1.

TABLE OF CONTENTS
2. INTRODUCTION AND SUMMARY
International freight movement is organized around two major complexities
these are long distances and that of multiplicity of intermediaries. In the
logistics set-up in particular, making sure that your product is available
depends as much on your distribution network as it does on your production.
These two functions are inextricably linked in bringing your product to market
– if either one fails, then you fail.

3. ACKNOWLEDGEMENTS
4. SEEKING OUT OPPORTUNITY

5. GATHERING ALL INFORMATION

Factors in the immediate environment have influence on the current state of
affairs and decisions that the organisations have adopted. I therefore gave
myself sufficient time and effort to carry out environmental analysis to assess
the ongoing economic integration and growing interdependency of countries
worldwide. Also to include such factors as changing trading patterns, political
factors, cultural diversity, market forces and not forgetting customer
expectations. These factors together form part of the global business
environment which is then analysed using such tools with acronym PESTLE.

6. CREATING A WELL-STRUCTURED SCHEDULE AND BUFFER TIMELINE

Considering business drivers I have identified above, I then developed a
robust schedule incorporating the triple constraints of time, quality and
scope of the project.

7. CARGO MATTER

7.1 Scope and definition

Varied connotations are used to describe Large Power Transformers.
Throughout this study the term LPT is used broadly to describe power
transformers with a capacity rating of 150mw. A transformer is defined as a
 device which transforms voltage from one current to another and transfer
electrical energy to end users across the distribution grid.

7.2 LPT Classification

LPTs exists in two groups which are dry or liquid filled, with dry transformers
available in smaller ratings as opposed to larger ratings tend to be liquid filled.
It is the latter type of transformers that are the subject of this technical note.

7.3 Physical characteristics

LPTs are large, custom-built pieces of equipment which are very expensive
and tailored to customers’ specifications. Theyconstitute two main active
parts: the core, made of electrical steel andcopper windings. Other parts
include bushings, which connect LPTs to transmission lines, tap changers,
power cable connectors, gas-operated relays, thermometers, relief devices,
dehydrating breathers, oil level indicators, and other controls.

7.4 Value density

USD2, 3 million each, an extensive value

7.5 Dimensions
Weight - 130 tonnes each
Size – 7.8m x 3.45m x 4.25m each

7.6 Handling manner

Require special security arrangements in terms of handling, vehicle selection

and movement.

8. MULTIMODAL MOVES
8.1 Modal selection

I selected sea and road after a comprehensive appraisal to consider

characteristics of each. I checked on the following principal factors as
suggested by Gubbins; Speed of delivery, Certainty of timing , Freedom from
 interruptions, Avoidance of damage, Avoidance of loss through pilferage, Ancillary
services , Degree of control and Distance.

8.2 Vehicle selection

The type of transport to be used will depend upon the nature of the goods to be
delivered. Important factors when making decisions on the types of transport to be used
have been identified by Emmett, (2006) as: Nature of product; Value density; Perishable
nature (physical and economical); Physical characteristics

8.3 Dynamic routing

8.4 Vehicle scheduling
9. CROSS BORDER ISSUES
9.1 The producer/supplier-consumer gap
9.2 Origins, destinations and routes

In this element we will look at the various sources and destinations for goods to be
moved. We will cover the concepts and importance of routeing and scheduling of freight
movements and also examine the role of third parties in the movement of goods.

9.3 Warehousing and distribution

Terminal cross-docking was used. The transhipment terminals provide the space, the
equipment and the operational environment for transferring intermodal transport units
between the different transport modes.

9.4 Customs clearance processes

10. REGULATORY ISSUES
10.1 Regulation of transport
10.2 Regulatory bodies
10.3 International transport requirements
10.4 Compliance
11. RISK MANAGEMENT /INSURANCE HURDLES
11.1 Risk assessment
11.2 Mitigation strategies
11.3 Contingency planning
12. CONCLUSIONS
13. BIBLIOGRAPHY AND REFERENCES
14. APPENDICES
15. COMMENTS AND RECOMMENDATIONS
16. 3.0 IMPORTATION
17. 3. 0 OVERVIEW

18. Transformers are delicate, heavy and expensive. Imagine transporting a

laptop computer, without packing, that weighs 13000 KILOGRAMS and has a
value of USD 2000,000. This is the consideration that has to be at the
forefront of all the planning and handling throughout the transport chain.

19.
20. The duty of the freight and forwarding professionals is a precarious heist
engineered to deliver an intact titanium and valuable product to its
destinations through the long and taxing route through a multi-modal transport
systems, jurisdictions and ..the risk so associated is massive
21. 3.1 SCOPE AND DIMENSION OF THE CARGO
22. 3.1.1 the Zimbabwe electricity Power grid

23. ZIMBABWE is projected to import 2,508 (TWh) of power in 2018, while

consumption will soar to 8 600TWh on the back of rising demandThe country,
which has been battling to generate sufficient power to meet its consumption
needs, has been relying on imports, particularly from neighbouring South
Africa and Mozambique.In May 2017, Eskom — South Africa’s power utility
threatened to switch off Zimbabwe from its power grid over USS$43 million
arrears in unpaid imports supplies. Zimbabwe also owed Hydro Cahora Bassa
of Mozambique money running into millions of dollars in arrears for power
imports

24. Hydropower will be the main source of domestic electricity output in

Zimbabwe over our forecast period to 2026, power will be hampered by
technical faults and coal feedstock issues, while new projects stall because of
a lack of funding. Zimbabwe will remain reliant on electricity imports from
neighbouring South Africa to ensure power supply stability,” What is import
to note is that this is part of Zesa’s fulfilment of the Zim -Asset
programme, which is being undertaken through the energy and
 infrastructure cluster. AFTER INSTALLATION OF LPTS
ZIMBABWEZimbabwe savES US$78m annually. Zimbabwe is currently
importing 300MW from Eskom, the South African power utility company at a
cost of US$0,14 per kilowatt hour (to the country).The Zambezi River
Authority has been rationing water allocated for power generation due to
falling levels in the Zambezi River resulting in the need to import power. Apart
from imports from Eskom, Zesa is also importing power from Hydro
CahorraBassa of Mozambique.Daily national power generation of 956MW is
far outweighed by forecast daily national consumption at 1 400MW in summer
and 1 800 MW in winter. Zimbabwe requires about 1 400MW at peak
periods, but is able to generate only about 1 000MW due to old state of
power plants, equipment and lack of funding for capital projects, which
hamstrung investment for nearly 3 decades.

25. 3.1.2 blueprint redress

26. In an endeavour to solve this problem within the stretches of its capabilities,to
meet the ZIMASSET blueprint, a tender was offered for expansion of kariba.
And the tender was won by Sino Hydro.which will be cemented by the
commissioning of the Kariba South Hydropower expansion project in 2018.

27. 3.1.3 LPT factor

28. Overhead distribution is common in many countries and in rural areas. It is an

easy and fast way to set up an electricity distribution grid and provide power
to consumers. Transformers, for stepping down the voltage used in overhead
power lines to the level needed by customers, are directly mounted on the
poles. yesterday took delivery of $7 million worth of key hydro power
plant electrical equipment from China in a development that will boost
efforts to meet its target for 2017.Zesa said that the equipment forms part
of the biggest components required for capacity extension of Kariba
South power Station.
29. The equipment (three giant transformers) will keep Zesa on track to
complete the project on target and within budget, with the first of the two
units set to feed 150MW to the grid by December 24, 2017.the equipment
 were step-up transformers, which will boost generator power from 14Kv
to 300Kv; equal to what Zesa carries on its transmission lines.
30. He said “an era when the country is witnessing industrial degeneration,
Zesa is during actually investing in equipment which will be with us for
the next 30 to 50 years”. The project is funded by China Eximbank, for
contractor, Sino Hydro.
31. The arrival of the electrical equipment will further boost Kariba South
extension overall project completion rate, which stood at 71 percent as of
last week.The heavy electrical equipment imported from China and
delivered through Durban Port in South, was manufactured by TBEA a nd
weighs about 130 tonnes each.
32. The equipment was procured by Sino Hydro, the Chinese company which
won the tender to extend Kariba South plant’s generation capacity at a
cost of $533 million. Sino Hydro won the engineering, procurement and
construction contract valued $354 million, which adds up to over half a
billion dollars due to development costs. While Zesa managed to
eliminate load shedding due to power shortage last year, it has been
under immense pressure to import to bridge the supply deficit.
33. le. In 2011, key manufacturers and analysts reported that ABB, Siemens, and
Alstom Grid were the dominant suppliers of power transformers worldwide but
indicated that emerging players also had a formidable presence in the global
market place.85 Figure 13 illustrates the dynamics of key power transformer
manufacturers in the global market in 2011, including several emerging
suppliers. “
34.
35. LPTs are high capital goods, utilities generally procure them through a
competitive bidding process. A typical qualification process includes an audit
of production and quality processes, standardization, and inspection of the
manufacturing environment. This process can often be rigorous and costly to
purchasers; however, it is an important step, as the manufacturing
environment and capability can significantly affect reliability of LPTs. Bidding
 Process In the year 2015 ZESA Holdings following the ZimAsset Initiative
under the Infrastructure and Utilities cluster spearheaded a rigorous bid. This
was in line with the country’s intent meant for capacity extension of the Kariba
South Power Station. SINO Hydro sent commercial specifications to TBEA.
TBEA designed LPTs conforming to specifications, estimate the cost, and
submit a bid to ZESA. The bid also included services such as transportation,
installation, and warranties which was considered and approved. Production
The typical manufacturing of an LPT is a complex process which consists of
the following steps: P a g e 6 | 10 Engineering and design, Core building,
Windings production and assembly of core and windings, Drying operations,
Tank production, Final assembly and Testing. The process is incarcerated by
scarce raw materials which is only found only in six countries worldwide and
at high cost. This in-turn impact on the lead time. Lead Time Long lead time
that is subjected to multiple shortcomings. It took 3 years for SINO HYDRO to
deliver LPTs t
36. The global demand for LPTs has increased significantly to meet the power
demand growth. Purchasing decisions in the global marketplace is more
complex than simply comparing prices. Challenges associated with global
procurement of LPTs are as follows: c Value of LPTs LPTs are very
expensive and so require substantial capital. Their prices are inflated by the
material constituted (steel & copper) and are justified by the purpose they
serve. ZPC acquired LPTs at a cost of USD7, 2 million FOB an extensive
value to tie on one area considering the Zimbabwean economy at the time.
(533 million) Method of Payment The utility company tendered the project to
SINO HYDRO, a Chinese company which was sponsored by China
Eximbank. Dimensions Weight - 130 tonnes each Size – 7.8m x 3.45m x
4.25m each
37. 3.1. 2 Cargo description
38. LPTs are special-ordered machineries that require highly-skilled workforces
and state-of-the-art facilities. Installation of LPTs entails not only significant
capital expenditures but also a long lead time due to intricate manufacturing
processes, including securing raw materials. As a result, asset owners and
operators invest considerable resources to monitor and maintain LPTs, as
 failure to replace aging LPTS could present potential concerns including
mounting maintenance costs and unexpected power failure.
39. They are many varied connotations that are used to describe Large Power
Transformers. However, throughout this study the term LPT is used broadly to
describe power transformers with a capacity rating of 150MW. Where
transformer is defined as a device which transforms voltage from one current
to another and transfer electrical energy to end users across the distribution
grid. PT Classification LPTs exists in two groups which are dry or liquid filled,
with dry transformers available in smaller ratings as opposed to larger ratings
tend be liquid filled. It is the latter type of transformers that are the subject of
this technical note. LPTs are custom-designed equipment that entail
significant capital expenditures and long lead times due to an intricate
procurement and manufacturing process. Although the costs and pricing vary
by manufacturer and by size, an LPT can cost millions of dollars and weigh
between approximately 100 and 400 tons (or between 200,000 and 800,000
pounds). Procurement and manufacturing of LPTs is a complex process that
requires prequalification of manufacturers, a competitive bidding process, the
purchase of raw materials, and special modes of transportation due to its size
and weight. The result is the possibility of extended lead times that could
stretch beyond 20 months if the manufacturer has difficulty obtaining certain
key parts or materials. Two raw materials—copper and electrical steel—
account for over 50 percent of the total cost of an LPT. Electrical steel is used
for the core of a power transformer and is critical to the efficiency and
performance of the equipment; copper is used for the windings. In recent
years, the price volatility of these two commodities in the global market has
affected the manufacturing conditions and procurement strategy for LPTs.
The rising global demand for copper and electrical steel can be partially
attributed to the increased power and transmission infrastructure investment
in growing economies as well as the replacement market for aging
infrastructure in developed countries. The United States is one of the world’s
largest markets for power transformers and holds the largest installed base of
LPTs— and this installed base is aging. The average age of installed LPTs in
the United States is approximately 40 years, with 70 percent of LPTs being 25
years or older. While the life expectancy of a power transformer varies
 depending on how it is used, aging power transformers are subject to an
increased risk of failure. Since the late 1990’s, the United States has
experienced an increased demand for LPTs; however, despite the growing
need, the United States has had a limited domestic capacity to produce LPTs.
In 2010, six power transformer manufacturing facilities existed in the United
States, and together, they met approximately 15 percent of the Nation’s
demand for poweLPTs are large, custom-built pieces of equipment which are
very expensive and tailored to customers’ specifications. They consist of two
main active parts: the core, which is made of high-permeability, grain-
oriented, silicon electrical steel, layered in pieces; and windings, which are
made of copper conductors wound around the core, providing electrical input
and output. Other parts include bushings, which connect LPTs to transmission
lines, tap changers, power cable connectors, gas-operated relays,
thermometers, relief devices, dehydrating breathers, oil level indicators, and
other controls. Officials said other such heavy duty electrical equipment
will entail the generator stators, expected around mid this year and each
weighing over 430 tonnes.“We have received delivery of the
transformers, three of them and each cost $2,3 million with the combined
total is about $7 million,” Mr Gwasira said.

40. “Each one of them weighs about 130 tonnes and they are being
transported from Durban to the power station via a road train; the road
train, a pull truck and push truck, signifying the huge weight of the
equipment.
41.

42. Production The typical manufacturing of an LPT is a complex process which

consists of the following steps: P a g e 6 | 10 Engineering and design, Core
building, Windings production and assembly of core and windings, Drying
operations, Tank production, Final assembly and Testing. The process is
incarcerated by scarce raw materials which is only found only in six countries
worldwide and at high cost. This in-turn impact on the lead time. Lead Time
Long lead time that is subjected to multiple shortcomings. It took 3 years for
SINO HYDRO to deliver LPTs to Kariba from the date of order Large power
transformers are essential critical infrastructure to the electric grid, and are
 huge, weighing up to 820,000 pounds. If large power transformers are
destroyed by a geomagnetic disturbance (GMD) electromagnetic pulse
(EMP), cyber-attack, sabotage, severe weather, floods, or simply old
age, parts or all of the electric grid could be down in a region for 6
months to 2.

43. The size of a power transformer is determined by the primary (input) voltage,
the secondary (output) voltage, and the load capacity measured by MVA. Of
the three, the capacity rating, or the amount of power that can be transferred,
is often the key parameter rather than the voltage.14 In addition to the
capacity rating, voltage ratings are often used to describe different classes of
power transformers, such as extra high voltage (EHV), 345 to 765 kilovolts
(kV); high voltage, 115 to 230 kV; medium voltage, 34.5 to 115 kV; and
distribution voltage, 2.5 to 35 kV. 15 A power transformer with a capacity
rating greater than or equal to 100 MVA typically has a voltage rating of
greater than or equal to 115 kV on the high side; therefore, an LPT with a
capacity rating of 100 MVA or greater can have a transmission voltage class
of medium, high, or extra high (greater than or equal to115 kV

44. PHYSICAL CHARACTERISTICS OF LARGE POWER TRANSFORMERS

45. An LPT is a large, custom-built piece of equipment that is a critical component

of the bulk transmission grid. Because LPTs are very expensive and tailored
to customers’ specifications, they are usually neither interchangeable with
each other nor produced for extensive spare inventories.

46. LPTs come in a wide variety of sizes and configurations, they consist of two
main active parts: the core, which is made of high-permeability, grain-
oriented, silicon electrical steel, layered in pieces; and windings, which are
made of copper conductors wound around the core, providing electrical input
and output.

47. Two basic configurations of core and windings exist, the core form and the
shell form. In the usual shell-type power transformer, both primary and
secondary are on one leg and are surrounded by the core, whereas in a core-
 type power transformer, cylindrical windings cover the core legs. Shell form
LPTs typically use more electrical steel for the core and are more resilient to
short-circuit in the transmission systems and are frequently used in industrial
applications.

48. The core and windings are contained in a rectangular, mechanical frame
called the “tank.” Other parts include bushings, which connect LPTs to
transmission lines, as well as tap changers, power cable connectors, gas-
operated relays, thermometers, relief devices, dehydrating breathers, oil level
indicators, and other controls.

49. Power transformer costs and pricing vary by manufacturer, by market

condition, and by location of the manufacturing facility.; however, these
estimates were Free on Board (FOB) factory costs, exclusive of
transportation, installation, and other associated expenses, which generally
add 25 to 30 percent to the total cost (see

50. Raw materials, particularly copper and electrical steel, are a significant factor
in power transformer prices. Transportation is also an important element of
the total LPT cost, because an LPT can weigh as much as 410 tons (820,000
lb) and often requires long-distance transport.

51. LPTs require substantial capital and a long-lead time (in excess of six months)
to manufacture, and its production requires large crane capacities, ample floor
space, and adequate testing and drying equipment. The following section
provides further discussions on the production processes and requirements of
LPTs, including transportation and key raw commodities. inspection of the
manufacturing environment. This process can often be rigorous and costly to
purchasers; however, it is an important step, as the manufacturing
environment and capability can significantly affect reliability of the product,
especially of high-voltage power transformers.

52. BIDDING PROCESS A standard bidding process is initiated by a purchaser,

who sends commercial specifications to qualified LPT producers. The
producers then design LPTs to meet the specifications, estimate the cost, and
 submit a bid to the purchaser. The bids not only include the power transformer
but also services such as transportation, installation, and warranties.28
Except for a few municipalities, most U.S. utilities do not announce the
amount of the winning bid or the identity of the winning bidder. The winning
bidder is notified, and bid terms normally require that the results be kept
confidential by all parties involved.29 3.1.3 PRODUCTION The typical
manufacturing process of an LPT consists of the following steps:30 1.
Engineering and design: LPT design is complex, balancing the costs of raw
materials (copper, steel, and cooling oil), electrical losses, manufacturing
labor hours, plant capability constraints, and shipping constraints. 2. Core
building: Core is the most critical component of an LPT which requires
highlyskilled work force and cold-rolled grain-oriented (CRGO) laminated
electrical steel. 3. Windings production and assembly of core and windings:
Windings are predominantly copper and have an insulating material. 4. Drying
operations: Excess moisture must be removed from the core and windings,
because moisture can degrade the dielectric strength of the insulation. 5.
Tank production: A tank must be completed before the winding and core
assembly finish the drying phase so that the core and windings do not start to
reabsorb moisture. 6. Final assembly of the LPT: The final assembly must be
done in a clean environment; even a tiny amount of dust or moisture can
deteriorate the performance of an LPT. 7. Testing: Testing is performed to
ensure the accuracy of voltage ratios, verify power ratings, and determine
electrical impedances

53.
54. TRANSPORTATION
55. Transporting an LPT is challenging—its large dimensions and heavy weight
pose unique requirements to ensure safe and efficient transportation. Current
road, rail, and port conditions are such that transportation is taking more time
and becoming more expensive. 35 Although rail transport is most common,
LPTs cannot be transferred over normal rail cars, because they cannot be
rolled down a hill or bumped into other rail cars, which can damage the power
transformer. This is because the heaviest load a railroad normally carries is
about 100 tons, or 200,000 lb, whereas an LPT can weight two to three times
that.36 A specialized railroad freight car known as the Schnabel railcar is
 used to transport extremely heavy loads and to accommodate height via
railways (see Figure 4); however, there are a limited number of Schnabel cars
available worldwide, with only about 30 of them in Nort America.37 Certain
manufacturers operate a Schnabel car rental program and charge up to
$2,500 per day for the rental in addition to other applicable fees.38 Access to
railroad is also becoming an issue in certain areas due to the closure,
damage, or removal of rail lines. When an LPT is transported on the road, it
requires obtaining special permits and routes from the department of
transportation of each state on the route of the LPT being transported.
According to an industry source, obtaining these special permits can require
an inspection of various infrastructure (e.g., bridges), which can add delay. In
addition, transporting LPTs on the road can require temporary road closures
due to traffic issues, as well as a number of crew and police officers to
coordinate logistics and redirect traffic. Figure 4 depicts LPTs being
transported via road and Schnabel car. The transport modular shown is 70
feet long with 12 axles and 192 wheels, and occupies two lanes of traffic. 39
The Schnabel car shown in Figure 4 has 20 axles. Logistics and
transportation accounted for approximately three to 20 percent of the total
cost of an LPT for both domestic and international producers.40 While
important, this is less significant than the cost of raw materials and the
potential sourcing concerns surrounding them. The next section describes
some of the issues concerning raw materials vital to LPT manufacturing.
56. RAW MATERIALS USED IN LARGE POWER TRANSFORMERS The main
raw materials needed to build power transformers are copper conductors,
silicon iron/steel, oil, and insulation materials. The cost of these raw materials
is significant, accounting for well over 50 percent of the total cost of a typical
LPT. 41 Specifically, manufacturers have estimated that the cost of raw
materials accounted for 57 to 67 percent of the total cost of LPTs sold in the
United States between 2008 and 2010.42 Of the total material cost, about 18
to 27 percent was for copper and 22 to 24 percent was for electrical steel. 43
Aluminum windings were used in 1970s and 1980s when copper prices were
high; however, today, only copper is used in LPTs due to certain issues
surrounding conductivity, connection failures, and short circuit strength. 44
For this reason, this section examines the issues surrounding the supply
chain and price variability of the two key raw materials used in LPTs—copper
and electrical steel. V. GLOBAL POWER TRANSFORMER MARKET The
global power transformer market is well matured, without many technological
or product innovations taking place. 70 Analysts have reported that for most of
the 1990s, power transformer prices were depressed and that the relationship
between sales value and sales volume remained fairly constant.71 However,
starting in 2002, this situation was completely reversed due to volatile raw
commodity prices, unprecedented market demand, and rationalization of
manufacturing bases. 72 Particularly, a sudden rise in the cost of raw
materials had a significant impact on the price of power transformers.
According to recent industry analyses, the total revenues for the global
electricity transformer market (combining power and distribution transformers)
in 2009 were $23 billion USD. 73 Of the total, revenues from power
transformer sales were $11 billion in 2009, and this market rose at a
compound annual growth rate (CAGR) of about 13 percent from 2000 to
2009.74 The global transformer market is forecasted to continue to develop in
the next decade. One source estimated the global transformer market to grow
at a CAGR of eight percent through 2020;75 another estimated that the global
transformer market would reach $54 billion USD (almost 10 million units) by
the year 2017.76 Key drivers for future transformer market development
include an increase in electricity demand in developing countries, replacement
of old electric power equipment in matured economies, and a boost for high-
voltage power transformers and capital expenditure in the power sector
worldwide. In addition, the adoption of energy-efficiency standards in
developed markets, such as Europe and the United States, as well as in
emerging markets, such as China and India, are expected to create demand
for new, more efficient electricity equipment, including power transformers.77
The remainder of this section discusses the current condition of the LPT
market in the United States, as well as its domestic manufacturing capacity
and historical imports of LPTs. China’s
57.

58. How challenging can be

transporting of a Large Power Transformer (LPT)

59. Safe and efficient transportation…

60.

61. A specialized railroad freight car known as the Schnabel railcar is used to
transport extremely heavy loads and to accommodate height via railways
(see Figure below). However, there are a limited number of Schnabel cars
available worldwide, with only about 30 of them in North America.
62. Certain manufacturers operate a Schnabel car rental program and
charge up to $2,500 per day for the rental in addition to other applicable
fees.

63. Access to railroad is also becoming an issue in certain areas due to the
closure, damage, or removal of rail lines.

64. Schnabel. Certain transformers are designed to be an integral part of the

‘Schnabel-type’ car. The transformer attaches to railcar frames utilizing a
 pinning system located near the base. This allows the transformer to ride
approximately six inches above the rail. These cars range in mechanical
design from 12 to 20 axles. Load requirements determine car capacity
requirements.

65. When an LPT is transported on the road, it requires obtaining special

permits and routes from the department of transportation of each state on
the route of the LPT being transported. According to an industry source,
obtaining these special permits can require an inspection of
various infrastructure (e.g., bridges), which can add delay.

66. In addition, transporting LPTs on the road can require temporary road
closures due to traffic issues, as well as a number of crew and police officers
to coordinate logistics and redirect traffic.

67. Picture on top depicts LPTs being transported via road and Schnabel car.
The transport modular shown is 70 feet long with 12 axles and 192 wheels,
and occupies two lanes of traffic. The Schnabel car shown in Figure above
has 20 axles.
68. Logistics and transportation accounted for approximately three to 20
percent of the total cost of an LPT for both domestic and international
producers.
69.
Design of Transformers
70. The design needs to take in to account the probable maximum accelerations
en-route. Furthermore vibrations and shocks with a multitude of different
amplitudes of individual frequencies or durations need to be considered.
Normally there are four lift points on a transformer and a mixture of securing
points. The lift points should ideally be equidistant from the centre of gravity
and have sufficient capacity, along with being easily accessible for wire
grommets to be fitted. Although the lift points can be used for securing they
are located high on a transformer and thus are not always easily accessible
and do not always provide a good angle for a securing. The following could be
considered when deciding on lashing points: • Each lashing points should
ideally have a maximum securing load (MSL) of 20 mt and then be labelled
with this MSL. • The aggregate MSL of lashings points on each side to equate
to at least 50% of the weight of the transformer. • At least two lashing points
on each side at mid height and at least two capable of being used at or near
 the bottom of the transformer. • External parts of the transformer should not
obstruct the use of each lashing point. • Direction of pull to be considered
when designing and placing a lashing point.
71. Handling
72. Due to its nature transformers must be handled with care and environmental
condition (wind, vessels/ barge movement) will determine limiting criteria for
an operation. Certified lifting equipment i.e. shackles, grommets, beams and
their capacity (MBL – minimum breaking load, SWL – safe working load) shall
be evaluated prior operation and approved by involved parties. All safety
factors, applicable for the operation, shall be factored in (i.e. DAF- dynamic
amplification factor, skew loads). The transformers are lifted from trunnions
and could be handled by one or two cranes, with or without lifting beams.
Special attention is required for protrusions. Inadequate angles can damage a
transformer or lifting equipment. Common lifting guidelines
73. o
74. MODES OFTRANSPORT

75. Transporting an Large power transformer (LPT) can be quite challenging.

LPTs large dimensions and heavy weight pose unique requirements to
ensure safe and efficient transportation.
76. Current road, rail, and port conditions are such that transportation is taking
more time and becoming more expensive.

77. Although rail transport is most common, LPTs cannot be transferred over
normal rail cars, because they cannot be rolled down a hill or bumped into
other rail cars, which can damage the power transformer. This is because
the heaviest load a railroad normally carries is about 100 tons, or 200,000
lb, whereas an LPT can weight two to three times that.
78. Workers move wires, lights, and poles to transport a 340-ton power

transformer, causing hours of traffic delay

79. Voyage Assessment

80. Transformers are sensitive items of cargo and can accept certain ‘g’ forces in

each of the three directions of movement. The most important part of the

transformer is the active part which is integral to the top section of a

transformer. It is the active part which includes the core and windings that

should not be subjected to excessive ‘g’ forces. When a transformer is sold by

 the manufacturer to the customer there is a need to know exactly where it is

going to so that the freight forwarder can decide on what conveyances will be

used e.g. trailer, railcar, vessel and barge. In addition the weight, dimensions

and centre of gravity have to be considered due to the different conveyances

that the cargo will be conveyed on. Once these conveyances have been

decided the transformer can then be designed to withstand the probable

maximum accelerations whilst being transported (this does not take account

of an incident such as a road traffic accident or dropped cargo when

accelerations can be greater than the below).

81. The below are these probable accelerations:

82. It is advisable to design cargo to withstand at least 1.0 g in all directions

unless shipping to North America and using the railcars. If this is the case

then the increased longitudinal accelerations have to be considered.

83. The appointed freight forwarder should take the following considerations in to

account:

84. • Route survey for land movements so that bridges and culverts are not

overloaded, and ensuring there is sufficient width and height where there are

obstacles en-route. Care should also be taken where there are ditches or

slopes next to the road.

85. Necessary permits and government regulations adhered to

86. • Safe intermediate storage if a stop is required

87. Transport execution Method statement Competent carriers and contractors

are required to ensure that the professionally prepared transformer will reach

the final site for commissioning undamaged. It is the carriers’ responsibility to

ensure that the cargo is safely transported.

88. These carriers should be:

89. Preparing a method statement so that it can be reviewed by their client and

the client insurer.

90. Preparing a risk assessment so that the identified control measures can be

discussed at the tool box meeting.

91. Carrying out a route survey (when applicable).

92. • Instruct their drivers to check the transport section on to site prior to leaving

a tarmac road. • Adhering to their procedures and guidelines.

93. • Adhering to the industry standard in way of cargo securing which would

include the use of friction resistance material.

94. Utilising dedicated lifting gear, when available, such as spreader beams

95. • Utilising their checklists in a professional manner.

96. Aware of the distances to be travelled, local conditions, weather, holidays, ice,

strikes etc. • Aware of any lifting and handling limitations.

97.

98.

99. • Aware of any special requirements for ocean/river vessels, sea-going barge

movements, air, rail and road transports and flat-rack containers and roll

trailers.

100. • Checking the impact recorder (if accessible) and air pressure. If

anything adverse is seen then raising it with the responsible company.

101.

102. There is a need for all carriers to have adequate liability insurance.

The carrier’s client and the client’s insurer should review all method

statements and if inappropriate then raise comments in sufficient time for

 changes to be made. In addition it is good practise for this type of cargo for a

‘Risk Control Notification’ to be sent by the client to his insurer and for the

insurer to be pro-active in assisting prevention of a loss and or damage.

Allianz can provide assisting documents such as a Risk Control Notification

form, Checklists, Guidelines, Method Statement template and relevant

Standards of Care. Throughout the preparation of the cargo and the securing

on each conveyance it is advisable to take photos. The first set of photos

could be internally before the final manholes are bolted down and then a

photo from each corner of the transformer when secured on a conveyance.

These photos can be reviewed by the respective company, including the

insurer, to see if an improvement is required immediately and/or an

improvement for future movement

103. Securing “Voyage Assessment” paragraph was emphasizing

importance of understanding and knowing design or maximum transportation
acceleration for given transformer. It is unlikely that these values are
exceeded during inland transportation, however it could be a case for ocean
voyage. The stowage position needs to be allocated in such way that forces
exerted on the cargo, at any stage of a voyage, are below critical values.
Contrary to above, securing method of the transformers must ensure
sufficiency of lashings for entire trip, considering the worst case scenario. The
accelerations, subsequently forces (tipping and sliding) could be calculated by
various recognized methods and will depend on stowage position,
construction of vessel, geographical area of trading. Common seafastening
guidelines: • LashCon IMO DNV (software) • GL-Noble Denton ND 0030
GUIDELINES FOR MARINE TRANSPORTATION • IMO Code of Safe
Practice for Cargo Stowage and Securing • Motion Response Analysis –
prediction of vessel movement over planned route during particular time of the
year but requires sophisticated softwar
104. FREIGHT
105. TBEA STATION TO SEA PORT
106. SEA PORT TO DURBAN
107. DURBAN TO BEITBRIDGE BORDER POST
108. BEITBRIDGE BORDER POST TO KARIBA
109. VI. CONCLUDING REMARKS This report examined the global power-transformer
manufacturing industry, one that is characterized by continuous adaptations because of
shifting and difficultto-predict market dynamics. In particular, this report addressed the
considerable dependence the United States has on foreign suppliers to meet its growing
need for LPTs. The intent of this study is to inform decisionmakers about the potential
supply concerns of LPTs in the United States, and this report provides the following 104
Judson Schumacher, T&D World, May 1, 2006,
http://tdworld.com/business/power_buying_transformers/index.html (accessed January 11,
2012). “We build upon the solid foundation of previous efforts but also look ahead to the
future we are working to create. Our Strategy is therefore one of continuity and change.” -
The National Strategy for Global Supply Chain Security, the White House, 2012 Large Power
Transformers and the U.S. Electric Grid DOE / OE / ISER June 2012 31 observations: Demand
for LPTs is on the rise globally and domestically. Key drivers of demand include the
development of power and transmission infrastructure in emerging economies (e.g., China
and India) and the replacement market for aging infrastructure in mature economies (e.g.,
United States), as well as the integration of alternative energy sources into the grid and an
increased focus on nuclear energy in light of climate change concerns. Two key raw
materials—copper and electrical steel—are vital to LPT manufacturing. However, there are
limited supply sources for special grades of electrical steel needed for the LPT core, and both
steel and copper have experienced wide price fluctuations since 2004. Their price volatility is
expected to continue as the demand for these commodities, especially from developing
economies (i.e., China and India), is forecasted to grow in the next several years. LPTs
require a long lead time and transporting them can be challenging. The average lead time for
an LPT is between five and 16 months; however, the lead time can extend beyond 20
months if there are any supply disruptions or delays with the supplies, raw materials, or key
parts. Its large size and weight can further complicate the procurement process, as an LPT
requires special arrangements and special rail cars for transport. The United States has
limited production capability to manufacture LPTs. In 2010, only 15 percent of the Nation’s
demand for power transformers (with a capacity rating of 60 MVA and above) was met
through domestic production. Although the exact statistics are unavailable, power
transformer market supply conditions indicate that the Nation’s reliance on foreign
manufacturers is even greater for EHV power transformers, which have a capacity rating of
300 MVA and above (or a voltage rating of 345 kV and above). However, domestic
production of LPTs is expected to improve in the near future. In addition to the opening of
EFACEC’s Rincon, Georgia plant in 2010, at least three new or expanded facilities will
produce EHV LPTs in the United States starting 2012 and beyond, including: SPX’s recently
expanded Waukesha, Wisconsin plant; HHI’s newly inaugurated Montgomery, Alabama
plant; and Mitsubishi’s proposed Memphis, Tennessee plant. A NERC effort may enhance
understanding of LPT spares. During 2012, NERC is implementing its Spare Equipment
Database Program that will help determine the extent to which spare transformers are
available across North America. As this information becomes available, this will help decision
makers understand what additional programs or incentives may be needed to increase the
number of available spares. New recovery transformer (RecX) concept may provide some
relief. The U.S. Department of Homeland Security’s (DHS) Science and Technology
Directorate, along with their partners, the Electric Power Research Institute, ABB, and
CenterPoint Energy (CNP), and the support of DOE and DHS Office Infrastructure Protection,
have developed a prototype EHV transformer that will drastically reduce the recovery time
associated with EHV transformer issues. The Recovery Transformer (RecX) is lighter
(approximately 125 tons), smaller and easier to transport and quicker to install than a
traditional EHV transformer. The prototype transformer delivery and set up was successfully
demonstrated in March of 2012 in an exercise that included the Large Power Transformers
and the U.S. Electric Grid DOE / OE / ISER June 2012 32 transportation, installation,
assembly, commissioning and energization of the transformer in less than 1 week. The RecX
is currently operating in CNP’s grid for a one-year monitoring period. The RecX is a
345:138kV, 200 MVA per phase transformer (equivalent to 600MVA) and was designed to be
an applicable replacement for over 90 percent of transformers in this voltage class, which is
the largest voltage class of EHV transformers.105 The U.S. electric power grid is one of the
Nation’s critical life-line infrastructure on which many other critical infrastructure depend,
and the destruction of this infrastructure can cause a significant impact to national security
and the U.S. economy. The U.S. electric grid faces a wide variety of threats, including natural,
physical, cyber, and space weather. LPTs are large, custombuilt electric infrastructure. If
several LPTs were to fail at the same time, it could be challenging to quickly replace them.
While the potential effects of these threats on the electric grid are uncertain, the Electricity
Subsector continues to work on a variety of risk management strategies to address these
potential severe risk impacts. Understanding the characteristics of today’s power
transformer procurement and supply environment is indispensable to both public and
private sectors. The assessment of LPTs in this DOE report provides background to the
industry and government stakeholders who continue their efforts to enhance critical energy
infrastructure resilience in today’s complex, interdependent global econ