6600 Volts.
: LV 433 Volts.

Current.

: HV 87.5 Amps.
: LV 1334 Amps.

Vector group.

: DY 11.

Type of Cooling.

: ONAN.

Tap Changer.

: 22.5 % (Off load).

5.4 750 KVA TRANSFORMER

Voltage.

: HV 6600 Volts.
: LV 433 Volts.

Current.

: HV 65.5 Amps.

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: LV 1000 Amps.
Vector group.

: DY 11.

Type of Cooling.

: ONAN.

Tap Changer.

: 22.5 % (Off load).

5.5 DESCRIPTION OF THE 415 V BUS BARS

The main bus bars are made of aluminium and insulated with
polyurethane paint. These are laid out horizontally at the top of the supply
modules. Two such sets of bus bars are available, one for the front panel and
other for the rear panel. These bus bars have a fault withstanding capacity of
40 KA 1 sec.
The vertical bus bars (drop buses) are also made of aluminium and
insulated with polyurethane paint. There are two sets per one column of the
modules, one for the front panel and the other for the rear panel of that
column.

5.6 DESCRIPTION OF THE CIRCUIT BREAKERS

The circuit breakers in the C & S LT panel are of English Electric make
and the L & T panels are of L & T make itself.
The circuit breakers of both the type are roller mounted and can be
racked in and out of a sub cubicle. There are safety shutters for the fixed
isolating contacts, so that when the breaker is completely drawn out from
the cubicle, a plate on either side of the breaker frame operates a pivoted
arm causing the shutters to close thereby completely covering the entire
cable and bus bar plug connections. Another safety interlock is provided such
that the breaker cannot be racked in or out when the breaker is in closed
condition. The circuit breaker frame is connected to the main earth terminal,
mounted at the rear of the sub cubicle, through a sliding contact.

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The closing of the breaker is achieved by the closing spring, which is
charged by an electric motor. The spring recharging is automatic following
the closure of the circuit breaker. The motor wound spring closing units are
fitted with emergency manual charging facility also.
The minor differences between the two makes of circuit breakers are as
follows:

5.7 ENGLISH ELECTRIC CIRCUIT BREAKER

Spring-loaded hinged access flap is provided on the front door for
isolation. The breaker has three distinct positions, Service/Test/Isolated, with
in the cubicle and a racking cam and slide rails operated from the front of the
equipment achieve this. Isolated condition simplifies inspection and from this
position the circuit breaker can be completely removed from the housing.
The breaker can be withdrawn to Test & Isolated positions with the
cubicle door closed. A mechanical Indicator Charged/Free is provided to
indicate the state of closing springs. ON/OFF mechanical Indicators and also
Service/Test/Isolated position Indicators are provided to indicate the status
and position of the breaker respectively.
In the three distinct positions of the breaker, the supply availability to
the main circuit and control circuit are as given below:
Breaker
Position
SERVICE

Electrical Connection
Main Circuit
Control Circuit
Connected
Connected

TEST

Disconnected

Connected

ISOLATED

Disconnected

Disconnected

Description
Normal service Position
Position for close/ open check
and control circuit operation
Test.
Breaker completely isolated.

5.8 L & T CIRCUIT BREAKER

The breakers can be set with a special handle to four distinct positions.
Viz. SERVICE, TEST, ISOLATED & MAINTENANCE. Out of these four positions,

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the first three positions are achieved with the door fully closed. In the
Isolated position the door of the cubicle can be opened and the breaker is
drawn out by hand to maintenance position. Complete access to the inner
parts is available in this position.
When the closing springs are in charged condition a yellow flag in the
front indicates it. ON/OFF flag indication is also available to indicate the
status of the breaker.
In the different positions of the breaker, the availability of supply to the
main circuit and control circuit are similar to that of English Electric Circuit
breaker as indicated in the table above section.

5.9 LAYOUT
The 415V system (Fig-1) comprises 28 service transformers out of
which 2 transformers (750 KVA) feed the CW Pump house switch gear, 2
transformers (1000 KVA) feed the Water Treatment Plant switch gear; the
remaining 24 transformers (1600 KVA) are distributed as follows:
1. 3 Nos. feed Units Service Switchgear each unit (Total 3 X 3 = 9)
2. 2 Nos. feed ESP Switchgear of each unit (Total 2 X 3 = 6)
3. 3 Nos. feed the Station Service Switchgear
4. 3 Nos. feed the LHS Switchgear and
5. 3 Nos. feed the AHS Switchgear.

5.10 UNIT SERVICE SWITCHGEAR (USS)

The switchgear for unit-1 is supplied by C & S where as for units 2 & 3
it is by L & T.
Each unit has got two 415 V buses viz. USS-A and USS-B. The unit
service transformer (UST)-A feeds USS-A where as UST-B fees USS-B. The
third transformer UST-C can feed either USS-A or USS-B, one at a time.

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UST-A gets its 6.6 KV supply from the respective 6.6 KV unit bus-A
through MOCB. The LT side (415V) of this transformer is connected to USS-A
through an ACB (Normal Incomer).
The connections UST-B is similar to that of UST-A except that it gets its
6.6 KV supply from the respective 6.6 KV unit bus-B and the LT side is
connected to USS-B.
The HT supply (6.6 KV) to UST-C is also from the respective 6.6 KV unit
bus-B. The LT side (415 V) has got two ACBs (standby incomers) in parallel,
one connected to USS-A and the other to USS-B.
Normal/ emergency switchgear is provided for each unit and it is
getting its normal supply from USS-A through a breaker (ACB) called as N/E
bus coupler. If this normal source fails, the reserve Diesel Generator starts
automatically and supplies power to this N/E bus through an incomer ACB.
Most essential auxiliaries of the unit are connected to this bus.

5.11 STATION SERVICE SWITCHGEAR (SSS):

This LT panel is supplied by L & T. The layout of this LT panel is similar
to that of USS with three transformers SST-A, SST-B and SST-C feeding two
buses SSS-A and SSS-B. There is no N/E bus in this system. The HT supplies
for SST-A, SST-B and SST-C are from 6.6 KV station buses C1A, C1B and C2A
respectively.

5.12 LHS SWITCHGEAR

This LT panel is supplied by C&S. This is similar to SSS with three
transformers feeding two buses. The HT supplies for LHT-A LHT-C are from
6.6 KV LH Bus-A where as the HT supply LHT-B is from 6.6 KV LH Bus-B.

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5.13 AHS SWITCHGEAR

This LT panel is also supplied by C&S. This switchgear has also got
three buses (AHS Sw. Gr.-A and AHS Sw. Gr.-B and AHS Sw. GR.-C) fed by four
transformers AHT-A, AHT-B, AHT-C and AHT-D. AHT-A and AHT-C can feed BusA (AHS Sw. Gr.-A) and AHT-B can feed Bus-B (AHS Sw. Gr.-B). AHT-D can feed
Bus-B extension (AHS Sw. GR.-C). Bus coupler is provided in between bus-B
and bus-B extension (AHS Sw. GR.-C).
AHT-A AHT-C gets its supply from 6.6 KV station bus-C2A through a
MOCB. The LT side of this transformer is connected to Bus-A through an ACB.
AHT-B and AHT-D are getting its supply from 6.6 KV Station bus-C1A. In
the LT side, AHT-B is feeding B bus and AHT-D is feeding bus B extension.

5.14 CWPH SWITCHGEAR

This is also supplied by C&S. The layout of this switchgear consists of
two transformers CWPT-A and CWPT-B feeding two buses CWPH switchgear-A
& CWPH switchgear-B respectively through the incomer breakers. Both the
buses are coupled by a bus coupler breaker (ACB). Normally this breaker will
be kept opened. The HT supplies for these transformers CWPT-A and CWPT-B
are from 6.6 KV station buses C1A & C2B.

5.15 WTP SWITCHGEAR

This LT panel is also supplied by C&S. The layout is similar to CWPH
switchgear. The HT supplies for WTPT-A and WTPT-B are from 6.6 KV station
buses C2A & C1B respectively.

5.16 ESP SWITCHGEAR

This LT panel is also supplied by L&T. Each unit has got two ESP
transformers ESPT-A and ESPT-B feeding two buses ESP switchgear-A and ESP

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switchgear-B through the incomer breakers, Both these buses are coupled
together by a bus coupler breaker (ACB) which is normally kept opened. The
Ht supply for ESPT-A and ESPT-B are from the respective 6.6 KV unit buses A
and B respectively.

5.17 MOTOR CONTROL CENTRES (MCC)

a) Each unit has got the following MCCs.
1. Boiler MCC (BMCC).
2. Boiler Valve MCC (BVMCC).
3. Soot Blower MCC (SBMCC).
4. Turbo generator Valve MCC (TGVMCC).
The above MCCs except SBMCC for unit 2 and 3 are supplied by L&T
and for Unit-1 by C&S. The SBMCCs of all the three units are supplied by
C&S.
b) Apart from the above MCCs the following MCCs are also available to
cater the needs of station facilities.
1. Workshop MCC.
2. Fuel Oil Pump House MCC.
3. H2 Plant MCC.

5.18 BOILER MCC

This has got two buses A and B coupled through a bus coupler ACB.
Which will be normally kept opened. Bus-A is getting supply from USS-A
through a feeder, which has got ACBs at both ends. Similarly B bus is getting
from USS-B through an identical feeder.

5.19 BOILER VALVE MCC

The boiler valve MCC is getting supply through two feeders, one from
Bus-A and the other from Bus-B of Boiler MCC. Each feeder has got an
isolating switch and a fuse unit on the boiler MCC side and an isolating

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switch unit at the boiler valve MCC side. The isolating switch units of the two
feeders at the Boiler valve MCC side are mechanically interlocked by a key in
such a way that only one can be closed at a time.

5.20 SOOT BLOWER MCC.

It is getting supply from Bus-B of Boiler MCC through a feeder, which
has got an isolating switch and a fuse at the Boiler MCC side and an isolating
switch at the soot blower MCC side.

5.21 TURBO GENERATOR VALVE MCC

The layout of this MCC is similar is Boiler Valve MCC except that the
supply is from USS-A and USS-B.

5.22 WORKSHOP MCC

This MCC is supplied by C&S. This MCC is getting supply from SSS-A
and SSS-B through two feeders. At both ends of the feeders an isolating
switch and a fuse are provided. The two isolating switches at the workshop
MCC side of the feeders are mechanically interlocked by a key in such a way
that only can be closed at a time.

5.23 FUEL OIL PUMP HOUSE MCC

This MCC is supplied by L&T. This is getting supply from LH switchgearA and B through two feeders which have got ACBs at both ends.

5.24 H2 PLANT MCC

This MCC is supplies by C&S. The layout of this MCC is similar to soot
blower MCC except that the supply is from ASH handling switchgear-B.

5.25 AUXILIAR SUPPLIES USED.

Each switchgear is having the following supplies.
1. 110 V,

1,

a.c.

Control supply.

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2. 220 V,
3. 24 V,

D.C. Control supply.

a.c.

Winding heating supply.

4. 240 V,

1,

a.c.

Panel and motor space heating supply.

5. 415 V,

1 ,

a.c.

Test supply.

a.c.

Alarm supply.

6. 110 V,

1,

1 ,

5.26 110V A.C., 1 CONTROL SUPPLY

This control supply is used for the auxiliaries, which are controlled by
contractors.

This

supply

is

obtained

through

415/110V,

1,

control

transformer which is getting the 415V supply from power feeder of the same
auxiliary after the isolating switch and fuse units or from the 415V test bus
depending upon whether the module is in service or test position
respectively.

5.27 220V D.C. CONTROL SUPPLY

This supply is used for the incoming/outgoing feeders, which are
controlled by circuit breakers. This is used by the spring charging motor,
closing coil and the trip coil circuits of the circuit breaker. This supply is
brought from the 220V unit/station D.C. system.

5.28 WINDING HEATING SUPPLY

This supply is used for winding heating of the motors. Each switchgear
has got one 24V winding heating supply bus which gets its supply from some
other 415V bus through an isolating switch fuse and a 415/24V, 5KVA, 1
transformer. From this 24V bus, supply goes to the A and C phase terminals
of the motors through a MCB and a set of contracts of a relay which ensures
that this supply is fed to the motor only when it is not in service. This supply
is used for all the motor up to 30KW rating.

5.29 PANEL AND MOTOR SPACE HEATING SUPPLY

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This supply is used for panel/motor space heating. Each switchgear has
got a 240V panel/motor space heating supply bus which gets its supply from
some other 415V bus through an isolating switch, fuse and a 5KVA,
415V/240V, 1 transformer. From this bus, supply goes to the motor space
heater through a MCB and a set of contracts of a relay, which ensures that
this supply is available to the space heater only when the motor is not in
service. This is used for the motors whose rating is more than 30KW.

5.30 TEST SUPPLY

This supply is used for testing of the modules. This 415V test supply is
getting its supply from some other 415V bus through a 2KVA, 415/415V, 1,
transformer with isolating switch and fuse on both primary secondary sides.

5.31 ALARM SUPPLY

This supply is used for annunciating through a hooter whenever any
equipment in that switchgear trips. This 110V Alarm supply bus is getting its
supply from the main 415V, 3 bus through a 500VA, 415/110V, 1
transformer with isolating switch and fuses on the primary side and a fuse
and link on the secondary side.

5.32 OPERATING INSTRUCTIONS

Operating instructions are such that it does not allow paralleling of two
or more transformers for a period more than 2.0 secs.
In the case of unit service switchgears, the normal incomers will be in
services. When one of the normal incomers trips the corresponding standby
incomer closes on auto. When the standby incomer for the bus-A is in closed
conditions, the other standby incomer for bus-B cannot be closed and viceversa.

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In the case of station service switchgear and LHS switchgear auto
closing of standby incomer is not available when the normal incomer trips.
Like USS, in this switchgear also when one standby incomer is in closed
condition, the other cannot be closed.
In case of AHS switchgear, when parallel operation of AHT-A and AHT-C
is to be taken from the 6.6 KV bus to which AHT-A or AHT-B (Station bus C2A
or C1A) is connected. However auto closing of incomers from AHT-C when
the incomer from AHT-A or AHT-B trips, is not available. When one HT (LT)
breaker of AHT-C is in closed condition, the other HT (LT) breaker cannot be
closed.
In the case of CWPH switchgear, WTP switchgear and Boiler MCC when
one of the incomer breakers trip, the bus coupler breaker will close on auto.
In the case of ESP switchgear, auto closing of bus coupler breaker
when one of the incomer breakers trip is not available.
In the case of Fuel oil pump house MCC incomer-I (from LHS Bus-A) will
be in normal service. When that trips Incomer-II (from LHS Bus-B) will close
automatically. But the converse does not hold good.

5.33 ISSUE OF LINE CLEAR (L.C) FOR VARIOUS

TRANSFORMER
The procedure for issuing L.C. to the various transformers of 415V
system and also the procedure to normalize the system on return of L.C. are
discussed below.

5.34 ISSUE OF L.C. ON UST-C

CONDITIONS:
1. UST-A feeding USS-A.
2. UST-B feeding USS-B.

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3. UST-C is kept as reserve and charged on its HT side.
OPERATIONS:
1. Trip the HT (6.6 KV) breaker of UST-C.
2. Rack out 6.6 KV breaker and both the 415V breakers of UST-C.
3. Isolate the control supply (220V D.C.) for all the above 3 breakers.

5.35 NORMALISING UST-C AFTER RETURN OF L.C.

1. Rack in the 6.6 KV breaker & both the 415V breakers of UST-C.
2. Effect the control supply for all the above 3 breakers.
3. Close the HT breaker of UST-C thereby charging it.

5.36 ISSUE OF L.C. ON UST-A

CONDITIONS:
1. UST-A and UST-B are feeding USS-A and USS-B respectively.
2. UST-C is kept as reserve and charged on its HT side.
OPERATIONS:
1. Switch on the synchronising switch of UST-C to feed USS-A.
2. Check that the readings of the double voltmeter and double frequency
meter are same.
3. Switch on the synchronoscope.
4. Close the 415V breaker of UST-C to USS-A (standby incomer to USS-A)
when the synchronising conditions are satisfied.
5. Immediately the normal incomer to USS-A will trip. If it does not trip
the standby incomer to USS-A will trip after 3.0 seconds.
6. Switch off the synchronoscope and also the synchronising switch.
7. Check the bus voltmeter of USS-A and the LT side Ammeter of UST-C
for normal readings.
8. Trip the HT breaker of UST-A; rack out both HT & LT breakers of UST-A
and isolate their control supplies.

5.37 NORMALISING UST-A AFTER RETURN OF L.C.

1. Rack in both HT and LT breakers of UST-A and effect their control
supplies.
2. Close the 6.6KV

(HT) breaker of UST-A thereby charging

transformer.
3. Switch on the synchronising switch of UST-A.

the

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4. Check for equal readings in the double voltmeter and in the double
frequency meter.
5. Switch on the synchronoscope.
6. Close the normal incomer of USS-A when the synchronising conditions
are satisfied.
7. Standby incomer to USS-A will trip immediately; if it fails to trip the
normal incomer to USS-A will trip after 3.0 seconds.
8. Switch off the synchronising switch and the synchronoscope.
9. Check the bus voltmeter of USS-A for normal readings.

5.38 ISSUE OF L.C. ON SST-C

CONDITIONS:
1. SST-A and SST-B are feeding SSS-A and SSS-B respectively.
2. SST-C is kept as reserve and charged on its HT side.
OPERATIONS:
1. Trip the 6.6KV breaker of UST-C.
2. Rack out the HT & both the LT breakers of SST-C.
3. Isolate the control supply for all the above three breakers.

5.39 NORMALISING SST-C AFTER RETURN L.C.

1. Rack in the HT breaker and both the LT breakers of SST-C.
2. Effect the control supply to all the three breakers.
3. Close the HT breaker of SST-C thereby charging it.

5.40 ISSUE OF L.C. ON SST-A

CONDITIONS:
1. SST-A and SST-B are feeding SSS-A and SSS-B respectively.
2. SST-C is kept as reserve and charged on its HT side.
OPERATIONS:
1. Switch on the synchronising switch of SST-C to feed SSS-A.
2. Check for equal readings in the double voltmeter and in the double
frequency meter.
3. Switch on the synchronoscope.
4. Close the standby incomer (415Vbreaker of SST-C to SSS-A) to SSS-A
when the synchronising conditions are satisfied.

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5. The normal incomer to SSS-A will trip immediately; if it does not trip,
the standby incomer to SSS-A will trip after 3.0 seconds.
6. Switch off the synchronoscope and also the synchronising switch.
7. Check the bus voltmeter of SSS-A and the LT side Ammeter of SST-C for
normal reading.
8. Trip the HT breaker of SST-A; rack out both HT and LT breakers of UST-A
and isolate their control supplies.

5.41 NORMALISING SST-A AFTER RETURN OF L.C

1. Rack in both HT and LT breakers of SST-A and effect their control
supplies.
2. Close the HT breaker of SST-A thereby charging the transformer.
3. Switch on the synchronising switch of SST-A.
4. Check for equal readings in the double voltmeter and in the double
frequency meter.
5. Switch on the synchronoscope.
6. Close the normal incomer of SSS-A when the synchronising conditions
are satisfied.
7. Standby incomer to SSS-A will trip immediately; if it fails to trip, the
normal incomer to SSS-A will trip after 3.0 seconds.
8. Switch off the synchronising switch and the synchronoscope.
9. Check the bus voltmeter of SSS-A and the LT side Ammeter of SST-A for
normal readings.

5.42 ISSUE OF L.C. ON LHT-A AND NORMALISING

The operations are similar to that of SST-A.

5.43 ISSUE OF L.C. ON WTPT/CWPHT-A

CONDITIONS:
1. Transformer A and B are feeding buses A and B respectively.
2. Bus coupler breaker is open.
OPERATIONS:
1. Keep the trip selector switch in A position.
2. Switch on the synchronising switch.

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3. Close the bus coupler breaker when the synchronising conditions are
satisfied as observed from the synchronoscope panel.
4. Incomer-A trips immediately; if it does not trip, Bus coupler trips after
3.0 seconds.
5. Trip the HT breaker of transformer-A from CAP at UCB-III.
6. Rack out the HT and LT breakers of transformer-A and isolate their
control supplies.

5.44 NORMALISING WTPT/CWPHT-A AFTER RETURN OF L.C

1. Rack in the HT and LT breakers of transformer-A and effect the control
supply for them.
2. Charge the transformer by closing the HT breaker from CAP at UCB-III.
3. Keep the trip selector switch in Bus coupler position.
4. Switch on the synchronising switch.
5. Close the incomer-A when the synchronising conditions are satisfied as
observed from the synchronoscope panel.
6. Bus coupler breaker trips immediately; it not the incomer-A will trip
after3.0 seconds.
7. Switch off the synchronising switch.

5.45 ABNORMAL CONDITIONS AND EFFECTS

If supply to one of the unit service buses fail or if there is a total supply
failure in the USS, auto starting of the Equipments on resumption of supply
at various conditions are detailed below.

5.46 TOTAL POWER FAILURE TO USS-A, USS-B AND N/E BUS

CONDITIONS - I:
1. Running Equipments in N/E bus.
2. Reserve Equipments in USS-A or USS-B.
On total power failure, all the equipments will trip.
1. Equipments, which were in service, will start on auto if DG set comes
into service within 17 seconds (approx.).
2. Reserve Equipments (K &L modules) will start automatically, only if
supply to USS-A or USS-B resumes with in 3 seconds.

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CONDITION II:
1. Running equipments in USS-A or USS-B.
2. Reserve equipments in N/E bus.
On a total power failure all the equipments will trip.
1. If the running equipment is of K module, no auto start command
goes to it,
2. If the running equipment is of L Module and if the supply resumes
within 30 seconds, it will start on auto.
3. Reserve equipments will start on auto, if the D.G. set starts within 17
seconds.

5.47 POWER FAILURE IN BUS-A ALONE

CONDITION I:
1. Running equipments in N/E bus.
2. Reserve equipments in Bus A.
When the supply to bus-A fails, all the running equipments will trip.
1. Standby incomer-C to Bus-A will close within 2 seconds and both
running and reserve equipments will start automatically. The board
operator should trip any one set of the equipments.
2. If the standby incomer fails to close, DG set starts within 17 seconds
thus starting the running equipments on auto. Reserve equipments will
not start on auto, as the auto command does not persist for more than
3 seconds.
CONDITION II:
1. Running equipments in N/E bus.
2. Reserve equipments in Bus B.
When Bus-A fails, all the running equipments will trip.
1. Reserve equipments will start automatically.
2. If the standby incomer-C to Bus-A closes within 2 seconds, all the
running equipments will also start within 2 seconds. If the standby
incomer-C fails to close, the running equipments will close only after
the DG set comes into service (i.e. within 17 secs.). The board operator
should trip any one set of equipments.
CONDITION III
1. Running equipments in Bus A.

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2. Reserve equipments in Bus B.
When Bus-A fails, all the running equipments will trip.
1. Reserve equipments will start auto.
2. If the running equipments is of L module, it will start on auto after the
standby incomer-C to Bus-A closes within 2 seconds. If the standby
incomer fails to close, the running equipments will start on auto if the
supply resumption is within 30 seconds. The board operator should
select one set of equipments to be in service and trip the other set.
3. If the running equipment is of K module, no auto command goes to it.
CONDITION IV
1. Running equipments in Bus-A.
2. Reserve equipments in N/E Bus.
When Bus-A fails, all the running equipments will trip.
1. Both reserve and running equipments will start on auto within 2
seconds if the standby incomer-C to bus-A closes. The operator should
trip any one set of equipments and keep the other set in service.
2. If the standby incomer-C to Bus-A fails to close reserve equipments will
start on auto after the DG set comes into service. (i.e. within 17 secs.).
The running equipments will start on auto if the supply to Bus-A
resumes within 30 seconds.

5.48 POWER FAILURE IN BUS-B ALONE

Condition:
1. Running equipments in Bus-B.
2. Reserve equipments in N/E bus or Bus-A.
1)

Reserve equipments will start immediately.

2)

If the running equipments is of L module, it will start on auto

within 2 seconds if the standby incomer-D to Bus-B closes
within 2 seconds, the board operator should select one set of
equipments to be in service and trip the other.

3)

If the standby incomer-D to Bus-B fails to close, the running

equipments (of L Module only) will start on auto, if the supply
resumption to Bus-B is within 30 seconds.

5.49 NOTE:

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Under any of the above conditions, if the equipments do not start on
auto even after the DG set has come into service, or supply has been
restored to the buses, the board operator can manually start the equipments
from the desk.
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