Delivering the
Wind turbine transport is a complex
suppiy chain operation.We foiiowed a
group ot wind turbine units - or WTGs on tineir intricate journey by sea, raii
and road,
By Carroll M c C o r m i c k
By Ship ^
weigh in at 317,515 kilograms [components weigh from
6,800 to 86,200 kg) and stand 122 metres high. The
n June 9, 2011 the MV BBC Orinoco sidled up blades can exceed 49 metres in length. WTG components
to a wharf at the Port of Thunder Bay with 14 are passed between trains, ships and trucks, each either
wind turbine units [WTGs), including nacelles specially outfitted for the job or purpose-built from
(the bungalow-sized generator that perches on top of the scratch.
tower), hubs, spinners, 2.3-megawatt (MW) power units
Voyages such as those BBC Chartering make from
and 42 blades. The ship, operated by Germany-based Europe to Canada range from 3,500 to 4,400 nautical
BBC Chartering, had picked up the load in Aarhus, miles and can take up to 16 days. Cargo securing and lift
Denmark for Siemens Wind Power in late May, steamed plans have to be developed and a ship with on-board
across the Atlantic, up Highway H2O and across Lake cranes is dispatched to the port. Loading can take up to
Superior.
four days and involves many specialists, e.g., cargo superTwo other ships, the Alaskaborg and the Adriaticborg, intendent, cargo surveyor, lashing crew and port steveoperated by Wagenborg Shipping North America, dores. The trips have to be timed so ships arrive during
delivered 29 more WTGs to the Port of Thunder Bay the open season of the St. Lawrence Seaway. At the far
that May and June. From there, Anderson Haulage, based end of these voyages, the timing of the arrival of expenin Gormley, Ont., trucked the lion's share of the sive cranes and specialists must be carefully scheduled.
components - more than 250 loads - to a 99-MW wind
BBC Chartering does 15-20 shipments a year in supfarm in Greenwich, northeast of Thunder Bay for owner port of the Canadian wind industry. They originate from
Renewable Energy Systems Canada. The wind farm Northern Europe and the Ear East and are shipped to
became operational later that year.
Hamilton and Thunder Bay. BBC Chartering also makes
Those deliveries contributed to 1,267 MW of new shuttle shipments from Canadian WTG component
wind energy installed capacity in 2011, bringing Canada's manufacturers.
total installed capacity to 5,403 MW. That's enough to
After delivery to a port, components are stored in lay
power 1.2 million homes, according to the Canada Wind down areas until they can be loaded onto trains, trucks or
Energy Association (CanWEA). Canada's wind energy even another ship, as was the case for the Wolf Island,
industry remains in a huge growth phase. CanWEA Ont., wind farm. Those WTGS - 86 in all - first travelled
reports that by 2015, the country's total installed capacity in 11 shipments from Esbjerg, Denmark to the port of
will top 15,000 MW.
Ogdensburg, N.Y. Erom there, Hamilton-based McKeil
Behind these astounding numbers operates an enor- Marine moved loaded trucks on a roll-on roll-off barge mous supply chain effort. A single modern WTG can 87 loads worth - to Wolf Island.
O
CT&L JUNE 2013
www.ctl.ca
By Train ->
CP's entry into the WTG market was in 2005, with an overland trip for 63 railcar loads of blades, hubs, towers and turbines
for 12 WTGs. It began at the Port of Houston, with an interchange in St. Paul, Minn, to CP. CP pulled the shipment 4,506
km to the Rushlake Creek Wind Power project near Swift
Current, Sask. By May 2012, CP had moved about 4,800 carloads of WTG components.
One of CP's main clients is Denmark-based Vestas. Its North
American operations include manufacturing facilities for blades,
nacelles and towers in Colorado. Most Vestas shipments that CP
handles are interchanged with BNSF Railway at Sweet Grass,
Mont, or St. Paul, Minn. In Canada, Walker notes, "We work
coUaboratively with CN. In Montreal, we interchange with CN
for points east." Last year, for example, CP handed off WTG
components to CN for transport to Amherst, N.S.
CP also interchanges WTG components with the Quebec
Gatineau Railway. It has a spur running directly to wind tower
manufacturer Marmen in Trois-Rivieres, Que. In fact, its largest
shipment was a 67-car unit train of tower tops and mid-sections
and a 63-car train of bases between Marmen and Randolph,
Minn, in 2010.
CP has access to about 400 specialized cars. "Rail cars to load
dimensional wind components must be customized. We have a
Tim Heney, CEO of the Thunder Bay Port Authority, discusses
the Greenwich shipments: "There are a lot of lay down areas
involved. The components came in large quantities. Blades take
up the most room and have to be kept in balanced sets of three.
You can get in your own way in a hurry."
WTGs also leave the Port of Thunder Bay by rail. In 2009, for
example, CN moved 102 blades 3,220 kilometres to Dawson
Creek, B.C. There, they were offloaded and trucked to the
34-MW Bear Mountain Wind Farm. CP moves wind energy
components over 1,930 km to its largest rail transfer facility,
located in Wilson, Alta. Otherwise, says CP's David Walker,
director of project cargo, "In [an area where] CP does not have a
dedicated rail transfer facility, we identify a temporary rail transfer siding as close to the wind project as possible and dedicate it
to that project."
The Wilson transload facility, owned by Transmark, is about
15 km southeast of Lethbridge and about 200 km east of Calgary.
Transmark has 12,800 m of track space and 20 tracks on an
89-hectare property. Lethbridge-based Gilmar Crane Services
keeps a 285-tonne crane crawler on site all the time. During a
WTG transfer, more Gilmar cranes, trucks and a couple dozen
men bend to the task.
Timing and coordination are mantras in the WTG
"Shipping WTG
transport business, where trips of thousands of kilometers
components by
and sourcing of major components from several countries
is common. "The timing of arrival of each component is
raii requires
very critical. Our logistics specialists work intimately
incredibie focus
with the customer and any other third-party providers at
and attention
the origin and destination locations to coordinate and
execute to the optimal plan. Shipping WTG components
todetaii."
by rail requires incredible focus and attention to detail,"
- Dan Bingeman, assistant
comments Dan Bingeman, assistant vice-president of
vice-president of suppiy
supply chain solutions at CN.
chain soiutions at CN.
With little room to spare on erection sites, components are stored and sorted at ports and transload faciliTower components travelling througti Glen Nevis, Ont. Photo credit: CP
ties. "Trains have to arrive in a certain order. A lot of this has to
do with how erections are being done," says Dallas Sherwood, 60-car unit train dedicated to handling sections for 80- and
general manager. Transmark.
100-meter towers. Each specialized ñatear has modified saddles
CP constantly updates its clients, some of which let CP handle that allows the unit train to carry 20 top, 20 mid and 20 base
the next phase: road transport. Other clients handle the last leg sections," Walker explains. Ninety percent of CP's infrastructure
of the trips themselves. "We give the customer a daily report of has been proven to clear up to 4.6-metre wide tower sections,
where the train is so they can schedule the riggers and crane and handle blades up to 49 metres long.
operators," Walker says.
Between 2004 and mid-2012, CN moved more than 3,700
carloads of WTG components. Its biggest shipment was 60 car- By Road ^
loads of components from New Westminster to Chetwynd, B.C.
in 2010. Its longest Canadian trip was a 3,166-km, six-day journey The last leg of every WTG journey is by road. It takes specialized
equipment, special permits, special drivers, police escorts and
from Thunder Bay to its Dawson Creek transload facility.
CN has transloaded shipments that other rail carriers have extra horsepower to muscle the tremendous loads up to their
picked up at US ports, including Beaumont, Texas; Stockton, hilltop homes.
Route surveys determine which roads the loads can take.
Calif.; and Vancouver, Wash. Its Canadian destinations range
Height is not the issue; rather, it is length, particularly of those
from British Columbia to Nova Scotia.
Winter is no obstacle to rail shipments, but as blade lengths long blades. There is no consistency between provinces or states
increase in newer models, so will the challenges to rail transport- on permits, according to Frank Devries, business development,
ers. "To date, CN has not been presented with a WTG blade heavy haul and wind energy with Cambridge, Ont.-based Chaldesign our trains are not able to handle. We have heard [about lenger Motor Freight. "They each have their own little twist.
plans] to manufacture blades as long as 60 metres. These long Most provinces and states deem [WTG components] super loads,
blades will have greater swing outs on track curvatures and usually defined as over 100,000 lbs [454,360 kg] and 120 feet
will certainly be more difficult to handle everywhere across our [36.6 m] long. You can't travel in inclement weather such as in
network," Bingeman says.
rain or snow.
www.ctl.ca
CT&L JUNE 2013
IIHIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIMIIItllllllllllllillllllUlllllllllllllllllllllllfllllllllllllllllllllllHIIIIIIIIIIIII
Trucking WTGs takes specialized equipment, special permits,
special drivers, police escorts and extra horsepower to
muscle the tremendous loads up to their hilltop homes.
Bullying an
Multi-axle flatbed carriers move the nacelles, which can top
86,200 kg. Purpose-built tri- and four-axle, double-framed tractors pull the tower sections, which are bookended with twopiece wheeled devices called Schnabels. One piece connects to
the front of a section and the other to the rear to build a trailer.
"A Schnabel allows you to carry the component lower to the
ground, and carry larger-diameter loads. There is no need for a
structure under the load," Devries explains.
Long before the first loads arrives in Ganada, the last few kilometres of roads to the wind farm are upgraded or built from
scratch. "On some sites, we will build the roads. We have to have
wide corners and the grades can't be too steep. Typically, we will
also make the access big enough for the large cranes," says Dean
Seely, senior construction manager with Galgary, Alta.-based
power generator and electricity wholesaler TransAlta.
TransAlta built 21 kilometres of road for its 68-MW wind
farm in New Richmond, Que. in 2011, in anticipation of receiving the WTGs the following year. TransAlta typically schedules
the cranes, riggers, etc., months ahead of time. "Transport schedule problems depend sometimes on the amount of equipment
being transported. If there is enough equipment that we can run
unit trains, we get more control," Seely says.
Trucking the components to the wind farms is becoming big
business in Ganada. It requires about a dozen trailer loads to move
one disassembled WTG: three or four tower sections, a nacelle.
three blades, a hub/spinner and some mis8ó,000-kg nacelle
cellaneous loads. 'The road journey to the
up a hill.
Dokie Ridge Project, northeast of Prince
George, for Plutonic Power, added up to 420 truckloads and
roughly 13,154,200 kg of cargo. Ghallenger Motor Fright did the
move, which kept crew and equipment out of Ontario for 80 days.
The home stretch of that marathon delivery was up a sometimes-greasy 4.5-kilometre road that gained 1,067 m of elevation, with an average grade of 18%. Some trucks were both
pushed by a flatbed truck loaded with concrete blocks and pulled
by a 550-hp articulating tractor.
Devries foresees demand outpacing the supply of specialized
carrier equipment. Some easy math suggests that, assuming a
generous 2.3MW per WTG to be installed this year, 652 WTGs
will be transported. At 12 loads per WTG, that is 7,827 truckloads.
According to Quebec-based Groupe Robert, which entered
the WTG transport market in 2009, it has ambitions that speak
to even closer partnerships among the transportation modes. It
will be interesting to see where this cooperation leads as the
multimodal WTG transport industry continues to mature. CTSdL
Features editor Julia Kuzeljevich has been writing about transportation issues for more than a decade. Her meticulously
researched articles have garnered several transportation and
Canadian Business Press writing awards.
Check it out!
The Annual Survey ofthe Canadian Supply Chain Professional
- Canada's most comprehensive benchmark study of the supply
chain professional ever conducted is now live!
Your participation will ensure an accurate benchmark of salaries in the
supply chain sector.
To make your voice count, please visit our
homepage at www.PurchasingB2B.ca and
follow the link to the survey.
Results of the survey will be featured
in the October issues of PurchasingB2B,
MM&D, and CT&L, and online.
ÔSCMP
CT&L JUNE 2013
Thank you in advance for your contribution!
Transi:
& Logistics
www.ctl.ca
Copyright of Canadian Transportation & Logistics is the property of Business Information
Group and its content may not be copied or emailed to multiple sites or posted to a listserv
without the copyright holder's express written permission. However, users may print,
download, or email articles for individual use.
Purchase answer to see full
attachment