LNG PROJECT OPERATING MANUAL UTILITIES AREA Table of Contents

TRAIN 1 / UNIT 31 Power Generation / Distribution 31.1) Foreword 31.2) System Description 31.2.1) Power Sources For Train 1 Loads 31.2.2) Reference Documents 31.2.3) Description 31.3) Normal Operating Configuration 31.3.1) 11kV 31.3.2) 400V 31.4) System Trip Events & Restoration 31.5) Black Start / Normal Start-up 31.6) Detailed (Macro) Switching Procedures 31.6.1) Starting a 400V Diesel Generator 31.6.2) Starting an 11kV Generator 31.6.3) Energizing To The Synch Bus 31.6.4) Energizing an 11kV Transformer 31.6.5) Energizing a 3.3kV Incomer 31.6.6) Energizing a 400V Incomer 31.6.7) Manual Transfer Switching 31.6.8) Diesel Generator Shutdown 31.6.9) Diesel Generator Exercise 31.7) Normal Electrical Plant Shutdown Page 2 Page 3 Page 3 Page 3 Page 4 Page 6 Page 6 Page 6 Page 7 Page 8 Page 9 Page 9 Page 9 Page 10 Page 11 Page 12 Page 12 Page 13 Page 13 Page 14 Page 15

Matrix A = Possible Train 1 Power Supply Trips & Restoration Matrix B = Priority Selection Table for 400V Black Start Power Attachment 1 = 24807-301-E1-EYM-00002, rev.001 Attachment 2 = 24807-301-E1-EU-00001, rev.001

Page 1

Revision A

SEPT/05

ELNG TRAIN 1 / UNIT 31 POWER GENERATION / DISTRIBUTION 31.1 FOREWORD

The scope of these operating instructions is restricted to the ELNG Train 1 Electrical Facilities ONLY; however they do include all electrical tie-in power interconnections with the ELNG Train 2 Facility at both the 11kV normal power and 400V essential power levels. For operation of the ELNG Train 2 Electrical Facility, please refer to the (previously submitted) Operating Procedure that is specific to Train 2 / Unit 31. The intention of these operating instructions is to guide ELNG Senior Electrical Engineering Personnel in the operating philosophy of the ELNG Train 2 electrical facility. When operating any part of the ELNG Train 1 Electrical Infrastructure these procedures must be strictly adhered to. Personnel who are NOT trained and certified for the switching of 11kV Switchgear should NOT use this procedure or any part of it. Detailed instructions for the operation of the Siemens/Alstom GTGs are not included within this document, see references (section 31.2.2) 3, 4, 5 and 6 for this information.

Page 2

Rev. A / SEP 2005

ELNG TRAIN 1 / UNIT 31 POWER GENERATION / DISTRIBUTION 31.2

SYSTEM DESCRIPTION
1TG-3101 (11kV GT) via Incomer K3 on 1ES-1011 1TG-3102 (11kV GT) via Incomer K3 on 1ES-1012 1TG-3103 (11kV GT) via Incomer K3/4 on 1ES-1013 and 1ES-1010 2TG-3104 (11kV GT) via Incomer K3/4 on 2ES-1014 and 1ES-1010 1DG-3105 400V Essential Power / Black Start Diesel Genset (via 1EK-1050) 2EK-1051 Main 400V Essential Power Switchboard Train 2 (via 2EB-1052)

31.2.1) Power Sources For Train 1 Loads

31.2.2) Reference Single Line Diagrams

Ref1) Normal Power 24807-301-E1-EYM-00002 (Appendix 1) Ref2) Essential Power 24807-301-E1-EU-00001 (Appendix 2) Ref3) GTG 1 Siemens/Alstom Operating Instructions File 2A-3, B003701GT35C2, infoworks document number 24807-301-V1A-MGC0-00468 Ref4) GTG 2 Siemens/Alstom Operating Instructions File 2A-3, B003702GT35C2, infoworks document number 24807-301-V1A-MGC0-00519 Ref5) GTG 3 Siemens/Alstom Operating Instructions File 2A-3, B003703GT35C2, infoworks document number 24807-301-V1A-MGC0-00583 Ref6) GTG 4 Siemens/Alstom Operating Instructions File 2A-3, B003704GT35C2, infoworks document number 24891-302-V1A-MGC0-00281 Ref7) 1ES-1011, 11kV Switchgear Single Line 24807-301-E1-EYM-00003 Ref8) 1ES-1012, 11kV Switchgear Single Line 24807-301-E1-EYM-00004 Ref9) 1ES-1013, 11kV Switchgear Single Line 24807-301-E1-EYM-00005 Ref10)1ES-0121, 3.3kV Switchgear/MCC SLD 24807-301-E1-ESHA-00001 Ref11)1ES-0721, 3.3kV Switchgear/MCC SLD 24807-301-E1-ESHA-00002 Ref12)1EK-0141, 400V MCC SLD 24807-301-E1-ESL-00002 Ref13)1EK-0142, 400V MCC SLD 24807-301-E1-ESL-00003 Ref14)1EK-0143, 400V MCC SLD 24807-301-E1-ESL-00004 Ref15)1EK-0144, 400V MCC SLD 24807-301-E1-ESL-00005 Ref16)1EK-0145, 400V MCC SLD 24807-301-E1-ESL-00006 Ref17)1EK-0741, 400V MCC SLD 24807-301-E1-ESL-00007 Ref18)1EK-0941, 400V MCC SLD 24807-301-E1-EU-00010 Ref19)1EK-1041, 400V MCC SLD 24807-301-E1-ESL-00001 Ref20)1EK-1141, 400V MCC SLD 24807-301-E1-EU-00006 Ref21)1EK-1050, 400V MCC SLD 24807-301-E1-EU-00002 Ref22)1EC-0151, 400V MCC SLD 24807-301-E1-EU-00008 Page 3 Rev. A / SEP 2005

Ref23)1EC-0152, 400V MCC SLD 24807-301-E1-EU-00007 Ref24)1EC-0751, 400V MCC SLD 24807-301-E1-EU-00009

31.2.3

DESCRIPTION

The Train 1 ELNG facility Electrical System is powered by three 17.2 MVA gas fired Alstom/Siemens turbine generators that are each site rated at 12.6 MW (at 40C air inlet temperature). These generators are numbered 1TG-3101/2/3 and provide electrical power at 11 kV, 50 Hz. There is no tie between the plant generation and the local Egyptian utility. Primary utilization voltages are 3.3 kV, 400 volt, and 230 volt. There are three 11 kV generator busses: 1ES-1011, 1ES-1012 and 1ES-1013. These three busses are tied together via the ELNG Synchronizing Bus, 1ES-1010. The 11 kV busses are located in the Train 1 Main Substation Building (1A-4009). Note that 1ES1010 and 1ES-1013 have both been extended by one cubicle to allow tie-in to Train 2. 1ES-1010 allows power transfer between the generation busses, 1ES-1011/2/3 & 2ES1014 (Train 2 for 2TG-3104). The Train 1 Generation Bus for 1TG-3103 (1ES-1013) also supplies power to Train 2 via 2ES-1013A. The combined electrical system (Train 1 + Train 2) is designed to operate normally with the four 11 kV generator buses connected together (via 1ES-1010) and all four of the Alstom/Siemens generators operating. There are N+1 generators and the plant can be operated at full capacity with one generator out of service. Busses 1ES-1011 and 1ES-1012 are the 11 kV buses which supply power to the switchboards that directly supply the loads. Each 3.3 kV and 400 volt switchboard (that has no diesel generator) is double ended and secondary selective with provisions for automatic transfer if one of the 11kV power feeds is lost. Each transformer is sized to supply the total switchboard load. The secondary switchgear (with dual supply transformers) is designed to operate with their tie breaker open. The secondary switchgear is not rated for the two transformers to operate in parallel. There are no provisions for automatic restarting of individual loads and most loads must be restarted locally. There are provisions for a supervised closed transition transfer between the switchboard secondary buses. Unit switchboard/MCCs are located at the Compressor Control Substation, Propane Condenser Substation, Loading Substation and Main Substation.

Page 4

Rev. A / SEP 2005

A 1250 kW / 1562kVA, 400 volt diesel driven standby generator, 1DG-3105, automatically starts should the Train 1, 11kV Supply fail. The 400 volt Standby Bus 1EK-1050 is supplied by 1DG-3105 or 1600 kVA transformer, 1ET-1050 which is fed from 11 kV bus 1ES-1011, breaker K6. The Diesel generator is designed to automatically start if the power supply from 1ES-1011 is lost. In the event that all plant generation is lost including the standby generator 1DG-3105, switchboard 1EK-1050 can be connected to Train 2s 400 volt Standby Bus 2EK-1051 via the 2500A busduct beneath the Train 1 & 2 Main Substations (2EB-1052). However, no paralleling of these two standby generators is permitted via a Castell Key mechanical interlock system. Bus 2EK-1051 is located in the Train 2 Main Substation Building (2A-4009) and 1EK-1050 is located in the Train 1 Main Substation Building (1A-4009). Essential loads (that can tolerate interruptions of thirty seconds or longer) are supplied from the essential power distribution system, see single line diagram, reference 2. The Alstom/Siemens generator support systems, the potable water pumps, the black start diesel generator battery chargers, the substation DC chargers, the AC UPS rectifier and AC UPS B distribution panels, the turbine generator starting motor and plant egress lighting are also supplied from essential power. Uninterruptable Power Supplies, AC or DC, are provided for those loads that cannot tolerate any power interruption. Note that there are two other 400V diesel generators in the Train 1 essential power system, 1DG-3106 (936kVA) for the Control Building / 1EK-1141 and 1DG-3107 (250kVA) for the Marine Terminal Building / 1EK-0941.

Page 5

Rev. A / SEP 2005

TRAIN 1 / UNIT 31 POWER GENERATION / DISTRIBUTION 31.3 NORMAL OPERATING CONFIGURATION

SCOPE: The purpose of this procedure is to describe the normal operating configuration of the Power Generation / Distribution Unit. This procedure does not supersede, nor does it relieve responsibility for compliance with any other procedure(s) which may be required. It is intended to use these procedures in conjunction with the latest Single Line Diagrams. The procedure will reference specific Single Line Diagrams as appropriate. 31.3.1) 11kV Normal Operating Configuration (Please refer to Ref1, section 31.2.2) 1ES-1010-K3, K4 & K5 all closed. 1ES-1011/2/3-K4 all closed. 1ES-1011-K3 closed when 1TG-3101 in operation. (Also, 1ES-1012-K3 closed when 1TG-3102 in operation and 1ES-1013-K3 closed when 1TG-3103 in operation). Note that the operation of the four 11kV GTGs (T1 x 3 + T2 x 1) depend upon the operational load requirements of the plant, planned preventative maintenance schedules of the GTGs and also allowing for one generator to act as a spinning reserve to enable power supply to be maintained considering a trip of any one machine. Note that the ELNG facility (Train 1, 2 or future trains) does not include a load shedding scheme by design, therefore a spinning reserve machine is required for system stability / reliability. All outgoing (non-spare and non-future) 11kV feeders energized supplying Train 2 and all transformers 31.3.2) 400V Normal Operating Configuration (Please refer to Ref2, section 31.2.2) 1DG-3105 in standby mode (triggered to start if 1EK-1050 main supply fails) 1EK-1050 energized via 1EB-1050 and 1ET-1050 from 11kV power 1EC-0151&2, 1EC-0751 and 1EC-1051/2/3 all supplied from 1EK-1050 400V Busduct supply from 1EK-1050 de-energized and mechanically locked out via Castell key interlocking system. Note that to enable certain maintenance activities to be performed it is possible to supply either 1EK-1050 from 2EK-1051 or vice versa via 2EB-1052 (busduct below Main Substations). Because it is not possible to synchronize 1DG-3105 with 2DG-3105 this is prevented via a mechanical Castell Key interlocking scheme. The logic of this scheme is as follows:- in order to release the key E1 for the breaker for 2EB-1052, either both of the keys (C1 and D1) for the main and generator breakers on 2EK-1051 OR both of the keys (A1 and B1) for the main and generator breakers on 1EK-1050 need to be inserted into the Castell Key Exchange Box on the wall of the Train 2 Main Substation. All 400V switchboard/MCC incomer ACBs to be closed (except those from 1DG3105/6/7) and all bus-coupler ACBs (where applicable) to be open with 400V automatic transfer systems enabled. Page 6 Rev. A / SEP 2005

TRAIN 1 / UNIT 31 POWER GENERATION / DISTRIBUTION 31.4

SYSTEM TRIP EVENTS & RESTORATION

Please refer to Matrix A and references 1 & 2 (see section 31.2.2), note that this matrix is based on the assumption that the initial operating condition is as described in section 31.3. Note that the design of the system is dual redundant and thus only considers a single jeopardy fault events. Double jeopardy fault conditions are NOT considered by the design and may result in system instabilities and loss of supply power.

Page 7

Rev. A / SEP 2005

TRAIN 1 / UNIT 31 POWER GENERATION / DISTRIBUTION 31.5

SCOPE: The purpose of this procedure is to provide the general guidelines for a safe, efficient start and restart of the Power Generation / Distribution Unit when either no generators are in operation or when only Train 2 generators are in operation. This procedure does not supersede, nor does it relieve responsibility for compliance with any other procedure(s) which may be required. It is intended to use these procedures in conjunction with the latest Single Line Diagrams. The procedure will reference specific Single Line Diagrams as appropriate.

BLACK-START PROCEDURES (START & RE-START)

Black Start Procedures

Note that the source of 400V power to the GT auxiliaries to enable them to start and run is flexible to ensure availability of black start capability under almost any conditions of electrical generation plant operation and/or availability. Please refer to Matrix B, where the possible sources of 400V power are listed in priority / preference order to enable selection to be made considering availability at any time.

Page 8

Rev. A / SEP 2005

TRAIN 1 / UNIT 31 POWER GENERATION / DISTRIBUTION 31.6 DETAILED (MACRO) SWITCHING PROCEDURES

31.6.1) Starting a 400V Diesel Generator (e.g. 2DG-3105, 1DG-3105/6/7). Please note that 2DG-3105 and all three (3) of the Diesel Generators within Train1 should always be left ready for an automatic start-up (see 31.6.8), however in the event of a Diesel generator not starting automatically upon loss of the 11kV then please follow the steps below: Note that this procedure should only be followed if the 400V generator switchboard bus is initially dead / de-energized. If it is live / energized via its transformer then please refer to section 31.6.9. Note that all of the GTGs that were running prior to the trip event must have their auxiliary 400V power supplies restored within 10 minutes otherwise those GTGs will become locked into an ten hour de-barring cycle and hence be unavailable for power generation. On the Diesel Generator Control Panel (inside substation) find auto/manual selector switch and change into manual mode. Press Engine Start pushbutton, start initiated white light will illuminate but wait for Generator Voltage and frequency analogue meters to rise to 400V and 50Hz. Change selector "TRIP/CLOSE (52TC)" on Generator Control Panel to "close" position to close LV Switchboard Generator breaker. 31.6.2)Starting a 11kV Gas Turbine Generator and Energizing an 11kV Generator Bus. Please note that for specific details on starting the Siemens / Alstom Gas Turbine Generators, please refer to their specific operating instructions (see references 3, 4, 5 & 6. Note that Siemens / Alstom terminology for K3 breaker is GCB and UCB1 is used to refer to K4 breakers. UCB2 is not used and thus this is not applicable to either Train 1 or Train 2 GTGs. Note that each GT has a dedicated 11kV switchboard to which it is connected as follows:1TG-3101 is connected to cubicle K3 within 1ES-1011 1TG-3102 is connected to cubicle K3 within 1ES-1012 1TG-3103 is connected to cubicle K3 within 1ES-1013 2TG-3104 is connected to cubicle K3 within 2ES-1014 Go to the 11kV switchgear to which the appropriate selected GT is connected (see above) and ensure that the earth switch is opened and that both the circuit breaker and the voltage transformer (below K3 CB) are both fully racked into position then reset 86G1 and select measurements from the menu of the REF542 relay such that you can see the incoming voltage from the GT it should display zero. Page 9 Rev. A / SEP 2005

See references 3/4/5/6, start the selected GT and raise both voltage and frequency to 11kV and 50Hz. Go to the 11kV switchgear to which the appropriate selected GT is connected (see above), check voltage and frequency displayed on K3 REF542 is displaying 11kV and 50Hz it will then be possible to reset the 86G2 lock-out relay and reset the protection trip/start LED on the REF542. Go back to the GTG control enclosure, note that if another GTG is already running and connected then Ref 3/4/5/6 need to be consulted in order to synchronize this new GT to the system as follows: In local panel CHA10: o Selector U10.1 (selector synch. Mode) is in Auto position. o Selector U10.2 (selector breaker) is in GCB1 position. o Selector U10.3 (selector panel enable) is in Locked position. Open the GCB synch./off station and give ON command; GTG should synchronize and GCB close Note that K3 CANNOT (and MUST NEVER) be closed at the 11kV switchgear as this would bypass the Siemens / Alstom Synch-Check relays and other interlocks. The 11kV Generator Switchgear Bus is now energized and this can be confirmed by checking the analogue voltmeter located on panel K2.

31.6.3)Energizing the Synch-Bus (1ES-1010) from a Generator Bus Each of the 11kV generator switchgear busses includes a K4 breaker (referred to as the UCB by the Siemens / Alstom documentation and equipment). Note that these breakers can ONLY be closed at the Siemens / Alstom 11kV Generator Synchronizing Control Panel located within the GT enclosure / Auxiliary MCC room. Note that these K4 breakers connect the 11kV Generator Switchboards to the Synch-Bus (1ES-1010), which is common to ALL present and future Trains via another 11kV breaker on 1ES-1010. The 1ES-1010 cubicle breakers MUST BE CLOSED prior to the closure of their associated K4 breakers within the 11kV Generator Switchgear Busses. References are as follows:1ES-1010-K3 connects to 1ES-1011-K4 1ES-1010-K4 connects to 1ES-1012-K4 1ES-1010-K5 connects to 1ES-1013-K4 1ES-1010-K6 connects to 2ES-1014-K4 1ES-1010-K7 connects to 3ES-1015-K4 (future for Train 3) To close a breaker 1ES-1010, first check that its earth switch is opened and that its breaker is fully racked in. Please note that the 1ES-1010 feeder cubicles (K3-K7) do not include VTs on the high side of their breakers and hence the voltage displayed on their REF542Plus relays is actually the bus Rev. A / SEP 2005

Page 10

voltage on 1ES-1010 that is derived from the VT located within 1ES-1010K2 Go to the 11kV Generator Bus that is required to be connected to 1ES-1010 and check that the K4 earth switch is opened and that the CB (&VT) are both fully racked into service. Reset any trips or protection starts from the K4 REF542 relay in order to reset the uppermost ALARM LED from RED to GREEN. Check that if the 1EK-1010 breakers were opened then close it. Go back to the Siemens GTG Control Room and make "dead-bus" override close to K4 (GCB) (in strict accordance with References 3/4/5/6) as follows:The synchronization will be done to a dead BB.

WARNING!
Synchronizing to dead BB shall ONLY used when closing selected breaker to a dead bus! Incorrect use will cause severe damage! Note that the synchro-check relay is blocked when turning the key to Bypass position so; it is possible to close the breaker to active net. In local panel CHA10: o Selector U10.1 (selector synch. Mode) is in Manual position. o Selector U10.2 (selector breaker) is in GCB1 position. o Selector U10.3 (selector panel enable) is in Enabled position o 11kV Generator Bus is now connected to 11kV Synch-Bus (1ES-1010).

31.6.4) Energizing an 11kV Transformer Feeder Supply To close an 11kV Transformer Feeder Supply Breaker, first check that its earth switch is opened and that its breaker is fully racked in. Please note that the transformer feeder cubicles do not include VTs on the high side of their breakers and hence the voltage displayed on their appropriate REF542Plus relays is actually the 11kV switchgear bus voltage that is derived from the VT located within the K2 panel. Note that following an outage on an 11kV switchboard all of the transformer feeder breakers will trip on under-voltage unless the switchgear tripped for any other reason. Reset the REF542Plus relay and check that the uppermost alarm LED (on right hand side of LCD display) changes back from RED to GREEN. Note that the 11kV bus-bars must be energized via K3 (see 31.6.2) or K4 (see 31.6.3) prior to attempting this activity and that the under-voltage elements within these REF542Plus relays MUST NEVER be BLOCKED via use of the E-Key / DALLAS Key. For feeders to 11/3.3kV transformers it must first be confirmed that the DOWNSTREAM earth switch is OPEN at the 3.3.kV level. There is a failsafe electrical interlock for this however it is STRONGLY RECOMMENDED to re-enforce this interlock by padlocking it open and controlling its padlocked condition via an ELNG lock-out/tag-out procedure. Page 11 Rev. A / SEP 2005

Turn the 11kV discrepancy switch to the 1 position and push it in and turn clockwise (slightly past the 1 position, to the next/adjacent line mark) and the 11kV CB will close, charging spring will then re-charge via its internal DC motor.

31.6.5)Energizing a 3.3kV Switchboard Incomer First close the associated 11kV Transformer Feeder Supply breaker, see 31.6.4 and references 1 and 2. Ensure that the 3.3.kV Incomer Circuit Breaker and high side VT are fully racked into their service positions. Reset the REF542Plus relay and check that the uppermost alarm LED (on right hand side of LCD display) changes back from RED to GREEN. Note that the high side VT must be energized via the energization of the upstream 11kV feeder CB (see 31.6.4) prior to attempting this activity and that the under-voltage elements within these REF542Plus relays MUST NEVER be BLOCKED via use of the E-Key / DALLAS Key. Turn the 3.3kV discrepancy switch to the 1 position and push it in and turn clockwise (slightly past the 1 position, to the next/adjacent line mark) and the 3.3kV CB will close the charging spring will then re-charge via its internal DC motor. Note that this activity will only energize one bus of the 3.3kV MCC. The other bus can be energized via either closing the bus-coupler (K0) breaker or via the second incomer and transformer and 11kV supply upstream. Also refer to section 31.6.7 for information. 31.6.6)Energizing a 400V Switchboard Incomer First close the associated 11kV Transformer Feeder Supply breaker, see 31.6.4 and references 1 and 2. Ensure that the 400V Incomer Air Circuit Breaker (ACB) is fully racked into its service position. Check that the Incomer Voltmeter is displaying 400V phase-phase and that the incomer under voltage relay trip light is reset. Press the Green Close pushbutton above the required ACB to energize the bus. Check the Bus Voltmeter is displaying 400V phase-phase and that the Bus under voltage relay trip light is reset. Clear the 230V AC Loss Flag on Bus Coupler if necessary. Note that this activity will only energize one bus of the 400V MCC. The other bus may be energized via either closing the bus-coupler (Panel 0) breaker or via the second incomer and transformer and the 11kV supply upstream. Also refer to section 31.6.7 for information. 31.6.7)Performing Manual Transfer between 3.3kV or 400V Switchboard Incomers Make-Before-Break (i.e. bump-less) transfers of power are possible for maintenance purposes as described below:Page 12 Rev. A / SEP 2005

 Ensure both transformers are energized by 11kV from upstream (see 31.6.4) and both Incomers are closed to energize their respective busses (31.6.5 & 31.6.6). On the Bus-Coupler Panel switch from AUTO TRANSFER into MANUAL TRANSFER MODE. Refer to Traffolyte Plaque on the Bus Coupler that shows the Manual Transfer operation options available and switch to the required switch operation mode (e.g. 1, 2, 3 or 4). Turn the Transfer (Spring Return) Switch to right AND HOLD until transfer operation is completed. When maintenance activity is completed perform transfer back to condition 0 as shown on the Traffolyte Plaque. On Bus-Coupler Panel switch from MANUAL TRANSFER into AUTO TRANSFER MODE.

31.6.8)Transfer of a 400V Switchboard from DG supply to Transformer Supply Please follow the steps below: Note that this procedure should only be followed if the 400V generator switchboard is already live / energized via the 400V generator initially, if it is initially dead / de-energized then please refer to section 31.6.1. For exercise test see section 31.6.9. Make sure mains supply transformer is energized with HV (e.g. 1ET-1050, 1ET-1141, 1ET-0941 or 2ET-1051, as appropriate). On the Diesel Generator Control Panel (inside the substation) find the auto/manual selector switch and check it is set to automatic mode. On the Diesel Generator Control Panel (inside the substation) find the Allan Bradley PLC controller module and press F1 to clear any alarms and then press F3 (TTM) to Transfer To Mains. DG will be synchronized with the bus-bars and the main incoming breaker (from transformer) will close and then generator breaker will be opened after a few seconds. DG will then enter a cool-down stop cycle. 31.6.9)Performing a 400V DG Exercise Please follow the steps below: Note that this procedure should only be followed if the 400V generator switchboard is already live / energized via its transformer initially, if it is initially dead / de-energized then please refer to section 31.6.1. On the Diesel Generator Control Panel (inside the substation) find the auto/manual selector switch and check it is set to automatic mode. On the Diesel Generator Control Panel (inside the substation) find the Allan Bradley PLC controller module and press F1 to clear any alarms and then press F2 to TEST the DG. DG will, start, raise voltage and frequency and then be synchronized with the bus-bars and generator breaker will be Page 13 Rev. A / SEP 2005

closed and the main incoming breaker (from transformer) will open after a few seconds. To end DG test and to perform bump-less return the 400V switchboard to be powered from its main supply transformer press F2.

Page 14

Rev. A / SEP 2005

TRAIN 1 / UNIT 31 POWER GENERATION / DISTRIBUTION 31.7 NORMAL ELECTRICAL PLANT SHUTDOWN PROCEDURE

To shutdown the Train 1 / Unit 31 facility, perform a shutdown of the Train 1 ELNG production facility, start-up 1DG-3105 and transfer all of 1EK-1050 load away from 1ET1050. Start-up 1DG-3106 and transfer all of 1EK-1141 load away from 1ET-1141. Open each 11kV transformer Feeder breaker in turn, perform a controlled shutdown of 1TG3101/2/3 and open 1ES-1011/2/3-K3 & K4 and 1ES-1010-K3/4/5. When 1TG-3101/2/3 have completed their cool-down stop, all load feeders from 1EK-1050 can be opened and 1DG-3105 can also be shutdown via cool-down stop. Shutdown all loads in control building, including DCS and UPS systems then open all load feeders from 1EK-1141 and 1DG-3106 can also be shutdown via cool-down stop. Unload and shutdown all AC & DC UPS systems in each substation in turn.

Page 15

Rev. A / SEP 2005