196 IEEE TRANSACTIONS ON POWER DELIVERY, VOL. 23, NO.

1, JANUARY 2008

How to Achieve a Rapid Deployment of

Mobile Substations and to Guarantee Its
Integrity During Transport
Jose Lopez-Roldan, Senior Member, IEEE, Christof Devriendt, Jonathan Enns, Member, IEEE, Richard Gijs, and
Patrick Guillaume

AbstractA mobile substation is a fully equipped electrical sub-

station mounted on a semitrailer. The substation components are
ideally mounted in their operational position on the semitrailer.
The equipment must be fixed considering the space limitation, in-
sulation distances and not only static but dynamic loads due to
transport. The equipment must be fitted in a way to allow a fast
installation requiring minimum work. This paper describes the ap-
plication of mobile substations, it discusses their specific technical
considerations at the design stage, and it presents experimental and
analytical results of the vibration of the equipment during trans-
port motion.
Index TermsRoad transportation, structural engineering, sub-
stations, switchgear, vibrations.

I. INTRODUCTION
Fig. 1. Mobile substation 110/20 kV 12.5 MVA consisting of two trailers: one
has mobile high-voltage switchgear and a hybrid insulation transformer and the
HE DESIGN and installation of a mobile substation have
T specific restrictions which are not present when dealing
with conventional substations: restrictions due to transport, such
second trailer has a control cabin with medium-voltage switchgear and auxil-
iaries.

as dimension and weight of the trailer, road regulations, electric

clearances, in particular, for equipment higher than 100 kV, the
need for a quick installation in places without lifting equipment
available, and, finally, the specific problems of connection and
integration of the substation to the existing network.
The satisfactory operation of a mobile substation depends
on the survival of repetitive transport-assembly and the disas-
sembly process of many diverse types of equipment. Not only
must individual equipment be properly engineered, but their an-
chorage, services, and interconnections must be well designed.
Support structures for regular substation components have
natural frequencies in the normal range of transport motion.
Therefore, the dynamic loads due to vibrations have to be con-
sidered in the design of mobile substations. The dynamic forces
that occur during transport are of long duration, and metal fa-
tigue has to be taken into account.
Manuscript received June 29, 2006; revised November 14, 2006. This work
was supported by the IWT Vlaanderen. Paper no. TPWRD-00355-2006.
J. Lopez-Roldan and R. Gijs are with Pauwels, Mechelen 2800, Belgium
(e-mail: jose.lopez-roldan@pauwels.com).
C. Devriendt and P. Guillaume are with the Department of Mechanical
Engineering, University Vrije Universiteit Brussel, Brussels B-1050, Belgium
(e-mail: patrick.guillaume@vub.ac.be).
J. Eens is with Pauwels Canada, Winnipeg, MB R3T OL7 Canada (e-mail:
jonathan.enns@pauwels.com).
Digital Object Identifier 10.1109/TPWRD.2007.905275
0885-8977/$25.00 2007 IEEE
All of these constraints means that the manufacturer of mo-
bile substations faces a more complex task than simply placing
the equipment of a normal transformer bay on a semitrailer.
II. MOBILE SUBSTATIONS
Mobile substations can be defined as completely equipped
electrical substations.
The following sections can always be distinguished: high-
voltage (HV) equipment, power transformer, medium-voltage
(MV) equipment and control, and metering and protection
equipment. All of this equipment is mounted on a semitrailer,
factory pretested, and ready for use. Mobile substations are
designed to allow rapid integration in different places in the
network (Fig. 1).
In practice, the maximum voltage is generally limited up to
245 kV [with a full basic insulation level (BIL)] because of
increasing dimensions: phase-to-phase distance, phase-to-earth
distance, and the length of the bushings. A more compact design
can be achieved by reducing the BIL level or, in certain cases,
by using gas-insulated switchgear (GIS) for voltages of 245 kV.
The rated power is generally limited because of weight.
A 50-MVA power transformer with a conventional design
will usually imply an unacceptable weight. The use of hybrid
LOPEZ-ROLDAN et al.: HOW TO ACHIEVE RAPID DEPLOYMENT OF MOBILE SUBSTATIONS
insulation for the power transformer will increase the mega-
volt-ampere per-unit weight and improve the mobility and
maneuverability of the mobile unit [1].
Mobile substations can minimize the duration of unexpected
power outages. The equipment can bypass a complete substa-
tion, or a part thereof, following failure of any major equipment
in the substation due to equipment failure, a weather-related
system problem, natural disaster, or other external influences.
This equipment can also ensure service during programmed
works: maintenance operations, repair works, and expanding or
changing the substation configuration.
Mobile substations can also temporarily increase or provide
capacity while permanent substations are being built. They can
handle seasonal peaks due to air conditioning, increased elec-
tricity consumption in tourist areas, as well as temporary peaks
due to large events, such as carnivals and major sports events.
Other applications of mobile substations include their opera-
tion as standby units for power transformers that are operating
near or above their rated output, or providing redundancy for
critical customers (N-1 criterion).
The units can also serve as an electrical power source in iso-
lated areas and are used for oil and gas exploration, irrigation,
and the mining industry.
Utilities around the world are using mobile substations to re-
duce downtime with associated revenue loss and fines. It is gen-
erally accepted that mobile units can reduce overall capital costs
and system maintenance cost.
Mobile substations can increase flexibility in scheduling
maintenance or repairs, improve operational flexibility of the
network, and, consequently, increase reliability of the power
supply.
III. DESIGN CONSIDERATIONS
From an electrical point of view, there is little difference be-
tween a mobile substation and a transformer bay in a fixed sub-
station. However, in the mechanical layout and the choice of
equipment, there are essential differences due to the limitations
in the dimensions and weight of the trailer and due to the re-
quired maneuverability of the unit.
The limitations on the dimensions and weight of the trailer
will be given by the specific road and vehicle regulations in each
country or state. These will determine the maximum height,
width, and length of the trailer, which may vary from country to
country between 2.63.5 m wide, 4.44.8 m high, and 1425 m
long.
The maximum weight depends on the type of trailer. In prac-
tice, the maximum loading on the axles and the maximum load
on the kingpin (coupling between semitrailer and tractor) are
defined. This can be estimated by a simple static calculation.
Typical values of loading on the axles go from 8 to 12 tons, de-
pending on countries and it can be doubled when using double
axles.
The load on the kingpin depends on the type of tractor used
to move the mobile substation. Assuming a tractor with three
12-ton axles and taking into account that the tare weight of the
tractor is 6 tons on the front axles and 2 tons on the rear axles,
about 22 tons remain as a possible load on the kingpin.
197
A way to increase the admissible weight on the trailer is to
increase the number of axles. Trailers with more than three axles
should have additional hydraulically steerable axles. To increase
the load on the kingpin extra axles on the gooseneck with a dolly
can be used. This will, of course, increase the length and the
price of the trailer.
The transportation restrictions define the maximum trans-
former MVA and associated protection that can be achieved by
a particular utility or user. Once the user has determined the
optimized transformer MVA and protection (i.e., the specifi-
cations to be fulfilled by the mobile substation), the designer
must consider the space and weight distribution limitations to
allocate all of the substation components as per the specified
single-line diagram. The designer must keep in mind the elec-
trical clearances and the accessibility to different components.
As the heaviest element of the mobile substation, the rela-
tive position of the transformer to the axles and kingpin will
basically determine the weight distribution of the trailer. This
is the first element to consider in the design. It is not difficult
to calculate the optimum position of the transformer that can
fulfill weight distribution limitations and optimize the length
of the semitrailer and the number of axles. However, this posi-
tion is compromised because of the space required for the other
components, such as switchgear, cables, control, and protection
panels etc. It is important as well to consider the limitation to
pass cables through certain surfaces of the trailer, such as the
gooseneck or the axles.
The designer has to consider many different arrangements for
the transformer and components and consult continuously with
the manufacturer of the equipment and the trailer until finding
the optimum layout which fulfills all transport and substation re-
quirements with the most economical trailer design. This makes
every mobile substation a unique design.
The width limitation of the trailer imposes serious technical
constraints to the high-voltage part of the mobile substation.
This is due to the minimum air clearances to maintain between
live and earthed parts. The mobile substation must guarantee the
same insulating distances as required by the relevant standards
and take the maximum height into account where the substation
may be placed. For example, a maximum width of 3.2 m would
limit the HV equipment to a maximum BIL of 450 kV. For a
BIL of 900 kV, an overall width of the trailer of 6.2 m would be
necessary. It is impossible, of course, to maneuver a trailer of
such width.
This problem can be overcome by the use of rackout or ex-
tensible mechanisms for the supports of the HV switchgear, ar-
resters, measuring transformers, and insulators. These structures
are retractable while transporting the mobile substation and are
extended out to put the substation in service. The extensible sup-
ports should be self-supporting when energized to reduce setup
time. Manual operation for extensible frames is preferred where
practical.
Many designs of rackouts have been used as shown in Fig. 2.
The Interrupting poles in Fig. 2(d1) swing out manually and use
a manual ratchet jack to raise each pole to the vertical position.
The weight of the interrupter is less than 140 kg. The extension
frame for the disconnect switch uses 6-in diameter rollers and
can be operated by one person with reasonable effort [6]. It is
198 IEEE TRANSACTIONS ON POWER DELIVERY, VOL. 23, NO. 1, JANUARY 2008

Fig. 2. Example of extensible mechanisms used to transport HV equipment with insulation clearances exceeding the limits of the trailer: (a1) dead tank breaker in
service and (a2) transport position, extensible horizontal support with rollers for circuit switchers (b1) and (b2) rotating arm for support insulators in (c1) transport
position and (d1) manual swing out/pivot for interrupter.

interesting to note that the circuit-switcher trailer in Fig. 2(d1) is

the North American version of the HV switchgear trailer shown
in Fig. 4.
Another way to guarantee the insulation clearances is to
mount the equipment on the trailer in a triangle. In the case
of live-tank circuit breakers (CBs), this special mounting has
a consequence in that a mechanical link between the poles
is impossible. Hence, in these cases, the use of a single-pole
operated breaker mechanism is required.
Fig. 3. GIS mobile substation 245 kV.
In the case that this type of breaker cannot be employed or
if a deadtank breaker is used, installing the CB on a rotating
platform over the trailer is a solution for maintaining the pole during the commissioning of the mobile 245-kV GIS shown in
alignment during transport and service. Fig. 3.
For voltages higher than 170 kV, the GIS option may become There are no applications for the use of extensible mecha-
acceptable and the advantages of higher compactness and ma- nisms with the transformer. A special transformer design for
neuverability of the mobile substation may compensate for the each mobile substation is necessary.
large difference of cost in the HV switchgear. The electrical specification for the transformer is to drive the
By using GIS technology, it is possible to design 230-kV mo- mobile substation and the simpler the transformer design, the
bile substations on trailers that are 2.5 m wide. simpler the mobile design can be.
To simplify the high-voltage dielectric test to check the GIS Each additional voltage connection will increase the weight
integrity, the voltage transformer of the same GIS (considering of the transformer by increasing the number of windings, re-
that a mobile GIS will normally have a low capacitive load: quiring additional internal switches, more lead work, more oil,
about 1 nF) can be used. This method was successfully applied and a larger transformer tank.
LOPEZ-ROLDAN et al.: HOW TO ACHIEVE RAPID DEPLOYMENT OF MOBILE SUBSTATIONS
Fig. 4. HV switchgear trailer during the driving test showing the DAT recorder.
Optimizing the number of voltage connections will result in
a lighter transformer (and less expensive) or an increase in the
MVA for the same weight.
There are different ways to reduce the dimension and weights
of the transformer, such as reducing the basic insulation level
(BIL), using aluminum tanks, oil-directed air forced (ODAF)
cooling, and allowing higher winding temperatures due to the
hybrid insulation application [1].
IV. ANALYSIS AND MEASUREMENT OF DYNAMIC
STRESSES DURING TRANSPORT
The response of structures and cargo to transport motions de-
pends on their strength of construction, ductility, and dynamic
properties. Lightly damped structures that have one or more nat-
ural modes of oscillation within the frequency band of trans-
port excitations can experience considerable amplification of
both the forces and deflections. Thus, items of mobile substation
equipment, whose natural frequencies may lie in the normal fre-
quency range of transport motion, have to be designed to with-
stand damage by vibrations and fatigue.
For such analysis, both experimental tests and numerical
studies of the dynamic behavior of the main substation compo-
nents, by means of simulation techniques using a finite-element
approach, have been performed.
A. Road Tests
The experimental work consisted of measurements per-
formed during road tests on different mobile substations.
The aim was to obtain some information about the dynamic
properties of some of the critical components mounted on the
substation. Especially important is the analysis of the natural
frequencies, damping ratios (modal parameters), and level of
accelerations of the substation components.
The analysis of the operational test data acquired during
driving tests requires more advanced system identification
methods. The maximum-likelihood operational modal analysis
with eXogenous inputs (OMA-X) methods recently developed
at the Vrije Universiteit Brussel [4] enable estimating the modal
parameters from operational road testing data.
199
Fig 5. Typical measured accelerations at the chassis of the trailer.
One of the tested mobile substation trailers is shown in Fig. 4.
It consisted of an HV switchgear module of disconnector and
CB.
Accelerations in 16 selected points of the trailer were regis-
tered by the use of accelerometers during several brake tests of
the trailer at different speeds.
Measurements were performed using a DAT-recorder
(TEAC) during a maximum measurement period of 2 h. Fig. 5
shows typical measured accelerations at the chassis of the
trailer.
Using these measurements, the maximum acceleration levels
can be derived as a function of time at different measurement
locations.
There is an amplification of the accelerations between the
base and the top of the insulators. This amplification can be
attributed to the flexibility of the insulator and its dynamic
behavior.
One can clearly identify several operational modes of os-
cillation within the frequency band of transport excitations
(030 Hz). Most of the energy is concentrated in one mode. For
instance, the resonant peak of the CB and the disconnector are
found at 4 and 9 Hz, respectively.
B. Modal Analysis of the Equipment
In order to determine the resonant frequencies of the main
equipment fixed to the trailer, finite-element models can be
applied.
Fig. 6 represents a model of an HV surge arrester fixed to the
chassis of a mobile substation. The surge arresters were mod-
elled as simple solid cylinders with a specific weight that is
equal to the actual insulator and zincoxide components.
Analytical results are compared with the experimental mea-
surements during a road test.
Despite the complexity of the structure and the simplicity
of the model, the analytical results correspond closely with the
measurements in both - and -directions.
C. Vibration Response Spectra
Once the natural frequencies of the substation equipment and
support structures are known and if the main frequencies are
in the range of the transport motion, it is necessary to estimate
displacement and stresses during movement.
200
Fig. 6. Dynamic analysis of the surge arrester in a mobile substation: finite-
element model and comparison with road test results.
The phenomena of trailer vibration can be compared with the
response of the substation equipment to the ground movement
experienced in an earthquake.
Road test measurements show that the range of frequencies of
the transport motion (030 Hz) are similar to the seismic spectra
[5].
It is therefore important to characterize the dynamic input
affecting the mobile substation structures.
The accelerations at the base of the truck in Fig. 5 are mea-
sured and analyzed. The maximum level of accelerations and the
distribution of the different acceleration levels over time are of
special interest. Acceleration values in the range of 0 and 0.5 g
at the base are most common.
The peak acceleration is only one measure of the size of the
dynamic loads during transport, and it only applies to a single
location. Even from an engineering perspective, the peak accel-
eration may not be a good measure of the damage potential at
the location where it was measured, as spectral energy of the
acceleration has better correlation to some type of damage.
In the frequency domain, we will start from the power spec-
tral densities. Descriptions of vibrations in terms of power spec-
tral densities are common and offer many advantages from an
analysis and test viewpoint. In general, in terms of transport,
they provide an indication of the energy levels in particular fre-
quency bands and, therefore, the potential for damage.
A power spectral density (PSD) of the data from the ac-
celerometer of Fig. 5 is given in Fig. 7. This power spectral
density is considered as the base input to the substation compo-
nent. The PSD at the base shows that most energy is found in
the frequency band of 020 Hz.
In a next step, the acceleration vibration-response spectra
is calculated. The vibration-response spectrum is particularly
suited for random vibration inputs.
The vibration response spectrum has many uses in qualifica-
tion testing and as input in finite-element programs.
IEEE TRANSACTIONS ON POWER DELIVERY, VOL. 23, NO. 1, JANUARY 2008
Fig. 7. Power spectral density and optimal envelope of trailer vibration.
Fig. 8. Acceleration vibration response spectrum envelopes of a typical vibra-
tion level during transport. Each envelope corresponds to an amplification factor
Q
( ).
The vibration-response spectra assumes that the random vi-
bration inputs is applied as a common base input to an array
of independent single-degree-of-freedom systems. This func-
tion gives the root-mean-square response of each system to an
acceleration base input with respect to the natural frequency.
Damping is typically fixed at a constant value, such as 5%,
which is equivalent to an amplification factor of 10.
Fig. 8 shows the envelopes of the acceleration vibration-re-
sponse spectrum for different amplification factors ( ).
The input of Fig. 8 can then be applied to the analytical model
of the substation equipment in Fig. 6 and the displacement and
stresses can be estimated.
It is important to mention that the difference of this study
versus seismic withstand is that a safety factor is required in
consideration of the metal fatigue due to the repetitive excitation
during transport.
As a summary, the practical application of the method de-
scribed would be as follows.
The resonant frequencies of the mobile substation compo-
nents can be calculated by using conventional structural mod-
eling software. Common substation apparatus, such as CBs, dis-
connectors, and surge arresters can be accurately simulated by
simple beams of similar weight and dimension. These simula-
tions would give, for instance, the resonance frequencies of the
disconnector and CB in Fig. 4 of 4 and 9 Hz, respectively.
Those results allow differentiation of the substation elements
with resonance modes in the band of transport excitations
LOPEZ-ROLDAN et al.: HOW TO ACHIEVE RAPID DEPLOYMENT OF MOBILE SUBSTATIONS
(030 Hz). The designer can then increase his or her natural
frequencies by:
increasing the stiffness of the support structures (by inter-
connecting the structures by metallic beams, reinforcing
the trailer chassis where they are fixed etc.);
fixing the equipment during transport by removable
metallic bars and cables.
The bare power conductors linking the substation elements
as shown in Fig. 4 provide effective damping to the transport
oscillations. However, if the tip displacement exceeds the slack
of the cable, it can introduce additional stresses to the elements.
In order to check for displacement and stresses on identified
critical components, the same conventional structural software,
with capabilities for seismic modeling, can be used. Instead of
a seismic pattern, the acceleration vibration response spectrum
for a mobile substation in Fig. 8 is given as excitation input.
When checking the material stresses, a safety margin, which
takes the material fatigue properties into account, must be con-
sidered.
V. SPECIAL CONSIDERATIONS REGARDING THE
INSTALLATION OF A MOBILE SUBSTATION
A. Planning the Accessibility of the Mobile Substation and
Connection to the Grid
Prior to installing the substation, careful planning is required
regarding the accessibility and the maneuverability of the mo-
bile substation in its new sites.
The length and type of the trailer (number of steering or fol-
lower axles, etc.) has to be considered.
To accommodate the installation, adequate space has to be
available to maneuver and connect the mobile. This is especially
important if the mobile will be integrated into an existing sub-
station. Insulation clearances have to be checked and adequate
fencing has to be provided.
It is important to consider that for mobile substations, there
are cases where it is not possible to place the live equipment at
a safe height from personnel so these areas must have restricted
access by using proper fencing and barriers.
It may be impossible to use larger units in some locations
without substantial modifications to the substation infrastruc-
ture because of the lack of sufficient space.
B. Grounding of the Mobile Substation
The transformer and switchgear equipment on the trailer are
earthed by a copper conductor of adequate size. The dimension
of this conductor has to be able to carry the highest earth-fault
current in all possible mobile substation locations.
Each earthing lead from the equipment is collected in a
grounding copper bar that runs along the trailer on one of the
longitudinal beams (except the surge arresters and the trans-
former neutral which have a direct connection to the earth grid).
If the mobile substation is placed in an existing substation, the
existing earth grid will be used for the mobile substation with
a minimum of two connections to the general grounding bar on
the trailer.
If the mobile substation is placed close to an existing substa-
tion, the existing earth grid will be used as well. A new earthing
201
mesh will be built below the mobile site and connected to the ex-
isting grid. The connection of both grids will reduce the earthing
resistance.
If the mobile substation is not placed near an existing earthing
grid, several methods to provide a safe step and touching volt-
ages for the personnel are possible. A temporary solution can be
a portable ground mat installed on the soil surface on the areas
which personnel need to access.
C. Lightning and Surge Protection
In general, the probabilities of direct lightning strikes to mo-
bile substations are lower than for permanent substations. This
is due to the generally shorter working period of time of the mo-
bile substations, its smaller footprint, and low profile [2].
However, in areas of high keraunic activity or long duration, it
is prudent to provide direct stroke shielding for the installation.
A solution is the use of lightweight electrical-grade aluminum
masts that can be transported on the trailer and erected, brack-
eted to the trailer structures during service.
Substation technicians will also need to take care of the con-
nections for multirated or stacked lightning arresters. Failure
to add or remove a shorting rod will result in insufficient pro-
tection for the transformer or may take the substation off line
temporarily.
D. Controls and Relaying and Operations
Controls and relaying will also be simplified with fewer
voltage connections. Some of these issues can be mitigated
with the advance in the programmable relays and the ability to
create different settings for the alternate voltages (the utility
still needs to program them) and the use of selector switches
to change the settings semiautomatically. Selector switches
can be implemented so that the relay settings, current-trans-
former (CT) ratios, and potential transformer (PT) ratios can be
changed but they are creating additional complexity and cost.
Operationally, the transformer voltage is required to be
changed manually as are the selector switches and perhaps
some relays. The auxiliary power supply, if external and con-
nected to the main LV bus of the transformer, will also have a
voltage switch to correspond to the main transformer voltage
connection.
Experience shows that compact panels with integrated control
and protection systems can be used. The control of the mobile
substation can be then incorporated in the supervisory control
and data acquisition (SCADA) of the network.
VI. SUMMARY
The experience with hundreds of mobile substations built in
the last 20 years has been positive and has brought the expected
benefits with respect to reduced downtime, capital, and main-
tenance costs and the increase of flexibility and reliability of
power networks.
The specific characteristics and applications of mobile sub-
stations makes them unique designs where a combination of
technical restrictions has to be resolved case by case.
The components of the mobile substation are going to sup-
port dynamic stresses during transport. Analysis and measure-
ments of those stresses have shown that their range of frequen-
202
cies and the structural response of the mobile elements can be
approximated to their seismic withstand, taking the metal fa-
tigue into account. A method to measure and calculate the dy-
namic stresses of the substation components has been proposed.
REFERENCES
[1] J. Declercq, D. de la Cruz, J. C. Duart, H. Snyder, and R. J. Whearty,
Transformer technology for mobile substations, CIGRE Rep., 1999.
[2] IEEE Guide for the Safe Installation of Mobile Substation Equipment,
IEEE Std. 1268-2005.
[3] J. Lopez-Roldan, J. Alfasten, J. Declercq, R. Gijs, P. Mossoux, and M.
Van Dyck, Technical considerations regarding the design and instal-
lations of mobile substations, CIGRE Session 2004, Rep. B3-210.
[4] B. Cauberghe, Applied frequency-domain system identification in the
field of experimental and operational modal analysis, Ph.D. disserta-
tion, Dept. Mech. Eng., Vrije Univ. Brussel, Brussels, Belgium, 2004.
[5] IEEE Recommended Practice for Seismic Design of Substations., IEEE
Std. 693-1997.
[6] J. Enns, Transportable electrical switching assembly with high voltage
circuit interrupter, U.S. Patent 6 586 797.
Jose Lopez-Roldan (M97SM05) was born in San Sebastian, Spain, in 1966.
He received the M.Sc. and Ph.D. degrees in electrical engineering from the Uni-
versity of Barcelona, Barcelona, Spain, in 1993 and 1997, respectively.
He was a Visiting Researcher at the R&D centers of Ontario-Hydro, Toronto,
ON, Canada; Schneider-Electric, Grenoble, France; and EDF, Paris, France,
where he conducted research on electrical insulation of high-voltage equipment.
He was a Senior Engineer with VA TECH-Reyrolle, Newcastle, U.K., from 1996
to 2000, engaged in the development of high-voltage gas-insulated switchgear.
In 2000, he became R&D Project Manager with Pauwels, Mechelen, Belgium,
in the Transformer Division, and since 2002, has been Engineer Manager of the
Projects Division, where he is responsible for the engineering of substations.
Dr. Lopez-Roldan is an active member of the CIGRE.
Christof Devriendt was born in Ostend, Belgium, in 1981. He received the
Mechanical-Electrotechnical Engineering degree from the Vrije Universiteit
Brussel, Brussels, Belgium, and is currently pursuing the Ph.D. degree in the
Acoustics and Vibration Research Group (AVRG).
His main research interests include acoustics and vibration, system identifi-
cation, modal analysis, and active and passive damping of structures.
IEEE TRANSACTIONS ON POWER DELIVERY, VOL. 23, NO. 1, JANUARY 2008
Jonathan Enns (M03) was born in Nakuru, Kenya, on May 13, 1965. He re-
ceived the B.Sc. and M.Sc. degrees in mechanical engineering from the Univer-
sity of Manitoba, Winnipeg, MB, Canada.
He was a Mechanical Design Engineer with Federal Pioneer (now Pauwels
Canada) from 1990 to 1993. From 1994 to 1996, he was a Trailer Designer
in British Columbia. He rejoined Pauwels in 1996 with the Pauwels Mobile
Substation Group and was Project Manager for Mobile Substations, Winnipeg,
MB, Canada, from 2003 to 2006. Currently, he is the Head of Mechanical En-
gineering for Pauwels Canada, Winnipeg, for Transformer Design.
Mr. Enns is a member of the Association of Professional Engineers of Man-
itoba, MB, Canada.
Richard Gijs was born in Mechelen, Belgium, on February 5, 1949. He received
the B.S. degree in electrical engineering from IHAM, Mechelen, Belgium.
He was a Design Engineer of Power Transformers and then became Project
Engineer, responsible for transformer projects in South America and Germany
for Pauwels, Mechelen, Belgium, where he has been since 1974. He was Project
Manager with the Pauwels Contracting Division in 1979, mainly responsible
for the design and execution of mobile, modular, and fixed substations projects.
Currently, he is Project Manager for all mobile substations designs and projects
since 1996. He has been Principal Engineer with the Pauwels Contracting Divi-
sion since 2002.
Patrick Guillaume was born in Anderlecht, Belgium, in 1963. He received the
Mechanical-Electrotechnical Engineering degree and Ph.D. degree in applied
sciences from Vrije Universiteit Brussel, Brussels, Belgium, in 1987 and 1992,
respectively.
In 1987, he joined the Department of Electrical Engineering (ELEC), Vrije
Universiteit Brussel. In 1996, he joined the Department of Mechanical Engi-
neering (MECH) where he is currently Lecturer and Head of the Acoustics and
Vibration Research Group (AVRG). His main research interests are acoustics
and vibration, system identification, signal processing, and modal analysis.