Mobile Substations

B3 Substations
and electrical installations
Mobile Substations Incorporating

HV GIS
TECHNICAL BROCHURES
June 2023 - Reference 907
TECHNICAL BROCHURE
Mobile Substations
Incorporating HV GIS
WG B3.41
Members
P. FLETCHER, Convenor GB S. CRAY, Secretary DE

F. DISSON FR F. GEBHARDT DE
A. GOYVAERTS BE P. GROSSMANN US
D. MAGANTO ES C. MARTIN BE
V. MURPHY IE N. OTAKA JP
J. LOPEZ ROLDAN AU
Copyright © 2023
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TB 907 - Mobile substations incorporating HV GIS
Executive Summary
In recent years several utilities have reported on the use of ‘mobile’ substations employing a high level
of off-site construction (e.g. B3-102, 2012 [B1]). A number of specific objectives have been described,
such as the ability to quickly substitute a failed transformer in an emergency; however, the underlying
aim is the ability to provide new, extended or replacement substation facilities either at short notice
and/or with a reduced site construction period compared with traditional solutions. There is a growing
interest in such ‘build off-site’ solutions as transmission and distribution owners come under pressure
to respond rapidly to changing user demands. The ability to respond to these demands is one element
in delivering smarter grids for the 21st Century.
Mobile substations generally, although not exclusively, utilise GIS technology with many designs
based on compact switchgear assemblies with the addition of integrated protection and control
facilities. Thus, in addition to individual standards covering the design and testing of the functional
components of the substation, the following existing standards are partly relevant to mobile
substations:
 IEC 62271 High-voltage switchgear and controlgear - Part 202: High voltage/low voltage
prefabricated substation [B2]
 IEC 62271 High-voltage switchgear and controlgear - Part 205: Compact switchgear
assemblies for rated voltages above 52 kV [B3]
These standards, however, do not necessarily consider the specific requirements for design,
construction and testing of mobile substations and it was identified that recommendations were
required on this issue.
In some circumstances, depending on the application, it may not be appropriate for mobile substations
to fully comply with conventional standards regarding, for example, foundations, environmental
conditions or testing requirements. This Technical Brochure aims to give recommendations on how to
consider these topics.
A number of developments over recent decades have enabled the growth of mobile substation
technology; for example the continuous size reduction seen in GIS equipment and also the evolution
of IEC 61850 [7] and digital communications which has considerably reduced the size and weight of
Protection & Control equipment.
The early adopters of mobile substation technology have now gained valuable experience regarding
the design, testing, implementation and use of mobile substations and CIGRE Study Committee B3
decided that it would be valuable to capture this experience. Working Group B3.41 was established to
undertake this task and this Technical Brochure presents the conclusions of the work.
The Technical Brochure discusses the range of mobile substation applications, which extend from
those intended for rapid deployment in an emergency through re-locatable designs to prefabricated or
‘build off-site’ solutions. Three types of mobile substation are defined:
 Type A mobile substation: “Short Term Emergency type unit”
 Type B mobile substation: “Intermediate type unit”
 Type C mobile substation: “Semi-stationary type unit”
The key benefits of each type of mobile substation are discussed and a number of case studies are
presented on recent projects from around the world.
Working Group B3.41 has reviewed existing IEC standards for their applicability to mobile substations,
with a particular focus on the IEC 62271 Series, which governs the performance and testing of
substations, and on IEC 61936 [B6], which governs the design of electrical power installations. The
working group has concluded that no changes are required to the standards as there is already an
allowance for reduced site testing of pre-assembled substations and the standards are considered
adequate. There are a number of examples where this philosophy of reduced on-site testing has
already been applied for many years very successfully, for example in the off-shore wind industry. A
representative example of how the off-shore wind industry has benefited from mobile pre-assembled
substations is shown in Appendix P. It is worth noting that there have been some isolated cases
identified through the work of this Working Group where user experience has been less positive,
leading to users returning to requirements for full IEC testing. More details can be seen in Section 7
(User Experience). Opinion on the required amount of testing across users is not consistent and
therefore it is concluded that it would not be possible to develop a new standard that adequately
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supports all users. This Technical Brochure therefore provides guidance on how the standards should
be read and what should be considered in their implementation, but allows flexibility for the user.
The Working Group has made recommendations for how to consider the design, construction and
testing of mobile substations and how the approach should vary depending on the specific application.
Further topics such as transport, storage, dis-assembly, relocation and the ability to cater for differing
connection arrangements are considered as well.
It is important to note that mobile substation installations and the level of acceptable risk vary widely
between individual users and their specific applications. The Working Group therefore does not
recommend a one size fits all approach, and instead that each user should, in accordance with the
guidance given in this Technical Brochure, carefully consider the particular application and their
position on risk. Providing that the guidance is followed, Working Group B3.41 considers that mobile
substations are able to provide a flexible and cost-effective solution to current and future electricity
network requirements.
Figure 1: Mobile Substation (1942)

(Source: https://www.gracesguide.co.uk/images/a/ad/Im1942EnV173-p128.jpg)
Mobile substations are not a new concept. This 30 MVA 132/66 kV mobile transformer dates back to
1942. It was designed for movement by road or rail with HV & LV bushings in place. Compact force-
cooled radiators were integral with the unit and conservator was a flat type.
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Contents
Executive Summary ............................................................................................................ 3
1. Introduction.............................................................................................................. 10
1.1 Scope of Working Group ........................................................................................................................ 10
1.2 What is a mobile substation? ................................................................................................................. 10
1.3 Types of mobile substations .................................................................................................................. 11
1.3.1 Type A mobile substation: “short term emergency type unit” ............................................................ 11
1.3.2 Type B mobile substation: “intermediate type unit” ........................................................................... 12
1.3.3 Type C mobile substations: “semi-stationary type unit”..................................................................... 13
1.3.4 Summary of types of mobile substation ............................................................................................. 14
1.4 Development of technologies to enable wider use of mobile substations ......................................... 14
1.4.1 IEC 61850 .......................................................................................................................................... 14
1.4.2 Compact gas-insulated switchgear (GIS)........................................................................................... 14
1.5 Drivers and benefits for deployment of mobile substations ............................................................... 15
1.5.1 Emergency replacement of failed equipment ..................................................................................... 15
1.5.2 Duplicating substation functionality to facilitate outages .................................................................... 15
1.5.3 Requirement for temporary additional capacity .................................................................................. 16
1.5.4 Early grid connections........................................................................................................................ 16
1.5.5 Shorten site works (Manage site access restrictions/reduce project lead time) ................................. 16
1.5.6 Advantage in case local installation/commissioning resources are not available ............................... 17
1.5.7 Economic advantages of mobile substations ..................................................................................... 18
1.5.8 Summary of drivers for deployment of mobile substations ................................................................. 18
2. Guidelines for specification and design of mobile substations ........................... 20

2.1 Transport / road regulations ................................................................................................................... 20
2.2 Mechanical requirements ........................................................................................................................ 21
2.2.1 In-service loads .................................................................................................................................. 21
2.2.2 Temporary loads ................................................................................................................................ 21
2.2.3 Transport loads .................................................................................................................................. 21
2.3 Design requirements specific to location.............................................................................................. 22
2.3.1 Operational clearances ...................................................................................................................... 22
2.3.2 Oil containment .................................................................................................................................. 23
2.3.3 Fire protection .................................................................................................................................... 23
2.3.4 Internal Arc Performance ................................................................................................................... 23
2.3.5 Earthing ............................................................................................................................................. 23
2.3.6 Labelling ............................................................................................................................................ 23
2.3.7 Fencing .............................................................................................................................................. 24
2.4 Deployment .............................................................................................................................................. 24
2.4.1 Type A ............................................................................................................................................... 24
2.4.2 Type B / Type C ................................................................................................................................. 24
2.4.3 All installations (type A / B / C) ........................................................................................................... 25
3. Testing of mobile substations ................................................................................ 26

3.1 Introduction to testing............................................................................................................................. 26
3.2 Variation in test requirements between standard and mobile substations ........................................ 26
3.3 Recommendations for testing of mobile susbstations ........................................................................ 27
3.3.1 Use of IEC test requirements for mobile substations ......................................................................... 27
3.3.2 Consideration of risks and impact on test requirements .................................................................... 27
3.3.3 Design and testing of transport vehicles ............................................................................................ 29
3.3.4 Monitoring during transport ................................................................................................................ 29
3.3.5 Recommendations for on-site testing................................................................................................. 29
3.4 Summary of test requirements ............................................................................................................... 31
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4. Asset management .................................................................................................. 33

4.1 Storage ..................................................................................................................................................... 33
4.2 Maintenance ............................................................................................................................................. 35
4.2.1 Maintenance according to the existing equipment maintenance plan ................................................ 35
4.2.2 Maintenance due to the specific circumstances the mobile substation is used for ............................ 35
4.3 Asset life ................................................................................................................................................... 35
4.4 Gas handling/gas management .............................................................................................................. 36
4.5 General considerations for redeployment ............................................................................................. 36
5. Experience of mobile substations .......................................................................... 38

5.1 Summary of case studies ....................................................................................................................... 38
5.2 In-service experience .............................................................................................................................. 39
5.2.1 Technical aspects .............................................................................................................................. 39
5.2.2 Deployment ........................................................................................................................................ 40
5.2.3 Knowledge of use values by operators .............................................................................................. 40
6. Recommendations for the applicability of existing standards ............................. 41
7. Conclusion ............................................................................................................... 42
APPENDIX A. Links and references ................................................................................. 43
APPENDIX B. Case Study TYPE A – 380 kV (Germany) .................................................. 44
APPENDIX C. Case Study TYPE A – 138 kV (US) ............................................................ 47
APPENDIX D. Case Study TYPE A – 110KV (Germany) .................................................. 51
APPENDIX E. Case Study TYPE A – 66/6.9 kV (Japan) ................................................... 53
APPENDIX F. Case Study TYPE A – 66/6.9 kV (Kingdom of Saudi Arabia) ................... 56
APPENDIX G. Case Study TYPE A - 110KV (Ireland) ...................................................... 62
APPENDIX H. Case Study TYPE B – 123 kV (Belgium) ................................................... 65
APPENDIX I. Case Study TYPE B - 400/132 kV (UK) ....................................................... 71
APPENDIX J. Case Study TYPE B – 220 kV (Spain) ........................................................ 75
APPENDIX K. Case Study TYPE B – 70 kV (Belgium) ..................................................... 78
APPENDIX L. Case study TYPE C – 220 kV (Germany)Summary of case studies ........ 81
APPENDIX M. Case Study TYPE C – 63 kV (France) ....................................................... 83
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APPENDIX N. Case Study TYPE C – 63 kV (New Caledonia, France) ............................ 88
APPENDIX O. Case study TYPE C - 155/33 KV (Germany) ............................................. 91
APPENDIX P. Case Study TYPE A - 77/6.9 kV (Japan) .................................................... 98
APPENDIX Q. Summary of Japanese use of mobile substations (Type A) ................. 102
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Figures and Illustrations

Figure 1: Mobile Substation (1942) .......................................................................................................................... 4
Figure 2: Example of a Type A Mobile Substation ................................................................................................. 11
Figure 3: Example of a Deployed Type A Mobile Substation ................................................................................. 12
Figure 4: Example of a Type B Mobile Substation ................................................................................................. 12
Figure 5: Example of a Type C Mobile Substation ................................................................................................. 13
Figure 6: GIS Developments and Reduced Space Requirements ......................................................................... 15
Figure 7: Mobile Substation transported to site ..................................................................................................... 15
Figure 8: Mobile Substation next to main substation ............................................................................................. 16
Figure 9: Mobile Substations for additional power demand ................................................................................... 16
Figure 10: Shortened Site Works; Comparison between conventional and E-House (Type B mobile substation) 17
Figure 11: Use of a Mobile Substation to Avoid “Stranded Assets” ....................................................................... 17
Figure 12: 40 MVA 70/30 kV wind farm connection. Conventional vs. mobile-prefabricated solution (Type B / C)
.............................................................................................................................................................................. 18
Figure 13: Test Requirements for Standard Substations ....................................................................................... 26
Figure 14: Testing Locations for Mobile Substations ............................................................................................. 27
Figure 15: Risk = Likelihood (probability) x Consequence (impact) ....................................................................... 28
Figure 16: Consideration of Site Testing Requirements ........................................................................................ 28
Figure 17: Risk Appetite and On-Site Testing Options (Note: Tests are cumulative, Left to Right) ....................... 30
Figure 18: Schematic visualisation of a typical AIS sub-station (red: OHL bays; blue: transformer bays; orange:
coupling bay) ......................................................................................................................................................... 45
Figure 19: Overview of a transformer bay which needs to be replaced ................................................................. 45
Figure 20: Setup of the mobile and containerised solution (green) while the old bay stays in service. .................. 46
Figure 21: Taking the old bay (red) out of service. The full functionality is taken over by the mobile solution. ...... 46
Figure 22: Disassembling and reconstruction of the new bay without further service interruptions ....................... 46
Figure 23: After renewal, the new bay goes back into service. No interruptions of service needed for
disassembling of the temporary solution ............................................................................................................... 46
Figure 24: Representatives from the EPC Team (Switzerland, USA and Spain) and the customer ...................... 48
Figure 25: Mobile Substation at customer warehouse ........................................................................................... 48
Figure 26: Layout of the full container ................................................................................................................... 49
Figure 27:Transport of full container by truck, connected HV cables ..................................................................... 49
Figure 28: Containerised mobile substation with connected HV cables ................................................................ 50
Figure 29: Mobile Substation Installation, energised in August 2016. ................................................................... 50
Figure 30: 110 kV container solution during on-site installation ............................................................................. 52
Figure 31: General limitation for vehicles in Japan ................................................................................................ 53
Figure 32 - Configurarion diagram and outline photo of a mobile substation ........................................................ 54
Figure 33 - Result of Dynamic Response Analysis ................................................................................................ 54
Figure 34 - Measuring the Maximum inclination angle .......................................................................................... 55
Figure 35: Mobile substation in operation .............................................................................................................. 57
Figure 36: Single line Diagram of the mobile substation ........................................................................................ 58
Figure 37: Pre-terminated inter-module cable ....................................................................................................... 59
Figure 38: GIS trailer in transport configuration ..................................................................................................... 60
Figure 39: Power transformer trailer in transport configuration .............................................................................. 60
Figure 40: 380 kV bushing deployment on GIS trailer ........................................................................................... 60
Figure 41: 380 kV bushing deployment on power transformer trailer .................................................................... 60
Figure 42: Failure in circuit-breaker on the line bay in a windfarm hub 110 kV substation ................................... 62
Figure 43 Mobile Bay installed in place of failed circuit breaker ........................................................................... 63
Figure 44 - mobile 123 kV GIS single line diagram ................................................................................................ 66
Figure 45 - Container internal arrangement ........................................................................................................... 66
Figure 46 - Access to equipment via removable panels ........................................................................................ 67
Figure 47 - Functional test of loading and unloading of the container during FAT ................................................. 68
Figure 48 – Container installation on concrete floor .............................................................................................. 68
Figure 49 – HV cables in concrete gutter .............................................................................................................. 69
Figure 50: Concept Drawing of Modular Design .................................................................................................... 71
Figure 51: Left: Compact transformer, Centre: Metal grille transformer bund, Right: Typical GIS module ............ 72
Figure 52: Left: Factory-prepared Click-Fit cable end, Centre: Motorised cable drum, Right: GRP tray for surface
laid cables.............................................................................................................................................................. 72
Figure 53: Configuration of modules to avoid interference with site busbar protection .......................................... 73
Figure 54: Configuration of modules to enable bypass of whole transformer bay ................................................. 73
Figure 55: Layout drawing of mobile substation on a substation site ..................................................................... 74
Figure 56: Photograph of 3D Printed model of Mobile Substation Solution ........................................................... 74
Figure 57: Mobile 220 kV GIS Container/Truck ..................................................................................................... 76
Figure 58:Mobile 220 kV GIS Container/Truck ...................................................................................................... 76
Figure 59: Single line diagram of the substation before refurbishment .................................................................. 76
Figure 60:Single line diagram of the substation during refurbishment ................................................................... 76
Figure 61: Photograph of the substation during refurbishment with Mobile Substation ......................................... 77
Figure 62: Single line diagram of the substation after refurbishment ..................................................................... 77
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Figure 63: 36 kV AC/3 kV DC 2x 6.9 MVA configuration ....................................................................................... 79

Figure 64: 15 kV AC/3 kV dc 2 x 6.9 MVA configuration ....................................................................................... 79
Figure 65: Single Line Diagram ............................................................................................................................. 81
Figure 66: Plan view of the switchgear .................................................................................................................. 81
Figure 67: Bay with PVT ........................................................................................................................................ 82
Figure 68: Bay without PVT ................................................................................................................................... 82
Figure 69: Example of a standard PIM substation ................................................................................................. 83
Figure 70: PIM concept.......................................................................................................................................... 83
Figure 71: Substation single line diagram .............................................................................................................. 84
Figure 72 Prefabricated building Layout ................................................................................................................ 84
Figure 73: mechanical calculation ......................................................................................................................... 85
Figure 74: Assembly works in the workshop.......................................................................................................... 85
Figure 75: Departure from workshop ..................................................................................................................... 85
Figure 76: Installation at site .................................................................................................................................. 86
Figure 77: Prefabricated building in its final position .............................................................................................. 86
Figure 78: Project planning .................................................................................................................................... 86
Figure 79: External view of the pre-fabricated module .......................................................................................... 89
Figure 80: Switch room (72.5 kV GIS) ................................................................................................................... 89
Figure 81: Wind park layout ................................................................................................................................... 91
Figure 82: Location of the OSS ............................................................................................................................. 92
Figure 83: Top view drawing of the 155 kV GIS .................................................................................................... 93
Figure 84: 3D model of the OSS, including deck naming ...................................................................................... 94
Figure 85: Power transformer being moved from barge to quay at the yard .......................................................... 94
Figure 86: Power transformer being hoisted into the OSS structure ...................................................................... 95
Figure 87: Position of the 8 SPMT’s ...................................................................................................................... 95
Figure 88: SPMTs positioned under the platform .................................................................................................. 96
Figure 89: Platform and jacket on the barge .......................................................................................................... 96
Figure 90: Hoisting of the platform (side and front view) ....................................................................................... 97
Figure 91: Configurarion diagram and Outline photo of Mobile Substation .......................................................... 98
Figure 92: LV cable connector joints ..................................................................................................................... 99
Figure 93: Rough road driving test ...................................................................................................................... 100
Figure 94: Training .............................................................................................................................................. 100
Tables
Table 1: Summary of Types of Mobile Substation ................................................................................................. 14
Table 2: Overview of Drivers in relation to Types of Mobile Substation ................................................................. 18
Table 3: Summary of drivers and related benefits of mobile substation including link to relevant case studies in
appendices ............................................................................................................................................................ 19
Table 4: Overview of on-site test requirements ..................................................................................................... 31
Table 5: Storage Risks and Mitigations ................................................................................................................. 33
Table 6: Summary of Recommended Maintenance of Mobile Substations ........................................................... 35
Table 7: Summary Table of Case Studies in Appendices ...................................................................................... 38
Table 8: Comparison of deployment times between mobile and conventional substations ................................. 101
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1. Introduction
1.1 Scope of Working Group
CIGRE Working Group B3.41 was tasked with an investigation and assessment of mobile,
prefabricated and build-off-site substations for the following scope:
 Drivers for deployment of mobile substations
 Benefits of using mobile substations.
 Experience of implementation and operation, including relevant case studies
 Applicability of existing standards
 Guidelines for specification and design
In recent years several utilities have reported on the use of ‘mobile’ substations employing a high level
of off-site construction (e.g. B3-102, 2012 [B1]). A number of specific objectives have been described,
such as the ability to quickly substitute a failed transformer in an emergency; however, the underlying
aim is the ability to provide new, extended or replacement substation facilities either at short notice
and/or with a reduced site construction period compared with traditional solutions. There is a growing
interest in such ‘build off-site’ solutions as transmission and distribution owners come under pressure
to respond rapidly to changing user demands. The ability to respond to these demands is one element
in delivering smarter grids for the 21st Century.
substations:
assemblies for rated voltages above 52 kV Erreur ! Source du renvoi introuvable.
These standards, however, do not necessarily consider the specific requirements for design,
construction and testing of mobile substations and it was identified that recommendations were
required on this issue.
of IEC 61850 [B7] and digital communications which has considerably reduced the size and weight of
Protection & Control equipment.
The early adopters of mobile substation technology have now gained valuable experience regarding
the design, testing, implementation and use of mobile substations and CIGRE Study Committee B3
decided that it would be valuable to capture this experience. Working Group B3.41 was established to
undertake this task and this Technical Brochure presents the conclusions of the work.
The main focus of this Technical Brochure is on the incorporation of GIS technology into mobile
substations. The WG does not aim to give guidance on specific design and testing requirements for
other types of equipment such as transformers or Protection & Control (P&C).
1.2 What is a mobile substation?

A mobile substation is a pre-assembled electrical substation comprising one or more bays which is
designed to be relocated to an alternative site and installed in an existing grid situation in a short
duration of time.
10
Pre-assembled mobile substations may integrate:

• Primary equipment such as switching devices, instrument transformers, surge arresters
• Secondary equipment such as protection, controlling & measuring units
• Other main components such as transformers, reactors
A mobile substation can be built in a single or multiple modules that work autonomously or in
conjunction with an existing conventional substation. The majority of the assembly/testing operations
which are normally carried out at site are completed before delivery in order to shorten site works.
1.3 Types of mobile substations

According to the intended use of the mobile substation, three major characteristics can be
distinguished:
• The number of expected relocations during the lifetime of the mobile substation
• The deployment or response time: the time between the decision of using the mobile
substation and the energising of it.
• The operation time: the intended operation time between two relocations.
These characteristics are key factors in the conceptual design of a mobile substation. Based on these
characteristics three different types, A, B, and C, of mobile substations can be distinguished:
1.3.1 Type A mobile substation: “short term emergency type unit”
Type A mobile substations are typically used for:
 Unplanned deployment to replace failed equipment, bays or substations
 Planned deployment to support maintenance works or to provide short-time network
enhancement.
For this reason, they are characterised by:
 A rapid response time (days): this is of paramount importance, requiring the mobile substation
to be easily transportable by road.
 Frequent relocation: requiring the mobile substation to be specifically designed for this use.
 Limited in-service time (weeks-months).
Due to the rapid response time and short in-service time, Type A mobile substations typically remain
mounted on a road-going vehicle (trailer) during operation and many compromises are given to
existing user standards such as ergonomics, equipment technology, operational requirements,
maintenance requirements and many others. Examples of Type A mobile substations are shown in
Figure 2 and below.
Figure 2: Example of a Type A Mobile Substation
11
Figure 3: Example of a Deployed Type A Mobile Substation
1.3.2 Type B mobile substation: “intermediate type unit”

Type B mobile substations are typically used for:
 Unplanned deployment to replace failed equipment, bays or substations (longer deployment
time than emergency type)
 Planned deployment to support infrastructure works or to provide network enhancement for a
longer period of time.
 A rapid to medium response time (days-weeks) requiring the mobile substation to be easily
transportable by road
 Occasional relocation
 A longer in-service time(months-years) requiring the substation to be designed specifically for
this use.
Due to the rapid to medium response time and the realtively long operation time, Type B mobile
substations are typically container-based designs transported by road-going vehicles. These
substations are generally demounted from the road-going vehicle during operation and are thus
treated as conventional temporary structures. Few compromises are given to existing user standards
such as ergonomics, equipment technology, operational requirements or maintenance requirements.
An example of a Type B mobile substation is shown in Figure 4 below.
Figure 4: Example of a Type B Mobile Substation
12
1.3.3 Type C mobile substations: “semi-stationary type unit”

Type C mobile substations (sometimes referred to as E-houses) are typically used for:
 Planned deployment as an alternative to a conventional substation where resources (e.g.
skilled labour) are not readily available or costs are high
 Planned deployment as an alternative to a conventional substation when site works are
difficult or impossible (e.g. an offshore substation).
 A reduced need for site works but lead time will be dictated by design/manufacturing/delivery
timescales and may be up to several years for large installations. long
 No planned relocation of the mobile substation, although this may be possible
 An in-service time in line with the life expectancy of the mobile substation (decades)
Due to the long in-service time and because no relocations are planned, Type C mobile substations
are typically pre-assembled transportable solutions, used for permanent applications. Transport of
these substations may require a lot of preparation where their dimensions exceed normal transport
standards, however smaller installations can be easily mobilised. The shelters are designed as
permanent structures. Almost no compromises are given to existing user standards such as
ergonomics, equipment technology, operational requirements or maintenance requirements. An
example of a large Type C mobile substation is shown in Figure 5 below.
Figure 5: Example of a Type C Mobile Substation
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1.3.4 Summary of types of mobile substation

The following table gives an overview of the characteristics of the three types of mobile substation:
Table 1: Summary of Types of Mobile Substation
Type A (Emergency) B (Intermediate) C (Semi-stationary)
Transportable Yes Yes Yes
Relocatable Yes Yes No
(frequently) (occasionally) (not intended for
relocation)
Total deployment/ Short (Hours-Days)* Medium (Weeks)* Long (may be up to
response time several years for large
installations)
In-service time Short (Weeks-Months) Medium (Months-Years) Long (Decades)
Design Trailer-mounted Container Shelter
Standards Many compromises Few compromises Very few compromises
Intended use Unplanned/Planned Planned/Unplanned Planned
*It is assumed that the mobile substation is already available to the user for mobilisation
1.4 Development of technologies to enable wider use of mobile

substations
Some key technology developments in recent decades have been identified that have enabled
progress in the development of mobile substations. The introduction of IEC 61850 [B7] and the
development of compact GIS have both made significant contributions to the increased mobility of
substation equipment. Both are discussed in more detail below.
1.4.1 IEC 61850
IEC 61850 [B7] is an international standard defining communication protocols for intelligent electronic
devices (IEDs). The evolution from traditional copper wiring between the different IEDs to the
IEC 61850 bus-communication protocol enables the use of less copper thus resulting in a weight
reduction which can in some cases be a critical factor for the feasibility of a mobile substation concept.
Today, conventional solutions are still often used to facilitate compatibility with other equipment but
some utilities (see use cases) have reported the use of IEC 61850 in their mobile substation to reduce
weight and/or price.
1.4.2 Compact gas-insulated switchgear (GIS)
The developments of GIS within the last decades have led to smaller and lighter gas compartments
and thus to a considerably lower space and building size requirement, with a reduction of over 80%
compared with first generation designs (see Figure 6).
High voltage circuit-breaker (CB) technology has advanced greatly since its introduction. Among the
various CB technology evolutions, equipment compactness has become a key factor.
Improvements in circuit-breaker interrupter technology have been developed to enhance performance,
reduce operating energy and enable the use of single break interrupter units for higher voltages
including 420 kV.
Additionally, FEM (Finite Element Modelling) calculations and the use of cast aluminium housings
have contributed to further size and weight reductions of GIS.
This evolution facilitates the use of GIS equipment in pre-fabricated mobile substations allowing the
integration of more complex and higher voltage equipment in easily transportable designs.
Figure 6 below demonstrates an example of how the size of GIS equipment, buildings, and the
shipping volume have reduced over the last 50 years. The steps relate to when some of the new GIS
developments mentioned above were released, leading to significant size reductions.
14
Figure 6: GIS Developments and Reduced Space Requirements
1.5 Drivers and benefits for deployment of mobile substations

There are various reasons to use a mobile (GIS) substation based on the environment and special
requirements of the utility or the operator of the substation. Typically the key driver in most cases is
the fast and flexible power supply that comes with space-saving GIS technology. The following drivers
for mobile substations may influence a user’s decision for their application.
1.5.1 Emergency replacement of failed equipment
Grid failures or outages caused by component failures, natural disasters or even terrorist attacks need
to be repaired immediately. A mobile substation can be a suitable option to restore the power supply
and, due to its compact dimensions, it can be easily and quickly transported to the site where it is
needed. High-voltage connections can be made quickly, for example through using outdoor bushings.
The mobile substation can even be utilised as standby unit to limit the impact of black-out situations.
In the case of a Type A mobile substation, for example in the case study from Japan (Appendix P), the
on-site deployment time can be as low as 10 hours, assuming that no civil works are required. A
typical example of a Type A substation being transported to site is shown in Figure 7.
Figure 7: Mobile Substation transported to site
1.5.2 Duplicating substation functionality to facilitate outages

To limit outages to a minimum, planned outages can be better managed using mobile substations.
Maintenance or repair work can be organised and performed within the main substation while the
mobile substation is energised to keep the affected bay/ line in service. This procedure can also be
applied for other mid and long term projects such as refurbishment and replacement of substation
components.
15
Figure 8: Mobile Substation next to main substation
1.5.3 Requirement for temporary additional capacity

While the permanent substation is still under construction, power can be supplied via the mobile
substation. Additional power demand due to seasonal or other peak situations, such as increased
electricity consumption, is another example of where temporary additional capacity needs can be met
with mobile substations.
Figure 9: Mobile Substations for additional power demand
1.5.4 Early grid connections

Enabling cost-intensive systems such as wind farms to be connected to the grid as soon as possible
helps operators to get their return on investment (ROI) quickly. A mobile substation allows fast grid
integration of these systems.
1.5.5 Shorten site works (Manage site access restrictions/reduce project lead time)
A mobile substation can be installed and commissioned faster than a regular substation. In addition to
the advantages from the mobile equipment set up – with pre-assembled and pre-tested components –
this is also related to the associated reduction in civil and construction works on-site. Significantly less
effort is made in the considerations for foundations such as soil conditions and building load
calculations. Additionally, cable raceways and grounding grids do not need to be embedded in
concrete foundations. No major site works, reduced labour requirements, and shorter installation times
also positively influence the financial budget of the project.
Figure 10 below shows a comparison between a conventional substation installation and the use of a
mobile substation. In this case the civil works, installation and commissioning times were reduced,
resulting in an overall time reduction of around 20 %. A time saving of greater than 50 % is achieved in
the on-site works.
16
Figure 10: Shortened Site Works;

Comparison between conventional and E-House (Type B mobile substation)
Avoiding Stranded AssetsMobile substations can be relocated and reused. After a mobile substation
has performed its function as a temporary solution at one substation site and is no longer required, for
example where it was used as a short-term interim connection of a wind farm, it does not need to end
up as a “stranded asset”. Figure 11 below explains the possibility for the mobile substation to be used
significantly longer than the original application it was brought in for.
Assuming that the project or application period is twenty years, the GIS life time expectation of more
than fifty years allows the mobile substation to be used for multiple applications1. The mobile
substation does not end up as stranded asset but can be used for thirty more years at one or more
other locations. If it had been installed as a conventional substation, this option to relocate the assets
would not be possible, at least without significant effort needed for disassembly, mobilisation and
reinstallation.
Figure 11: Use of a Mobile Substation to Avoid “Stranded Assets”
1.5.6 Advantage in case local installation/commissioning resources are not available

Mobile substations also address the challenge in availability of qualified on-site personnel. Due to the
preassembled equipment set-up, the need for assembly and testing onsite is reduced significantly.
This benefits situations where skilled local resources are not available, for example in very remote
areas (e.g. deserts) or in countries with military security situations. In other cases a mobile substation
can avoid high costs related to the transport of qualified personnel to the substation location, such as
a wind farm off-shore platform.
1
It is unlikely that Type A installations mounted on road trailers will practically achieve a 50 year life, however the authors are
aware of Type B installations that are expected to do so.
17
1.5.7 Economic advantages of mobile substations

The economic advantages of mobile substations are achieved primarily by reducing the amount of civil
works and the cost of on-site installation.
Mobile substations remove the need for permanent buildings and structures, and reduce the
requirements for foundations, trenches and walkways to be built on site. This has the added benefit
that the mobile substation’s footprint may be smaller resulting in lower land acquisition costs and
simplified procedures for obtaining planning permission.
Additionally, many installation and testing activities can be transferred from the site to the
factory/mobile substation workshop (See Section 4:Testing), where costs are lower and processes
and quality can be controlled better.
A shorter site construction and installation period also reduces the need for site management, site
security, control of HSE (Health, Safety & Environment), and reduces the need for resources on the
client side for project management, finance and planning.
As an example, Figure 12 below shows a comparison of costs between a conventional substation
solution and a mobile substation, made for a specific project. These percentages should be taken as
indicative and will vary according to the application.
Conventional substation Mobile substation

Figure 12: 40 MVA 70/30 kV wind farm connection.
Conventional vs. mobile-prefabricated solution (Type B / C)
1.5.8 Summary of drivers for deployment of mobile substations

Table 2 aims to guide the user in how to select the appropriate mobile substation (type A, B or C):
Table 2: Overview of Drivers in relation to Types of Mobile Substation
Drivers A (Emergency) B (Intermediate) C (Semi-
stationary)
Emergency
Temporary additional capacity
Duplication of capacity
No stranded assets
Early grid connection
Shorten site works
Economic advantage
Key:
Very likly to be suitable/ Possible Solution Unlikely to be suitable
first choice solution
Table 3 below shows an overview of the drivers presented in Sections 1.5.1 to 0, highlighting key
benefits and characteristics and linking to the real examples in the Case Study section at the end of
18
this Technical Brochure. Where the benefit is considered as a secondary benefits in the respective
case study the link is shown in brackets: e.g. [Appendix X].
Table 3: Summary of drivers and related benefits of mobile substation including link to relevant case
studies in appendices
Drivers Key Benefits Link to Case Studies

See Section 5.1 for overview of case studies
APPENDIX C
Minimise impact of unexpected power [APPENDIX H]
APPENDIX E
Emergency outages bypassing a substation or bay APPENDIX P
APPENDIX F
following equipment failure. APPENDIX Q
APPENDIX G
Temporary demand management (i.e.
Temporary cover seasonal peaks, big events) or APPENDIX C APPENDIX I
additional capacity while the permanent substation is still APPENDIX F APPENDIX J
under construction.
Minimize impact of planned outages APPENDIX B APPENDIX H
Duplication of during maintenance, reparation, APPENDIX C APPENDIX I
capacity refurbishment and replacement of APPENDIX D APPENDIX J
substation equipment. APPENDIX F
Improve return on investment due to
Early Grid early connection of cost-intensive
APPENDIX K
Connection systems like independent power
producers.
APPENDIX G APPENDIX N
Less construction and civil works. Fast APPENDIX I APPENDIX O
Shorten site works
installation and commissioning. APPENDIX K APPENDIX Q
APPENDIX M APPENDIX N
Cost effective solutions with installation
Economic APPENDIX B
and testing moved off-site and civil APPENDIX O
advantage APPENDIX N
works on-site limited.
Ability to use the substation longer than
the original application (e.g. offshore
No stranded assets wind farm life expectancy is 20 years APPENDIX K
compared to 50 years of a GIS
substation).
19
2. Guidelines for specification and design of mobile

substations
The specification and design of a mobile substation should follow the basic principles that would apply
to a conventional installation. Requirements for power installations are detailed in IEC 61936-1 [B6],
and should be followed as applicable, however specific points to be considered are noted in this
section.
It should be recognised that IEC 61936-1 [B6] defines the minimum requirements, and provides
additional guidance, which can be applied to the design and specification of high voltage substations
of all types. The Standard is specifically intended primarily for application in countries that base their
power system design practices on IEC Standards, however the principles are applicable to all power
installations.
There are many national laws, standards and internal rules dealing with the design, construction and
use of power installations and specific local requirements must be taken into consideration when
specifying and designing a mobile substation. The relevant laws or regulations of an authority having
jurisdiction take precedence over the recommendations of these guidelines.
When establishing design requirements for temporary or relocatable installations, all potential
deployments should be taken into consideration.
2.1 Transport / road regulations

Mobile substations must be designed to be compatible with the physical clearance requirements and
weight restrictions of the road infrastructure in their area of operation and must comply with local
regulations. When specifying a mobile substation it is important to define the limits that must be
applied, taking into consideration the full range of potential deployment sites.
The following characteristics of delivery vehicles should be defined in the specification or agreed
during design of the mobile substation:
 Maximum vehicle length/width
 Maximum vehicle weight
 Permissible axle load
 Maximum vehicle height
 Other characteristics/dimensions dictated by local and seasonal conditions.
When assessing the transportability of the substation at the design stage, consideration must be given
to potential differences between the pre-construction estimates of main components and the as-built
weight. This is a particular issue with transformers, where differences of up to 10 % have been
reported.
The commissioning of access route surveys should be considered, in particular to address local
access to specific deployment sites. However, in areas where the highway network is not fully
developed or the transport units are large, surveys may need to consider the entire route to site.
Special care should be taken to confirm the clearance provided beneath overbridges, the dimensions
of tunnels, the weight limitations of overbridges and the presence of other potential obstacles (sharp
bends, restricted width etc). The need for any special insurance or permits should be identified in
conjunction with the responsible authorities.
In some countries, particular regulations apply to the movement of exceptional or special loads, which
can require individual permission to be granted for each journey (which may limit the route to be
followed and/or the time and date of the movement). In these cases it is advisable that Type A
substations intended for rapid deployment are designed so that they do not exceed the limits which
would lead to their being designated in this category. As the movement of Type B or Type C
substations would generally be planned in advance, larger and/or heavier transport units requiring
special permissions are likely to be acceptable.
In many countries there are legal restrictions on the movement of vessels filled with gas at a pressure
exceeding 0.5 Bar. This includes movement of metal-enclosed gas-insulated switchgear under
pressure. It is recommended that the local regulations are established and that the deployment
procedures for the mobile substation take both these and OEM safety instructions/recommendations
into account. This is a particular issue for Type A installations which are intended for rapid
20
deployment, since arrangements must be made for reducing gas pressure prior to movement by public
road and restoring the gas to normal operating pressure at the deployment site.
Where the transport vehicle forms an integral part of the substation (as is generally the case with Type
A Units) then consideration must be given to local regulations relating to design and the periodic
inspection and testing of road vehicles.
2.2 Mechanical requirements

2.2.1 In-service loads
As with any substation installation, a mobile substation must be designed to withstand the mechanical
loads to which it will be subject in service. This requires that the characteristics of the system (or
systems) to which the equipment may be connected and the local environmental conditions should be
taken into account, including those occurring under normal conditions, possible transient conditions
and prospective fault conditions and the equipment designed to safely withstand these loadings.
It is important that the static and dynamic loading imposed by any external connections to the mobile
substation, particularly where exposed conductors are connected to bushings, should be considered in
the design. To facilitate this, it is recommended that typical connection arrangements are defined at
design stage and that the designer should document the mechanical capabilities of the design.
It is recommended that particular care is taken when the transport vehicle forms part of the mobile
substation, since this will then be subject to operational loads and may have to be designed in
accordance with local regulations.
It is common to apply safety factors when assessing mechanical loadings on structures. In general,
the same factors (as defined in local design codes or purchaser policy) should be applied to a mobile
substation as to a conventional fixed installation. However, in the case of Type A substations where
the period of deployment may be short, consideration could be given to relaxing these factors on the
basis that risks may be mitigated by the limited time of exposure or other influences (e.g. deployment
may not be anticipated in seasons where extreme weather conditions occur).
2.2.2 Temporary loads
A number of temporary loading conditions must also be considered when designing a mobile
substation.
In common with all equipment, consideration must be given to loading and unloading procedures at
site and suitable lifting and jacking points should be provided, as necessary, to facilitate this. These
points should be clearly marked and safe working loads identified. Detailed handing instructions
should be provided in the substation operating manual, sufficient to support the preparation of a Risk
Assessed Method Statement for the site works.
It should be recognised that the lifting/jacking points provided for individual components of the mobile
substation may not be appropriate for use on the complete substation. For example, transformer
lifting brackets/jacking points are likely to be designed for the unit in isolation and may not be suitable
for lifting a complete mobile substation assembly.
2.2.3 Transport loads
A further critical temporary loading condition is the loading imposed during transport of the mobile
substation. Although individual items of equipment must necessarily be designed to be transported to
the end-customer without incurring damage, there are a number of differences that apply to a mobile
substation assembly:
 When shipping conventional equipment from the manufacturer’s premises to the installation
site, it is common for equipment to be specially prepared and provided with protective
packaging (e.g. insulators/bushings will be dismantled and shipped in crates with internal
support cradles). With a mobile substation it is expected that the unit will be transported in a
fully (or largely) assembled condition and generally without the equipment manufacturer’s
protective packaging.
 A mobile substation may not be subject to the same level of inspection and testing as
conventional equipment following delivery to site.
As a consequence, there is a higher risk of damage occurring during transport and/or that damage
remains undetected during deployment. The risks of transport damage should therefore be assessed,
and mitigation measures taken where appropriate. For example, consideration could be given to
21
special packing, such as temporary bracing, for transport. The use of shock recorders during
transport is recommended as these can be used to confirm that design loading conditions have not
been exceeded. Where special packing is required for transport then clear instructions should be
provided in the operating manual for the mobile substation and any temporary bracing or fixings
should be included in the scope of supply. The operating manual should also identify the
recommended position for installation of shock recorders during transport and the acceptable limits on
these loads.
It is important that the Purchaser of a mobile substation clearly identifies to the Supplier the transport
conditions that the substation may experience. In some cases, where the area of deployment has a
well-developed road infrastructure, the transport loads may not be difficult to accommodate. In other
cases, it may be necessary to move a mobile substation long distances over poorly
constructed/maintained roads, thus imposing much higher loads. If the requirements can be defined,
the designer can take them into account when preparing the structural design of the substation and
selecting components.
It is recognised that there are a number of test procedures that could be used to ensure that a mobile
substation is designed to withstand transport loads:
 The vehicle manufacturing industry uses a variety of test tracks and ‘proving grounds’ to test
road vehicles under conditions that allow assessment of durability under extreme conditions.
In some cases mobile substations have been tested using these facilities, which has allowed
vulnerabilities to be identified and designs modified.
Such testing has the disadvantage that it is not possible to accurately measure and quantify
the test conditions, therefore it is impossible to define clear acceptance criteria and cannot be
used as a ‘type test’. Nevertheless, this can be considered a useful tool for engineering
development of mobile substations.
It is recommended that cameras / sensors are fitted to the mobile substation during testing so
that the dynamic behaviours of the equipment can be observed and subsequently analysed.
 Some of the vibrational loads experienced by mobile substations during transport can be
considered as having similarities to seismic loadings. Whilst the Working Group has not
identified any cases where this has been used as an acceptance criteria, it is noted that IEC
62271-207 [B5] defines test criteria for GIS that is to be applied in environments where there
is a risk of seismic activity.
Whilst the Working Group has seen no requirement to make any recommendations in this
regard, the objectives of seismic testing (which is to ensure that electrical equipment should
be able to survive a severe seismic event suffering no or only negligible structural damages
and without any effect on its electrical functionality) are clearly closely aligned with the
requirements for a mobile substation.
Therefore, in some cases, consideration could be given to requiring seismic qualification of

the main switchgear components of the mobile substation so as to give the Purchaser
confidence that the equipment is capable of withstanding transport loads. However, it should
be recognised that the costs of undertaking seismic testing (shaker-table tests) are high and it
is not considered economically viable to adopt this as a standard test for mobile substations.
2.3 Design requirements specific to location

There are a number of other areas which may require special consideration:
2.3.1 Operational clearances
In general, substations are designed to permit access by operating staff when they are in service,
even where operation is normally carried out from a remote position. Designers must therefore ensure
that there is no risk of entering the ‘live working’ region in proximity to exposed conductors. It is
recommended that this requirement should be applied to Type B/C mobile substations, however in the
case of Type A it may be acceptable to restrict or prevent operational access when the substation is in
service.
22
Where safe operational access cannot be assured, this should be clearly identified in the substation
operating instructions and measures should be taken to prevent access to danger areas, for example
by locking access doors or through the use of temporary barriers to restrict access.
2.3.2 Oil containment
Where a mobile substation includes a transformer, the risk of oil leakage must be considered and,
where necessary, measures taken to mitigate the possible environmental impact.
In some cases local regulations may require the provision of oil containment measures, even where
the deployment is short-term.
For Type C installations it would generally be appropriate to provide permanent oil containment
facilities (bunds, catch-pits etc.), however for Type A/B mobile substations a temporary bund may be
more appropriate and would allow for rapid deployment by minimising the requirement for permanent
civil works.
2.3.3 Fire protection
Where transformers are installed in close proximity to critical substation facilities then the risk of fire
must be considered. Since the installation of fire barriers or fire suppression systems can probably not
be justified for short-term deployments, the preferred option would be to allow sufficient spacing from
vulnerable equipment where this is possible.
If fire risk cannot be managed by spacing, it may be possible to accept the risk providing the
deployment is of relatively short duration.
2.3.4 Internal Arc Performance
Consideration should be given to risks related to internal arc failures of the GIS switchgear and
consequemt operation of pressure relief devices. Where necessary, arrangements should be made to
vent the mobile substation to atmosphere, whilst ensuring that the vents are arranged so as to
mimimise the risk to workers.
2.3.5 Earthing
The mobile substation should be designed such that all exposed conductive parts are equipotentially
bonded and that appropriate paths are provided to safely conduct fault currents. Designated points
should be provided for connecting the mobile substation to an external earth electrode system.
If the mobile substation is placed in an existing substation, an interconnection with the existing earth
grid should be provided. The interconnection arrangements should be dimensioned to carry the
maximum fault point current and should preferably provide a minimum of two independent current
paths.
If the mobile substation is placed close to an existing substation, then a new earthing grid should be
provided, as necessary, to achieve permissible touch/step potentials at the deployment site and this
should be connected to the existing substation earth electrode system. It should be noted that the
connection of both grids can be expected to reduce the total earthing resistance (and thus the
maximum rise of potential under fault conditions), but may extend the area around the substation that
is affected by that rise of potential.
If the mobile substation is not near an existing earthing grid, then methods of providing safe step and
touch voltages for operating personnel must be considered.
A copper loop around the mobile substation at the soil surface fixed by earth rods can be effective, but
in some cases a portable ground mat installed on the soil surface of the areas where personnel need
to access may be necessary.
2.3.6 Labelling
Identification and labelling of equipment is an essential requirement to avoid operating errors and
accidents. All important parts of a substation should be clearly, legibly and durably labelled to allow
identification of equipment and safety warnings, for example warning notices, safety instruction notices
and informative notices shall be provided at suitable points in the installation.
When a mobile substation is relocated, it is critical that any labelling which identifies the designation of
the equipment within the network is changed to suit the new deployment. It may be appropriate to
provide a mobile installation with a unique designation that is independent of the deployment site to
reduce the requirement to make changes to labelling.
23
2.3.7 Fencing
It is generally required that all electric supply substations are provided with fences, screens, partitions,
or walls to form an enclosure to reduce the possibility of entrance of unauthorized persons or
interference with equipment inside.
In some circumstances local regulations might allow waiver of certain rules for emergency or
temporary installations.
2.4 Deployment
Detailed planning of the installation can be essential to the successful deployment of a mobile
substation. Different considerations apply to emergency or short-term installations (Type A) and
longer-term applications (Type B / Type C).
2.4.1 Type A
Although Type A substations are designed for rapid deployment, there are benefits in planning their
installation. This can either be through a fast-track design procedure where an emergency
deployment is unforeseen and must be implemented at short notice, or mobile substation sites can be
selected for suitability prior to emergency situations (or a planned temporary deployment) to facilitate
proper assessment through normal procedures.
Some of the benefits of advanced planning are as follows:
 To ensure that the required materials, tools, construction equipment and workers are identified
before starting work and can thus be made available at an appropriate point in the deployment
programme. This allows efficient use of resources and will assist in minimising delays waiting
for critical resources to be mobilised.
 To allow work activities to be reviewed to ensure that risks (including health and safety risks)
are identified and, where possible, eliminated. Where elimination is not reasonably
practicable then appropriate mitigation measures can be identified and implemented.
 Checks, inspections and tests can be built into the deployment programme, allowing errors to
be corrected before they can have a significant impact.
 To avoid design errors. These can often occur as a result of design decisions being
‘improvised’ on site without check or review.
 To ensure that any organisations or individuals impacted by the works or the completed
installation are identified and consulted.
The site for a ‘Type A’ mobile substation will generally be selected on the basis of proximity to existing
infrastructure, such as transmission and distribution lines. Selection should also consider the
availability of adequate space considering the physical size of the equipment, the required electrical
clearances and the availability of suitable access for both the substation transportable assemblies and
any related equipment, such as oil tankers, cranes and service or test equipment.
Type A substations generally do not require foundations, however a level of site preparation is
required.
2.4.2 Type B / Type C
For Type B & C installations it is expected that site selection and preparation will follow local
procedures for conventional substations. This is in recognition of the expectation that this equipment
will remain in the same location for a significant part of its operating life and operation/maintenance
will be undertaken in accordance with normal practice. (Note: for Type B mobile substations, some
maintenance may be carried out at an intermediate storage location).
The foundation requirements for a pre-assembled substation are likely to be different from those of a
more conventional substation, with slab foundations or prefabricated/temporary blocks replacing
distributed supports for individual plant items. If ground conditions are poor (inadequate bearing
pressure, such as marsh/swamp where piling is required) then the cost estimates should be adjusted
to reflect this.
If the transportable units are large then consideration may have to be given to the available site
access and, in particular, to any requirements to upgrade the off-site access infrastructure. This will
increase costs and should be included as part of the economic evaluation during site selection.
24
During the site selection process consideration should be given to any requirement for final assembly
and/or testing of the mobile substation before final deployment to site and it must be ensured that a
suitable area is available and accessible.
2.4.3 All installations (type A / B / C)
A deployment within an existing substation will often be favoured and can be planned based on a
review of the existing substation drawings, supported by limited field investigations to confirm the
specific site conditions.
Where a deployment site lies outside an existing high voltage compound (i.e. a closed electrical
operating area) then more detailed investigations are likely to be required. These may include, but are
not limited to:
 Topographical surveys
 Environmental surveys
 Drainage surveys
 Laser surveys of existing assets
 Ground Penetrating Radar (GPR) surveys to identify buried services
 Intrusive Ground Investigations (trial pits/bore holes).
 Soil resistivity testing (to inform earthing design)
 Thermal resistivity testing (to inform buried cable system rating assessments)
 Tests for soil contaminants.
 Transport surveys.
The proposed access route for the mobile substation should be reviewed to ensure that physical
clearance requirements can be met and that any weight restrictions imposed by local codes or
infrastructure are satisfied. Any need for licenses, permits or other third party consents should be
identified.
Design considerations to accommodate safe installation of mobile equipment include:
 Space for delivery and installation; taking into consideration the need to use lifting equipment
(such as mobile cranes or vehicle-mounted loader cranes) and the minimum clearances to
adjacent live equipment defined by local regulations or procedures.
 Requirement for outages of operational equipment (for connection of the mobile substation
and proximity outages during delivery/installation).
 Access space around the mobile substation to allow other planned work to take place; e.g.
replacement of failed equipment or construction works to extend an existing substation.
 Means of isolation from existing HV/LV systems during installation of the mobile substation.
 Installation of foundation to provide level location for mobile equipment.
 Means to connect mobile equipment to ground grid.
 Emergency escape requirements from containerised equipment rooms and fenced
compounds.
 Where GIS equipment is located in confined spaces, consideration must be given to
arrangements for venting following the operation of a rupture disc. In general, if access to
containerised GIS is not restricted then arrangements should be made to reduce the risks of
harm.
25
3. Testing of mobile substations

3.1 Introduction to testing
Testing is carried out for several purposes including: ensuring that the equipment is fit for purpose,
ensuring that it meets a user’s requirements and for mitigating the risk of failure of the equipment once
energised and operational. The amount of testing to be carried out on a mobile substation will depend
on several factors: the type of mobile substation, the driver for its deployment, the user’s past
experience and the manufacturer’s guidance.
This section aims to give the reader recommendations for the tests to be considered when
determining a test regime for a mobile substation at the factory, during commissioning and during
subsequent redeployments. Different voltages, road/transport conditions and the complexity of the GIS
solution can all have an impact on the risk of failure following energisation and need to be managed
accordingly.
3.2 Variation in test requirements between standard and mobile

substations
A standard substation has tests carried out at a number of instances throughout the design,
manufacturing and commissioning phases. These can be classified into three main groups: type tests
to validate design, routine/sample tests at the factory (Factory Acceptance Tests, FAT), and on-site
commissioning tests (Site Acceptance Tests, SAT). Figure 13 shows at which stage factory and site
acceptance tests are typically carried out during the process from manufacturing to commissioning for
a standard substation installation.
FACTORIES SITE
Switchgear Delivery to
site
In Service
Transformer Substation
Protection &
Control
FAT SAT
Figure 13: Test Requirements for Standard Substations

A key difference for a mobile substation compared with a standard substation is that the mobile
substation may be transported after either partial or full assembly. As it is typically advantageous to
carry out either some or all of the commissioning tests in the factory/assembly location due to
convenience, availability of test equipment and the subsequent reduction of time on site, this
additional transport step, as shown in Figure 14, may introduce additional risks compared to the
standard substation installation. These risks include, for example, stresses on the equipment due to
vibration or shock loading.
Depending on the manufacturerand the type and the use of the mobile substation, the complete
assembly may be carried out either at the GIS factory, a separate ‘mobile substation workshop’ at the
final deployment site, or at a location close to the final installation site (for example where space on-
site is limted). In all cases except where the mobile substation is fully assembled at the final
deployment site, the risks from the additional transport step, shown in Figure 14, are introduced.
Consideration should be given to mitigating risks introduced by transport of the full mobile substation
solution, including any subcomponents that may be shipped separately. Options that a user can
consider are discussed in Section 3.3.2.
Where a user has a higher level of confidence in the mobile substation, for example because: they
have previously deployed the solution with no issues, the road conditions are well known, or
26
monitoring during transport has not picked up any problems; then they are more able and likely to
choose to reduce the amount of testing.
FACTORIES ASSEMBLY
LOCATION
Delivery to
Switchgear assembly
location
Delivery
Mobile to site Mobile In Service
Transformer Substation Substation
(assembled) Monitoring? (installed)
Protection &
Control
FAT Testing? Testing?
Figure 14: Testing Locations for Mobile Substations
3.3 Recommendations for testing of mobile susbstations

3.3.1 Use of IEC test requirements for mobile substations
Where there are no time or site constraints, it is recommended that the ‘tests after installation on site’
(Site Acceptance Tests) specified in the relevant IEC Standards are carried out on the mobile
substation. However, as discussed in Section 1.5, a mobile substation may be required to specifically
achieve a benefit such as a faster deployment time compared to a regular installation, or due to
constraints at the site for example space, skilled labour or access. In order to achieve these
objectives, full testing in accordance with the IEC standards may not always be feasible and, in this
case, the user should carefully consider the risks of removing the requirement to carry out and/or
repeat site testing after transport.
In all cases it is recommended that routine (factory acceptance testing) of GIS components is carried
out in accordance with the specified IEC requirements.
It should be noted that the IEC standards already give the flexibility to not carry out full testing of pre-
assembled substations, and therefore no changes are proposed to IEC standards by the Working
Group.
3.3.2 Consideration of risks and impact on test requirements
In most cases a mobile substation is transported from one place to another after it has been fully or
partially assembled and, prior to transportation, the pre-assembled equipment is tested to prove its
integrity.
During transportation there is a risk that something could happen to damage the equipment, for
example from vibration caused by the road surface/resonant frequencies of equipment, or caused by
shock loading from either a collision or sudden braking and acceleration. These risks may have both
an impact on the quality and integrity of the equipment.
These risks may be mitigated in a number of ways, for example through design and testing of the
transport vehicle (see Section 3.3.3), monitoring during transport (see Section 3.3.4), or site testing
after arrival at the assembly or deployment location (Section 3.3.5).
The user should carefully consider what is reasonably practicable to do to manage transport risks
considering the particular application, as well as their risk appetite and confidence level in the
equipment.
Where a user wants to achieve the benefits described in Section 1.5, including rapid deployment times
or avoidance of resource on-site, then they may consider accepting a higher risk level in order to
reduce or remove the need for on-site testing. For example, where a Type A mobile substation is
being deployed in an emergency situation to restore power, it may be more reasonable to accept the
transportation risks and energise with limited or no site acceptance testing.
27
Additionally the user’s confidence in the equipment will have an impact on the decision about the level
of testing to carry out. Where a user has previously deployed the mobile substation multiple times with
no issues, or where the transport is straightforward, for example a short distance on a smooth road
surface, then the user may decide that full site acceptance testing is not necessary.
A graphical representation of this balance between the amount of testing and the user’s confidence
level and risk appetite is depicted in Figure 15 below. Here risk is considered as the product of the
likelihood or probability of something happening, and of the impact or consequence of the event
happening. Risk appetite is then the level of risk that a user is willing to accept.
Figure 15: Risk = Likelihood (probability) x Consequence (impact)
Reducing the number or complexity of site tests carried out will enable the user to reduce the cost and
time required for deployment of the solution. A user must decide on how confident they are in the
solution, for example based on previous experience, and on their level of risk appetite, for example if
the solution if going to be in service for a long period of time then they may have a lower apetite to
take on risk. Carrying out full site testing in accordance with existing IEC standards will serve a user
with a very low risk appetite and/or low confidence in the equipment. Carrying out no/minimum site
testing will better serve a user with a very high confidence level in the equipment and/or high risk
appetite. A graphical representation of this concept of the trade-off between risk appetite/confidence
level and the amount of site testing is illustrated below in Figure 16.
Increased level High confidence, e.g. previous deployed equipment multiple

of confidence times, known road conditions, no readings on shock recorders,
or increased GIS/bushings not been disassembled since FAT
risk appetite Or big risk appetite, e.g. emergency situation and need to
restore power quickly,
Low confidence, e.g. failure following previous

relocation, poor quality roads, impact picked up by
shock recorders,
Or low risk appetite, e.g. will remain in service
for longer period of time (months/years), important
connection (e.g nuclear),
Increased level
of testing
No site
Full IEC
testing
testing
Reduced time/cost
Figure 16: Consideration of Site Testing Requirements
28
There are a number of considerations that a user should take into account when making a decision on
their risk appetite and the amount of on-site testing required. The consequences or impact of varying
the amount of testing can be categorised as follows:
 Safety: for example the proximity of the mobile substation to members of the public/personnel
when deployed, risk to personnel during testing (e.g. due to an adverse environment)
 System: the impact of failure on the existing transmission/distribution system
 Cost: impact of carrying out testing or of having a failure (including time and resource)
 Reputation: impact of delaying deployment for testing as well of having in-service failure
 Environment:, gas or oil leakages
The following factors may affect the likelihood or consequence, and thus risk, of a failure:
 Operating voltage of equipment
 Complexity of GIS
 Whether bushings or GIS components need to be disassembled for transport
 Road/transport conditions
 Ability to monitor during transport, e.g. using shock indicators or shock recorders
 Confidence in the design of the transportation solution (e.g type testing of vehicle)
 Previous experience in deploying the same/similar mobile substations
 Service history
 Length of time that mobile substation will be in service
 Installation environment
Note that this may not be an exhaustive list and a user should carefully consider their specific
application.
3.3.3 Design and testing of transport vehicles
Additional type testing of mobile substations and/or their transportation vehicles can give more
confidence in the equipment withstanding different road and transport conditions. Environmetal
conditions during transport can be specified by reference to IEC 60721-3-2 [B8], however the Working
Group did not identify any cases where this Standard had been used.
Some manufacturers carry out extensive road testing of hundreds or thousands of kilometres in order
to prove that the integrity of the mobile substation and transport vehicle will be maintained during
future relocations. In this case it is recommended that the type of road surface during testing should
be considered, for example gravel or pot-holed road surfaces may have more impact on equipment
than smooth tarmac.
An alternative option to road testing is to simulate the transport conditions in a laboratory environment
for example through seismic / shaker-table testing. The vehicle, with the mobile substation mounted
onto it, can be placed onto a platform that can be subjected to vibrations and shocks.
For larger applications it may be impractical to carry out physical testing, and computer modelling may
be considered instead.
3.3.4 Monitoring during transport
It is recommended that monitoring during transport is considered, especially where it is planned to
reduce the amount of site testing to be carried out. Monitoring allows a user to check that nothing
adverse has occurred during the transportation, such as a collision or unexpected vibration from road
surface conditions. A number of options are available to monitor equipment during transport including
the use of vibration monitoring, shock recorders or video equipment.
3.3.5 Recommendations for on-site testing
Many of the drivers for deployment of mobile substations rely on realising the benefit of reduced
deployment and commissioning times, reduced requirement for skilled labour or reduced costs such
as from hiring expensive test equipment. In order to achieve these benefits a user should consider the
reduction of on-site testing. A risk-based approach should be taken.
The IEC standards broadly specify the following tests to be carried out on GIS equipment:
 Dielectric tests on auxiliary circuits
 Measurement of the resistance of the main circuit
29
 Gas tightness tests

 Gas quality verifications
 Checks and verifications:
o conformity of the assembly with the manufacturer's drawings and instructions;
o sealing of all pipe junctions, and the tightness of bolts and connections;
o conformity of the wiring with the diagrams;
o proper function of the electrical, pneumatic and other interlocks;
o proper function of the control, measuring, protective and regulating equipment
including heating and lighting.
 Dielectric tests on the main circuits
Additionally, consideration should be taken of test requirements for other equipment types such as
transformers, protection and control and cable systems.
The biggest saving in terms of time, cost and resource is made by not carrying out HV dielectric
testing in accordance with IEC 62271-203 [B3]. It is the user’s decision, in consultation with the
manufacturer, as to whether the risk impact of eliminating this IEC test is adequately compensated by
other mitigation measures to achieve an acceptable residual risk. It is worth bearing in mind here that
ownership remains with the manufacturer until handover to the user. Suggested methods to assist with
mitigation of these risks such as type testing of the transportation procedure and monitoring during
transport are described in Sections 3.3.3 and 3.3.4.
Depending on the risk appetite of the user, there are various options for testing available. Figure 17
below shows an indicative scale of risk appetite versus testing options.
Reduced level of risk
Increased Ease/Reduced Cost of Testing

Partial Discharge Test
Back-
10kV DC HV Test at energise
Resistance
Gas insulation System through VT Full HV
No testing Test of Main
Tightness resistance Voltage Testing
Circuits at/above
test (soak test)
rated voltage
No time/ Prove that Prove no Prove Provision of Preferred

cost but everything short- equipment power VT in option if no
highest risk is properly circuits to should not mobile time/site/
of failure connected earth fail on initial substation resource
energisation design constraints
when
connected
to system
Figure 17: Risk Appetite and On-Site Testing Options (Note: Tests are cumulative, Left to Right)
An HV test set may take many weeks to arrive on site and in some situations the benefits of deploying
the mobile substation more quickly will outweigh the risks of not carrying out HV testing. A good
example of this would be in an emergency situation (Type A) following a failure and or loss of power,
where restoration of the system is of paramount importance. HV testing may also be difficult or
prohibitively expensive due to space or skilled resource constraints at the final location, for example
on an offshore platform or in an area which is sparsely populated and has no local labour supply.
Where the deployment of the mobile substation is planned, such as to support maintenance or
network replacement, then a user may consider carrying out more tests to mitigate any risk of failure.
30
Where a mobile substation workshop (intermediate site) is used then consideration should be made of
carrying out as much testing as possible here, for example where there are multiple modules these
can be brought together and functional tests carried out before arrival at the final site. If HV testing will
not be carried out at the final site, then consideration could be made to also do these tests at the
mobile substation workshop.
The use of a power VT, which can provide a high voltage source for testing, can provide a good
compromise between risk mitigation and cost and should be considered in the user’s specification.
Currently this option is known to be available at least up until 245 kV.
It is anticipated that, as a user or manufacturer gains experience in deploying a particular mobile
substation solution multiple times without any test failures, then they will gain confidence and be able
to further reduce the number of tests carried out.
The following sections give further guidance and examples specific to the type of mobile substation to
be deployed.
3.3.5.1 Type A:
 Emergency – Deployment usually unplanned. As a HV test set can take many weeks to
arrive on site, it is common that no testing is carried out on-site. Fast response is the driver.
3.3.5.2 Type B:
 Planned deployment, but HV test expensive, and time to commission important in some
cases.
 The use of the HV test will therefore depend on user’s risk appetite balanced against
time/cost/resource – see examples of different approaches in case studies in the
appendices.
3.3.5.3 Type C:
 Access difficult, so may not be possible to perform test on site e.g. windfarms, war zones,
etc.
 Skilled resource constraints:
o offshore platform
o area that is sparsely populated and has no local labour supply available (for example
Middle East/Africa)
 Wind farm platforms/off-shore substations – often utilise an assembly location close to or at
the port
3.4 Summary of test requirements

There are, in some cases, major cost and time benefits to be achieved by reducing the level of testing
required on-site in comparison to IEC standards. A user should carefully consider the guidance above
in order to make a risk-based decision on the amount of testing to be carried out for their particular
application.
A number of case studies are provided in the appendices of this Technical Brochure to enable learning
from the experiences of other users and manufacturers internationally, and to demonstrate that there
are multiple options available.
The below table gives an overview of the typical on-site tests with a commentary on when the tests
are recommended for a mobile substation.
Table 4: Overview of on-site test requirements
Test Commentary (on level of risk) Cost/Time Impact
a) dielectric tests on the main circuits May not be necessary, see High
discussion in Section 3.3.2
b) dielectric tests on auxiliary circuits Recommended, but may not Low
be necessary if circuits not
modified.
c) measurement of the resistance of the main circuit Recommended. Low
d) gas tightness tests Recommended for field Low
assembled connections
31
e) checks and verifications Recommended Low

 conformity of the assembly with the
manufacturer's drawings and instructions (site
assembled elements);
 sealing of all pipe junctions, and the tightness
of bolts and connections;
 conformity of the wiring with the diagrams;
 proper function of the electrical, pneumatic
and other interlocks;
 proper function of the control, measuring,
protective and regulating equipment including
heating and lighting.
f) gas quality verifications Recommended after gas filling Low
32
4. Asset management
This section defines general principles/good practice in regards to asset management of a mobile
substation. In determining an asset management policy, it is recommended that Users should
additionally pay specific attention to manufacturers recommendations and any conditions of the
warranty.
4.1 Storage
Long time periods of storage are often part of mobile substations’ life cycle; and operational availability
at any time is the purpose of these substations.
Therefore, particular care should be taken with the equipment during these periods of time in order to
keep it operational, and to avoid any bad surprise when the mobile substation has to be mobilised.
Storage conditions should be properly defined and implemented to avoid:
- Any risk of accident during storage (risk to employees)
- Any risk of theft and act of vandalism
- Excessive exposure to aggressive environmental agents
- Malfunction or accelerated ageing of the electrical equipment
Some risks which could occur during these storage periods are listed below in Table 5 with some
relevant mitigation measures.
Table 5: Storage Risks and Mitigations
# Risk Mitigation
1 Condensation and potential corrosion The mobile substation shall be stored preferably in an
in the containers airy place, with limited short-term temperature
variations.
2 Condensation and corrosion in the Anti-condensation heaters should be energised to
cabinets (leading to the loss of control ensure a positive air temperature difference between
and protection functions) the inside and the outside of the cabinets.
In case no power is available, it is recommended that

the atmospheric environment of the storage area is
properly mastered and controlled to avoid marked
short-term temperature variations or an alternative
such as desiccant is used.
3 Malfunction of electronic devices due Indoor storage is recommended for areas subjected
to extreme temperatures exposure to extreme temperatures.
(leading to the loss of control and
protection functions)
Or, the air conditioning system (or heating system)
should be energised and switched on.
4 Loss, or accelerated aging, of auxiliary Lead-acid batteries should remain charged, and
batteries should be submitted to regular charge-discharge
cycles during storage.
Nickel-cadmium batteries could remain discharged,

but then should be submitted to some charge-
discharge cycles before remobilisation.
5 Batteries of digital/electronic devices Regular check of battery level of electronic devices,
discharge and replacement when necessary.
(leading to the loss of data)
33
# Risk Mitigation
6 Ageing of tyres Protection of tyres against solar radiation is
recommended in the case of long storage periods (for
example with a tarpaulin).
For long storage periods, it could be preferable to

dismantle the tyres and put the trailers on support
legs.
Tyre pressure must be checked before remobilisation,

and tyres inflated if necessary. .
7 Roadworthiness of Trailer Ensure trailer is roadworthy in line with local
regulations and conditions. Some specific points to
consider are:
- Corrosion of vehicle brakes
- Ageing of tyres
- Tests in accordance with local
regulations
8 GIS Gas Pressure Presssure of the insulating gas during storage shall
be maintained in accordance with the manufacurers
O&M recommendations.
Consideration should be given to the risk of
accidental release of high pressure gas due to
operator error. This risk can be mitigated by limiting
filling to a nominal pressure (as for transport).
Considering the list above, it is recommended to keep AC supplies turned on.

Doing so allows:
- The anti-condensation heaters to be powered,
- The auxiliary equipment, such as heating or air-conditioning system to be powered,
- Battery chargers to be powered and so batteries are kept charged.
The list above is not exhaustive, and mitigation measures are given as examples.
Manufacturers should clearly define storage instructions in their operating and maintenance manuals,
and users should consider carefully these instructions. In particular, the issue of the power supply of
the auxiliary services should be properly addressed. Restrictions on public access shall be considered
as well.
Furthermore, the user should take the opportunity of these storage periods to carry out routine
maintenance of the equipment, so as to ensure the operational availability of the mobile substation
when needed.
Lastly, the maintenance and the control of the trailers should comply with the local regulations.
34
4.2 Maintenance
There are two different requirements for a mobile substation to be maintained.
- Maintenance according to the existing equipment maintenance plan.
- Maintenance due to the specific circumstances the mobile substation is used for.
4.2.1 Maintenance according to the existing equipment maintenance plan
Here the maintenance requirements stay unchanged, e.g. the inspection of circuit-breakers,
disconnectors and earthing switches.
4.2.2 Maintenance due to the specific circumstances the mobile substation is used
for
Aspects such as operating area of the mobile substation, road conditions, and more transport
influences may especially mechanically stress a mobile substation more than a regular GIS
substation. In order to have the mobile substation in proper condition for the next use it is
recommended to inspect the mobile substation when it is returned from use in a substation.
A final inspection should be applied at the new location when transport and installation works are
completed.
It is recommended that user and OEM agree on the maintenance content that may be related to the
specific use of the mobile substation. This would also allow alignment in relation to the warranty
position.
The following table gives a summary of recommended maintenance at different periods during the life
of a mobile substation.
Table 6: Summary of Recommended Maintenance of Mobile Substations

Time/ location related event Maintenance or inspection step
Equipment is due for regular maintenance Regular maintenance according to equipment
maintenance plan. Where possible this should be carried
out while the mobile substation is in storage.
Equipment sees significant extra stress due Mechanical and electrical connections as well as
to severe road conditions, e.g. indicated by mechanical supports need to be checked.
shock indicators and visual inspection
Mobile substation returns from site to be put Check for damages and completeness. Check component
in storage functions and resistance of main circuits.
Check condition of vehicle/trailer as applicable.
Mobile substation arrives on new location for Check component functions and resistance of main
next use circuits.
4.3 Asset life

The life of conventional transmission assets is typically related to the operating environment in which
they are used. When these assets are located in poor environmental conditions, or are subject to
onerous operating duties (high frequency of operation and/or high loadings) then early replacement is
often necessary. Where the environmental conditions are good and the operating duty is not severe
then life can often be extended beyond the median for that class of asset.
These considerations apply equally to mobile substations.
In the case of Type A substations, whilst the frequency of deployment may be relatively low, the
equipment is subject to repeated transport stresses and is likely to be assembled/disassembled many
times during its life. The equipment would thus be expected to experience higher levels of wear and
tear than a fixed installation. Furthermore, many Type A substations incorporate components sourced
from other areas of industry, such as road trailers, where the expectations of asset life are much
lower. An additional factor may be that Type A substations are intended for short duration application,
and thus asset replacement can be straightforwardly scheduled between deployments. Consequently,
35
the expectation is that the life of Type A substations will be lower than that of conventionally installed
substation equipment.
Type B substations may be subject to a range of different operating environments. In some cases
relocation will be undertaken relatively frequently, in other cases relocation may only be required in the
event that the network requirements change. In the latter case it is anticipated that the substation will
be subject to a conventional maintenance regime and that the asset life will be similar to that of a
conventional substation. Where multiple relocations are required, then a shorter life can be expected.
Considering Type C substations, these are generally constructed off site for logistical reasons and
once deployed are expected to be subject to a similar operating regime to a conventional installation,
therefore they will achieve a similar life.
4.4 Gas handling/gas management

The gas management requirements of a mobile substation are comparable with those of a
conventional GIS substation. Reference should be made to CIGRE guidelines for recommendations
on best practice, however key points are:
 The gas ‘quality’ must be managed when equipment is in service
o Ensure GIS is clean/dry before filling
o Fill GIS with insulating gas
o Check that quality standards are met before putting into service
o Monitor quality during operation (density monitors + periodic sampling)
o SF6 emissions to the environment must be avoided
o SF6 must be recovered when gas is removed from GIS for maintenance/redeployment
o Mobile recovery units must be considered and mobilised on site to remove the gas
during the decomisioning of a mobile substation
o Suitable recovery plant and storage vessels should be available
 Gas compartments must be kept in clean/dry condition when the substation is being
transported or in storage
o During transport/storage, the GIS should be kept under reduced positive pressure (if
possible) and filled with dry gas
o Gas pressure during transport may be limited by local regulations (e.g. 0.5 Bar in most
European countries, 1.0 Bar in Japan)
o Gas pressure should be monitored during storage
4.5 General considerations for redeployment

Decommissioning/Removal from Site
 The supplier’s instructions should include detailed procedures for disassembly and
preparation for transport, which should be followed. This should include discharge of stored
energy in mechanisms
 If no supplier instructions are provided, then it is recommended that the user should develop a
step-by-step procedure for these operations.
 Any parts supplied for protection of the substation in transit/storage (covers, support struts,
etc) should be refitted and moving parts secured (where required).
 It is important that proper records are maintained of the mobile substation installation,
including a schedule of loose parts that form part of that substation
 During disassembly parts should be checked against this schedule and a note made of any
that are lost or damaged
36
 All loose parts should be suitably packed for transport/storage. The standard of packing
required will depend on the vulnerability of the parts and the environment which they may
experience
 Special care must be taken when transporting porcelain-clad bushings as they are vulnerable
to mechanical damage. Special packing may be required and consideration could be given to
the use of shock indicators to indicate improper handling
 Preparation for transport may include reduction of gas pressures to comply with local
regulations and/or draining of fluids
Storage
If the mobile substation is not to be immediately redeployed, then it will need to be put into storage.
For storage recommendation see Section 4.1.
Redeployment
 Before mobilising the substation it is essential to confirm that suitable access is available. In
particular, the following should be considered:
o Survey to determine status of access roads (width, surfacing, permitted axle loading,
swept path limitations).
o Height limit imposed by any overbridges
o Bridge weight limitations
 Confirm that there is adequate working area at site for erection of the mobile substation.
 Schedule deployment activities. Ensure that adequate resources are available and that
special equipment (e.g. cranes, access platforms) is scheduled
 Where damage to internally pressurised parts is suspected (e.g. due to operation of a shock
indicator) then suitable precautions should be taken before refilling with insulating gas
 The supplier’s instructions for unpacking and assembly should be followed. If no supplier
instructions are provided, then it is recommended that the user should develop a step-by-step
procedure to define the method of deployment.
 Any parts fitted for protection of the substation in transit/storage (covers, support struts, etc.)
should be removed and carefully stored for future use
 During reassembly, loose parts should be checked against the equipment schedule. Any
parts not required for the specific deployment should be carefully stored. Replacements may
have to be sourced for any parts that are lost or damaged.
Consideration may have to be given to holding spares for loose parts that are vulnerable to
loss or damage
 Once the equipment is in its final position, and all major components have been fitted then gas
pressures (where they have been reduced for transport) must be restored and fluid levels
checked and replenished as required
 The equipment can then be functionally checked prior to recommissioning
37
5. Experience of mobile substations

5.1 Summary of case studies
Mobile substations can satisfy various needs of grid operators, and are an appropriate solution for
many issues encountered during the lifetime of substations.
Considering the large number of use cases and considering the specificity of each deployment, it
would be complex and probably inappropriate to give a generic method statement for the deployment
and the commissioning of a mobile substation.
However, some considerations and principles steming from the experience of operators and
manufacturers, are worth being outlined.
In order to complete these general principles, a wide range of case studies are presented allowing the
reader to refer to a return of experience close to his need. These are summarised in Table 7 below.
Table 7: Summary Table of Case Studies in Appendices
Appendix Description Use
APPENDIX B Type A – Germany System replacement
380 kV
Air bushing connection
APPENDIX C Type A – USA Emergency
138 kV
Cable connection
APPENDIX D Type A – Germany System replacement
110 kV
APPENDIX E Type A – Japan Emergency

66/6.6 KV
Air bushing & cable connection
APPENDIX F Type A – Kingdom of Saudi Arabia Additional power need
400/132 kV
APPENDIX G Type A – Ireland Emergency
110 KV
APPENDIX H Type B – Belgium System replacement/Emergency
123 kV
Cable connection
APPENDIX I Type B – UK System replacement/ Maintenance

400/132 kV
38
Appendix Description Use
APPENDIX J Type B – Spain System replacement
220 kV
Cable connection
APPENDIX K Type B – Belgium Semi-permanent substation
70 kV AC/3 kV DC
Cable connection
APPENDIX L Type C – Germany Offshore
220 kV
Cable connection
APPENDIX Type C – France E-House

M
63 kV
Cable connection
APPENDIX N Type C – New Caledonia (France) E-House
63 kV
Cable connection
APPENDIX O Type C – Germany Offshore
155/33 kV
Cable connection
APPENDIX P Type A – Japan Emergency
77/6.9 kV
Cable connection
APPENDIX Q Summary of Jananese use

of mobile substations
5.2 In-service experience

5.2.1 Technical aspects
Transport of mobile substations subjects the HV equipment to specific mechanical impacts which need
to be carefully addressed in the design. The particularity of a mobile substation stems from the size of
the transport units. Whereas standard transport units are compact and can be considered non-
deformable during transport, a mobile substation is often made of complete bays which cannot be
considered as non-deformable.
Special attention must be given by the designer to the deflection of the HV equipment, as well as to
the vibration effects during transport: it must indeed be ensured that the HV equipment can withstand
at any time the deflections and the vibrations engendered by transport.
Several approaches are used by OEMs to validate the design of mobile substations regarding these
transport impacts.
 These approaches are road tests, calculation, or a combination of both:
 Road tests are used to test in real conditions the complete behaviour of a mobile substation,
which is transported on a lane reflecting standard journeys. The mobile substation is fitted with
sensors to measure deflections and accelerations. Following this transport, a comprehensive
analysis of the sensor data and a thorough inspection of the equipment allow the designer to
check that the equipment did not suffer from excessive mechanical stress and from fatigue
39
phenomena engendered by vibrations. Finally, the repetition of the routine tests, such as HV
tests and tightness tests leads to the validation of the design.
 Dynamic mechanical calculation is another way to validate the design. A model of the
complete mobile substation is submitted to an acceleration spectrum reflecting road
conditions, it is then checked that the HV equipment of the mobile substation is not submitted
to excessive mechanical stress.
Lastly, a combination of road tests and dynamic mechanical calculations allows the designer to
enhance the mechanical models used in the dynamic calculation, and to improve the suitability of the
calculation for the validation of the design.
The experience shows that when these transport impacts are properly addressed, and provided that
the HV tests have been previously carried out at the manufacturer’s premises on the complete mobile
substation, HV tests at site can be avoided without affecting the confidence in the integrity of the
equipment.
5.2.2 Deployment
The key benefit offered by mobile substations is the commissioning lead time, which constitutes their
main use value. This short commissioning lead time relies on prerequisites which must be carefully
fulfilled, without which this benefit is lost.
First of all, and obviously, the mobile substation should be fully pretested at the manufacturer’s
premises. This includes above all the complete functional tests. Furthermore, when the substation is
made of several mobile modules to be connected at site, these functional tests should be carried out
with respect to site conditions, that is by connecting the modules to each other.
Instructions and conditions for site installation must be properly defined by the manufacturer and
scrupulously respected by the operator. The experience shows that neglect at this stage can have
consequences impacting the commissioning lead time substantially.
These instructions and conditions shall cover:
 the installation layout,
 the civil work specification,
 the specification for the grounding connection, the description of the interfaces,
 and last but not least the access conditions to the final position.
Finally and obviously, a fast deployment requires serviceable equipment. Therefore appropriate
storage conditions before deployment are essential. The manufacturer’s instructions must be fully
fulfilled by the operator, and the maintenance shall not be neglected.
5.2.3 Knowledge of use values by operators
The benefits of mobile substations are many and varied; some of them are not well understood by
operators. Many calls for tenders refer indeed to a conventional substation where a mobile substation
could be more appropriate.
If the usefulness of mobile substations for restoring operating conditions after a failure of a disaster is
well known, their benefits regarding the shortening of the lead time is less known: i.e. the shortening of
lead time of site activities, but also and in particular, the shortening of the lead time of a complete
project (from ordering to commissioning).
Other benefits worth remembering are the simplification of civil work, and the simplification of site
activities.
40
6. Recommendations for the applicability of existing

standards
The existing product standards, and in particular the IEC 62271 (high voltage switchgear &
controlgear) & IEC 60076 (transformer) series [B9], have been reviewed and found to be generally
suitable for application to mobile substations. In particular, the Working Group has not identified any
requirements for additional mandatory type or routine testing.
As discussed in Chapter 3, it is recognised that in many cases it is appropriate that many of the ‘tests
at site’ defined in the relevant standards should be carried out at the assembly location of the mobile
substation. This can reduce the duration of site works at the deployment site and limits the resources
required. Whilst it was agreed by the working group that the scope of the site tests specified in the
standards was adequate, and that these tests should generally be performed at the assembly location,
there was significant discussion relating to the requirement to carry out further tests at the deployment
site. It is consequently recommended that test requirements at the deployment site should continue to
be defined on a case-by-case basis.
substations :
assemblies for rated voltages above 52 kV [B3]
The applicability of IEC 61936 [B6] has also been considered and the basic design rules found to be
applicable.
 No changes to standards needed as standards currently include flexibility for a user to make
decisions on the amount of testing required for pre-assembled substations.
 Users should review the guidance in this Technical Brochure and make an informed decision
on what testing they require to be done based on their risk position.
of IEC 61850 [B7] and digital communications which has considerably reduced the size and weight of
protection & control equipment.
41
7. Conclusion
Mobile substations are becoming an established solution and international use is growing. The
technology is now considered proven.
The working group has identified many cases where mobile substations have been effectively
deployed to meet user requirements across a wide range of applications.
Various drivers and benefits have been reported, such as
- Emergency replacement of failed equipment
- Duplicating substation functionality to limit the impact of outages
- Providing temporary additional capacity
- Early grid connections
- Shortening site works
- Avoiding stranded assets
These scenarios can be confirmed by the numerous case studies described in this brochure spanning
the range from mobile substations used for emergencies, intermediate type units, and semi-stationary
type units. These case studies demonstrate mainly positive experiences for users, manufacturers, and
engineering companies.
Mobile substations are very adaptable to cover different requirements for different applications that
users may have. To benefit from this flexibility to use a mobile substation according to the specific
need in a required time frame, it is not recommended to target common solutions.
This flexibility is also related to the risks experienced when transporting, installing, and testing mobile
substations on site. This risk situation needs to be understood before energising the mobile
substation. An increased risk appetite can be acceptable in emergency situations where power must
be restored quickly and time for intensive on-site testing is not available. Previous deployments,
known road conditions, shock indicator readings will influence a certain confidence level that must be
considered for the risk evaluation.
Next to the risk evaluation it is important to determine the objective of the use of the mobile substation.
A clear understanding about the expected outcome operating the mobile substation will streamline
preparation and mobilisation aspects such as choosing the correct mobile substation type, transport
options, installation, safety, risks, and on-site testing considerations. Fencing, access, and related
safety items are taken into consideration when operating the mobile substation. A clear objective and
good planning will allow the maximum benefits of using a mobile substation to be obtained.
Existing technical standards are fit for purpose. There is no recommendation for adjusting or
upgrading these standards for the use of mobile substations.
42
APPENDIX A. Links and references

[B1] B3-102 Compact substations for quick installation SCRI, CIGRE Paris 2012, www.e-cigre.org
[B2] IEC 62271 High-voltage switchgear and controlgear - Part 202: High voltage/low voltage
prefabricated substation
[B3] IEC 62271 High-voltage switchgear and controlgear - Part 203: AC gas-insulated metal-enclosed
switchgear for rated voltages above 52 kV
[B4] IEC 62271 High-voltage switchgear and controlgear - Part 205: Compact switchgear assemblies for
rated voltages above 52 kV
[B5] IEC 62271 High-voltage switchgear and controlgear - Part 207: Seismic qualification for gas-
insulated switchgear assemblies for rated voltages above 52 kV
[B6] IEC 61936: Power installations exceeding 1 kV AC and 1.5 kV DC
[B7] IEC 61850: Communication networks and systems in substations (all parts)
[B8] IEC 60721-3-2: Classification of environmental conditions. Classification of groups of environmental
parameters and their severities. Transportation and handling.
[B9] IEC 60076: Power transformers (all parts)
43
APPENDIX B. Case Study TYPE A – 380 kV

(Germany)
B.1. Motivation
The retrofit of an AIS substation is a challenge in terms of service continuity.
The use of temporary, self contained and containerised solutions can offer a flexible solution,
facilitating the management of this issue.
B.2. Project overview

In order to conduct a retrofit programme of AIS substations with a limited impact on the network, a
solution based on the use of multi-purpose containers was conceived and used.
All necessary equipment and functions (primary and secondary) for the replacement of any type of bay
were embedded and implemented in two standard containers which are easy to install and to
configure.
B.3. Customer requirements

The main objectives of the customer consisted of:
 Having a flexible solution for the replacement of a 380 kV bay in an existing substation,
(OHL bay, transformer bay or coupling bay)
 Easy adaptation of this solution to the 220 kV level,
(adaptation of VT’s, configuration and clearance of bushings)
 Transportation of the containers with an articulated lorry on standard roads,
non-conventional width might be accepted, subjected to the approval of authorities
The containers should be installed on concrete strip foundations, and their grounding could be
ensured through the use of the existing earthing grid.
The power for the auxiliary services could be supplied by the existing substation.
B.4. Solution
The solution is a fully equipped bay based on standard GIS components which can be easily adapted
to the requested situations. The bay consists of a circuit-breaker fitted with a current transformer, and
on each side of the circuit breaker with a voltage transformer, a disconnector and two earthing
switches. This bay is installed in a 40 foot container of 3.5 m width. The terminations are removable
for transportation and must be installed on site before commissioning.
The control cabinet and all secondary equipment (e.g. protection relays) are installed in a separate 20
foot container of 2.9 m width.
The use of these containerised solutions, with secondary equipment ready for use, reduces the
installation works and time, which mainly consist of installing and grounding the containers, setting up
the bushings and connecting them to the HV grid conductors.
B.5. Execution
The main contractor for the container is the supplier of the GIS; construction, manufacturing and FAT
are within his scope of work.
The substations where the solution described above is intended to be used are in general designed in
order to allow connections on both sides of the busbar system. In the example below, the transformer
bay, highlighted with a red frame, is to be refurbished. To this end, the containerised solution is set-up
in the area highlighted in green.
44
Figure 18: Schematic visualisation of a typical AIS sub-station (red: OHL bays; blue: transformer bays;
orange: coupling bay)
Figure 19 shows the layout of a switchyard bay to be replaced. The necessary steps for the
replacement of this bay are sketched in the sequence from Figure 20 to Figure 23. In this example,
the connection of the temporary bay to the transformer is done using existing OHLs within the
substation. Depending on the local situation, this connection could be done with cables.
The advantage of the use of a containerised switch bay solution is the reduction of service
interruptions to a minimum of time. The transformer can stay online for almost the entire time and
service interruptions are only necessary when switching from the fixed installation to the temporary
one and back, after all work is finished.
Figure 19: Overview of a transformer bay which needs to be replaced
45
Figure 20: Setup of the mobile and containerised solution (green) while the old bay stays in service.
Figure 21: Taking the old bay (red) out of service. The full functionality is taken over by the mobile
solution.
Figure 22: Disassembling and reconstruction of the new bay without further service interruptions
Figure 23: After renewal, the new bay goes back into service. No interruptions of service needed for
disassembling of the temporary solution
To ease the process of refurbishing/renewing a switchyard bay, the containerised solution consists of
the switchgear container and a local control container. The renewal often includes the secondary
control and protection systems, and having all necessary control and protection instruments
preinstalled in the local control container allows for a fast integration at site. As a consequence, the
whole protection and control equipment can be renewed at the same time.
B.6. Conclusion
The use of a self-contained and containerised bay is an effective solution to conduct refurbishment
works with a limited impact on the service continuity.
The full-featured bay allows for use as a coupling bay (voltage transformer before circuit breaker), as a
transformer bay and as a line bay for overhead line or cable. The symmetrical setup makes the mobile
switchgear quite versatile and allows for further connections using cables or overhead lines on both
sides as well.
46
APPENDIX C. Case Study TYPE A – 138 kV (US)

C.1. Motivation
The high demand for energy and the need to have fast and flexible solutions for power distribution led
to the requirement of a GIS Mobile substation with self-test capability, that improves the reliability and
functionality of such a substation.
C.2. Project overview

 The power utility is accustomed to thinking creatively about electric transmission projects
because of the diverse conditions found in the region: coastal areas, mountains, rural
communities and densely populated cities.
 This power utility needed and defined an alternative way to keep substations in service during
either refurbishment or maintenance periods
 Voltage level: 138 kV
C.3. Customer requirements

 Fullyequipped trailer with GIS with self-test capability including protection/control panel,
batteries, changers and gas filling device. All equipment following IEC and IEEE standards.
C.4. Solution
 A GIS bay with cable end box interface, including circuit-breaker, current transformer, voltage
transformer with test capability and partial discharge sensors. In addition a set of test
equipment was included to allow verification that no deterioration has occurred before each
use of the substation in a new location.
C.5. Execution
 The project was executed with the assembly of GIS followed by tests at the GIS
manufacturer’s premises using a conventional test transformer followed by the use of its own
in-built voltage transformer together with theordered test equipment.
 The trailer was designed and constructed in Portugal, and all equipment assembled together
in the EPC premises in Madrid (Spain)
 Once completely assembled into the trailer, the GIS was tested again with its own voltage
transformer to verify that no damage has occurred during transportation and installation.
Function tests and measuring of protection system were also carried out at this stage.
 Trailer was transported from Spain to US, where a GIS supervisor has been to site to perform
for the 3rd-4th time the power-frequency test using its own voltage transformer and the
oredered test equipment.
 A second trailer was supplied with improved lessons learned from the first trailer, such as
design of height of the trailer and provision of a secondary LV box with direct access for
testing, without needing to access the voltage transformer low voltage box.
C.6. Conclusion
 The customer has expressed satisfaction with the 2 mobile substations, which have been in
service and functioned satisfactorily.
47
Figure 24: Representatives from the EPC Team (Switzerland, USA and Spain) and the customer
Figure 25: Mobile Substation at customer warehouse
48
Figure 26: Layout of the full container
Figure 27:Transport of full container by truck, connected HV cables
49
Figure 28: Containerised mobile substation with connected HV cables
Figure 29: Mobile Substation Installation, energised in August 2016.

This solution was the first 230/115 kV mobile installation of its kind in North America.
“T&D World June 27, 2017”
50
APPENDIX D. Case Study TYPE A – 110KV

(Germany)
D.1. Motivation
Construction works in the underlying 110 kV grid often require temporary changes of the
interconnection between transmission and distribution grid. To allow the transmission grid operator to
be more flexible during this period of works, a temporary 110 kV containerised solution is put into
place.
D.2. Project overview

The main objective of the customer was to provide a solution for temporary replacement of 110 kV AIS
switchgear bays during retrofitting of existing substations. The project scope included multiple easily
relocatable 110kV GIS switchgear containers (20 foot ISO).
D.3. Customer requirements

This solution had to be independent and containerised, housing the primary equipment and the control
and protection system. The transportation of the container with an articulated lorry on standard roads
should be possible (non-conventional width might be accepted, subjected to the approval of
authorities).
The container should be installed on a solid stone base with no need of foundations, and their
grounding could be ensured through the use of the existing earthing grid.
The power for the auxiliary services could be supplied by the existing substation.
The containerised solution should be fitted with bushing connections on one side and with cable
connections on the other side.
D.4. Solution
The solution was made of a standard 110 kV GIS bay comprising the circuit breaker, a disconnector
and an earthing switch on both sides, the instrument transformers (CT / VT), the cable connection and
GIS-to-air bushings mounted inside a 20 foot ISO container.
51
Figure 30: 110 kV container solution during on-site installation

The cable connection and the bushings were placed outside of the container. As such, required
clearances could be ensured despite the limited width of the container.
The control cabinet was included in the container.
D.5. Execution
The main contractor for the container was the supplier of the GIS: engineering, manufacturing and
FAT was within the scope of work.
Initially, the containerised solution was deployed in two different locations:
 Two containers were used in a first location for two and a half years
 Three other containers were used in another location for four years
Placing the container solution into service takes about 3 to 4 weeks, mainly due to the necessary full
integration into the protection and control system of the substation. After each relocation a standard
procedure to place a switchyard bay into service was followed. This included a high-voltage test
(minimum 24 hours at U0) and a SAT of the protection and control system.
The equipment is fully overhauled in a workshop before each relocation, allowing for a reduced high
voltage test at site.
The service experience has been very good. At the first location the container was used for the
connection of a cable to an AIS substation during retrofitting of the substation. At the second location it
was used as a compensation reactor switch with at least one switching operation per day.
In case of maintenance or failures, the usage of standard GIS is seen as a big advantage, as spare
parts are kept in stock for this type of equipment.
D.6. Conclusion
The mobile 110 kV GIS bay, mounted within a single standard container has proven to be a flexible
solution for planned retrofitting and maintenance. The easy relocation by standard means of
transportation and the standard procedure to put the bay into operation allow for a good integration
into the established processes.
52
APPENDIX E. Case Study TYPE A – 66/6.9 kV (Japan)

E.1. Motivation
Rapid deployment of a temporary substation in case of emergency.
E.2. Project overview

In Japan, the demand for mobile substations has been growing following two great earthquakes, the
Great Hanshin-Awaji Earthquake (1995) and the Great East Japan Earthquake (2011). In these crises,
mobile substations facilitated rapid power recovery and restoration of a stable power supply.
The mobile substation described in this Case Study consists of two vehicles, a 10 MVA 66/6.9 kV
mobile transformer with 72 kV GIS and a mobile operation/control house with 6.9 kV solid-insulation
switchgear for distribution.
E.3. Customer requirements

The mobile substation should be designed for rapid deployment as a temporary substation for
emergency use if a disaster occurs. It is also required to be suitable for use as a temporary substation
during replacement of equipment or repair of an existing substation.
The customer requirements are:
 It can be operated independently as a temporary substation (all necessary equipment for
communication, protection, control and operation are installed in the mobile units).
 It can be easily connected to an existing 66 kV substation.
 All equipment shall be mounted on the vehicles.
 Site activities should be minimised.
 The mobile substation shall be designed to withstand transportation stresses.
 The size and weight should be compliant with local highway regulation.
Japanese regulations limit the size and weight of vehicles which can be used without a transit permit.
The total weight should not exceed 20 tonnes and the dimensions should not exceed those illustrated
in Figure 31.
Height
3.8m
Length 12m
width
2.5m
Figure 31: General limitation for vehicles in Japan
E.4. Solution
The mobile substation has been designed with two units, a “mobile transformer with GIS” and a
“mobile control house with distribution switchgear”. These can be connected together quickly and can
be operated without removing main components from the transport vehicles.
Additionally, the two units can be deployed independently. For replacement of a transformer, the
“mobile transformer with GIS” unit can be connected to existing 6.9 kV switchgear and existing
control/operating system.
A schematic diagram of the design solution adopted is illustrated in Figure 32.
53
Figure 32 - Configurarion diagram and outline photo of a mobile substation
E.5. Execution
To minimise the site activities:
 The main components of the mobile substation units remain on the vehicles during
deployment.
 Plug-in cables are used to provide HV and control connections between the two units.
 By using VCBs (vacuum circuit-breakers) installed in the GIS directly connected to the
transformers, the mobile substation can be designed for operation at a SF 6 working pressure
of only 0.07 MPa (gauge pressure). This allows the substation to be transported under full
working pressure, avoiding the need to re-pressurise the equipment on site.
 The high voltage test at site is omitted
To allow for transportation stresses:
 When the mobile substations are moved, dynamic loads are exerted on equipment. Therefore,
these loads must be evaluated and consideration given to possible metallic fatigue.
For analysis of transportation loads, an evaluation of key parts is performed using finite element
analysis. A typical output of this analysis is shown in Erreur ! Source du renvoi introuvable.
Figure 33 - Result of Dynamic Response Analysis
54
To minimize the size and weight:

 Design by 3D CAD allows for control of component mass to ensure weight does not exceed
the 20 tonnes transport limit.
 Design parameters are confirmed by measurement during the fabrication process.
Figure 34 - Measuring the Maximum inclination angle
E.6. Conclusion
This solution minimises the site works required to deploy a temporary substation.
 Only the HV power cables and control cables have to be connected to deploy the temporary
substation.
 The substation is easy to move because all equipment is mounted on the vehicles and no
special permissions are required.
This solution is becoming one of the standard mobile substation designs in Japan.
55
APPENDIX F. Case Study TYPE A – 66/6.9 kV

(Kingdom of Saudi Arabia)
F.1. Motivation
With a transmission network under pressure due to high seasonal and daily load fluctuations, the
transmission utility has the challenge of ensuring all-year-round safe power supply to customers
across a very wide territory.
F.2. Project overview

The company decided to equip itself with four 380 kV / 502 MVA mobile substations able to back up
the backbone of their network and feed the lower voltage levels (132, 115 and 110 kV) when needed.
This means the ability to back up most of the major substations from the network, maintaining the n-1
contingency in all circumstances.
The possible use cases are emergency recovery following substation failure, fast-track new
connections to the grid and temporary bypass during substation refurbishment works.
F.3. Customer requirements

380 kV / 502 MVA mobile substations suitable to support the 132,110 and 115 kV voltage systems
from the 380 kV grid backbone.
The main requirements of the solution were:
 Mobility and versatility
The mobile substation is expected to be available all across the territory.
Several units will be kept in storage in the main grid sub-area.
 Fast deployment
Due to possible use in emergency situations, it was essential that the substations can be
mobilised and energised within a short period under full control of the utility’s maintenance
teams.
F.4. Solution
The 380 kV 500 MVA substations consist of six trailers and two interface material containers:
 One 380 kV GIS trailer equipped with one circuit-breaker.
 Three single-phase 380/132-115-110 kV/15 kV auto transformers trailers of 168 MVA each
representing together a total 500 MVA rating.
 One 132 kV GIS trailer comprising four bays: one incoming transformer bay and three
outgoing cable line feeders.
 One auxiliary power trailer equipped with auxiliary power transformer, battery, battery
chargers and AC & DC distribution boards.
The substation can be moved by road transportation with standard tractors, set up and connected to
the HV grid without any need for specialists from the manufacturer.
Once mobilised on site, the set-up time to become ready for commissioning can be as little as one
week.
The multiple-ratio auto transformers provide the flexibility to connect to the four voltage levels used in
the kingdom: 380, 132, 115 and 110 kV.
56
Figure 35: Mobile substation in operation
57
Figure 36: Single line Diagram of the mobile substation
58
Design challenges involved providing the combination of expected performance:

Versatility
The multiple-voltage compatibility of the power transformer was obtained by means of taps on the
main winding. Selection can be made by means of an off-load tap changer without the need for a
transformer specialist doing primary connection modifications. The voltage adjustment requirement
can still be obtained via an on-load tap changer on the primary side of the power transformer.
The company has specified the characteristics of the transformer to be able to run in parallel with most
transformers in the grid.
The protection schemes include multi-configuration setting, hence allowing switching to a different
voltage levels and protection settings with minimum effort.
Agility
Because the mobile substation is designed for backup cases, it is essential that it can be mobilised
quickly without requiring the mobilisation of HV equipment experts on-site. Most equipment items
therefore come as permanently installed on trailers. The GIS is fully assembled, including air
bushings, and no opening of gas compartments is needed. The auto transformers are filled with oil
and equipped with bushings and all accessories.
During installation on-site, landing gears can be deployed on hardstand or via load distribution plates.
Hence no major civil engineering works is needed.
In most cases, the substation is connected to an existing line gantry. However, for new urgent grid
connection the company is equipped with prefabricated guyed-wired gantries that can be installed in
just a few days with minimum civil engineering work.
The mobile substation has its built-in AC & DC auxiliary power system fed by a service transformer
connected to the tertiary winding of the power transformer.
The substation protection and control systems are entirely wired and pre-commissioned so that only
interconnection of the substation modules need to be performed via pre-terminated MV and LV cables
stored on embarked cable drums.
Figure 37: Pre-terminated inter-module cable
Availability despite long storage period is also an important consideration and therefore a connection
plug for supply of battery chargers is available for keeping battery banks in charge while being stored
in the warehouse.
Agility also means the ability to be transported easily across long distances, which calls for maximum
mobility.
Mobility
The trailers on which the equipment is installed are designed to be pulled by standard prime movers.
Dimensions and weights have been optimised to simplify transport on most of the kingdom’s roads.
502 MVA auto transformers had to be designed in three 186 MVA single-phase units in order to be
compatible with road-type trailers.
This challenge was made possible thanks to thorough design optimisation seeking maximum
compactness.
59
Figure 38: GIS trailer in transport configuration
Figure 39: Power transformer trailer in transport configuration
As the 380 kV / 502 MVA mobile substation is an exceptionally high rating configuration, reaching
dimensions compatible for road transportation was a technological challenge:
 380 kV dielectric clearance are not compatible with standard road transportation limitations.
Rotating bushings on the GIS and power transformer side was the solution to reach a
compact transport configuration while minimising the amount of installation work on-site.
 Power transformer oil conservators are flat shaped to reduce height as the transformer is
designed to be transported with all accessories installed.
 Protection and control system dimensions were minimised thanks to the use of multi-function
protection relays.
Figure 40: 380 kV bushing deployment on GIS trailer
Figure 41: 380 kV bushing deployment on power transformer trailer
60
Robustness
 Environment resistance:
The operating environment is tough in the kingdom combining:
o Intense solar radiation
o High temperatures
o Dust and sand winds
o Salty atmosphere in areas close to the seashores
Substation trailers are therefore protected by high resistance paint, equipped with high-rating air-
conditioning systems, and reinforced tightness against dust.
 Mechanical stress:
Trailers are subject to mechanical stress from road and ocean transportation: torsion and flexing
efforts coming from the road are partially absorbed by the trailer hydraulic shock absorber systems. A
fraction of these efforts can however be transferred to the equipment on the trailer platform. The main
risk is located on the gas insulated switchgear which is made of pressurised vessels filled with gastight
sealing.
Two main mitigation measures were implemented:

 GIS, trailer and interface hardware are modelled as a combined system to measure the
residual stress applied on the equipment. Finite element-based calculations were used to
ensure that the equipment mechanical tolerance is not exceeded.
 Interface hardware between trailer and sensitive equipment is designed to minimise
mechanical stress transmission, providing extra flexibility or stiffness where required.
F.5. Execution
The design of each GIS trailer was conducted in close cooperation with the GIS manufacturer and the
trailer supplier. This way of working allowed the engineering team of the EPC Contractor in charge of
the project to guarantee the reliability of the complete solution, and to make sure that the deflection
induced by the transport would never engender overstress on the GIS.
The GIS trailers (380 kV and 132 kV) were manufactured in a dedicated workshop in France where
complete HV tests were carried out after assembly. The auto transformer trailers were manufactured
in a adjoining yard of the shipping port. After completion of assembly, the trailers composing a
substation are brought together at the yard for final functional tests.
F.6. Conclusion
The company faced a triple challenge of maximum mobility, fast deployment and versatility to connect
to any of the four high-voltage sub-areas of the kingdom.
The challenge was met by the use of a mobile substation incorporating several optimisations of
primary and secondary equipment such as multiple-ratio single phase power transformers, rotating
380 kV air bushings, multiple-function relays, giving compactness, quick and autonomous deployment,
and compatibility with several grid voltage levels.
61
APPENDIX G. Case Study TYPE A - 110KV (Ireland)

G.1. Motivation
A failure of an existing circuit-breaker required the rapid deployment of a mobile bay in an emergency
situation.
Figure 42: Failure in circuit-breaker on the line bay in a windfarm hub 110 kV substation
G.2. Project overview

In the early 2000s the utility purchased a number of mobile bays to facilitate the upgrade of the 110 kV
network system. The primary function involves bypassing existing bays for bay and protection
upgrades and also to feed transformers during busbar upgrades. This case study looks at an
additional function of a mobile bay.
G.3. Customer requirements

This fault involved the bay feeding out of a mountain-top substation which was the connection point for
three independent wind farms. As there was only one line out of this station the wind farms were
unable to access the system when the emergency occurred.
Therefore in this case the customer required:
 Bypass of the faulty bay with the mobile bay
 Complete action in the shortest time possible
 Keep penalties to a minimum
G.4. Solution
The mobile bay had been in use recently, connected to the system in another location, but it was now
available for this work. As such, the mobile bay was proposed as the most appropriate and cost
efficient solution for reconnection in place of the failed circuit breaker in the substation.
G.5. Execution
The mobile bay (which is trailer-mounted and has no transport restrictions) was transported by road
from its storage location to site, a distance of 250 km, and over a poorly surfaced mountain climb for
the last 5 km.
The faulty bay was disconnected and isolated from the system.
62
The site location was such that minimal ground work was required. There was ground available
outside the existingsub station and directly under the outgoing line. The substation fence was
extended to incorporate the mobile bay. As this mobilebay is GIS with air bushings, all connections are
by conductor to overhead lines.
The mobilebBay was located underneath the outgoing line. A temporary pole set was erected at the
opposite end of the substation and a temporary line strung across the substation. Connections were
made from this to the busbar and to the mobile bay. The line side of the mobile bay was connected to
the outgoing line.
The mobile bay has both 48 V and 24 v battery systems for control and signals and alarms, as well as
protection relays, CTs, VTs and surge arrestors.
The mobile bay was then positioned, the trailer waslevelled and set up in the following steps:
1. Poles moved from transport position to operation position and pinned.
2. Drives fitted for the circuit-breaker and disconnectors.
3. Circuit-breaker filled to pressure with SF6
4. Cables run from bay to control room
5. Control panel mounted in control room
Figure 43 Mobile Bay installed in place of failed circuit breaker
Commissioning tests carried out included:

 Functionality tests local and remote.
 Insulation
 Contact resistance
 Interlocking
 Signals and alarms
 SF6 gas quality
 Relay settings applied
A HV test was not carried out on the mobile bay. A controlled energisation instruction was used to
connect the bay to the system, comprising of the following steps:
 Both line and busbar disconnectors and the circuit-breaker on the mobile bay were opened.
 The remote substation bay was used to energise the mobile bay.
 Relay settings were set down and the remote circuit-breaker closed energising as far as the
open line disconnector.
 The remote circuit-breaker was opened and mobile bay line disconnector was closed.
63
 The remote circuit-breaker was closed, energising as far as the open mobile bay circuit-
breaker, and so on until the procedure wascomplete.
G.6. Conclusion
This case shows the mobile bay to be a success and an ideal solution for such an emergency. Its
compact nature and ease of transport made it a flexible option. The short set-up time contributed to
considerable cost savings in penalties due to loss of access to the system. Further engagement with
wind farms and external customers would highlight this as an option for such emergencies and avoid
any undue delay in decision making by the customer for reconnection.
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APPENDIX H. Case Study TYPE B – 123 kV

(Belgium)
H.1. Motivation
Type B 123 kV mobile substation for replacement works and emergency situations.
H.2. Project overview

The Belgian electricity transmission system operator is facing the challenge of implementing a major
refurbishment program impacting 70 kV substations.
Not only the different primary high voltage equipment and protections for the 36 kV and 70 kV grids
have to be refurbished or replaced but the structures, buildings and substation single line diagram are
also in the scope. This implies that, in most cases, the complete substation needs to be renewed as a
whole but still need to deliver power to the distribution system operator (DSO) with a very complex
scenario with consequential increased network and safety risk as result.
Rather than performing the work bay by bay under a complex shutdown scenario, the company
decided to take a streamlined approach with the use of a temporary mobile substation able to
completely bypass a whole substation during the renovation works, thus shortening and simplifying the
work of rehabilitation.
The challenge was to be able to deliver the mobile substation into an urban environment and leave it
in place for several months with minimum disturbance and risks.
In addition to this, these mobile substations can also be used for emergency situations. This can be
during a complete substation breakdown or for temporary connections of clients, for example when
there is ta need to quickly connect decentralised wind farm production while the investment project for
a definitive connection to the grid is waiting for the study, permits or others.
In order to achieve this goal, the company joined forces in 2014 with a GIS manufacturer for the
design, engineering and delivery of a mobile substation with a rated voltage of 123 kV for the 70 kV
and future 110 kV grids
H.3. Customer requirements

The goal and challenge was to acquire a containerised solution that is rapidly and easily
transportable incorporating as much known material as possible without sacrificing the required
compactness of the substation.
 In order to use the mobile substations in various situations (during renewal, upgrades,
emergencies,..), the mobile substations have to respond to the following needs and comply
with various constraints:
 Because of the long lead time associated with a substation upgrade project, both substations
need to be containerised rather than installed on a trailer. This omits the need for regular legal
trailer inspections, which would be impossible when the trailer is immobilised during a long-
term substation upgrade project.
 Re-deployable in 30 days
 Easily transportable by road without special road permissions.
 Installation without necessity of a crane to avoid safety outages of overhead lines.
 A minimum of 5 bays in order to be able to replace existing substations in one, maximum 2
phases.
 Because the substation has to be used as a stand-alone independent substation the
switchgear, all the intelligent equipment devices, RTU, metering systems, telecom devices
and auxiliaries need to be installed in the same container.
 To provide flexibility in various situations, each identical bay needs to have different protection
options to be able to represent different grid topologies.
 Multi-ratio voltage and current transformers are required, which allow the switching of nominal
voltage if required by the application in the grid i.e: 70 kV or 110 kV. This allows for example
that the 123 kV mobile substation can be used for both the 70 kV and the 110 kV grid that is to
be newly built.
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 Preference was given to standard material from existing framework agreements and following
existing company standards in order to avoid delays in installation, in the case of emergency
use, due to a lack of knowledge by maintenance crews.
H.4. Solution
The custom solution designed by the manufacturer consisted of:
 A 5 bay 123kV GIS mobile substation fitted in a 40 foot container (12 m x 2.5 m x 2.5 m).
Figure 44 - mobile 123 kV GIS single line diagram
Figure 45 - Container internal arrangement
 A power voltage transformer on the busbar in order to perform a 3-phase high voltage
dielectric test after transportation.
 The container can be unloaded from a trailer via hydraulic jacks and connected to the
substation via isolated HV cables.
 The mobile substation is self-contained including protection, control and auxiliary power
systems including:
o Digital protection relays (IEDs) and remote terminal units communicating through
IEC61850. protection relays include different protections (multi-protecting) to limit the
use of additional equipment for the same functions.
 ACDC cubicles, telecom cabinets and- interface and metering cubicles.
 Various protection options for different grid topologies. There are variants to allow for
transformer bays, trunk bays, incoming bays, line and cable bays.
 Outward communication (Network operations and opposite side of the line) is provided for
over fiber optic (Single Mode and/or Multi Mode) cables, telephone pairs, Access and
IEC101/104 protocols.
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 Even though the mobile substation is an industrial compromise and not a full substation, an
attempt was made to create a state-of-the-art design with an ergonomic approach. Attention
was paid to details such as desk shelves with Ethernet and telephone jacks, emergency
lighting, pictograms, emergency exits and equipment accessibility through removable panels.
Figure 46 - Access to equipment via removable panels
 The heavy weight of the container (approximately 30 tonnes) was also a structural challenge.
Like in all prefabricated GIS substations, it has been essential to carefully analyse the
structural behaviour of the complete system [GIS + container] under transportation and
unloading conditions, and to make sure the stress and deformation would not exceed
acceptable tolerance.
H.5. Execution
The manufacturing of the mobile substation was done in a dedicated factory of the manufacturer
where all different routine tested parts from the different sub-manufacturers (GIS, protection cubicles,
communication cubicles,...) were assembled in the container. The manufacturing took approximately
12 months. After completion of the manufacturing process, the following additional factory acceptance
tests were carried out at the main manufacturer site:
 Ergonomic accessibility tests
 Functional test of the connection of the HV-cable on the mobile substation
 High voltage test with the busbar power voltage transformer. During the high voltage test, a
partial discharge (PD) test was carried out in order to have a fingerprint for comparing with
later PD test measurements.
 Functional test of loading and unloading of the container with the hydraulic jack system on a
trailer.
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Figure 47 - Functional test of loading and unloading of the container during FAT
After these successful tests, the mobile substation was transported to a substation were the analysis
of the shock recorders (one on the GIS, one of the container frame) was done to check if any
problems occurred during the 1000 km road trip.
On site the manufacturer led the first installation and connection of the mobile substation together with
the TSO’s maintenance crew in order to be able to perform this autonomously in the future:
 The container was bolted on a specially made concrete floor in order to avoid displacement in
case of a simultaneous shutdown of the 5 circuit-breakers of the substation.
Figure 48 – Container installation on concrete floor
 The temporary high voltage cables were placed in u-shaped concrete gutter filled with sand
and topped with a small amount of concrete.
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Figure 49 – HV cables in concrete gutter

After connection, following tests were carried out on site:
 High voltage test with the busbar power voltage transformer.
 24 h voltage test of the cables under nominal voltage conditions.
For future mobile substations, special attention will be given to:

 The acclimatisation of the container to avoid overheating during warm periods. This issue was
solved by installing an air conditioning system inside the container and the use of insulated
panels.
 The selected painting system of the container. Due to the flexible construction, special paint
needs to be used to avoid cracking of the paint finish during transportation.
H.6. Conclusion
Since its delivery in 2014, the 123kV mobile substation was successfully used to refurbish a complete
70 kV substation in Belgium without having to acquire additional land. It avoideda complex shutdown
scenario of a bay-by-bay refurbishment that would have impacted the service continuity, and required
a sophisticated OH&S management plan. As a whole, the quality of the refurbished substation proved
to be much better: the substation can be entirely dismantled and re built from scratch using latest
greenfield design standards.
The compact design of the mobile substation proved to be extremely useful: transportation on a
regular truck and unloading without the need of a crane maximises the agility in narrow substation
sites. Special attention must be given to temperature control during operation.
In 2017, the company decided to acquire one more identical 123 kV mobile substation to replace an
outdated existing substation at risk. The grid function of this outdated substation will not be necessary
anymore after 2023. In order to reduce the actual risk of this substation in the grid and avoid
unnecessary CAPEX investment costs for a limited time, the mobile substation will take over the
function of the outdated station for a couple of years until the substation is no longer required by the
grid. Later on, it can then be re-used for other objectives in the grid refurbishment strategy.
Having these mobile substations will give the company a powerful tool to deal with the future
challenges on substation renewal and emergency situations.
Note: Further details of this use case can be found in the following CIGRE papers:
“The Use of Mobile Substations to Facilitate Substation Renewal”, P. De Bisschop, L. Hoebanx, A. Goyvaerts,
CIGRE Belgium Conference March 2014
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“Prefabricated substations as a leverage for increased availability and agile expansion of high voltage grids”,
F.Mauban, D.Signing Tsamo, S M. Al-Otaibi, A.Goyvaerts, CIGRE Conference Paris 2018
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APPENDIX I. Case Study TYPE B - 400/132 kV (UK)
I.1. Motivation
Type B 400/132 kV mobile substation to temporarily substitute normal transformer capacity during
maintenance and replacement works.
I.2. Project overview

The main objective of the project was to design a single bay mobile solution to bypass equipment to
facilitate outages for maintenance and replacement works. This solution would also potentially offset
the need to build additional permanent infrastructure at some of the utility’s sites in the future.
Consideration was also made of use in emergency situations, but this was not the primary purpose.
Initial design work for this project has been carried out by an OEM on behalf of the utility. The design
is a Type B 400/132 kV mobile substation and incorporates 3 single-phase transformers, GIS and
associated protection and control equipment. Note that at time of writing this project has not
progressed to delivery of a final solution.
I.3. Customer requirements

 The following objectives were set for the project:
 Deployable in 10 days (site preparation excepted)
 Re-deployable in 30 days (decommissioning, transport und recommissiong at second site)
 Flexible solution for use at multiple sites
 240 MVA transformer rating
 Minimum temporary civil works: no wet trades, surface-laid cable, minimal site preparation
 Use of innovative technology preferred
 Consideration of safety and environmental impacts (e.g fire risk, oil leaks)
 Integration of protection & control into existing sites, especially interfaces to existing busbar
protection
 Testing and commissioning regime for first deployment and subsequent redeployment
 Minimise impact on existing site activities and access
 Consideration of ongoing asset management and asset lifetime
I.4. Solution
The mobile substation bay is a self-contained, easily transportable and modular design to enable fast
installation. The concept drawing is below:
132 kV Cables 132 kV Outdoor

GIS
3 x Single Phase Temporary civil

400/132 kV structures
Transformers
400 kV Outdoor Control

GIS Equipment
Figure 50: Concept Drawing of Modular Design

The solution brings together a number of new concepts and technologies:
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 3 single-phase 80 MVA 400/132 kV autotransformers. To reduce the risk of fire, ester fluid is
used instead of conventional transformer mineral oil. Transformers will stand in a temporary
bund (like a paddling pool) or on a pre-constructed metal grille, avoiding the need for
permanent civil works. The transformer will utilise a compact Oil-Directed Air-Forced (ODAF)
cooling system.
 Dry-type polymeric transformer bushings will be used, with “plug-in” terminations on the LV
side. A 400 kV plug-in option is under development.
 420 kV and 132 kV GIS modules: self-deploying for fast deployment. Dry-type rotating
bushings for rapid deployment.
Figure 51: Left: Compact transformer, Centre: Metal grille transformer bund, Right: Typical GIS module
 Fully digital solution using IEC 61850 protocol. Options developed for integration with mesh
and double busbar substations.The dDesign uses isolated busbar sections to avoid interfering
with existing busbar protection and will connect to the feeder side of the disconnector. The
mobile substation will have a dedicated stand-alone SCADA system.
 3 single phase 132 kV XLPE cables with aluminium laminated sheath (lightweight for manual
handling). Cables will use “click-fit” technology for easy installation. Cable drums will be
motorised for fast deployment and a number of lengths provided to minimise excess cable on
site (proposed lengths are: 30 m, 150 m and 250 m). There are some outstanding questions
on reusability of cables and requirements for making up terminations on site (to allow testing).
Cables will be surface laid with a bespoke GRP cable tray designed to hold the cables: cables
will be restrained within with ratchet straps.
Figure 52: Left: Factory-prepared Click-Fit cable end, Centre: Motorised cable drum, Right: GRP tray for
surface laid cables
There are two possible configurations of the modular design as shown in Figure 53 and Figure 54.
The option shown in Figure 53 is simpler and quicker to deploy as it does not require any interference
with the site busbar protection, however subject to the exact maintenance task or space available on
the substation site this is not always possible. Figure 54 shows a configuration whereby the full bay is
bypassed.
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Reserve
Main
132kV busbars
400kV or 275kV
Mesh corner
Bay Bypass avoids
interference with busbar
protection
HV CB module
CB, CTs, connections, LV CB Module
LV cable LV CB, Busbars,
P&C module etc LV cable to connect
located close to cable, duct, cable
remote LV CB module sealing ends etc.
busbars Mobile Transformer module
Transformers, CTs, metering
to SGT module. P&C module
Secondary system, protection,
control, slip over CTs
Figure 53: Configuration of modules to avoid interference with site busbar protection
Reserve
Main
132kV busbars
400kV or 275kV
Mesh corner
New Bay enables
Bypass of whole SGT
bay
HV CB module LV CB Module
Mobile Transformer module LV cable
CB, CTs, connections, LV CB, Busbars,
Transformers, CTs, metering LV cable to connect
P&C module etc cable, duct, cable
Secondary system, protection, remote LV CB module
located close to control, slip over CTs
sealing ends etc.
to SGT module.
busbars P&C module
Figure 54: Configuration of modules to enable bypass of whole transformer bay
I.5. Execution
The designed solution has not yet been implemented, however consideration has been made of a
number of factors that relate to how the solution would be deployed on site:
 Testing: Full factory testing in accordance with IEC requirements would be required. It is
proposed to carry out a test deployment at the utility’s own test facility with full commissioning
tests carried out to build confidence in procedures and the equipment. The next deployment
would be on a live site to support planned work and it is proposed again that full
commissioning tests including HV testing would be carried out. Following this second
deployment, providing everything has been successful, it is intended to look to remove the
requirement for HV testing for subsequent deployments especially where a short re-
deployment time is required.
 Physical layout on site: Due to the physical size of equipment and the varying layouts of the
utility’s sites, it will be difficult to maintain access to the permanent substation equipment while
the mobile substation is installed. During the design phase some examples were developed of
real substation sites with layouts where the mobile substation could be installed to
demonstrate it would physically fit, that access routes were maintained and that all safety and
environmental impacts on adjacent equipment had been considered. An example of a layout
drawing of the mobile substation on a substation site is shown in Figure 55.
 Environmental and fire risks: A key consideration of the project was to minimise any additional
risks that the mobile substation would introduce to the permanent substation. Ester insulating
fluidand temporary bunds are used to mitigate against fire risk and oil leaks.
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Figure 55: Layout drawing of mobile substation on a substation site
I.6. Conclusion
This project has brought out a number of challenges in development of such a large mobile substation.
The key challenges encountered were around the integration with the existing sites, both in terms of
physically fitting the mobile substation on the site and then the integration with existing systems such
as busbar protection.
At the time of writing, the utility was still assessing the following risks prior to making an investment
decision:
 Site procedure for interfacing with busbar protection
 Final development of testing regime and commissioning programme for each deployment
 Challenge of access restrictions from surface laid cables in existing substations
 Ongoing asset management including storage and maintenance
 Impact on asset lifetime of equipment due to frequent relocation – especially reuse of cables
and terminations
A 3D printed model of the solution has been produced, as shown below:
Figure 56: Photograph of 3D Printed model of Mobile Substation Solution
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APPENDIX J. Case Study TYPE B – 220 kV (Spain)
J.1. Motivation
To maintain power supply during partial refurbishment and substation extension works (lack of
physical space).
J.2. Project overview

 The electricity TSO, was facing a refurbishment and improvement program impacting 220 kV
substations.
 A 220 kV GIS Double busbar Power Station, was the first substation to be refurbished in this
program.
 Goal: to maintain power supply during partial refurbishment, mobile substation is required.
because bypass isn’t possible.
 Customer: the TSO and a generation operator.
 The goal and challenge was to acquire a containerised solution which is rapidly and easily
transportable incorporating as much known material as possible without sacrificing the
required compactness of the substation.
 The challenge was to be able to deliver and leave for several months the mobile substation in
an urban environment with minimum disturbance and risks.
 In addition to this, these mobile substations can also be used for emergency situations.
J.3. Customer requirements

 Need to replace strategic part of first--generation GIS.
 Retain other parts of the existing substation – as these assets do not need to be replaced at
this stage.
 System Operator Objectives:
o Carry out works during periods of low demand.
o Guarantee supplies in the locality.
 Generation Operator Objectives:
o Coordination of works to minimise generation constraints during project execution..
o Guarantee of evacuation of the power generated.
 Resilient operating plan.
 Replacement of older switchgear bays that were physically located in the centre of the GIS
installation.
 Because of the long implementation time associated with a substation upgrade project, a need
to be containerised rather than installed on a trailer.
 Because the substation has to be used as a stand-alone independent substation the
switchgear, all the intelligent equipment devices, RTU, metering systems, telecom devices
and auxiliaries need to be installed in the same container.
 To provide flexibility in various situations, each bay needs to have different protection options
to be able to represent different grid topologies.
 Preference was given to standard material from existing framework agreements and following
existing TSO standards in order to avoid delays in installation, in case of emergency use due
to a lack of knowledge by maintenance crews.
J.4. Solution
The custom solution provided the following possibilities:
 The container can be unloaded from a trailer via hydraulic jacks and can be connected to the
substation via isolated HV cables.
 The mobile substation is self-contained including protection, control and auxiliary power
systems.
 Various protection options are possible for different grid topologies. There are variants of
transformer bays, trunk bays, incoming bays, line and cable bays.
 Outward communication (dispatching and opposite side of the line) is possible via fiber optic
(Single Mode and/or Multi Mode) cable, telephone pairs, Access and IEC101/104 protocols.
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 The heavy load of the container (29.5tonnes) was also structurally considered.
Figure 57: Mobile 220 kV GIS Container/Truck
Figure 58:Mobile 220 kV GIS Container/Truck
J.5. Execution
 The project single line diagram is shown below:
Figure 59: Single line diagram of the substation before refurbishment
Figure 60:Single line diagram of the substation during refurbishment
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Figure 61: Photograph of the substation during refurbishment with Mobile Substation
Figure 62: Single line diagram of the substation after refurbishment
Key features of the project:

 Assistant by manufacturer for assembly.
 Site tests carried out: HV energisation during 24 hours.
 SF6 was reused.
 Installation efficiency was increased.
 Compartmentalization of SF6 volumes.
 Integration of telecontrol system of the TSO.
 Adaptation of protection systems to TSO criteria.
 New line extension.
 Supply guarantee.
 Elimination of risks due to missing unavailable spare.
J.6. Conclusion
 Since its delivery in 2012, the 220 kV mobile substation was successfully used to refurbish a
complete 220 kV substation without having to acquire additional land.
 The compact design proved to be very beneficial.
 The substation can be entirely dismantled and rebuilt from scratch using latest greenfield
design standards
 This mobile substation was considered to have a positive impact on footprint, SF 6 emissions
and environment through replacement of first-generation GIS with modern equipment
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APPENDIX K. Case Study TYPE B – 70 kV (Belgium)

K.1. Motivation
The goal of the mobile substation was to have a flexible, robust and rapidly deployable substation that
could adapt and perform across the company’s complex network and existing sites.
K.2. Project overview

In June 2007the Belgian railway infrastructure manager required a Modular Traction Substation
adaptable to different configurations, layouts, voltages and power outputs. The rationale was to have a
flexible, robust and rapidly deployable substation that could adapt and perform across the the
company’s network and existing sites.
K.3. Customer requirements

This modular installation should supply the 3 kV DC railway overhead line at any existing site being
fed from the neighboring distribution or transmission lines at either 10, 11, 15, 36 or 70 kV.
The substation should comply with the following requirements: modular configuration, prefabricated,
containerised and easy to relocate.
 Modularity: Modules should be able to be interconnected in different ways to configure a
variety of single line diagrams.
 All modules should be able to serve as independent units which can be easily disconnected
from each other and re-established elsewhere in the grid if required.
 Shorter delivery time than a traditional substation.
K.4. Solution
In order to meet these requirements, a highly modular substation with modules was engineered that
can be easily transported according to Belgian road regulations and installed on site in a few days
(down to a weekend for a sectioning post as the first emergency energisation proved).
The following modules were supplied for this contract:
 8 x Power Transformer modules: 6.9 MVA each. Vector group Yy0d11 with a secondary
voltage of always 2 times 1280 V
o 2 with primary voltage 10/11/15 kV
o 4 with primary voltage 30/36 kV
o 2 with primary voltage 70 kV
o All can withstand an overload of 150 % for 2 hours and 300 % for 5 minutes
o Dielectric fluid: Ester oil
 4 x 3 kV DC modules able to connect the 2 mobile rectifier modules. It can be configured to
control the whole substation independently of the chosen configuration/SLD
o 8 outgoing 3 kV feeders
o One 3 kV incomer
o Human-Machine Interface (HMI)
o T-switchboard
o Control of up to 32 T-switches on the overhead lines
o Central fire protection system
o Central access control system
o Central telecommunication cabinet
o Batteries, charger and AC and DC-panel
 4 x Rectifier Modules:
o Rectifier
o 3 kV connection to 3 kV-module
o
o Connection of negative conductor
o Battery charger, batteries, AC-panel and DC-panel
 1 x MV Module used for voltages ranging from 10 to 3 6kV
o MV GIS Switchgear (2 incomers, 4 outgoing feeders, 2 bus couplers, 1 feeder for
auxiliary transformer)
o 2 auxiliary transformers 630 kVA
o 1 primary voltage 10,11 or 15 kV
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o 1 primary voltage 30 or 36 kV
o Only one used at the same time, depending on the voltage on site
o Central AC-distribution panel (for all modules)
o Gateway cabinet to make remote-control possible
o Batteries, Charger and DC-distribution panel
o Small office
 1 x HV Module used for voltages from 30 to 70 kV
o GIS installation (1 incoming feeder,2 outgoing feeders,1 feeder for the auxiliary
transformer)
o 1 auxiliary transformer 630 kVA
o Central AC-distribution panel (for all modules)
o Gateway cabinet to make remote-control possible
o Batteries, Charger and DC-distribution panel Power transformer unit
 Each module can be used separately.
 Each module (except the transformer module) has its own emergency DC-supply (batteries
and charger).
 Each module has an AC and DC-distribution panel.
 Only the 3 kV-module contains a central HMI-system. To use the other modules with a fixed
substation, plugs with all the necessary signals can be connected to the inputs of the HMI of
this fixed substation.
 The modules can be used in different configurations.
 When a larger substation is needed, this can be created by adding additional modules (upto 4
rectifiers and two 3 kV-modules for 1 MV-module).
 The 3 kV-module can be used as sectioning post.
 2 complete traction substations and 2 sectioning posts can be composed with these modules
and transformers.
Two of various possible configurations are as follows:
Figure 63: 36 kV AC/3 kV DC 2x 6.9 MVA configuration
Figure 64: 15 kV AC/3 kV dc 2 x 6.9 MVA configuration
K.5. Execution
 All modules were manufactured in Belgium within the contractual delivery time. All electrical
equipment was purchased, factory tested, installed and commissioned.
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 All modules are designed to allow for road transport on flat bed trailers without dismantling the
main elements as to minimise site activities.
 Transformers are fixed to a frame finished which at the same time serves as an oil pit with
removable sound-insulating walls. All can be lifted as one unit to allow rapid
interchangeability.
 Interconnection between modules is simplified using sockets and pre-finished cables as well
as dismountable sealing solutions where applicable.
 All modules are self-supported and provided with leveling landing gears.
 All modules were factory tested both individually and as a complete system
K.6. Conclusion
The advantage of a mobile substation compared with a traditional traction substation is the reduced
implementation time and the cost saving as the civil works are very limited in complexity and size.
Furthermore, it presents the following advantages:
Flexibility:
 It can be used everywhere in the network.
 All modules can work independently.
 The modules can be used in conventional substations in case of breakdown or maintenance
to by-pass a part thereof.
Fast deployment:
 It can be installed on a very short term (a few days when the terrain is prepared).
 It does not require building permits.
Compact:
 It can be used when the available space is limited.
 Functionality: it can be adapted according to circumstances on installation site.
Environmental friendly:
 The substation incorporate environmental measurements to control oil spill and noise.
Safety:
 The compact design does not compromise personnel or equipment safety; accessibility to
components is assured as to enable normal maintenance.
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APPENDIX L. Case study TYPE C – 220 kV

(Germany)Summary of case studies
L.1. Motivation
The requirement was to establish an offshore 220 kV substation, acting as a ‘concentrator’ for a
number of offshore wind generation projects. The substation was built, fitted and commissioned on-
shore so as to minimise the requirement for offshore works. The substation platform as a whole was
designed to be transported to its final location in the sea as a complete unit.
L.2. Project overview

The project scope comprises a 9 bay 220 kV GIS for use offshore.
L.3. Customer requirements

The requirements were:
 220 kV AC –GIS with double busbar system
 2 cable bays with a fixed shunt reactor for cable capacitance compensation
 3 cable bays for cable or reactor connection
 2 transformer bays
 1 busbar coupler
 1 busbar sectionaliser
Figure 65: Single Line Diagram
Figure 66: Plan view of the switchgear
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L.4. Area of application

The solution is based on a standard 220 kV GIS which is installed in a structure designed for offshore
use. The prefabricated GIS was assembled and tested onshore.
L.5. Execution
Commissioning of the GIS was done onshore after installation of the substation. During the
commissioning three disruptive discharges occurred.
L.6. Conclusion
The disruptive discharges during the commissioning led to the decision that further projects will require
a BIL test in addition to the AC withstand test during commissioning onshore.
Offshore, when the platform is at its final location, an additional AC withstand test is to be done. This
additional test reduces the risk due to transportation of the platform to its location. For the AC
withstand test power voltage transformers (PVTs) are used. The implementation of PVTs into the
relocatable substation allows for an easy but also economical way to do an AC withstand test on
demand (e.g. after maintenance or after a ship collision with the platform).
Figure 67: Bay with PVT
Figure 68: Bay without PVT
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APPENDIX M. Case Study TYPE C – 63 kV (France)

M.1. Motivation
A solution was required for the extension of a HV substation in an urban environment, with challenging
constraints from the local neighborhood and duration of site works.
M.2. Project overview

The Transmission System Operator (TSO), needed to extend an existing 63 kV substation to reinforce
the electrical supply on French Mediterranean coast.
The existing substation is located in an urban environment in a narrow site surrounded by a residential
area.
This substation is based on a standard and compact design widely used by the TSO for 63 kV and
90 kV voltage levels (standard called PIM) and uses AIS equipment assembled in a building with a
special and optimised layout.
Figure 69: Example of a standard PIM substation
Figure 70: PIM concept
M.3. Customer requirements

The extension consisted of adding two more feeder bays (one line and one transformer 63 kV/20 kV)
connected to the existing substation through a bus section (see SLD below).
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Existing
Substation
Extension
Figure 71: Substation single line diagram

The key constraints for such an extension in an urban and residential neighborhood environment are
limited space, requiring a compact design, and the desire to limit the duration of the site works (civil
works and construction).
M.4. Solution
These project constraints led to a proposed solution based on the use of GIS preassembled inside a
prefabricated building including:
 Gas Insulated Switchgear
 Control panels
 Auxiliary building services (air conditioning, lightning, fire detection, …)
Connection to the existing substation busbar is ensured with an isolated 63 kV cable, and connection
to the line and the transformer are also ensured through HV cables.
The prefabricated building substation design has been customised to meet the compactness
requirement of the road transportation and at the same time be compliant with the minimum
requirements for operability and maintainability by the end-user. A thorough collaborative assessment
was carried out at design stage with transmission operator staff to find the best compromise meeting
the two objectives.
Figure 72 Prefabricated building Layout
M.5. Execution
The complete installation was designed by the EPC department of the GIS manufacturer company;
thus the substation design experts could work in close cooperation with the equipment experts. This
collaboration aimed at optimising the layout and at taking into consideration the mechanical stress
induced by the transport, the lifting and the handling.
The mechanical calculation was conducted as follows:
84
 The maximum permissible deflection of the GIS was first determined

 This deflection was used as an input to calculate and design the base frame, so as to ensure
that this maximum deflection will not be exceeded during lifting and transport
 A final global Finite Element Analysis (FEA) calculation was performed to check that the
equipment will not be submitted to mechanical overstress
Figure 73: mechanical calculation

The prefabricated building manufacturing, the equipment assembly and the tests were conducted in a
dedicated and specialised workshop where the work environment is better than it would be on site and
is more suitable for quality management.
Figure 74: Assembly works in the workshop
Figure 75: Departure from workshop
Through the use of the specialised workshop, a large number of time-consuming site activities have
been transferred to the workshop:
 GIS assembly
 Dielectric tests
 Connection of control panels
 LV point to point tests
 Functional tests
 Test of building services
As a consequence, on-site civil works were significantly simplified as a concrete building construction
was not needed. Only a basement, simple foundations and 63 kV cable trenches were needed.
Furthermore, civil works were carried out in parallel with the equipment assembly in the workshop,
while a conventional approach would have required sequential tasks: civil work followed by in-situ
assembly.
85
Likewise, construction site activities were reduced to just the assembly of the prefabricated building on
the foundations and the connection of the HV cables. The building prefabrication, including building
services and cabling of control panels, has significantly reduced the amount of on-site interface
management, hence a subsequent reduction of risks arising from unexpected on-site correction work
requirements.
Figure 76: Installation at site
Figure 77: Prefabricated building in its final position
As a result, site works could be reduced to 3 weeks for the complete installation, the connection to the
existing substation and the commissioning. Site tests were reduced to just the functional tests.
In addition to the simplification of site activity, this approach has led to a substantial reduction of the
complete lead time of the project (20 %), as shown in the diagram below.
Figure 78: Project planning

From a cost point of view, the financial savings in comparison with a classic indoor AIS extension (PIM
design) were estimated by RTE to be 10 %. These savings came mostly from:
 Saving of on-site works, such as less civil engineering, shorter assembly and test durations
 Savings in project management on the grid operator’s side due to limited interface
management and shortened administrative procedures
86
M.6. Conclusion
This solution has demonstrated its suitability for the extension of existing substations in an urban
environment:
 No need for structural modification of the existing building
 Compact dimensions simplifying the construction permit process
 Simplification of interface management during site construction
 Simplified site work, reducing extent and duration of disturbance to existing live substation and
neighbourhood
 Reduction of project lead time
This solution is now being evaluated to become one of the standard solutions for the extension of
French substations in challenging sites.
87
APPENDIX N. Case Study TYPE C – 63 kV (New

Caledonia, France)
N.1. Motivation
A solution was needed to shorten and simplify site works for the erection of a HV substation in an
isolated and remote area.
N.2. Project overview

The objective of the project to build a large industrial complex in New Caledonia for the extraction and
the processing of nickel. The Client was a mining company.
New Caledonia is a small and isolated island in the southern Pacific Ocean. Procurement of material
such as concrete can be complex and expensive; and hiring of skilled workers and supervisors is a
critical issue.
Consequently, the plant was designed as a modular concept to limit civil works and to facilitate and
shorten onshore activities. This concept consisted of the use of prefabricated modules assembled on
site. For this purpose, a port for unloading was built near the site.
This industrial complex was powered by a dedicated coal-based power plant through a 63 kV
substation. This substation supplied two AC/DC converters for nickel processing, a 33 kV substation
for the AC supply, and a static VAR compensator.
N.3. Customer requirements

One of the key drivers of the project was to minimize site activities (civil and construction works), and
therefore to use as many prefabricated modules as possible. With this aim in mind, the specification of
the HV substations required the use of stand-alone switch rooms for the 33 kV and the 63 kV
substations.
The 63 kV substation was made up of 14 bays, with the possibility to add two extension bays.
The specification of this substation was based on the following concepts:
 The complete substation should be embedded in a demountable and pretested switch room
(24 m x 6 m) made of prefabricated modules. These modules should be transportable by road
and by sea and be capable of being lifted for reassembling at their final location as connected
sections.
 The switch room should contain all necessary equipment: HV apparatus, protection relays,
digital control system, telecom equipment and DC supply cubicle.
 The switch room should be mounted at site on a steel support structure.
N.4. Solution
In order to match as far as possible the customer requirement, the 63 kV substation supplier proposed
a solution using a unique and large prefabricated module (24 m x 6 m), and to limit road transport by
assembling this module in a workshop situated near a river port (this choice was of course consistent
with the location of the site which was close to a port of unloading).
All HV connections to the substation were made by HV plug-in cables entering the switch room
through cable glands beneath the shelter, cable ladders were provided and fixed at site on the shelter.
The switch room was fitted with relevant equipment (crane, doors and removable platform) so as to
allow further maintenance and extension works. All external devices, such as cable trays, stairs, door
caps, outside lighting and HVAC were removable for transport.
88
Figure 79: External view of the pre-fabricated module
Figure 80: Switch room (72.5 kV GIS)

The switch room was made of a steel frame covered by a metal sheet shelter.
Attention was focused on mechanical aspects so as to avoid any mechanical overstress on the GIS
during lifting and transport without using an oversized steel frame. Mechanical optimisation and
calculation led to the use of two removable GIS coupling busbar devices dismantled during transport.
In this way, the GIS was divided into three separate subassemblies allowing the steel frame to bend
and to twist during transport without stressing the GIS.
In accordance with the customer specification, the switch room was mounted on an elevated steel
support structure. Civil work was therefore straightforward, consisting of simple concrete bases.
N.5. Execution
The complete switch room was designed by an EPC department according to the customer
specification and with the support of two main partners:
 The GIS factory for the design of the GIS layout, the manufacturing and the routine test of the
GIS bays according to the relevant standard (i.e. IEC 62271-203 [B3])
 A subcontractor for the design and the manufacture of the shelter, and for the incorporation of
the equipment in the shelter to build the switch room
The GIS and the complete switch room were fully assembled in the factory of the subcontractor. All
the standard tests of a substation which are normally carried out on site were performed in the
workshop and witnessed by the customer. These tests consisted of:
 Individual tests of HV apparatus according to their relevant standards
 Secondary and primary injection of instrument transformers
89
 Functional tests of apparatus including interlock from local panel, Distributed Control System
(DCS) panel and external information through telecom cabinet
 Test of protection system
 Test of interfaces between local panel, protection panel, DCS panel, and telecommunications
panel
 HV tests according to routine test protocol
100 % of power frequency withstand voltage – minimum gas pressure
After testing and before shipment the SF6 pressure was reduced to 0.03 MPa, the coupling busbar
devices were dismantled, together with all external devices (stairs, platform…).
In this way, site works were limited to the installation of the switch room on the steel support structure,
the reassembly of the coupling bus bar devices, the reassembly of the external devices, the
connection of HV plug-in cables and the gas filling.
Site tests consisted in checking the bus bar resistance, performing the HV test and testing the
interface between the dispatching of the customer and the DCS of the switch room.
N.6. Conclusion
Thanks to the use of a prefabricated and pretested modular substation, erection and commissioning of
the HV substation were completed in six weeks, whereas a standard solution with a building would
have required nine months.
This solution has therefore proven its suitability for erecting and commissioning substations in remote
areas, where the transport of material to site is expensive, and the availability of skilled manpower
critical.
90
APPENDIX O. Case study TYPE C - 155/33 KV

(Germany)
O.1. Motivation
A solution had to be provided to minimise site works for the establishment of a HV substation for an
offshore wind farm in the North Sea.
The substation was built, fitted and commissioned on-shore to avoid off-shore works. The platform as
a whole was transported to its final location in the sea.
O.2. Project overview

The project is an offshore wind farm with a capacity of 402 MW. The project is located ~95 km NW
from Borkum island in the German Exclusive Economic Zone, an area with strong, steady winds.
In order to connect the 67 turbines, each with a capacity of 6 MW, to the grid an Off-Shore Substation
(OSS) was needed.
Figure 81: Wind park layout

For the engineering, procurement, construction and installation (EPCI) of the OSS, the developer
chose a “Joint Venture Consortium” company as its partner. The EPCI-contract was officially
awarded and signed on the 10th of April 2015. The consortium was created on the 1st of December
2014, as a cooperation between three companies, each with a designated domain of expertise and
responsible for the part of the contract-scope related to this expertise:
Partner A:
 Engineering of HV & MV systems, including grid compliance studies and design of the HV
SCADA system
 Project management
 Manufacturing of transformers
 Procurement, installation and commissioning of all HV & MV equipment, control & protection
and SCADA systems
Partner B:
 Steel structure of the topside and the jacket.
91
Partner C:
 Auxiliary systems
 Transport and off-shore installation of the OSS.
O.3. Customer requirements

The developer required a fully operational OSS for the 400 MW wind park.
Figure 82: Location of the OSS

The OSS needed to be designed and built, taken into account the following major requirements:
 The power that is generated by the 67 wind turbines of 6 MW each, has to be centralised and
transformed from 33 kV a.c. to 155 kV a.c. on the OSS, so that it can be transported to the
‘DC-plug’ Borwin Beta. This ‘DC-plug’ then transforms the 155 kV a.c. voltage to 300 kV d.c,
which allows an efficient transport of the power to shore.
 The capacitance of the cables that connect the turbines to the OSS and the ones between the
OSS and the ‘DC-plug’ had to be compensated.
 Redundancy for the majority of the maximum generated power.
 To allow the injection of the power into the onshore grid, multiple factors had to be taken into
account. This required extensive and complex simulations.
 All materials that are not installed in a climate-controlled room, had to be resistant to the
extreme off-shore conditions (moisture, salt,…).
 Calculated lifetime to be at least 25 years.
 Compliance with all applicable and relevant laws and regulations.
 A SCADA-system had to be developed that would allow a team of operators to supervise and
control the unmanned OSS from shore.
O.4. Solution
Since the windfarm is located approximately 140 km from the mainland, the cost of all activities that
have to be performed at the final location is extremely high. Therefore the OSS was designed and built
in such a way that it could be assembled and tested in a workshop on-shore.
In essence, an off-shore substation is equipped with the same systems as a regular on-shore
substation:
 A “building” that contains all the equipment.
 HV/MV equipment: transformers, reactors, switchgear and cables.
 Auxiliary equipment: e.g. HVAC, firefighting, lighting.
92
However, there are a number of design challenges due to fact that it is an off-shore substation:
 The complete platform is a steel construction that needs to be transportable.
 The extent of onshore installation, testing and commissioning should be maximised, in order
to minimise the off-shore activities.
 Special measures need to be taken so that everything that is not installed in a climate-
controlled room, can withstand the aggressive salty, wet and cold North Sea conditions. The
quality of the painting process is therefore extremely important and must be controlled
meticulously.
 The dimensions of the platform have to be reduced to a minimum. Consequently the
dimensions and layout of every component forming part of the OSS needs to be optimised:
the largest custom-made electrical items are the two power transformers and the high voltage
switchgear.
 The transformers consist of a transformer part and a separate cooler bank. The transformer
part is positioned in a non-climate-controlled air-ventilated room while the cooler banks are
placed outdoors. The coolers are equipped with fans that only need to be in operation when
the second transformer is switched off. This philosophy makes it possible to minimise the size
of the transformers whilst providing a high level of redundancy to ensure the wind park’s
power output can be maintained during outages.
 The HV GIS has an non-standard configuration in the sense that it is quite high so that the
total ground surface could be limited to a minimum. The primary function of the GIS is to
transfer the power coming from one or two transformers to one or both export cables. This
flexibility was created by the H-configuration of the switchgear, consisting of 2 cable bays, 2
transformer bays and a coupler.
Figure 83: Top view drawing of the 155 kV GIS

The result of this challenging EPC-design is a platform that:
 consists of 6 decks
 weighs 2400 tonnes
 measures 70 m x 33 m x 19 m (l x w x h)
93
Figure 84: 3D model of the OSS, including deck naming
O.5. Execution
The components of the steel structure were manufactured in sections and partially painted at one
construction yard, after which they were transported to a second yard. After arrival at this second
location, the sections were welded together to form the final structure of the substation. Finalisation of
the painting and installation of the access ways was completed before the start of the works of the
other JV-partners.
Bringing the equipment into the substation is a lot more complex for an off-shore substation than it is
for a conventional on-shore installation. Some challenges are, for example:
 Dimensions of the doors are limited due to off-shore regulations and rooms are dimensioned
to optimise the footprint of the OSS. Consequently the equipment has to be engineered,
taking into account these constraints.
 The 2 main transformers (240 MW ONAN/340 MW ONAF, 195 tonnes each without cooler
banks), have to be hoisted into the OSS structure through the roof.
The main transformers were transported to the erection yard by barge.
Figure 85: Power transformer being moved from barge to quay at the yard
94
Figure 86: Power transformer being hoisted into the OSS structure
All equipment had to be completely installed, wired, tested and pre-commissioned on-shore. Due to
the short construction programme, and the fact that a lot of activities involving different JV partners
were linked to each other, it was a challenge to complete this project within the contractual deadlines.
Since the costs for every week the windfarm was not able to supply power to the onshore grid was
high, the liquidated damages that were applicable in many stages of the project made it imperative to
achieve the contractual milestones.
All components were assembled in the platform and tested, as is typically required following assembly.
After interconnection of all components with HV cables, the complete system was subjected to a soak
test. After transport to the deployment site, the complete installation was again subjected to a soak
test. For the transport of the finalised platform of 2400 tonnes, a number of specialized techniques
where needed. Within the yard, eight-off ten-axle Self-Propelled Modular Transporters (SPMTs) were
positioned under the platform. They were able to drive the platform onto the barge used for transport
to the deployment site.
Figure 87: Position of the 8 SPMT’s
95
Figure 88: SPMTs positioned under the platform
Figure 89: Platform and jacket on the barge

The barge (100 m x 33 m), towed by means of tugs, carried the platform over the river towards
Eemshaven and afterwards to its final location in the windfarm. The weather forecast is an extremely
important factor in the preparation and execution of these operations.
After arrival of the barge at the final location, the platform is lifted from the barge onto the jacket. This
jacket is fitted on the piles that where installed on and in the sea bottom. This operation is executed by
two large cranes installed on a specialised lifting vessel.
96
Figure 90: Hoisting of the platform (side and front view)

Once the platform was installed and a safe working environment was established, some final checks
were performed and the sea fastening of all equipment removed. A successful Site Acceptance Test
(SAT), witnessed by the customer, cleared the installation for energisation. Once the export cables
towards the ‘DC-plug’ were connected and energised, the platform was powered from the grid. In the
final step the cables from the wind turbines were connected to the MV-switchgear.
O.6. Conclusion
The prefabrication and preassembly of off-shore substations is a logical response to the constraints
imposed by the off shore location and environment. A number of benefits were realised with this
project:
 Early grid connection
 Reduced site works
 Lower costs.
97
APPENDIX P. Case Study TYPE A - 77/6.9 kV

(Japan)
P.1. Motivation
Rapid transport and installation of a substation to reinstate supply in case of emergency.
P.2. Project overview

When natural disasters (e.g. earthquake, flood, tsunami, typhoon, etc.) hit and collapse substations in
Japan, the utility has to return the supply as soon as possible by utilising temporary equipment.
Although utilities have equipment for temporary supply, it takes lots of time to install them in the
substation because they are transported separately and connected on site by control cables.
For overcoming the difficulties to return the power supply more quickly, the utility developed the
following mobile substation solution:
77 kV
Transformer car
Cubicle car
Residual CT
Figure 91: Configurarion diagram and Outline photo of Mobile Substation
98
P.3. Customer requirements

The mobile substation enables rapid recovery of the substation function and is for temporary use. The
aim of the project was to reduce the time required for on-site work after the substation arrives on site
to within 1day.
P.4. Solution
In the first step, the utility defined the scope of the new mobile substation to include transformer
capacity and LV output signal commuication.
The utility specified their own standard of mobile substation which can be connected or installed to all
distribution substations in their network.
The network has a standard distribution substation design, although some communication and
protection relay generations vary.
Specifiying the LV connection cable detail was critical to reduce the installation time, because the time
for connection and checking of LV cables, including signal and power supply, take a significant
portion of time.
The developed specification of the mobile substation has the following key characteristics:
 Mobile substation composed of two “cars” (Transformer car and Cubicle car) which covers half
of a general distribution substation.
 Size and weight of each car capable of meeting the transportation regulations in Japan
 To connect with latest second-generation communication system.
 Applying a special connector joint for control cables
P.5. Execution
Special cable connector arrangement for LV cables:
Even though the connections for each cable is clearly specified, it is still necessary to perform a check
each time that the correct connection has been made. In the mobile substation, to avoid incorrect
connections, different kinds of cable connection are used. This solution makes it easier to connect the
cables correctly, and makes it more easy to check connections after installation.
Figure 92: LV cable connector joints
Managing and checking acceleration during transportation:

The technical specification from the utility defined that measurement of acceleration is required and
that this should not exceed 3 g.
To verify whether the specified accelation is appropriate, a long driving test (200 km) was carried out.
The maximum acceleration did not exceed 1.25 g over the horizontal axis and 0.5 g over the vertical
axis.
To verify the design’s ability to withstand acceleration, a rough road driving test was also carried out.
During this test approximately 3 g acceleration was experienced by the equipment. The result of the
tests were positive and all measurements did not change compared to pre-test values.
99
Figure 93: Rough road driving test
Site Testing:
In order to minimise on-site testing time the utility decided to omit the high voltage test. Instead a
dielectric test at operating voltage for ten minutes is carried out.
Training:
To minimise installation time such as main circuit connection, regular training is very effective.
Figure 94: Training
P.6. Conclusion
The mobile substation achieves half of the installation time in comparison to the conventional type, as
shown in Table 8 below.
100
Table 8: Comparison of deployment times between mobile and conventional substations
time Mobile substation time Conventional type temporary substation
・Two trucks (Transformer car, Cubicle car) ・Four trucks plus one truck for accessories
plus one truck for accessories
Transportati ・Sometimes need for permission of road
on ・No need for permission of road administrator
administrator as within Japanese
regulations.
Placing ･Equipment has to be de-mounted from

in the 0.5 h ・All equipment mounted on truck
vehicle and placed in position.
substation
2.0 h
・Power cable(77 kV, 6.6 kV)
・Bare wire (77 kV Power cable～

Connect
3.0 h Transformer)
main circuit
・Power cable(77 kV, 6.6 kV)
・Bare wire between each equipment

Connect ・Five control cables with connector joint etc.
control 0.5 h
cables
4.0 h
・Switchgear operation test etc
Final test 1.0 h
・Dielectric test( service voltage for ten
minutes)
・About 30 control cables connected on

3.0 h
terminal block
・Switchgear operation test etc

1.0 h
・Dielectric test( service voltage for ten
minutes)
101
APPENDIX Q. Summary of Japanese use

of mobile substations (Type A)
The result of a survey of Electrical Power Utilities in Japan.
Japan has more than 35 years’ experience of using mobile substations and the Working Group was
able to obtain results of a survey of four power utilities in Japan.
Q.1. Motivation
The main motivation for installation of a mobile substation is “Fast deployment of substation”.
For example, Japan has suffered many earthquakes in the past and in such cases mobile substations
contributed to rapid recovery of the power supply.
Q.2. Project overview

More than 1000 units of mobile substations, including mobile transformers, are in use in Japan. 120 of
these substations include HV GIS equipment.
Generally, the purpose of the mobile substation is recovery or continuity of the distribution power
supply. Consequently, distribution transformers and switches are installed in the majority of these
substations (985 units).
The mobile substations are of the following configurations:
 Single bay 3 units
 Transformer only 159 units
 Switchgear only 120 units
 <52 kV switchgear, with protection/control 985 units
Q.3. Requirements
The main uses of mobile substations are:
 To support maintenance and refurbishment
 For emergency deployment in case of a fault or failure
The substations are therefore required to support rapid deployment (Type A mobile substation).
Utilities perform reasonable and minimum maintenance for mobile substations.
The policy at one utility is to omit time-based maintenance, carrying out checking and maintenance
before use.
The limitation of installation duration
 For maintenance or refurbishment: 10 - 20 days
 For emergency: 24 hours
The frequency of maintenance
 2 utilities: less than 3 years
 1 utility: every time before using (not time-based)
 1 utility: according to supplier manual
Q.4. Conclusion
Mobile substations are very useful for recovery of emergency outages caused by equipment failure.
This was demonstrated following the Great East Japan Earthquake.
Power utilities also effectively use mobile substations to maintain temporary supplies during
maintenance of normal substations.
102
ISBN : 978-2-85873-612-6
TECHNICAL BROCHURES
©2023 - CIGRE
Reference 907 - June 2023

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B3 Substations

and electrical installations

Mobile Substations Incorporating

P. FLETCHER, Convenor GB S. CRAY, Secretary DE

Figure 1: Mobile Substation (1942)

Executive Summary ............................................................................................................ 3

2. Guidelines for specification and design of mobile substations ........................... 20

3. Testing of mobile substations ................................................................................ 26

4. Asset management .................................................................................................. 33

5. Experience of mobile substations .......................................................................... 38

6. Recommendations for the applicability of existing standards ............................. 41

APPENDIX A. Links and references ................................................................................. 43

APPENDIX B. Case Study TYPE A – 380 kV (Germany) .................................................. 44

APPENDIX C. Case Study TYPE A – 138 kV (US) ............................................................ 47

APPENDIX D. Case Study TYPE A – 110KV (Germany) .................................................. 51

APPENDIX E. Case Study TYPE A – 66/6.9 kV (Japan) ................................................... 53

APPENDIX F. Case Study TYPE A – 66/6.9 kV (Kingdom of Saudi Arabia) ................... 56

APPENDIX G. Case Study TYPE A - 110KV (Ireland) ...................................................... 62

APPENDIX H. Case Study TYPE B – 123 kV (Belgium) ................................................... 65

APPENDIX I. Case Study TYPE B - 400/132 kV (UK) ....................................................... 71

APPENDIX J. Case Study TYPE B – 220 kV (Spain) ........................................................ 75

APPENDIX K. Case Study TYPE B – 70 kV (Belgium) ..................................................... 78

APPENDIX L. Case study TYPE C – 220 kV (Germany)Summary of case studies ........ 81

APPENDIX M. Case Study TYPE C – 63 kV (France) ....................................................... 83

APPENDIX N. Case Study TYPE C – 63 kV (New Caledonia, France) ............................ 88

APPENDIX O. Case study TYPE C - 155/33 KV (Germany) ............................................. 91

APPENDIX P. Case Study TYPE A - 77/6.9 kV (Japan) .................................................... 98

APPENDIX Q. Summary of Japanese use of mobile substations (Type A) ................. 102

Figures and Illustrations

Figure 63: 36 kV AC/3 kV DC 2x 6.9 MVA configuration ....................................................................................... 79

1.2 What is a mobile substation?

Pre-assembled mobile substations may integrate:

1.3 Types of mobile substations

Figure 2: Example of a Type A Mobile Substation

Figure 3: Example of a Deployed Type A Mobile Substation

1.3.2 Type B mobile substation: “intermediate type unit”

Figure 4: Example of a Type B Mobile Substation

1.3.3 Type C mobile substations: “semi-stationary type unit”

Figure 5: Example of a Type C Mobile Substation

1.3.4 Summary of types of mobile substation

1.4 Development of technologies to enable wider use of mobile

Figure 6: GIS Developments and Reduced Space Requirements

1.5 Drivers and benefits for deployment of mobile substations

Figure 7: Mobile Substation transported to site

1.5.2 Duplicating substation functionality to facilitate outages

Figure 8: Mobile Substation next to main substation

1.5.3 Requirement for temporary additional capacity

Figure 9: Mobile Substations for additional power demand

1.5.4 Early grid connections

Figure 10: Shortened Site Works;

Figure 11: Use of a Mobile Substation to Avoid “Stranded Assets”

1.5.6 Advantage in case local installation/commissioning resources are not available

1.5.7 Economic advantages of mobile substations

Conventional substation Mobile substation

1.5.8 Summary of drivers for deployment of mobile substations

Drivers Key Benefits Link to Case Studies

2. Guidelines for specification and design of mobile

2.1 Transport / road regulations

2.2 Mechanical requirements

Therefore, in some cases, consideration could be given to requiring seismic qualification of

2.3 Design requirements specific to location

3. Testing of mobile substations

3.2 Variation in test requirements between standard and mobile

Figure 13: Test Requirements for Standard Substations