UTC Overseas just delivered a huge phase-shifting transformer (PST) system from China to Utah, and in the process, set new records for the heaviest over-road gross-weight load permits ever issued by Utah, Arizona and New Mexico at up to 1.834 million pounds. With growing customer needs for electricity and increased interest in renewable energy, Rocky Mountain Power (RMP) a division of PacifiCorp, which serves parts of six western states,

began preparations in 2012 to expand its Pinto substation in southeast Utah. The variability of renewable generation presents unique challenges for electric utilities. Output can change rapidly, depending on conditions. A PST was chosen to enable more rapid and efficient shifting of power flows to and from grids in response to sudden changes in output and demand.

RMP turned to China’s BTW, specialists in large PSTs for a new state-of-the-art unit.

TRANSFORMER DELIVERY SETS THREE-STATE RECORD

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A one million pound-capacity dual lane frame trailer was used to successfully deliver the two main sections of a massive phase shifting transformer over 250 miles from a railhead in New Mexico to a electical substation in southeastern Utah. This over-road portion of the move took over a week to complete for each section.Project Brief

For an exciting video, documenting the challenging delivery of this huge transformer from China to rural Utah, click here: https://youtu.be/sSf8fG-UWrs

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January 2016 Volume 5, Issue 1

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Because of its huge size and weight (nearly 1.6 million pounds) it was constructed in three segments – two transformers and a connecting "throat" unit. It is the heaviest PST ever exported from China to North America. UTC began initial planning work in April of 2014. As work progressed, BTW’s long-standing domestic partner Zhongjie provided input to UTC’s Houston and Shanghai offices to craft the logistics for moving the transformer from the BTW plant in China to the RMP substation near Monticello, Utah.

This August, working under tight time constraints, UTC’s Shanghai and Houston offices coordinated transport from the factory to Tianjin with Zhongjie, and negotiated ocean transport to Houston. The late summer window was a busy time for China exports, making it hard to find a heavy-lift breakbulk vessel with the space and resources to handle the two transformers, throat section, and an additional 60 crates of accessories. Despite the crunch, UTC’s team was able to negotiate vessel space and avoid potential delays.

As the units were readied for transport, Tianjin was rocked by a huge chemical explosion, damaging parts of the port,

snarling traffic and raising the threat of a possible missed sailing. Although originally given a week to complete the 200 KM (125 mi.) move, UTC Shanghai and Zhongjie worked with Chinese authorities to shave their original seven-day transit plan to just five, enabling the vessel to sail on time.

UTC analysts found rail was the best option for moving the two transformers from Houston to a spot as close as possible to Monticello – on a cost and time basis. (The throat unit went by truck.) Heavy duty rail cars for such oversized loads are scarce, and not always available when needed. Competitors could only offer expensive and hard-to-lease 20-axle cars. Fortunately, UTC’s own custom-built, 16-axle, 400-ton capacity rail car was ideally suited for the heavier 381-ton “exciter” section, fitting on the 40-foot deck with less than a half inch to spare at either end. (utcoverseas.com/news/June2014.pdf)

Months before the move, UTC’s rail team was already researching routes from Houston via northern and southern corridors. Once the southern corridor was determined to be optimal, negotiations began with the Burlington Northern Santa Fe Railroad (BNSF) to get clearances and

TRANSFORMER DELIVERY SETS RECORD (continued)

UTC Overseas’ own custom-built, 16-axle, 400-ton capacity rail car was ideally suited for the heavier 381-ton “exciter” section, fitting on the 40-foot deck with less than a half inch to spare at either end.

Despite tight time restrictions and the busy late summer export season in China, UTC ocean specialists were able to book space aboard a bulk vessel with heavy lift capacity and available cargo space for the three transformer units and 60 crates of accessories.

“ As the units were readied for transport, Tianjin was rocked by a huge chemical explosion, damaging parts of the port, snarling traffic and raising the threat of a possible missed sailing. Although originally given a week to complete the 200 KM (125 mi.) move, UTC Shanghai and Zhongjie worked with Chinese authorities to shave their original seven-day transit plan to just five, enabling the vessel to sail on time.”

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January 2016, Volume 5, Issue 1

UTC Overseas’ own custom-built, 16-axle, 400-ton capacity rail car sits empty with the larger of the two transformers (381 tons) successfully transferred to IRH’s dual lane frame trailer. The trailer had already delivered the smaller transformer (362.6 tons) to Monticello and was then returned to the Thoreau, NM railhead for reassembly around the larger unit. To reach Monticello, over 250 miles away, required following a carefully surveyed route through New Mexico, Arizona and then Utah.

approvals for transport to a railhead in the tiny New Mexico town of Thoreau, 7,000 feet up on the Continental Divide – and over 250 miles from Monticello. (Hopes of getting 30 miles further west to Gallup were blocked by a load-limit issue on a rail bridge beyond Thoreau.)

After Houston vessel discharge at the beginning of October, the rail team supervised securement of each unit to its respective railcar. Assembled in a special train, with empty “idler” cars between the two loads to spread weight, they were moved nearly 1,000 miles to Thoreau over a single weekend. On site at Thoreau, UTC's sub-contractor, Intermountain Rigging and HeavyHaul (IRH), moved the transformers to temporary stands using jack and slide system technology. IRH then built a gigantic one million pound-capacity dual lane frame trailer around the smaller of the two units for road transport to Monticello.

Earlier, once the Thoreau railhead had been chosen, UTC and IRH teams began surveying three possible routes to Monticello, driving each one and checking clearances, bridge and culvert weight capacities, sharp curves, and steep hills. Also critical was finding

areas where the lengthy load could be safely parked overnight. Their final choice, reviewed and approved by individual state transportation authorities, wound through New Mexico, Arizona and Utah. Since part of the route traversed Navajo land, approvals were also needed from tribal authorities and the Bureau of Indian Affairs.

All three states advised IRH that the trailer, large transformer and up to nine push and pull trucks, collectively represented the heaviest over-road load they had ever permitted. The trailer alone was 200 feet long with 30 axles and 240 tires to help spread the weight, and loaded, stood over 20 feet high and 22 feet wide. At maximum configuration, with all trucks attached and dollies added when needed, the length reached 412’ and used 314 tires. “When moving such heavy weights, and with grades of up to 8%,” notes UTC Project Field Manager Jeremy Gibson,

“failures of truck clutches and drive shafts are not uncommon. We had no significant mechanical failures.”

The trailer was dismantled at Monticello’s San Juan County Fairgrounds, near the substation, and the small transformer left on stands. Trailer components were returned to Thoreau and the process was

“ All three states advised IRH that the trailer, large transformer and up to nine push and pull trucks, collectively represented the heaviest over-road load they had ever permitted.”

“ How far we travel daily is ruled by where we can safely park at night.”— Mark Lavery, Project Manager, IRH

“When moving such heavy weights, with grades of up to 8%, failures of truck clutches and drive shafts are not uncommon. We had no significant mechanical failures.” — UTC Project Field Manager Jeremy GIbson...Read more

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repeated for the larger unit. Each of the overland moves took from 7-9 days.

Jack and slide systems were again used to move the big unit, throat and small unit, in sequence, to a Goldhofer self-propelled transporter for delivery to the substation and lowering to the concrete pad, custom built for their installation. Safety crews provided traffic control as the Goldhofer negotiated the main road enroute to the substation.

From Houston vessel discharge to final pad delivery took just over two months. The three units are now connected on the pad and transformer specialists, including experts from the Chinese

factory, are completing final assembly and testing. RMP experts expect the new unit to be fully operational in February.

Matt Loll, UTC Vice President for Project Development, North America and head of the company’s Transformer Team, said strong communication was essential to the successful completion of the project. “After 20 months of planning and execution, we coordinated delivery of these massive heavy lifts safely, on time and within budget."

"It’s a credit to UTC’s skills in logistics planning, ocean, rail, heavy lift/heavy haul, the coordination between our U.S. and China offices and our field supervisors,

including Cathy Zhou of our office, who were on hand throughout to assure safe and timely execution,” added Shanghai Project General Manager Eric Xu.

“High appreciation for the great effort by UTC Shanghai and Houston,” concluded Zhongjie CEO Chen Jianming.

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TRANSFORMER DELIVERY SETS THREE-STATE RECORD (continued)

(Clockwise top left) The trailer with its large transformer load and moved by an array of 7 powerful trucks, climbs the steep grade from the San Juan River basin near Bluff, UT. (Top Right) A self-propelled Goldhofer motorized transport approaches the RMP substation with the large transformer. It had been removed from the trailer at a nearby staging area and moved to the Goldhofer by jack and slide technology. At the substation it was then slid to a concrete pad prepared for its arrival. (Bottom left) UTC’s successful transformer team from the Shanghai and Houston offices. (Bottom right) Workmen at the substation with the large transformer (R) throat unit connecter (middle) and smaller transformer about to be connected, left.

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