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3.11 <strong>Transformer</strong> Installation and Maintenance<br />

Alan Oswalt<br />

3.11.1 <strong>Transformer</strong> Installation<br />

The first priority is to hire a reliable contractor to move and assemble the transformer. There are many<br />

stories where the contractors, lacking experience or proper equipment, drop the transformer or do not<br />

assemble the components correctly. Accepting a low bid could cost your company more than securing a<br />

competent contractor.<br />

Do not assume that all manufacturers have the same methods of installation. Your understanding of<br />

the manufacturer’s transformer installation book and reviewing the complete set of drawings in advance<br />

will help you to understand “their” procedures. Some manufacturers have a toll-free number which allows<br />

you to clarify drawings and/or the assembly methods. Others have put together a series of videos and/<br />

or CDs that will assist you to understand the complete assembly. Then you should review all of the<br />

information with your assembly contractor.<br />

3.11.1.1 Receiving Inspection<br />

Prior to unloading a transformer and the accessories, a complete inspection is necessary. If any damage<br />

or problems are found, contact the transformer manufacturer before unloading. Freight damage should<br />

be resolved, as it may be required to return the damaged transformer or the damaged accessories.<br />

Photographs of the damage should be sent to the manufacturer. Good receiving records and photographs<br />

are important, should there be any legal problems.<br />

Three important inspections checks are (1) loss of pressure on the transformer, (2) above zone 3 on<br />

the impact recorder, and (3) signs of movement by the transformer or its accessories. If any of the three<br />

inspection checks indicate a problem, an internal inspection is recommended.<br />

A shorted core reading could also mean a bad transit ride. With a railroad shipment, if any of the<br />

checks indicate problems and an internal inspection does not reveal the problem, get an exception report<br />

filled out by a railroad representative. This report will assist you later if hidden damages are found.<br />

Low core meggar readings (200 Megohms) could be an indication of moisture in the unit and require<br />

extra costs to remove. 2 The moisture could have entered the unit through a cracked weld caused by the<br />

bad transit ride. (See Figs. 3.11.1 and 3.11.2.)<br />

Entering a unit requires good confined entry procedures and can be done after contacting the manufacture,<br />

as they may want to have a representative present to do the inspection. Units shipped full of<br />

oil require a storage tanker and the costs should be agreed upon before starting.<br />

Assuming that we now have a good transformer and it is setting on its substation pad, there are some<br />

items that are essential for assembly. First ground the transformer before starting the assembly. Static<br />

2<br />

A dew point test will determine the moisture in the transformer. A dew point reading should be used with the<br />

winding temperature value (insulation temperature) to determine the percentage of moisture. (See Figs. 3.11.1 and<br />

3.11.2.)<br />

© 2004 by CRC Press LLC<br />

© 2004 by CRC Press LLC

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