CONDITION ASSESSMENT, REPAIR STRATEGY AND BUDGET …€¦ · Port Authority S.A. (“OLP” or...
Transcript of CONDITION ASSESSMENT, REPAIR STRATEGY AND BUDGET …€¦ · Port Authority S.A. (“OLP” or...
HPC Hamburg Port Consulting GmbH
December 2015
OLP Piraeus Port Authority S.A.
Greece
CONDITION ASSESSMENT, REPAIR
STRATEGY AND BUDGET ESTIMATE
FOR OLP PIER 1 RMG CRANES
Draft Final Report
03/12/2015 17:17 Y:\PROJ\PPOS\26584_OLP RMG Yard\Report\OLP Pier 1 RMG Cranes_draft final.doc
OLP Piraeus Port Authority S.A.
Greece
CONDITION ASSESSMENT, REPAIR
STRATEGY AND BUDGET ESTIMATE
FOR OLP PIER 1 RMG CRANES
Draft Final Report
HPC Hamburg Port Consulting GmbH Container Terminal Altenwerder Am Ballinkai 1 21129 Hamburg Germany Phone: +49-40-74008-224 Fax: +49-40-74008-133 E-Mail: [email protected] Internet: http://www.hpc-hamburg.de
Copyright © by HPC 03/12/2015
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate iii
HPC Hamburg Port Consulting GmbH
TABLE OF CONTENTS Page
1. INTRODUCTION 1
2. RMG CRANE INSPECTION OVERVIEW AND RESULTS 2
2.1 Inspection Overview 2
2.1.1 Main Technical Data 2
2.1.2 Equipment Overview 3
2.2 Inspection Results 4
2.2.1 General Findings 4
2.2.2 Detailed Findings per RMG 12
3. RMG CRANE REPAIR AND MAINTENANCE ACTIVITIES 20
3.1 Repair Activities and Cost Estimates 20
3.1.1 Repair Costs due to Rail Settlements 20
3.1.2 Further Repair Costs 20
3.1.3 Repair Strategy 21
3.2 Maintenance Activities and Cost Estimates 22
3.2.1 General Maintenance Considerations 22
3.2.2 Maintenance Situation at OLP 23
3.2.3 Maintenance Costs 23
4. SUMMARY 25
ANNEX
Annex 1: Maintenance Cost Plan RMG Cranes
iv OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
TABLE OF FIGURES Page
Figure 1: Gantry Wheels 5
Figure 2: Modified Bearings 6
Figure 3: Pin Connection between Sill Beam and Gantry System 6
Figure 4: Operator’s Cabin Door 7
Figure 5: Cage at Operator’s Cabin 8
Figure 6: Oil Pollution 8
Figure 7: Spreader without Flippers 9
Figure 8: Cable Trays 10
Figure 9: Cable Grommets 10
Figure 10: Cable Damages 11
Figure 11: Findings RMG01 12
Figure 12: Findings RMG02 13
Figure 13: Findings RMG03 14
Figure 14: Findings RMG04 14
Figure 15: Findings RMG05 15
Figure 16: Findings RMG06 16
Figure 17: Findings RMG07 17
Figure 18: Findings RMG08 18
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate v
HPC Hamburg Port Consulting GmbH
LIST OF TABLES Page
Table 1: Main Equipment Dimensions and Capacities 3
Table 2: Inspected Equipment Overview 4
Table 3: Equipment Repair Cost Estimation (Gantry Systems) 20
Table 4: Equipment Repair Cost Estimation (Other) 21
Table 5: Equipment Maintenance Cost Estimation (per Year) 24
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 1
HPC Hamburg Port Consulting GmbH
1. INTRODUCTION
The OLP Pier 1 terminal has experienced settlements in the RMG yard, especially
on the rails which affect operational performance and usability of the area. With
damages on the RMG cranes impacting operations, HPC Hamburg Port
Consulting GmbH (“HPC” or “the Consultant”) has been engaged by OLP Piraeus
Port Authority S.A. (“OLP” or “the Client”) to understand the damage and assess
the associated immediate repair costs and finally obtain insights in maintenance
cost estimates of the same over the next 30 years.
Scope of the present report is the condition assessment, repair strategy and budget
estimate for Pier 1 RMG cranes.
The data required for the underlying survey was provided by OLP. Further data
collection was conducted during the site visit to OLP Pier 1 terminal carried out
by the Consultant’s technical experts on the 10th
and 11th
of November 2015. The
site visit included an in-depth discussion with the OLP container terminal’s
management, the heads of the operations and the maintenance department as well
as employees from OLP’s technical department. The in-depth discussion was
followed by a guided visit of the Consultant’s experts by OLP’s authorized
personnel in the container terminal facilities. During the visit, a visual inspection
of the RMG yard area has been carried out to assess general working conditions as
well as major visible deficiencies and deteriorations. The focus of this inspection
was on damages caused by the above mentioned settlements.
2 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
2. RMG CRANE INSPECTION OVERVIEW AND
RESULTS
This section provides the results of the assessment of the OLP Pier 1 RMG
cranes obtained from visual inspection. Further to this, a repair and
maintenance strategy will be elaborated and an estimation of costs
associated with this strategy will be provided.
2.1 Inspection Overview
The RMG crane inspection carried out by the Consultant’s technical experts
focused on potential damages caused by a local settlement of the gantry rails. In
order to precede this, the technical experts relied on international standards for
port handling equipment of this size. The study was performed using methods and
procedures that are consistent with good commercial and customary practice.
Every reasonable effort was made to ensure the accuracy of the data forming the
basis of this assessment.
The inspection consisted of a visual inspection only and was performed by a
mechanical engineer. Components were not disassembled. Dynamic or load tests
were not part of the proceedings either. The engineer focused mainly on the
damages and wear and tear found at the gantry systems due to above mentioned
rail settlements. Furthermore, a brief visual inspection of other mechanical and
electrical components was performed.
During the survey, the Consultant’s technical experts received as-build drawings
of the RMG cranes and main technical specifications from OLP for further use.
2.1.1 Main Technical Data
The inspection focused on all eight RMG cranes currently installed in the RMG
yard. All eight RMG cranes were manufactured by Greek company Rokas based
on a design prepared by Italian company MGM-OMG. The following Table 1
indicates main dimensions and capacities of the RMGs.
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 3
HPC Hamburg Port Consulting GmbH
Table 1: Main Equipment Dimensions and Capacities
Description Capacity/Dimension
Lifting capacity below spreader: 40 t
Lifting capacity with hook: 55 t
Span (rail centre distance): 42,500 mm
Cantilever from rail centre (fixed post side): 12,500 mm
Cantilever from rail centre (hinged side): 11,000 mm
Outreach (fixed post side): 7,000 mm
Outreach (hinged side): 7,000 mm
Total trolley travelling path: 56,500 mm
Height under spreader: 18,300 mm
Clearance between portal legs: 16,000 mm
Overall length from buffer to buffer, max: 25,900 mm
Rail size: A 100
Number of wheels per corner/diameter: 8/630 mm
Number of individually driven wheels per corner: 50%
Hoisting speed (with 40 t): 30 m/min
Hoisting speed (with empty spreader): 60 m/min
Trolley speed: 120 m/min
Gantry speed (with 40 t): 100 m/min
Maximum vertical track load: 28 t/m
Maximum single wheel load: 25.5 t
Minimum gantry wheel distance: 900 mm
Total RMG weight: 442 t
Power supply: 20 kV/50 Hz
Source: OLP, Nov. 2015
2.1.2 Equipment Overview
The RMG equipment of Pier 1 that was inspected by the technical experts can be
found in Table 2 below. The table also contains all hour meter readings carried out
during the inspections on 10th
and 11th
November 2015.
4 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Table 2: Inspected Equipment Overview
Equipment Year of
Manufacture
First Year of
Operation
Operating Hours
Hoist Trolley Gantry
RMG01 2009 2010 7,583 6,263 2,667
RMG02 2009 2010 9,200 7,585 2,745
RMG03 2009 2010 8,119 6,715 3,481
RMG04 2009 2010 8,215 6,771 2,773
RMG05 2010 2010 2,634 2,202 831
RMG06 2010 2010 8,121 6,822 2,572
RMG07 2010 2010 7,536 6,475 2,696
RMG08 2010 2010 6,178 5,292 2,060
Source: OLP/HPC, Nov. 2015
2.2 Inspection Results
2.2.1 General Findings
All RMGs were declared by OLP’s technical staff being ready for operation
whereas in particular those RMGs at the outer ends of the two container stacks
(R1 and R2) were partially found with rust on the gantry wheels showing very few
movements in the recent past. This is obviously due to the position in the stack
and the current traffic (container stack R2 was found almost empty). The overall
condition of the RMGs was fair and the overall operating hours were much lower
than expected for a period of five years in operation (see Table 2).
As stated above, the main purpose of the inspections was a mechanical assessment
of damages caused by the settlement of the gantry rails.
Particular attention during inspections was given to the gantry systems and the
gantry wheel flange damages which could be observed in connection with those
damages occurred at the gantry rails. OLP technical staff reported that some RMG
gantry wheels were turned by 180 degrees as the flange on one side of the wheel
was worn off. Some extremely damaged wheels were entirely replaced by new
ones. The worst damages of wheel flanges were found on RMG03.
An inspection of a new wheel in the workshop area showed that the dimensions of
this wheel were according to the technical specification in terms of outer width of
180mm and inner running surface (between flanges) of 115mm (Figure 1).
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 5
HPC Hamburg Port Consulting GmbH
Figure 1: Gantry Wheels
New (outer width 180 mm) Worn out (outer width > 180 mm)
Typical damage (wheel, rail) Typical damage
Source: HPC, Nov. 2015
It was noted that the wheel alignment was insufficient for all gantry systems (four
per RMG, one per corner). Gantry wheel flanges were touching the gantry rails on
both sides (waterside respectively landside of the rail) even within one single
corner of the RMG. It was understood that just after entry into operation the
manufacturer of the equipment was called again to the terminal in order to do
wheel alignment measurements and to re-align the gantry wheels. In the course of
this action bearings were modified for the gantry system (Figure 2). It was
obvious that necessary additional welding was done after painting.
6 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Figure 2: Modified Bearings
Source: HPC, Nov. 2015
Some of the pins which are connecting the sill beam and the gantry system are no
longer locked against rotation as the anti-twist protections (fixed metal sheets)
were missing or dismantled. Some of the pins were twisted inside the outer sill
beam flange which is objectionable.
Figure 3: Pin Connection between Sill Beam and Gantry System
Anti-twist protection not functional Anti-twist protection missing
Source: HPC, Nov. 2015
For a sustainable rehabilitation of the RMGs it is recommended to change all
gantry wheels (32 per RMG) and to change / repair pin connections between sill
beam and gantry system where deemed necessary. After this a professional wheel
alignment and measurement must be carried out before re-entering into
operations.
Further to the above mentioned damages some other mechanical damages which
cannot be directly attributable to the rail settlement have been observed during site
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 7
HPC Hamburg Port Consulting GmbH
visit inspection. These damages are described in the following and have been
considered in the calculation of the repair and maintenance costs.
It was understood that side rollers were installed for the trolley wheels (on one
side of the trolley only) after the operator found the trolley side guidance
insufficient and therefore raised a respective claim. According to OLP’s technical
staff there were no problems experienced with the trolley side guidance since
then.
Furthermore it was understood that the initial design of the trolley was without a
machinery house (M-house) covering the machinery on top of the trolley
including hoist system and trolley motors. After intervention of the operator the
M-house roof was added.
As the initial paint quality was obviously poor, on top of the girders corrosion was
found (partially in weld seam areas).
The operator’s cabin doors couldn’t be fixed when opened respectively a stopper
was not existing; hence the door glass is broken on most of the RMGs, refer to
Figure 4.
Figure 4: Operator’s Cabin Door
Source: HPC, Nov. 2015
A design problem was obvious for the cage at the upper part of the ladder at the
rear side of the operator’s cabins. OLP’s technical staff reported that this cage
may collide with the cross beam between the two girders of the RMG when the
trolley is moved to the very back (waterside). As a consequence these cages where
damaged on most of the RMGs, refer to Figure 5.
8 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Figure 5: Cage at Operator’s Cabin
OK Damaged
Source: HPC, Nov. 2015
Consequently an overhaul of the operator’s cabins is recommended including all
glass ruptures as well as replacement or repair of safety devices such as the cage
at the rear of the cabin. In order to avoid any further damages of the cage, the
RMG control system should be modified in order to slow down and stop the
trolley before collision of the cage with the rear cross beam.
Inside the machinery house oil pollution was found below the hoist gear boxes on
most of the RMGs, refer to Figure 6 below. This should be further investigated as
the entire area is dirty due to recent rope changes and potential gear box leakages
should be detected and eliminated where deemed necessary. Only on RMG05 the
area was found comparatively clean whereas this RMG showed fewest operation
hours by far.
Figure 6: Oil Pollution
Source: HPC, Nov. 2015
Cross beam
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 9
HPC Hamburg Port Consulting GmbH
Moreover it was noted that on some RMGs the spreader flippers were missing and
not replaced so far (see Figure 7 below). It was understood during the visit that the
reason for the missing replacement or repair of the same was a shortage of spare
parts. It is recommended to carry out a spreader overhaul during which missing
flippers should not be replaced by new ones but to change all of them into fixed
corner guides in consultation with the spreader manufacturer, which will also
result in lower maintenance costs in the long run. Experience has shown that for
RMG operation fixed corner guides are the better choice compared with movable
ones currently in use at OLP.
Figure 7: Spreader without Flippers
Source: HPC, Nov. 2015
2.2.1 Electrical
As stated above, the main purpose of the inspection was a mechanical assessment
of damages caused by the settlement of the gantry rails. However, some electrical
findings are highlighted below as there will be an impact on the overall repair
costs.
It was observed that for all cable trays mounted outside the steel structure a full
cover of the tray was not provided in order to protect the cabling from sunshine.
In this case it is important that cable ties must be UV-resistant which is obviously
not the case. For some RMGs cables started falling off in particular from vertical
trays at landside legs due to broken cable ties and the operator already started to
replace cable ties by new UV-resistant ones. Please refer to Figure 8 below.
10 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Figure 8: Cable Trays
Source: HPC, Nov. 2015
Figure 9 shows that cable grommets are not UV-resistant as well. Most of them
are damaged and the cables are now rubbing on the metal tubes.
Figure 9: Cable Grommets
Source: HPC, Nov. 2015
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 11
HPC Hamburg Port Consulting GmbH
Finally damages were detected concerning the cables inside the power chain on
top of the girder (Figure 10).
Figure 10: Cable Damages
Source: HPC, Nov. 2015
It is recommended to carry out an overall electrical rehabilitation of the RMGs
including all cabling and the power chain on top of the girder as well as
introducing UV-resistant cable ties and grommets all over the equipment.
A spot check on one RMG showed that the spreader cable was repaired and hence
did not fit into the basket properly. This topic should be further investigated on all
RMGs.
12 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
2.2.2 Detailed Findings per RMG
This chapter summarised detailed findings per RMG by means of pictures taken
during the inspections. Apart from mechanical damages directly attributable to the
rail settlement, other mechanical damages as well as electrical deteriorations that
have been observed during site visit inspection are described.
Figure 11: Findings RMG01
RMG01 type placard Anti-twist protection not functional
Anti-twist protection not functional Door glass broken
Damages below elevator Gantry motor missing (being repaired)
Source: HPC, Nov. 2015
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 13
HPC Hamburg Port Consulting GmbH
Figure 12: Findings RMG02
RMG02 type placard Anti-twist protection not functional
Anti-twist protection not functional Anti-twist protection (detail)
Door glass broken Computer inside cabin missing
Source: HPC, Nov. 2015
Note: On RMG02 the cage at the upper part of the ladder at the rear side of the operator’s cabins was damaged. One of the spreader flippers was also missing.
14 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Figure 13: Findings RMG03
RMG03 type placard Wheel flange completely worn off
Wedge missing (gantry) Corrosion on top of girder (weld seam)
Source: HPC, Nov. 2015
Figure 14: Findings RMG04
RMG04 type placard Anti-twist protection, bolt missing
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 15
HPC Hamburg Port Consulting GmbH
Lower platform damaged Cable tray damaged
Door glass broken Two flippers missing
Source: HPC, Nov. 2015
Figure 15: Findings RMG05
RMG05 type placard Anti-twist protection not functional
16 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Anti-twist protection, bolt missing One flipper missing
Door can be fixed, OK New cable grommets
Source: HPC, Nov. 2015
Figure 16: Findings RMG06
RMG06 type placard Lower platform damaged
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 17
HPC Hamburg Port Consulting GmbH
Trolley rail repaired, broken again Cabin side glass broken
One flipper missing Cage damaged
Source: HPC, Nov. 2015
Figure 17: Findings RMG07
RMG07 type placard Gantry wheel, excessive wear
18 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Gantry wheel, excessive wear Door glass broken
Cage damaged
Source: HPC, Nov. 2015
Figure 18: Findings RMG08
RMG08 type placard Rarely in use
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 19
HPC Hamburg Port Consulting GmbH
Rarely in use Door glass broken
Cage damaged
Source: HPC, Nov. 2015
20 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
3. RMG CRANE REPAIR AND MAINTENANCE
ACTIVITIES
This section delivers an overview over the recommended repair and
maintenance measures based on the above described inspection results. In
addition, cost estimates associated with the recommended measures will
be provided.
3.1 Repair Activities and Cost Estimates
3.1.1 Repair Costs due to Rail Settlements
Based on the inspection results listed above, recommended repair works for the
RMG cranes include the change of all gantry wheels, the change / repair of pin
connections between sill beam and gantry system where deemed necessary and a
professional wheel alignment and measurement before re-entry into operations.
The following table summarizes the estimated repair costs due to the settlement of
the gantry rails which are estimated at 2.2 million EUR in total:
Table 3: Equipment Repair Cost Estimation (Gantry Systems)
Ref. Repair Works
Cost
estimation per
RMG
Cost Estimation
for Fleet (8 RMGs)
1.1 Change wheels on all gantries € 200,000.00 € 1,600,000
1.2
Change / repair pins (sill beam / gantry) where deemed necessary, i.e. anti-twist protection missing or not functional
€ 300,000
1.3
Wheel alignments and measurements
€ 36,000.00 € 300,000
One-off costs € 12,000.00
TOTAL ESTIMATED VALUE € 2,200,000
Source: HPC, Nov. 2015
3.1.2 Further Repair Costs
Table 4 below summarizes the estimated costs for all further works to be carried
out in order to rehabilitate the equipment. These costs are estimated with 1.4
million EUR in total.
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 21
HPC Hamburg Port Consulting GmbH
Table 4: Equipment Repair Cost Estimation (Other)
Ref. Repair Works Cost estimation
per RMG
Cost Estimation for
Fleet (8 RMGs)
2.1 Electric overhaul (incl. cabling and power chains, UV-resistant cable ties and grommets)
€ 150,000.00 € 1,200,000
2.2 Operator’s cabin overhaul (incl. glasses, safety equipment)
€ 15,000.00 € 120,000
2.3 Spreader overhaul (incl. new flippers) € 10,000.00 € 80,000
TOTAL ESTIMATED VALUE € 1,400,000
Source: HPC, Nov. 2015
For a sustainable rehabilitation, the RMG cranes repair works have to be
accompanied by adequate repair works for the RMG yard area where severe
damages have been observed on the crane rail. The recommended repair works for
the yard area are outlined in the Consultant’s report on “Condition Assessment,
Repair Strategy and Budget Estimate for OLP Pier 1 RMG Yard Area” (2015).
3.1.3 Repair Strategy
All works described in Table 3 and Table 4 above with references 1.1 and 1.2 as
well as 2.1, 2.2 and 2.3 can be performed beside the rails by shifting the RMG to
the side. Any side shifting of an RMG would be combined with the jacking up of
the equipment which will be necessary anyhow in order to repair the gantry
system. It goes without saying that the stack in the working area must allow for
such action, hence no containers are stacked in this area.
The only work that must be carried out on an already rehabilitated gantry rail is
the wheel alignment and measurement (Task 1.3 in Table 3) for which the
repaired RMG will be positioned on the new rail. This work must be done after
the repair of the gantry system repair itself (Tasks 1.1 and 1.2 in Table 3). The
estimated time to perform the wheel alignment and measurement is one week per
RMG. Consequently there is the need to block the stack after gantry rail
rehabilitation before the RMGs can return into operations. Due to the complexity
of the wheel alignment and measurement it is assumed that only one RMG can be
repaired at the same time resulting in a minimum of four weeks per stack.
Furthermore, all works described in Table 4 above with references 2.1, 2.2 and 2.3
(i. e. electric, operator’s cabin and spreader) can be carried out independently
from the gantry repair.
22 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
3.2 Maintenance Activities and Cost Estimates
3.2.1 General Maintenance Considerations
Maintenance is defined as the preventive and corrective activities required
keeping equipment or a facility in condition so that it may be utilised and
maintained at its assigned or designed capacity and efficiency. The maintenance
program shall be such as to provide for:
Disclosure of need for and the performance of normal maintenance,
Disclosure and reporting of the need for capital type rehabilitation,
and
Recording of the work accomplished under the program,
consistent with sound industrial practice.
Maintenance activities are subdivided into two types:
Preventive Maintenance (approx. 80% of total workload)
Corrective Maintenance (approx. 20% of total workload).
Preventive Maintenance
Preventive Maintenance (PM) is defined as those items of planned work required
on a periodic (i.e. daily, weekly, semi-monthly, monthly, quarterly, semi-annual
and annual) basis to prevent and/or delay failures in equipment and facilities. The
factors in considering the degree of PM to be employed are based upon reliability,
criticality and economics of the equipment/facility/system being maintained.
The PM program is implemented through a pre-planned Preventive Maintenance
Instruction (PMI).
The PMIs are based on the manufacturing recommendations, contract
requirements and/or engineering evaluations as to what is required to prevent
and/or delay failures in equipment, facilities and systems.
PM includes inspection, checkout, adjustment, lubrication, cleaning, servicing,
calibration, corrosion control, leak check, and alignment performed in accordance
with the organisation’s preventive maintenance instructions.
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 23
HPC Hamburg Port Consulting GmbH
Corrective Maintenance
Corrective maintenance is defined as those items of work necessary to change
parts, accessories, apparatus, bearings, drive belts, chains, pulleys, sheaves,
valves, piping apparatus, strainers, filters, dryer elements and the change-out of
components such as generators, pumps, starters, motors, radiators and total
overhaul of the basic item of equipment, facility or utility system.
Corrective maintenance is performed as a result of equipment or system
breakdown, accidents or by detection of a malfunction or potential malfunction.
3.2.2 Maintenance Situation at OLP
It was reported by OLP’s technical staff during the inspection visit that the RMG
manufacturer did not provide exhaustive maintenance manuals whereas the
workshop staff is well educated and experienced and able to fulfil their tasks
accordingly in order to guarantee the equipment’s availability. It was further
reported that due to the lack of certain spare parts, some maintenance and repair
works could not be carried out as required, e.g. replacement of spreader flippers.
With respect to the worn out gantry wheels it was assumed that turning the wheels
by 180 degrees instead of replacing them was also due to a shortage of spare parts
in combination with the unsolved rail settlement problem being a root cause for
the wheel damages.
To enhance the overall operational availability and performance the maintenance
scenario should be changed form a “by use” or “failure” mode towards a
preventive maintenance scheme.
3.2.3 Maintenance Costs
In order to estimate annual maintenance costs it is assumed that the above
mentioned preventive maintenance scheme is successfully introduced. It is further
assumed that the initial purchase price per RMG was approx. € 3,000,0001 as the
expected annual maintenance costs for work force and material will be derived by
taking into account this price. In line with long-term experience the following
annual maintenance costs are estimated as listed in Table 5 below.
1 Information on purchase price has been provided by OLP.
24 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Table 5: Equipment Maintenance Cost Estimation (per Year)
Purchase price per RMG*: € 3,000,000
Estimated annual maintenance costs (including work force and material):
6% to 8% of the RMG price
Equivalent to: € 180,000.00 to € 240,000.00 per RMG and year
Source: HPC, Nov. 2015;
Annex 1 provides a maintenance cost plan for OLP Pier 1 RMG cranes for the
upcoming 30 years.
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 25
HPC Hamburg Port Consulting GmbH
4. SUMMARY
This section briefly summarises the results of the report including major
repair and maintenance works recommended for OLP Pier 1 RMG Cranes
and the associated costs.
In recent years, OLP Pier 1 terminal has experienced settlements in the RMG yard
which have affected operational performance and the usability of the area. As to
the RMG yard area, severe damages have been observed on the crane rails and a
visual inspection of the RMG cranes suggests that severe damages have occurred
at the gantry systems due to the rail settlements.
Recommended repair works for the RMG cranes include the change of all gantry
wheels and the change / repair of pin connections between sill beam and gantry
system where deemed necessary. Further to this, a professional wheel alignment
and measurement is recommended before re-entry into operations. Costs for these
works are estimated with 2.2 million EUR. To rehabilitate the equipment, a range
of other repair works is recommended for damages which are not directly
associated with the settlements observed. The costs for these works are estimated
at 1.4 million EUR. Hence, total repair costs for RMG cranes sum up to 3.6
million EUR.
For a sustainable rehabilitation, the repair works recommended for the RMG
cranes have to be accompanied by appropriate repair works for the RMG yard.
As to the RMG crane maintenance, costs are estimated with 180,000 to 240,000
EUR per crane per year over a 30 year time horizon, given that the suggested
maintenance works are implemented successfully.
26 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate 27
HPC Hamburg Port Consulting GmbH
Annex 1
ANNEX 1: MAINTENANCE COST PLAN RMG
CRANES
28 OLP Pier 1 RMG Crane Assessment, Repair Strategy and Budget Estimate
HPC Hamburg Port Consulting GmbH
Maintenance Cost Plan OLP Pier 1 RMG CranesHPC Hamburg Port Consulting GmbH
Report on OLP Pier 1 RMG Cranes, December 2015
Year 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Project Year 1 2 3 4 5 6 7 8 9 10
Maintenance Cost
RMG Cranes million EUR 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21
Year 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Project Year 11 12 13 14 15 16 17 18 19 20
RMG Cranes million EUR 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21
Year 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045
Project Year 21 22 23 24 25 26 27 28 29 30
RMG Cranes million EUR 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21 0.21