Risks and Challenges of Oversized Transport in the Energy Industry

Abstract

The transport of oversized loads, such as wind turbine components, represents a key logistical challenge due to specific technical and regulatory requirements. The development of the renewable energy sector, particularly wind energy in Poland, has significantly increased the demand for this type of transport. The implementation of wind farm construction projects requires not only advanced technological solutions but also special attention to transport safety and the organization of logistical processes. This study employed the FMEA (Failure Mode and Effects Analysis) risk analysis method, which allows for the identification of potential defects and their causes. Data were collected through surveys, interviews with representatives of transport companies, and field observations. The research sample included 11 companies specializing in oversized transport in Poland and European countries. Based on the gathered information, 15 typical risks associated with the transport of wind turbine components were identified. The most significant risks include the possibility of road accidents and discrepancies between the actual dimensions of the cargo and the transport documentation. The results highlight the need for improvements in route planning, precise verification of cargo parameters, and better management of administrative processes related to obtaining permits. The development of the wind energy sector and dynamic investments in wind farms make the optimization of oversized transport a crucial element in supporting the execution of eco-friendly projects and sustainable development.

1. Introduction

The movement of freight is one of the most key elements in the economies of all countries [1], but in many cases we have to deal with the transport of freight that exceeds the permissible parameters in terms of dimensions and weight [2]. Their transport is a response to the need to move those loads that, under traditional transport conditions, would not be possible to transport to the designated place [3]. The most common types of abnormal loads include construction, road and agricultural equipment, steel constructions, heavy machinery, halls and production lines [4,5]. Such equipment is used in key sectors of the economy and above all in the construction industry, as far-reaching technology makes it possible to construct ever larger, bulkier and higher structures [6,7,8].

Transporting a wind power plant is a logistical challenge. Primarily, the transportation of components is complicated due to their massive size. Key parts of the power plant, such as the tower, rotor blade, transformer, or nacelle, when intended for high-capacity power plants (>2 MW), can weigh several dozen tons or more and measure over 70 m in length. The most common method for transporting wind power plants is by land. Unfortunately, a significant drawback that greatly complicates the entire logistics process is the necessity of delivering each component separately to the investment site.

The transportation of wind turbine components plays a key role in the rapidly growing renewable energy sector [9,10,11,12,13]. In Poland, according to the 2023 Wind Energy in Poland report, wind energy has become the cheapest source of electricity, which has con-tributed to the intensification of investment in wind farms [14,15,16,17,18,19].

According to the Polish Energy Policy until 2030, renewable energy production is to amount to 39.5 TWh, which corresponds to 18.2% of total energy production. Energy from wind farms should reach 18 TWh, or 8.2% of gross production, which requires the construction of a capacity of 19,150 MW. It is planned that 17,500 MW will come from onshore farms and 1650 MW from offshore farms. With an average turbine power of 4 MW, it will be necessary to build approximately 4400 turbines over 20 years, which is a major logistical challenge [15,16]. Transporting these turbines by land means carrying out approximately 40,000 trips of non-standard vehicles. This will require approximately 400 convoys per year, not counting the transport of spare parts [17,18]. Carrying out these transports will encounter numerous difficulties, which is why actions are necessary to increase the logistics efficiency [20]. Just a few years ago, wind turbines with a capacity of 2–3 MW were the standard on the global market. Today, investors can already place orders for turbines with a capacity of up to 6 MW. Leading the race in this regard is General Electric, which is testing the first prototype of a 13 MW turbine. Starting in 2023, this turbine will be delivered to the world’s largest wind farm with a capacity of 3.6 GW, to be built off the coast of the United Kingdom by a consortium of Equinor, SSE Renewables, and Eni [21]. Not wanting to lag behind, Siemens Renewables, the world’s largest manufacturer of offshore wind turbines, has announced plans to introduce a turbine with an even greater capacity of up to 15 MW. The rotor blade diameter of this turbine is expected to reach a record-breaking 222 m [22].

The development of wind energy in Poland and worldwide requires advanced logistics solutions for the transport of wind power plant components [23]. Efficient transport of these components is essential for the further development of the sector and the achievement of global climate goals [24,25,26,27].

The carriage of oversize loads by road transport means is one of the tough and complex challenges facing shippers and carriers on a daily basis [28,29]. The whole process requires an individual approach and knowledge of the necessary regulations, together with the ability to maneuver them in practice. This forces transport companies to equip themselves with valuable handling equipment, a specialized transport fleet or qualified staff. A key aspect is also the need for special transport safety, which has a direct impact on the possibility of an accident involving the transported load [30,31]. In spite of the fact that the transport is planned with a long-time horizon, in reality a driver transporting a load of this weight and size often finds himself in a risky situation.

The development of green energy is primarily linked to the reduction in atmospheric emissions, independence from solid resources and the growth of the economy from energy and intermediate industries [17]. The entire process of realizing an individual order of wind farm components is time-consuming and complex [19]. Not only companies in the energy industry are involved, but also intermediaries and logistics operators and, above all, the companies supplying wind farm components from point A to point B. The whole process of realizing domestic solar power plants consists of a number of processes and operations, including logistical processes, without which the installation would not be possible.

As technology advances, the diameters of towers continue to increase. However, this development approaches the upper limit of feasibility for obtaining permits to transport components of such large diameters [32]. The nacelles of turbines generally pose relatively fewer challenges since they can be transported in parts. Nevertheless, even some of them are so large that transporting them on public roads requires permits and specialized transport equipment.

Many manufacturers specializing in the production of vehicles for abnormal transport offer highly specialized solutions designed to meet the demands of transporting wind turbine components. These vehicles are engineered to best meet the needs of transport and installation companies operating in the wind energy sector [33]. Typical wind turbine components requiring specialized vehicles for transportation include rotor blades, turbine nacelles, and tower segments [34].

Given the critical importance of the successful deployment of a wind turbine, meticulous logistical planning becomes paramount. Anticipating all potential difficulties, every stage of the process must be carefully planned. This includes selecting appropriate transport means, determining routes, and securing equipment necessary for loading, unloading, and final assembly. Most transport operations require the acquisition of proper permits, as wind turbine components are often classified as abnormal loads. For instance, the widely used Vestas V90 turbine model has a nacelle weighing 75 tons, blades measuring 62 m each (40 tons per blade), and a tower weighing 152 tons. The entire structure totals 267 tons [35].

This scenario creates an interesting feedback loop: the development of wind turbines and the corresponding increase in the size of their components have driven the advancement of machinery essential for their construction, such as specialized trailers and cranes. Hence, the analysis of risks during the road transport of wind turbines is of critical importance.

The following article presents a risk analysis in the organization of transport of oversized wind power plant components. An in-depth analysis of the abnormal transport process in ten operators offering a given range of transport services is presented.

2. Materials and Methods

The research methodology employed in this study focused on analyzing the risks associated with the transport of oversized goods and involved a combination of qualitative and quantitative approaches. The process began with an oral interview with a representative of company A, a transport industry expert, to gather preliminary information about the logistics of oversized goods transportation. In addition, it was enriched by a literature analysis of the organization of oversized transport contained in the literature [4,5,6,8,20,27,29,30,36,37,38,39,40,41,42]. This initial input served as the foundation for designing a survey questionnaire.

The survey creation process included the development of a paper questionnaire, which was administered through face-to-face interviews with respondents from four selected transport and shipping companies (B, E, F, G companies) near the survey site (Strzelce Opolskie, Poland). Simultaneously, an online survey was developed and distributed through various information channels (initially by email and then by telephone in a conversation with an employee involved in organizing oversized transport) to broaden the audience. The responses collected from both face-to-face and online formats were processed and exported to a spreadsheet for further analysis.

The data analysis stage involved the creation of graphs to identify patterns in responses provided by individual companies. Following this, this study adopted the Failure Mode and Effects Analysis (FMEA) method to systematically evaluate risks in the transport process. This involved several key steps:

• Purpose and Scope Definition: The objective of the FMEA analysis was to identify, evaluate, and mitigate risks associated with the transport of oversized goods in Poland.
• Process Mapping: The logistics process was mapped using a flowchart, detailing the phases of transport and highlighting critical points.
• Risk Identification: Potential risks and obstacles were identified and categorized based on their causes and consequences (the employees who took part in the survey evaluated the individual criteria of the FMEA analysis—P, D, I; they also commented on the proposed 15 risks).
• Risk Assessment: Each risk was assigned a score for its probability of occurrence, importance in terms of transport feasibility, and detectability. These scores were used to calculate the overall risk value for each factor.
• Risk Evaluation: Risk assessment criteria were defined, enabling the classification of risks into acceptable, tolerable, or unacceptable categories.
• Corrective Actions: For risks deemed unacceptable, corrective actions and modifications were proposed to mitigate their impact and enhance the overall safety and efficiency of the transport process (corrective actions were identified through interviews with 11 companies in Poland).

The methodology ensured a comprehensive understanding of the transport logistics and enabled the identification of critical risk factors, laying the groundwork for targeted improvements and risk reduction strategies. The research was carried out between 2023 and 2024.

This article analyses the key issues in the organization of over-the-road transport and assesses the risk of their occurrence. Based on FMEA risk analysis methods, surveys, interviews and observations, 15 typical risks were identified, two of which were categorized as high risk, requiring immediate action.

The FMEA method is used to identify potential defects and their causes, which may limit the proper use of the product in question, reduce the efficiency and effectiveness of the processes carried out, expose the users of the products or recipients of the services to material loss, loss of health and, in extreme cases, even loss of life [36,43,44,45,46,47].

One can distinguish between product (or design) FMEA and process FMEA. In the transport industry, for example, it is used to detect irregularities in ongoing transport processes. It is conducted at various levels of a given project, but its application at the earliest possible stage of development guarantees the removal or minimization of the occurrence of a defect, thus reducing the consequences of its detection, which are usually costly [48].

The approach in this method is as follows:

–

Preparation—The work should start by defining all the processes performed by the organization, such as: transport execution, maintenance of vehicles and technical resources, documentation management, loading and unloading control. In each of these processes, possible risk areas should be analyzed and defined.

–

Hazard identification—At this stage, all possible hazards in the organization that may become apparent during the manufacture, realization or use (of the product/process) are identified. The hazard relationship effect cause is then determined for all types of identified hazards and the current control and monitoring methods used to detect the hazard or cause under consideration are identified.

–

Risk estimation—The aim of this step is to estimate the identified risks for the whole area. On a scale of 1–10, identify the factors contributing to the hazard and assign a risk number R to each hazard, which is the product of the three factors:

R = P·D·I

(1)

where

–

R—risk of hazard occurrence,

–

P—probability of hazard occurrence,

–

D—possibility of identifying the hazard, and

–

I—effect of hazard.

Implementation of preventive actions—the calculations and analyses performed in the previous step—are the basis for making changes to the process. The aim is to eliminate or reduce the risk of critical errors. When it is not possible to completely eliminate the causes of errors, measures should be taken that increase the possibility of detecting them or reduce the negative effects of their occurrence.

In this method, the R parameter takes a value between 1 and 1000 and characterizes the level of each risk identified. It is then compared with the accepted criteria and a risk assessment is made. The level of risk acceptability is illustrated in Table 1.

Table 1. Level of risk acceptability in the FMEA method.

Risk R	Risk Acceptability	Risk Class
R ≤ 80	Acceptable	1 (green color/area)
80 < R ≤ 110	Tolerable (permissible)	3 (yellow color/area)
R > 110	Unacceptable	4 (red color)/area

If the risk measure is in class 3, appropriate measures to control that risk in the process in question are to be introduced immediately to eliminate the hazard or to remove or reduce its effects. If the risk measure is in class 2, appropriate corrective measures are to prevent the possible hazard from occurring. Risks in class 1 theoretically do not require any action, as it is assumed that no action is necessary.

The subjects of the research in this article are transport and forwarding companies that operate in Poland (Table 2, Figure 1).

Table 2. Characteristics of research subjects.

Company	Location	Fleet Size	Specialization	Number of Drivers
A	Opole	44	Transport of industrial machinery and equipment, steel constructions, agricultural machinery, construction elements, wind power plant components	49
B	Strzelce Opolskie	40	Transport of machinery and steel structures, wind power plant components	44
C	Dolna	44	Transport of steel structures, wind power plant structures	47
D	Opole	69	Transport of wind power plants, relocation of machinery, production lines	74
E	Strzelce Opolskie	10	Transport of steel structures and wind power plants	13
F	Strzelce Opolskie	25	Transport of wind turbines, with concentrated mass of long loads	31
G	Strzelce Opolskie	71	Transport of wind power plants, long loads	75
H	Psary	26	Transport of long loads, transport of silos and wind turbines	25
I	Piotrówka	35	Transport of heavy machinery, steel structures and wind power plant components	37
J	Jelcz Laskowice	7	Agricultural machinery, steel structures, heavy construction equipment and wind turbine components	11
K	Niemodlin	44	Transport of reactors, transformers, transport of heavy loads	43

Figure 1. Location of all companies involved in organizing the carriage of oversize loads, indicating the companies analyzed in Table 2.

The table presents a detailed profile of the businesses participating in this study. The analysis includes 11 enterprises specializing in oversized transport. The companies were selected primarily for their experience in transporting wind turbine components (min. 4 transports). In Poland, companies involved in the general carriage of oversize loads are approx. 42, which represents approximately 25% of the surveyed companies. Therefore, the survey can be regarded as a pilot study, although more detailed research may be carried out at a later stage when exploring this type of issue. The table outlines the locations of the company headquarters, fleet size, areas of freight and transport specialization, and the number of employed drivers. Figure 1 illustrates location of companies participating in the survey.

3. Analysis of the Process of Organizing Oversized Transport

The aim of the survey was to map the entire transport process in order to identify problems that pose a high risk in terms of transport safety and those that prevent the further transport of wind turbine components (Figure 2).

Figure 2. Block diagram of the various stages of the process of organizing the transport of oversized wind turbine components.

The individual questions were asked in the course of an in-depth discussion on the topic being researched. The results were presented in the form of separate stages of the overall transport process, with a subsequent indication of the prevailing difficulties. Representatives of transport and forwarding companies described the following in individual steps the organization of the transport of abnormal wind turbine components.

3.1. Freight Search in the Freight Exchange

This stage is based on finding a profitable freight offer on various freight exchanges. After familiarizing himself with a specific offer, a freight forwarder at the transport company contacts the potential customer by e-mail/telephone to find out the details. The aim is to get to know the individual transport order in detail and to analyze its transport requirements. The weight, dimensions in terms of length, width, height, material of construction (e.g., steel, concrete, and timber) or specific characteristics must be examined. Information is also exchanged regarding the loading date and the time/period within which the cargo must be delivered to the unloading site. A FIX term may be used here, referring to the customer’s setting of a deadline for loading or unloading the lorry. Meeting this deadline therefore becomes part of the contract. Another thing that needs to be taken into account with the contractor is the issue relating to permits and pilotage, as these aspects may be the responsibility of both the principal and the contractor (this is determined by the exact specifications of the transport order).

3.2. Calculation of Costs of Service Provision

Costing in the organization of oversized transport in company XYZ involves the process of estimating and analyzing the various cost components associated with the transport of non-standard loads. Cost estimation is a time-consuming process with a high degree of risk. At the planning stage, it is a particularly difficult task due to the large number of unknowns, where theoretical assumptions can overtake practice. Direct transport costs are taken into account here, including charges such as energy, fuel, driver costs, infrastructure adjustment costs, tolls, tire costs, depreciation and amortization. This does not include the costs associated with hiring specialized transport equipment, which companies may not have. In addition, companies do not offer loading/unloading services. Another issue is the cost of permits or pilotage.

3.3. Selection of Specialist Rolling Stock Suitable for the Load in Question

The selection of specialized rolling stock involves identifying and selecting the most optimal means of transport, while taking into account the aforementioned parameters such as the size of the structure or the weight of the load.

3.4. Selection of the Optimum Basic Route and Alternative

In this phase, a preliminary assessment is made of the route by which the cargo would be transported, together with the assignment of a specific driver to the order. This phase also includes a drive along the selected route, in order to assess potential problems that may occur in the transport process and to determine alternative routes, avoiding the original sections of the route where an obstacle has been encountered. During the initial diversions of the route, a detailed note is made with drawings or photographs of the problematic infrastructure elements and recommendations, e.g., dismantling parts of traffic lights, trimming trees or raising telecommunication cables. The diversions is made by the driver assigned to the transport assignment. Before the final route is selected, attention is paid to aspects such as the presence of bridges, tunnels, intersections, narrow streets or sections with limited load-bearing capacity. It is worth noting that the route that is finally chosen does not always turn out to be the shortest route. A more important factor than the transport distance is the safety aspect of getting the cargo to the final recipient intact.

3.5. Obtaining the Necessary Permits and Ordering the Pilotage on the Route

Obtaining a permit to drive can be a time-consuming process, so it is suggested to apply for a permit to the relevant institution relatively sooner. Such a permit is issued in Poland by the road administrator responsible for the road, the starost and the Head of the Customs Office as well as the General Director of National Roads and Motorways (GDDKiA). The competent authority has 14 days to issue a permit, but in practice most are issued within a few days of the application being submitted. In addition, the operators surveyed overwhelmingly have their own fleet of pilot vehicles and qualified pilots with pilot licenses (BF3).

3.6. Implementation of the Transport Service

This stage refers to the start of the execution of the transport order after the departure of the from the loading bay with the goods in question. The assigned driver, after receiving the relevant data, addresses and instructions, starts his work and the forwarder supervises whether everything is going according to plan. The forwarder is able to monitor the driver’s location via GPS and telephone. Thanks to being in constant contact with the driver, the forwarder can keep the customer informed of any traffic jams that prolong the arrival of the load at the destination or potential complications affecting the whole process. The result of the research based on the individual interview questionnaire is a flow chart. Its purpose is to enable a quick analysis of the individual stages of the process of organizing oversized transport in the surveyed businesses.

The diagram above shows the bottlenecks (marked with a red loop) that can pose a problem in implementing the transport of oversized wind turbine components. These include the need to obtain the necessary permits and the need for an alternative route.

The first limitation is related to the multitude of bureaucratic procedures and formalities. Different countries and regions may have different regulations and companies have to comply with a number of requirements, which can prolong the whole process of applying for a permit. In some cases, administrative procedures take more than two weeks, and in the meantime, while the company is waiting for the permit, the cargo is already ready to be transported. This leads to unnecessary delays.

The second bottleneck is the need for an alternative route for a given transport order. Developing a ‘second-choice’ route that meets all the requirements necessary for transporting cargo that exceeds the dimensions of standard goods can be complicated and time-consuming if the availability of alternative routes in a given area is limited. In addition, the need to use alternative routes may face additional administrative hurdles. In some cases, additional permits may be required for the use of certain roads, increasing bureaucracy and delaying the process.

4. Analysis of Risk Factors Using the FMEA Method

The FMEA risk method form was used to classify risks, prioritize sources of risk and deal with them. This method provides support in the process of determining which risks require further or deeper analysis and against which preventive action should be taken, because the foreseeable consequences, taking into account the probability of their occurrence, cause the level of risk to assume unacceptable values. The table presented below (Table 3) illustrates the essence of the impediments presented against the background of the whole work. The table contains columns, respectively:

Table 3. Risk factor analysis.

No.	Entity Responsible for the Defect	Potential Type of Defect	Potential Effect of the Defect	Potential Causes	P	I	D	R	Corrective Action
1	Other road users	Potential accident in front of a vehicle transporting an oversize load.	Forced stoppages along the transit route. End-to-end rerouting. Need to manoeuvre cargo in certain directions to create a corridor of life.	Bravado driving by a driver who is immediately in front of a driver carrying an abnormal load. Excessive speed with the possibility of losing control of the vehicle. Failure to comply with the rules of the road regarding, for example, giving way. Negative weather conditions.	3.5	6.6	6	138.6	Provision of a sufficient number of alternative routes, whereby it is possible to bypass a route that is temporarily impassable route.
2	Independent factors	Unexpected tire shot while driving.	Loss of control of the vehicle. Risk of the lorry and semi-trailer tipping over. Loss of load stability. Need to call the road safety services to secure the scene. Material damage to the transport company.	Mechanical damage to the tire. Carrying a load on a vehicle with under-inflated tires. Lack of systematic observation of tire wear. Overheating of the tire through prolonged driving at high speed.	3.3	3.4	4.8	53.9	Introduction of a permanent tire check each time before the vehicle leaves the loading bay.
3	Road administrator responsible for the road/State administrator/ Customs authority /GDDKiA	The lengthy process of obtaining a permit for oversize goods.	Increasing total costs of providing a transport service. Reducing the efficiency of the company’s transport services. Staff dissatisfaction. Insufficient time to plan the route accurately	Complex regulations governing the transport of oversized goods. Lack of complete and correctly completed documents. Overloading of authorities. Clerks’ slowness as regards the time taken to process an application.	6	5.7	2.7	92.3	The introduction of uniform rules for the issuing of transit permits in all EU countries and shortening the maximum time for issuing permits to a few days.
4	Hired pilot	Late arrival at the loading bay of a pilot hired for a specific order.	Departure from the loading site late. Forced reduction in driver’s working hours during night time. The need to change cargo stopping plans. Longer closure of road and motorway sections.	Possibility of incorrectly locating the loading place. Incorrectly described loading place. Communication problems between forwarder/carrier and external company.	4.5	5.1	3.1	71.1	Introducing contractual penalties for companies responsible for pilotage for causing transport delay.
5	Local road administration/ operator of the road in question	Unforeseen road closures that occur after the journey has already started and which prevent the load from being transported along the previously planned route.	Need to change initial route to an alternative route. Unplanned vehicle downtime. Cargo entrapment if an alternative route cannot be found.	Necessary repairs to be carried out. Collision or road accident. Damage to the road surface.	3.3	5.6	4.5	83.2	Provision of a sufficient number of alternative routes, whereby it is possible to bypass a route that is temporarily impassable route.
6	Independent factors	Need to change or modify route due to inconvenient roundabout.	The need to negotiate a section of the route including a roundabout against traffic or in a straight line. Delays in the delivery of freight on time.	Incorrectly estimated dimensions of the load and the turning radius of the entire fleet. Insufficient experience of the driver in efficient manipulation of the load during turns. Inappropriately matched type of semi-trailer to the dimensions and load capacity of the goods.	3.7	4.6	3.5	59.6	Incomplete demolition of the roundabout to such an extent that it would be possible to drive through it without the need for complete demolition.
7	Highway manager	Narrow entry/exit to/from the motorway/s making it difficult to maneuver the vehicle freely.	High probability of damage to cargo or property. Blocking the entrance/exit to/from the motorway/s in relation to other road users. Slowing down traffic. Need to perform a reversing maneuver.	Incorrectly estimated dimensions of the load and the turning radius of the entire fleet. Insufficient experience of the driver in efficient manipulation of the load during turns. Inappropriately matched type of semi-trailer to the dimensions and load capacity of the goods.	3.7	4.4	3.7	60.2	Introduction of appropriate legal regulations regarding the design of road infrastructure, taking into account the possibility of oversized transport.
8	Independent factors	Infrastructure elements not shown on maps.	The need to change or modify the route. Potential violations of regulations by drivers. Reconstruction of some elements of road infrastructure.	Lack of accuracy and precision in the presentation of individual objects on maps. Lack of road map updates. Overlooking details on the map by the planner/freight forwarder. Introduction of changes to a given route after the travel planning phase.	4.1	4.9	4.5	90.4	Designing and implementing maps of specific countries and cities containing sensitive locations from the point of view of oversized transport.
9	Cargo shipper	The transported load actually turns out to be longer/wider/higher than specified in the order.	Incorrectly selected trailer in relation to the actual dimensions of the transported goods. Greater difficulties in maneuvering the load. The need to re-analyze critical points throughout the entire route.	Error in measurement or assessment of load.	6.1	6.5	3.4	134.8	More detailed verification of a potential order and a request to include a photo illustrating the actual dimensions of the load.
10	Local road administration/road operator	The turning radii on roads under reconstruction in the event of repairs are improperly profiled, making it difficult for cargo to pass through.	Incorrectly estimated transport date in relation to the time of roadworks. Error in route planning by the forwarder. Inadequate execution of procedures accompanying the acceptance of a transport order for execution.	Damage to road infrastructure (including road surface, road signs, curbs—if any). Damage to an oversized vehicle (tractor and/or semi-trailer). Damage to the load on the semi-trailer. Damage to the tires of the semi-trailer combination.	4.2	4.6	3.8	73.4	It is not possible to propose modifications due to the specific nature of the difficulty.
11	Driver	Driver accidentally catching the load on an element of road infrastructure during transport (e.g., a roadside tree).	Potential damage to the tractor and/or semi-trailer along with the goods on it. Financial losses for the transport company due to the damaged goods. Potential image losses for the transport company. Legal consequences for the driver in the form of a ticket, penalty points or civil liability.	Driver error while maneuvering the vehicle. Lack of proper communication with the pilot warning about critical points of road infrastructure. Failure to take into account the height or width of the vehicle in the context of the exact dimensions of the vehicle.	4.4	4.7	5	103.4	More detailed analysis of the route of the transported load and in-depth analysis of the potential driver’s experience.
12	Driver	The driver who has been assigned a specific transport order is under the influence of alcohol before leaving the loading site.	Exposure of the transport company to additional costs related to the delay in departure from the loading site. Legal consequences in the form of a fine, penalty points, withdrawal of the driver’s license or suspension of the given driver from the duties entrusted to him. Image losses for the company. The need to find a replacement driver.	Uncontrolled alcohol consumption by the driver on the day before departure. Lack of sense of responsibility and awareness of the risks associated with driving while intoxicated.	2.9	6.5	4.1	77.3	More frequent sobriety checks by relevant services (e.g., Road Transport Inspection) under the influence of alcohol before leaving the loading site taking place just before the driver leaves the loading site.
13	Carrier/Shipper/Shipper/Freight forwarder	Transport with improperly secured cargo contributing to a potential accident.	Potential risk of a road accident. Possible damage/destruction of goods due to improper transportation. Image losses for the company. Load slipping off the trailer. Vehicle tilting due to incorrect distribution of the weight of the goods.	Lack of proper supervision of the person responsible for loading the goods. Lack of awareness of the proper rules for securing the load on the vehicle. Incorrect distribution of the load on the vehicle. Inappropriate materials or techniques for securing the load.	3.6	5.9	4	85.0	Preparation, introduction and exertion of pressure in the context of enforcing the rules of safe cargo securing.
14	Local road administration/road operator	A detour from the regular route resulting in failure to deliver the load on time.	Delay in delivery of goods to the destination. Additional travel time and costs related to organizing a detour. In some cases, it is not possible to transport the cargo via an alternative route/detour.	Road accident. Road works, road repairs or modernization. Traffic jams between 6:00 and 9:00 and 15:00 and 17:00. Unfavorable road conditions.	3.6	5.2	4	74.9	It is not possible to propose modifications due to the specific nature of the difficulty.
15	Independent factors	A roundabout arc that does not allow for a traditional bypass and requires driving against the flow of traffic (or having to rebuild it).	Extending the time, it takes to overcome the obstacle in the form of a roundabout. The necessity to block the fluidity and capacity of the roundabout for the time of travel. Causing traffic congestion in the area of access roads to the roundabout.	Lack of appropriate detour routes. Incorrectly calculated dimensions of the vehicle with the trailer and turning radii. Incorrect assessment of the size of the roundabout. Obstacles impossible to remove during transport.	4	4.7	3.7	69.6	It is not possible to propose modifications due to the specific nature of the difficulty.

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Person/entity responsible for the defect—the person who takes possible responsibility for the fact that the hazard/obstacle has arisen,

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Potential type of defect—the hazard or difficulty analyzed,

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Potential effect of the defect—the listed effects of the individual impediment,

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Potential causes—the listed causes of individual handicaps,

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Column “P”—indicating on a scale of 1–10 the probability of a specific handicap occurring,

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Column “I”—indicating on a scale of 1–10 the importance of a given impediment in the context of the possibility of carrying out transport,

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Column “D”—indicating on a scale of 1–10 the detectability of a given obstacle,

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Column “R”—which is the product of the above three coefficients (P, I, D) and characterizes the level of each identified risk, and

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Corrective actions—proposed modifications to increase the level of safety of the entire service and to minimize the negative effects/risks.

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Risk level legend discussed in the table:

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Intolerable (red)—the probability of the occurrence of the difficulty and/or the significance in the context of the possibility of carrying out the transport is unacceptable. Modifications should be introduced to reduce the probability of the risk occurrence.

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Tolerable (yellow)—if the risk has been classified in this category, the possibility of its occurrence and the consequences should be taken into account. It is necessary to take action to reduce it. If, despite this, the risk still remains at this level, it can be considered acceptable provided that it has been carefully analyzed.

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Acceptable (green)—if the risk is in the green area, it is considered low (the probability of the threat occurrence is very small and/or the consequences are not too serious). However, it is still necessary to consider further risk reduction.

As a result of the conducted risk analysis, two critical areas requiring immediate corrective actions were identified, both exceeding the risk value of R > 110. These were classified as intolerable risks, located in the red zone. Risks classified in the red zone can be identified based on specific causes and may result in significant consequences. These are described as follows:

• Discrepancies between the actual dimensions of the cargo and the transport documentation
  Causes:

  (a)

  Measurement or assessment errors leading to inaccurate determination of the cargo dimensions by the sender.

  Consequences:

  (a)

  Inappropriate selection of the trailer, rendering it unsuitable for the actual dimensions of the cargo.

  (b)

  Increased difficulty in maneuvering the load during transportation.

  (c)

  Necessity for re-evaluation of critical points, objects, or locations along the route.

2.

Potential accidents involving vehicles transporting oversized loads

Causes:

(a)

Reckless driving by a driver traveling immediately ahead of the vehicle carrying the oversized load. “Reckless driving” refers to a behavior that contradicts safe driving practices, exhibiting disregard for road safety.

(b)

Excessive speed, increasing the likelihood of losing control over the vehicle and creating hazardous conditions.

(c)

Non-compliance with traffic regulations, such as yielding right of way or adhering to instructions provided by pilot vehicles directing traffic at intersections during the transport of oversized cargo.

(d)

Failure to maintain a safe minimum distance between vehicles traveling in the same direction. In emergency situations requiring quick reflexes and sudden braking, this failure eliminates the driver’s ability to respond effectively.

(e)

Adverse weather conditions, reducing traction and impairing visibility, which may include obscured roads or other road users.

Consequences:

(a)

Forced delays along the transport route, affecting the final delivery timeline of the cargo.

(b)

Necessity to change the planned route if the primary road becomes impassable for an extended period.

(c)

Requirement to maneuver the load strategically to create an emergency corridor (“life corridor”) for emergency vehicles.

In view of the above, the following modifications could be considered when organizing transport:

• Potential Accident in Front of a Vehicle Transporting Oversized Cargo: Due to the nature of this risk and the presence of external factors such as road conditions and the behavior of other road users, its complete elimination is challenging. To minimize the consequences of such an event, the following solutions are proposed:
  • Establishment of Alternative Routes: Defining a sufficient number of alternative routes allows for a quick response in the event of temporary impassability of the primary route. This enables the driver to independently adjust the route, avoiding delays and minimizing disruptions to road traffic [49,50].
  • Implementation of a Collision Detection System: This system would integrate GPS data, satellite maps, and real-time road condition information. Its primary functions include: Continuous monitoring of the planned route; risk analysis for potential accidents based on historical data; automatic alerts in case of incidents occurring along the route; providing estimated delays and recommendations for rerouting or stopping at a safe location [51,52].
  Adopting such solutions would enhance transport safety and mitigate the impact of unforeseen events on the execution of logistical asks.
• Discrepancies in Cargo Dimensions: to prevent situations where the actual dimensions of the cargo differ from those specified in the transport order, the following measures are suggested:
  • Detailed Verification of Transport Offers: Requiring the shipper to provide photos illustrating the cargo and its actual dimensions. Repeated discrepancies from the same contractor should lead to the termination of collaboration [51].
  • Introduction of a Pre-Selection Measurement System: This system, based on advanced sensors placed at various points on the loading platform, would enable automatic scanning and comparison of the cargo dimensions with those specified in the transport order. In cases of discrepancies, the system would generate an alert, helping to avoid problems related to dimensional inconsistencies [52].
  The proposed solutions aim to minimize critical risks identified in the process of transporting oversized cargo. Implementing these technologies and strategies will not only improve safety but also enhance operational efficiency by reducing potential delays and costs associated with logistical risks.

5. Conclusions

This article focuses on the analysis of the most common problems in the organization of transport of oversized goods of wind farm elements and the estimation of the risk of their occurrence. The selection of individual difficulties included both organizational and legal aspects related to the transport of large and atypical loads.

Poland has been developing the renewable energy sector for years, with wind energy as one of the key elements. Increased investments in wind farms, both onshore and planned offshore projects, contribute to the growth of ecological power plants. Government support or dedicated subsidies from EU funds, as well as pro-ecological activities create favorable conditions for the development of this energy sector. Electricity obtained from wind energy is considered “ecologically clean”, but it is not completely free of emissions and other environmental impacts. At the end of 2023, Poland reached approximately 7 GW of installed capacity in wind farms. The dynamic increase in installed capacity, especially onshore, contributes to an increase in the share of wind energy in the country’s energy balance. Poland is one of the countries actively developing the renewable energy sector. Wind energy has become a key element of the energy strategy supporting sustainable development. This contributes to the constant demand for wind farms along with the demand for oversized transport. Oversized transport is an integral part of wind project implementations, requiring a multidisciplinary approach and close cooperation between various entities in the logistics and energy sectors. In Poland, this market is developing dynamically, responding to the needs of the growing renewable energy sector.

The main subject of the research was a transport and forwarding company offering oversized transport. An oral interview was conducted with company representatives. Their task was to indicate critical moments in the organization of the process of transporting oversized wind farm elements. Thanks to this perspective and the past experience of business entities, it was possible to conduct a risk analysis using the FMEA method, which made it possible to isolate from 15 difficulties:

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Two risks, located in the red area: potential accidents involving vehicles transporting oversized loads and discrepancies between the actual dimensions of the cargo and the transport documentation.

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Five risks were classified as tolerable (yellow area), requiring preventive actions to mitigate their potential impacts.

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The remaining eight risks were deemed acceptable (green area), characterized by low probability and minimal consequences; however, continued monitoring and preventive strategies are advisable.

Wind energy is gaining importance in Poland, and the development of this sector is also driving innovations in oversized transport, necessary for the implementation of complex energy projects. Therefore, it is necessary to determine the risk factors for the transport process of wind farm elements, primarily due to the cost of the entire investment and the complexity of individual stages of the transport process. The wind farm market in Poland has positive development prospects, with intensified investments and increasing support from government regulations. Changes in this area will be crucial for achieving goals related to sustainable development and emission reduction.

This study highlights the importance of accurate verification of cargo dimensions and proactive route planning to minimize risks associated with infrastructure challenges and road closures. The findings suggest the need for standardization and streamlining of permit acquisition processes across various jurisdictions to reduce delays and inefficiencies. Companies are encouraged to implement advanced technologies, such as GPS monitoring and real-time communication systems, to enhance coordination and response times in unforeseen circumstances.

Future research could expand the scope of analysis by including a larger and more diverse sample of transport companies operating in different regions or under varying regulatory conditions. An in-depth exploration of advanced technologies, such as autonomous vehicles or artificial intelligence-based route optimization, could provide innovative solutions to mitigate transport risks. Comparative analyses of the efficiency of various logistical strategies across different countries could offer valuable benchmarks and best practices for improving oversized transport efficiency.

The dynamic development of the wind energy sector in Poland underscores the critical role of efficient and safe transport solutions in achieving sustainable energy goals. Identifying specific risk factors and proposing actionable measures makes a significant contribution to the discussion on improving logistical efficiency and safety within the renewable energy supply chain.

In conclusion, this study’s findings provide a foundation for enhancing the transportation processes of oversized wind turbine components. The proposed recommendations not only address current logistical challenges but also support the long-term growth of the renewable energy sector by fostering more resilient and efficient transport networks. Future research and collaboration among stakeholders will be essential to build on these insights and further optimize the logistics of oversized transport.