B08_-_ATT_3_-_Cranes_and_island_info_-_70_pages.pdf

EAST

LANDING

East Landing

North Landing gmcchesney Highlight

Field service report regarding the North

Landing standing Jib Crane 1000 lb. Capacity and the East Landing 3000 lb. capacity Stiff

Leg Derrick.

SEFI Service

Report

03-06-2023 EL & NL

Scott Webster

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To: U.S. Fish and Wildlife Service

Gerry McChesney

1 Marshlands Road

Fremont, Ca 94555

From: Western Slope Livery

P.O. Box 504

Georgetown, Ca 95634

Regarding: Stiff Leg Derrick, Farallon National Wildlife Refuge, East landing Certification, North Landing

Certification conducted 09-15-2021

Dear Sirs, Below are findings:

North Landing Free standing David Round jib 1000 LBS capacity, with a fixed hand winch:

a) The wire rope dimension at:

a. Hand winch wire rope- .3125

b. Load hook_ 1.39”

b) To the wire rope. The stainless steel (5/16”) wire rope is found to be satisfactory at this time.

c) Operator instruction card

a. Not present

d) To the hand winch; David Round unit operates correctly with a load and without a load. The unit was unspooled to the maximum length and the wire rope was lubricated and inspected.

A rebuilt spare is retained on the island at the power station.

e) To the unit rotation drive system; the chain was visually inspected and lubricated. No deficiencies were presented at this time.

a. Fasteners have corroded and are reduced in size. Recommendation to renew 4 bolts at beam/bonnet top.

b. The hand wheel has excessive corrosion with minor delamination. Recommendation to renew. Found hand wheel in power bldg.., this could be brought to land for refurbishment on land.

c. Rotation gearbox

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i. Oil level checked and satisfactory.

ii. Gear box fasteners and overall exterior condition high in corrosion.

iii. Documents indicate swing gearbox may have failed swing lock function.

d. Boom and swing restriction gear

i. Swing restriction ropes are in poor condition.

f) To the bonnet rollers; the rollers were lubricated.

g) Corrosion prevention was applied where needed. Either rust preventative paint or grease

(black in color) was applied. Black was used to indicate areas of concern for local staff to inspect.

h) To the horizontal boom, at the tip hardware has been added to prevent adverse conditions from placing undue strain on the rotation drive chain. It should be considered that it is light in duty but serves the purpose. Attachment ropes are suffering from environmental conditions. It would be recommended that a more suitable tip hardware construction be planned.

a. Reference picture for recommended bracket

b. Guy cable are 17’ on east side, 21’ 4” for west side recommended lengths- should be wire rope. Could be fabricated if required with an eye at each end

i) Unit was load tested and is satisfactory.

j) To the Bonnet fasteners; two fasteners are subject to high corrosion and it is recommended that they be renewed. Jib documents will be required to ascertain their true dimensions

a. 4 bolts total 3” long

k) All functions operate correctly at this time.

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l) The unit has acceptable lubrication.. If attention is not paid to this task, lubricant would become part of the environment and may have negative effects.

East Landing Steff Leg Derrick 3000 LBS capacity: hours 1132.3

a) The wire rope measure at:

a. Hoist- .534” in evaluation for personnel lifting safety factor.

b. Slew- .682”

c. Load hook throat: 1.61 is lockable- satisfactory.

d. Lanyard hook throat- 2.27 lanyard hook is not locking- shall be lockable.

e. Hoist wire rope has a minor lay length with strand wear not exceeding specifications

b) Rated load chart-

a. Not present – capacity is under evaluation.

b. No Operator instruction card present.

c) Load block-

a. No capacity tag – capacity is under evaluation.

d) To the Slew motor, the rear electric brake/fan cover has failed due to corrosion. The motor fan is exposed. A new cover will be required; brake adjustments were satisfactory at this time.

a. Recommend renewal of brake/fan cover or a sustainable alternative

b. Thruster brake noise presented.

i. Grease found on brake wheel – unit was degreased.

ii. Unit was adjusted prior to cycle testing.

c. Thruster brake fluid level

i. Unit was low fluid added.

d. Slew thruster motor electrical-

i. Prior to adding fluid the thruster was intermittently slow operation in the release direction.

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ii. Brake motor power was removed form SAF soft start unit and directly wired to slew motor contactor. Improvement seen.

e) To the Hoist motor, the rebuilt original spec electric motor was re-installed. The rebuilt unit has a low wattage heater installed. At this writing the heater is not electrically connected.

The gearbox oil level was adjusted after the installation. The electric motor brake and the thruster brake were adjusted.

a. No spares are available.

f) The 50 Amp HMCP Eaton was installed last year, the current trip selection set to “E” (~400 amp max). No “audible” indications were presented during testing.

g) The upper mast and lower mast bearings were lubricated. Both bearings took a large volume of lubrication and indications of complete lubrication were left for the local staff to see for further understanding of required intervals for proper levels.

a. One of the upper bearing lubrication hoses will not receive any grease.

b. Two forward hoses for the upper bearing will not take grease. Suspect that the upper bearing/bushing has been “wiped” across the grease port entry.

c. Current tooling will not allow for an inspection at the top of the mast of the bearing.

h) To the upper guy rigging, a new unit was installed at the 2019 inspection. Swaged sockets were utilized. Wire rope construction is galvanized. The unit length is 56’ 6”, closed sockets are 2” diameter pins at both ends. Sockets were applied corrosion preventative lubrication.

Load test was at derated conditions and load cyclic test were conducted as satisfactory.

i) A complete inspection of the crane was conducted.

a. The LSI load cell (s/n 212546) battery is inop. A “d” cell was installed; and presents low voltage alarm. New batteries will be shipped to the refuge manager.

b. The LSI A2B wireless indicating device (s/n221812) . A “d” cell was installed; and presents low voltage alarm. New batteries will be shipped to the refuge manager.

c. At the LSI receiving device it is functional at this writing.

d. The short S.S. lanyard at the load block is beyond the annual inspection date. Dated

2020. Initially, it was to be removed and the spare (current date of inspection) should be installed. This has not been achieved

j) To the hoist mast sheaves; all were inspected and found to be satisfactory

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k) The scaffold was erected; and a boom tip inspection was conducted. The tip sheave was lubricated. It should be noted that the hose has separated from the hose at the tip. A new lubrication hose will be required to renew function.

a. Additionally, it was found that the derrick block sheave had difficulty in the rotational axis. The unit was cleaned and restored to service.

b. The derrick block was lubricated manually at the tip.

l) The operation of the hoisting unit involves the release of the thruster brake (which by design is delayed) exacerbating the inrush condition. The brakes were adjusted to reach a

“happy” medium for this condition. This will equate to a minimal delay in response of the thruster brake upon closing, the physical result would present as movement after button release to two inches or more. The thruster brake friction is within specification and does stop the load from movement after it has set. The brake was adjusted to allow less movement after release.

a. This motion after button release should be closely monitored for change.

b. It was reported that circuit breaker audible noise has ceased and now breaker trips have been presented.

c. The base electrical system problem still exists in relation to hoisting under load and low voltage experienced by this particular (SEW) motor.

m) To the dynamic weight conditions, load conditions were reduced by an engineering report commissioned by USFWS. Reduced capacity load operations were conducted. Operations were observed. ASME B 30.6 6.-2.2.2 states a load test of “not less than 100% or more than

110% of rated load “. McMillian and Jacobs TM001 memorandum indicates a max structural loading of 4800 lbs. for load test; rated capacity of 4360 lbs. and with a 50% reduction for personnel lifting at 2180 lbs. Currently, all functions operate correctly. Weights measured:

load block 450 lbs. (as of 2016 scale weight), vessel scale weight 2200 lbs. (as of 2020 scale weight). The unit was not load tested to 110% of rated capacity, due to a current project to confirm or deny assertions in this noted report. Also, to provide repairs to restore conditions to allow use for personnel lifting at the required capacity.

n) Load test conducted: for proof loading purposes to evaluate braking systems.

a. Vessel- 2200 lbs.

b. Load weight- 600 lbs.

c. Total 2800 lbs.

d. Load block- 450 lbs.

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e. Total dynamic- 3250 lbs.

f. Boom oscillations presented during testing. Essentially at 50% of rated load

o) The system voltage is operating a 208 VAC on the 40 KW generator@ 61. Hz., The 40 KW generating unit was utilized for all testing.

l) The slew wire rope was inspected. No damage was found, the slew wire rope was renewed at the 9-4-19 visit. It should be noted at this time that there is not spare wire rope in inventory.

q) To the turning sheaves, a requirement is in place to evaluate a repair. At this time corrosion continues at the truss plate on top of each sheave, preventative lubrication was applied

(black). The main structure is showing little signs of corrosion in the galvanized area.

r) To the safe boat visual inspection. The safe boat was visually inspected from the top/interior surface and floor. Currently, the aluminum handrail on vessel forward left does present visual deformations at the area where the handrail is attached near mid-ship. It should be noted that any interior area’s that are surrounded by flooring or Hull chine material cannot be inspected. Only observations of the visual integrity of the aluminum exterior weldments can be performed. The inspection is a failure. Condition of the aluminum and location prevents any certifiable repair’s, it is recommended to be repaired on land.

Summary

Consideration should be given to further analysis of the current voltage in use to operate three phase devices on the power system. The testing report of 2019 indicates a undesirable electrical condition; as they relate to the generators health. A heating system has been incorporated (at this time not connected electrically). It should be understood that these characteristics may be improved, however affects to the generator lifetime and health may not be substantially improved, an area of concern moving forward would be generator monitoring in conjunction with crane electrical monitoring via IIOT from land to further understand the needs to improve generator lifetime and health.

Service intervals should be increased. The staff has not been successful at including enough grease during lubrication to affect a change in the operation of the unit in particular areas. Areas of greatest concern would be the mast bearings. The lower area does see saltwater infusion regularly. Automatic lubrication devices could ease the requirements of

PRBO staff to lubricate and focus on operation only. The improvements would include installation of a Alemite A336 fittings over the course of the next several visits.

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Brake adjustments should be completed by trained personnel only. In the past at every visit the brakes have required re-adjustment, with no comments from staff regarding block drift. Current observations, a brake style change may be in order. At the hoist motor, there is no fan guard. Both slew and hoist fan guards have corroded quickly in this environment and may not be worth replacement. The hoisting and slew systems are protected by their own respective covers and personnel cannot contact these fans during normal operations.

Both the hoist and slew housings tops are continuing to corrode.

Operational status of the crane is in a reduced load condition. Both the hoist and slew cabinets have exposure to the elements, they are also an encumbrance to inspection due to their sheer size and weight. A different top cover should be considered that is lighter and provides easier access to staff for inspections. Component lifetime is in the balance. These current covers are not weather tight due to corrosion of mounting hole areas that experience material delamination. The system is remote to any convenient repair, and repair costs are abnormally higher to maintain based on its location. Operators can impart life cycle changes to the components due to their lack of experience. As operators gain experience, they are cycled off the island due to the nature of the research. This would suggest a more robust component system. This electrical design is circa 1970’s, technology has passed the expected life cycle. The environment is taking a silent toll on these items. A retained spares list of critical components should be kept on the island. A predictive maintenance response stance should be considered.

As to structural integrity a discussion was conducted with the Refuge staff and engineering staff (3-7-2023) and a preliminary structural review was completed prior to reduced capacity load testing. Engineering services provided by Altman-Browning Engr. will evaluate the structure problems as presented. Primarily, boom oscillations at 50% of capacity, and previous analysis of weight reductions from a previous analysis. The boom tip plating was document by AB Engr. services

Methods to monitor the operation and electrical characteristics of the crane could be implemented to monitor the unit from the mainland to anticipate possible failures prior to them taking place. These items are well within the range of affordability in comparison to the cost emergent repairs. If the unit was remotely monitored an actual problem would have been identified and possibly mitigated. Initial testing has been completed in that light;

8 | P a g e equipment has been identified and services are available to commit to a land based monitoring system.

Requisition Number 140F0118C0014

• Clin 4011 o 1.4.1Mob and Logistics- complete o 1.4.2 N & E maintenance- complete o 1.4.3 East landing cert- complete o 1.4.4 North landing cert- complete o 1.4.5 safe boat inspection- complete

Regards, WESTERN SLOPE LIVERY

530-334-3500 tech@westernslopelivery.com

Landing standing Jib Crane 1000 lb.

Capacity and the East Landing 3000 lb.

capacity Stiff Leg Derrick.

SEFI Service Report

09-15-2021 EL & NL

1 Marshlands Road Fremont, Ca 94555

From: Western Slope Livery P.O. Box 504 Georgetown, Ca 95634

Regarding: Stiff Leg Derrick, Farallon National Wildlife Refuge, East landing Certification, North Landing Certification conducted 09-15-2021

Dear Sirs, Below are findings:

North Landing Free standing David Round jib 1000 LBS capacity, with a fixed hand winch:

a) The wire rope dimension at:

a. Hand winch wire rope- .3135

b. Load hook_ 1.39”

b) To the wire rope. The stainless steel (5/16”) wire rope is found to be satisfactory at this time.

c) To the hand winch; David Round unit operates correctly with a load and without a load. The unit was unspooled to the maximum length and the wire rope was lubricated and inspected.

A rebuilt spare is retained on the island at the power station.

d) To the unit rotation drive system; the chain was visually inspected and lubricated. No deficiencies were presented at this time.

a. Fasteners have corroded and are reduced in size. Recommendation to renew.

b. The hand wheel has excessive corrosion with minor delamination. Recommendation to renew. Found hand wheel in power bldg.., this could be brought to land for refurbishment

e) To the bonnet rollers; the rollers were lubricated.

f) Corrosion prevention was applied where needed. Either rust preventative paint or grease (black in color) was applied. Black was used to indicate areas of concern for local staff to inspect.

g) To the horizontal boom, at the tip hardware has been added to prevent adverse conditions from placing undue strain on the rotation drive chain. It should be considered that it is light in duty but serves the purpose. Attachment ropes are suffering from environmental conditions. It would be recommended that a more suitable tip hardware construction be

b. Guy cable are 17’ on east side, 21’ 4” for west side recommended lengths- should be wire rope. Could be fabricated if required with an eye at each end

h) Unit was load tested and is satisfactory.

i) To the Bonnet fasteners; two fasteners are subject to high corrosion and it is recommended that they be renewed. Jib documents will be required to ascertain their true dimensions

a. 12 bolts total 3” long

j) All functions operate correctly at this time.

k) The unit has acceptable lubrication.. If attention is not paid to this task, lubricant would become part of the environment and may have negative effects.

East Landing Steff Leg Derrick 3000 LBS capacity: hours 1114.2

a) The wire rope measure at:

a. Hoist- .536”

b. Slew- .680”

c. Load block hook throat: 1.59

d. Lanyard hook throat- 2.27

b) To the Slew motor, the rear electric brake/fan cover has failed due to corrosion. The motor fan is exposed. A new cover will be required; brake adjustments were satisfactory at this time.

a. Recommend renewal of brake/fan cover or a sustainable alternative

c) To the Hoist motor, the rebuilt original spec electric motor was re-installed. The rebuilt unit has a low wattage heater installed. At this writing the heater is not electrically connected.

The gearbox oil level was adjusted after the installation. the electric motor brake and the thruster brake were adjusted. The shoe brake at the thruster brake may be slightly dragging.

a. No spares are available, shoes are ordered from Timberland, Pricing has been submitted to the renewal parts previously.

d) The electric motor (hoist) was tested in situ and electrical characteristics were recorded.

This data to be reviewed be engineers that previously recommended that the motor installation may improve the current conditions.

e) The hoist main breaker in the control panel was a 30 AMP HMCP Eaton breaker with the current protection selection at maximum. This unit was replaced upon recommendations of the reviewing engineers. A 50 Amp HMCP Eaton was installed, the current trip selection set to “E” (~400 amp max) electrical characteristics were also recorded in conjunction with the hoist motor testing. No “audible” indications were presented during testing.

f) The upper mast and lower mast bearings were lubricated.. Both bearings took a large volume of lubrication and indications of complete lubrication were left for the local staff to see for further understanding of required intervals for proper levels.

a. One of the upper bearing lubrication hoses will not receive any grease

b. Two forward hoses for the upper bearing will not take grease. Suspect that the upper bearing/bushing has been “wiped” across the grease port entry.

c. Current tooling will not allow for an inspection at the top of the mast of the bearing

g) To the upper guy rigging, a new unit was installed at the 2019 inspection. It should be noted that “speltered sockets” were not used in this construction. Swaged sockets were utilized.

Wire rope construction is galvanized. The unit length is 56’ 6”, closed sockets are 2” diameter pins at both ends. Sockets were applied corrosion preventative lubrication.

Multiple load tests and load cyclic test were conducted as satisfactory.

h) A complete inspection of the crane was conducted.

a. The LSI load cell (s/n 212546) new was installed. Load calibration was conducted. It should be noted that the “tare” function is not invoked at this time. Unit is functioning correctly at this time

b. The LSI A2B wireless indicating device (s/n221812) new was installed. The unit functions correctly at this time

c. At the LSI receiving device it is functional at this writing.

d. The short S.S. lanyard at the load block is beyond the annual inspection date. Dated 2020. Initially, it was to be removed and the spare (current date of inspection) should be installed. This has not been achieved

i) To the hoist mast sheaves; all were inspected and found to be satisfactory

j) The scaffold was erected; and a boom tip inspection was conducted. The tip sheave was lubricated. It should be noted that due to a lack of consistent lubrication the hose from the base of the mast was again clogged and would not allow lubricant through it. The hose was disconnected and purged, the reinstalled and tested. Rust preventative grease (black) was applied generously.

a. Additionally, it was found that the derrick block sheave had difficulty in the rotational axis. The unit was cleaned and restored to service.

b. The new LSI A2B device (s/n 221812) was installed at the boom tip location and corrosion preventative was applied

k) The operation of the hoisting unit involves the release of the thruster brake (which by design is delayed) exacerbating the inrush condition. The brakes were adjusted to reach a “happy” medium for this condition. This will equate to a minimal delay in response of the thruster brake upon closing, the physical result would present as movement after button release to two inches or more. The thruster brake friction is within specification and does stop the load from movement after it has set. The brake was adjusted to allow less movement after release.

a. This motion after button release should be closely monitored for change.

b. It was reported that circuit breaker trips have been few

c. The base electrical system problem still exists in relation to hoisting under load and low voltage experienced by this particular (SEW) motor. Report to follow after an engineering review in relation to the original spec rebuilt electrical motor installation which will be forth coming.

l) To the dynamic weight conditions after the new load cell was installed. Capacity load operations were conducted (calibration to the load cell was completed). Operations were observed. Currently; all functions operate correctly. Weights measured: load block 450 lbs.

(as of 2016 scale weight), vessel scale weight 2200 lbs. (as of 2020 scale weight). Results repeat with in 20 lbs. of set points regularly.

m) Load test conducted:

a. Vessel- 2200 lbs.

b. Load weight- 1200 lbs. (scale weight 2020)

c. Total 3400 lbs.

d. Load block- 450 lbs. (note original unit was less in weight and not available)

e. Total dynamic- 3850lbs. 1.25% over capacity

n) The system voltage is operating a 208 VAC on the 40 KW generator@ 61. Hz., the system voltage on the 30 KW unit is 206-208 VAC @ 59.99 HZ. The 40 KW generating unit was utilized for all electrical characteristics recording. Unit was installed to see the “main” voltage prior to the newly installed 50 amp hoisting circuit breaker. No indication of circuit breaker tripping was experienced during testing. Multiple rapid hoist up requests were performed, neither any audible noises form the new circuit breaker

l) The slew wire rope was inspected. No damage was found, the slew wire rope was renewed at the 9-4-19 visit. It should be noted at this time that there is not spare wire rope in inventory.

q) To the turning sheaves, a requirement is in place to evaluate a repair. At this time corrosion continues at the truss plate on top of each sheave, preventative lubrication was applied (black). The main structure is showing little signs of corrosion in the galvanized area.

r) To the safe boat visual inspection. The safe boat was visually inspected from the top/interior surface and floor. At this time the aluminum handrail on vessel forward left does present visual deformations at the area where the handrail is attached near mid-ship. It should be noted that any interior area’s that are surrounded by flooring or Hull chine material cannot be inspected. Only observations of the visual integrity of the aluminum exterior weldments can be performed. The inspection is a failure. Condition of the aluminum and location prevents any certifiable repair’s, it is recommended to be repaired on land.

three phase devices on the power system. To completely gain the information of the inrush characteristics testing was completed in 2019 and again in 2021 with the replacement of the original specification electric motor that was rebuilt. The testing report of 2019 indicates a undesirable electrical condition; as they relate to the generators health. The “spare” old hoist motor has been renewed. A heating system has been incorporated (at this time not connected electrically). Dynamometer testing (on land) was not completed due to pandemic conditions. The electrical characteristics of the new installation components is being conducted in comparison to the data taken in 2019. Also, the 30 AMP hoist circuit breaker, has been changed to a 50 amp unit per calculations as a result of the electrical survey and report. Data from 2021 testing will be forth coming. It should be understood that characteristics may be improved, however affects to the generator lifetime and health may not be substantially improved, an area of concern moving forward would be generator monitoring in conjunction with crane electrical monitoring via IIOT from land to further understand the needs to improve generator life time and health

Service intervals should be increased. The staff has not been successful at including enough grease during lubrication to affect a change in the operation of the unit in particular areas. Areas of greatest concern would be the mast bearings. The lower area does see saltwater infusion regularly. Changes in the type of fittings (t-bar), automatic lubrication devices could ease the requirements of PRBO staff to lubricate and focus on operation only.

The improvements would include installation of a Alemite A336 fittings over the course of the next several visits.

Brake adjustments should be completed by trained personnel only. In the past at every visit the brakes have required re-adjustment, with no comments from staff regarding block drift. Current observations, a brake style change may be in order. Currently NEW shoes are on order from the original OEM. New automatic grease cartridges were installed at four positions for lubrication of the brake pivot pins. At this time at the hoist motor; there is no fan guard. Both slew and hoist fan guards have corroded quickly in this environment and may not be worth replacement. The hoisting and slew systems are protected by their own respective covers and personnel cannot contact these fans during normal operations.

Alternatives can be discussed at a later date.

Operational status of the crane is in a “status quo” type of condition. Both the hoist and slew cabinets have exposure to the elements, they are also an encumbrance to inspection due to their sheer size and weight. A different top cover should be considered that is lighter and provides easier access to staff for inspections. Component lifetime is in the balance.

These current covers are not weather tight due to corrosion of mounting hole areas that experience material delamination. The system is remote to any convenient repair, and repair costs are abnormally higher to maintain based on its location. Operators can impart life cycle changes to the components due to their lack of experience. As operators gain experience, they are cycled off the island due to the nature of the research. This would suggest a more robust component system. This electrical design is circa 1970’s, technology has passed the expected life cycle. The environment is taking a silent toll on these items. A retained spares list of critical components should be kept on the island. A predictive maintenance response stance should be considered.

As to structural integrity a discussion was conducted with the Refuge staff and COR engineering staff (9-22-2020) and recommended a preliminary structural review be completed prior to capacity load testing. Discussions have progressed to retaining an engineering service to evaluate the capacity of the structure in contrast to current standards and high lighting personnel lifting with a specialized device. In light, of the structural review, the crane was scanned in a 3D format with a Trimble X7 scanner. That data has not been reduced at this time. Is awaiting a destination to be sent. Also , requested actual measurements were submitted to be completed. Many were taken as time allowed, many are permanently recorded with in the “no touch measurement” system as supplied by the Trimble X7 scanner. Both tasks were commissioned to supply data for as-built considerations of max capacity of the crane and future improvements on the site.

Methods to monitor the operation and electrical characteristics of the crane could be implemented to monitor the unit from the mainland to anticipate possible failures prior to them taking place. These items are well within the range of affordability in comparison to the cost emergent repairs. If the unit was remotely monitored an actual problem would have been identified and possibly mitigated. Initial testing has been completed in that light;

equipment has been identified and services are available to commit to a land based monitoring system.

• Clin 3010 o 1.4.1Mob and Logistics- complete o 1.4.2 N & E maintenance- complete

8 | P a g e o 1.4.3 East landing cert- complete

Landing standing Jib Crane 1000 lb.

Capacity and the East Landing 3000 lb.

capacity Stiff Leg Derrick.

SEFI Service Report

11-6-2020 EL & NL

1 Marshlands Road Fremont, Ca 94555

From: Western Slope Livery P.O. Box 504 Georgetown, Ca 95634

Regarding: Stiff Leg Derrick, Farallon National Wildlife Refuge, East landing inspection, North Landing inspection conducted 10-10-2020

Dear Sirs, Below are findings:

North Landing Free standing David Round jib 1000 LBS capacity, with a fixed hand winch:

a) The wire rope dimension at:

a. Hand winch wire rope- .3178

b. Load hook_ 1.37”

b) The unit as exposed to the environment is covered with organic material. It is recommended that the unit be pressure washed to remove material that will reduce painted area coatings;

and reduce corrosion. A pressure washer does exist on the island.

c) To the wire rope. The stainless steel (5/16”) wire rope is found to be satisfactory at this time.

d) To the hand winch; David Round unit operates correctly with a load and without a load. The unit was unspooled to the maximum length and the wire rope was lubricated and inspected.

e) To the unit rotation drive system; the chain was visually inspected and lubricated. No deficiencies were presented at this time.

a. Fasteners have corroded and are reduced in size. Recommendation to renew.

b. The hand wheel has excessive corrosion with minor delamination. Recommendation to renew.

f) To the bonnet rollers; the rollers were lubricated. It was presented that one of these units had no Zerk fitting and requires repair to renew that fitting so that that it can be lubricated.

a. This last visit both rollers have had a zerk fitting repair and lubrication

g) Corrosion prevention was applied where needed. Either rust preventative paint or grease (black in color) was applied. Black was used to indicate areas of concern for local staff to inspect.

h) To the horizontal boom, at the tip hardware has been added to prevent adverse conditions from placing undue strain on the rotation drive chain. It should be considered that it is light in duty but serves the purpose. Attachment ropes are suffering from environmental conditions. It would be recommended that a more suitable tip hardware construction be

b. Guy cables are 17’ on east side, 21’ 4” for west side recommended lengths- should be wire rope. Could be fabricated if required with an eye at each end

i) Unit was load tested and is satisfactory.

j) To the Bonnet fasteners; two fasteners are subject to high corrosion and it is recommended that they be renewed. Jib documents will be required to ascertain their true dimensions

a. 12 bolts total 3” long

k) All functions operate correctly at this time.

l) The unit has acceptable lubrication. It would necessary to remove excessive exposed lubrication as part of the lubrication process. If attention is not paid to this task, lubricant would become part of the environment and may have negative effects.

East Landing Steff Leg Derrick 3000 LBS capacity: hours 1014.2

a) The wire rope measure at:

a. Hoist- .5125”

b. Slew- .6257”

c. Load block hook throat: 1.59

d. Lanyard hook throat- 2.27

b) To the Slew motor, the rear electric brake cover has failed due to corrosion. The motor fan is exposed. A new cover will be required; brake adjustments were satisfactory at this time.

a. Recommend renewal

c) To the Hoist motor, the electric motor brake and the thruster brake were adjusted. The shoe brake at the thruster brake may be slightly dragging.

a. No spares are available and would need to be ordered from Timberland, Pricing has been submitted to the renewal parts previously

d) The electric motor (hoist) presented movement upon release of the control (down direction) that allowed the hoist to move before the shoe brake/Thruster was fully closed.

e) The upper mast and lower mast bearings were lubricated. The lower bearing should be lubricated more often that currently conducted. Both bearings took a large volume of lubrication and indications of complete lubrication were left for the local staff to see for further understanding of required intervals for proper levels.

a. Not enough grease is consumed during the lubrication process

b. This will result in excessive wear at these critical bearing/bushings

c. One of the upper bearing lubrication hoses will not receive any grease

f) To the upper guy rigging, a new unit was installed at the 2019 inspection. It should be noted that “speltered sockets” were not used in this construction. Swaged sockets were utilized.

Wire rope construction is galvanized. The unit length is 56’ 6”, closed sockets are 2” diameter pins at both ends. Sockets were applied corrosion preventative lubrication.

Multiple load tests and load cyclic test were conducted as satisfactory.

g) A complete inspection of the crane was conducted. The LSI unit battery was serviced in 2020 prior to inspection at the load cell (at the load block). Rubber protective covers were adjusted at both the hoist cabinet wire rope exit and the slew cabinet wire rope exit to help prevent bird entry thus inducing debris in the cabinets

a. At this time the LSI load cell is not functional, it would be recommended for replacement. The inoperable unit may be able to re-calibrated

b. At this time the Anti-two block indicator is not functioning- the battery was checked and found to have voltage

c. At the LSI receiving device it appears functional

d. The short S.S. lanyard at the load block is beyond the annual inspection date. Dated 2018. Initially, it was to be removed and the spare (current date of inspection) should be installed. This has not been achieved

h) To the hoist mast sheave; all were inspected and found to be satisfactory

i) The scaffold was erected; and a boom tip inspection was conducted. The tip sheave was lubricated. It should be noted that due to a lack of consistent lubrication the hose from the base of the mast was again clogged and would not allow lubricant through it. The hose was disconnected and purged, the reinstalled and tested. Rust preventative grease (black) was applied generously.

a. Additionally, it was found that the derrick block sheave had difficulty in the rotational axis. The unit was cleaned and restored to service.

b. It may be necessary to locate a similar derrick block that has a “bearing” rotation system.

c. The use of correct tagline handling of the vessel will reduce the propensity of the wire rope system to twist

j) The operation of the hoisting unit involves the release of the thruster brake (which by design is delayed) exacerbating the inrush condition. The brakes were adjusted to reach a “happy” medium for this condition. This will equate to a minor delay in response of the thruster brake upon closing, the physical result would present as movement after button release to two inches or more. The thruster brake friction is within specification and does stop the load from movement after it has set. The brake was adjusted to allow less movement after release.

a. This motion after button release should be closely monitored for change.

b. This is a direct result of the balance between adjustment and over-run and the condition of the motor slip in relation to the circuit breaker condition

c. It was reported that circuit breaker trips have been few

d. The base electrical system problem still exists in relation to hoisting under load and low voltage experienced by this particular (SEW) motor

k) Necessary adjustments were conducted to restore proper dynamic weight conditions Capacity load operations were conducted (calibration to the load cell was not completed).

Operations were observed. Currently; all functions operate correctly. Weights measured:

load block 450 lbs. (as of 2016 scale weight), vessel scale weight 2200 lbs. (as of 2020 scale weight). Results repeat with in 20 lbs. of set points regularly.

l) Load test conducted:

a. Vessel- 2200 lbs.

b. Load weight- 1200 lbs. (scale weight 2020)

c. Total 3400 lbs.

d. Load block- 450 lbs. (note original unit was less in weight and not available)

e. Total dynamic- 3850lbs.

m) The system voltage is operating a 205 VAC on the 40 KW generator@ 61.5 Hz., the system voltage on the 30 KW unit is 206-208 VAC @ 59.99 HZ.

l) The slew wire rope was inspected. No damage was found, the slew wire rope was renewed at the 9-4-19 visit. It should be noted at this time that there is not a spare’s inventory.

q) To the turning sheaves, a requirement is in place to evaluate a repair. At this time corrosion continues at the truss plate on top of each sheave, preventative lubrication was applied (black). The main structure is showing little signs of corrosion in the galvanized area.

r) To the safe boat visual inspection. The safe boat was visually inspected from the top/interior surface and floor. At this time the aluminum handrail on vessel forward left does present visual deformations at the area where the handrail is attached near mid-ship. It should be noted that any interior area’s that are surrounded by flooring or Hull chine material cannot be inspected. Only observations of the visual integrity of the aluminum exterior weldments can be performed. Dye penetrant techniques could be employed. However, in a wet environment no success could be expected. The inspection is a failure. Condition of the aluminum and location prevents any certifiable repair’s, it is recommended to be repaired on land.

three phase devices on the power system. To completely gain the information of the inrush characteristics testing was completed in 2019. The testing report has been submitted.

Indicating a undesirable electrical condition; as they relate to the generators health. The “spare” old hoist motor has been renewed. A heating system has been incorporated.

Dynamometer testing to develop the electrical characteristic has yet to be conducted. Also, slated for renewal will be the 30 AMP hoist circuit breaker, to be changed to a 50 amp. unit per calculations as a result of the electrical survey and report.

Service intervals should be increased. The staff has not been successful at including enough grease during lubrication to affect a change in the operation of the unit. Small changes in the type of fittings (button style), automatic lubrication devices could ease the requirements of PRBO staff to lubricate and focus on operation only. Brake adjustments should be completed by trained personnel only. In the past at every visit the brakes have required re-adjustment. Current observations, a brake style change may be in order.

Operational status of the crane is in a “status quo” type of condition. Component lifetime is in the balance. The system is remote to any convenient repair, and repair costs are abnormally higher to maintain based on its location. The wide range of operators is not conducive to the “status quo” condition of the crane. Operators can impart life cycle changes to the components due to their lack of experience. As operators gain experience, they are cycled off the island due to the nature of the research. This would suggest a more robust component system. This electrical design is circa 1970’s, technology has passed this life cycle. The environment is taking a silent toll on these items. A retained spares list of critical components should be kept on the island. A predictive maintenance response stance should be considered.

As to structural integrity a discussion was conducted with the Refuge staff and COR engineering staff (9-22-2020) and recommended a preliminary structural review be completed prior to capacity load testing. as the structure compares to current standards at this time a quotation is ready to be presented shortly. Currently an RFQ is available to fabricate a new vessel with OSHA standard rigging/capacity for personnel lifting.

Methods to monitor the operation and electrical characteristics of the crane could be implemented to monitor the unit from the mainland to anticipate possible failures prior to them taking place. These items are well within the range of affordability in comparison to the cost emergent repairs. If the unit was remotely monitored an actual problem would have been identified and possibly mitigated.

• Clin 2010 o 1.4.1Mob and Logistics- complete o 1.4.2 N & E maintenance- complete o 1.4.3 East landing cert- complete

CERTIFICATE OF ANNUAL EXAMINATION

AND LOAD TEST

1. Owner: U.S. Fish And Wildlife, SEFI

2. Owner's Address: 1 marshlands Rd., Fremont ca.

3. Device (check): Crane Aerial Manlift

4. Location: East landing Rated Capacity: 3000 lbs

5. Manufacturer: Timberland Model No.: 1.5 ton Serial No.: 88-14432

6. Owner's Identification (if any): North Landing License Plate No.: n/a

7. Load Test Weight: safeboat (2200 lbs)+ 600 lbs+ 450 lbs load block=3250.00

8. Test loads applied including functional test load:

9. Remarks and/or limitations imposed: TM001 memo for capacity restrictions

I certify that on 6 day of March , 2023, the above described device was tested and examined by the undersigned: that said test and examination has been conducted in accordance with the requirements of

ANSI.

Certificating Agency: Western Slope Livery

Signature:

Print Name: Scott Webster Annual Certificate Expires: 03-06-2024

Title: Field Surveyor IssueDate: 03-06-2023

AND LOAD TEST

1. Owner: U.S. Fish And Wildlife, SEFI

2. Owner's Address: 1 marshlands Rd., Fremont ca.

3. Device (check): Crane Aerial Manlift

4. Location: North landing Rated Capacity: 1000 lbs

5. Manufacturer: David Round Model No.: 1/2 ton Serial No.: N/A

6. Owner's Identification (if any): North Landing License Plate No.: n/a

7. Load Test Weight: dynamic loading- 1250 lbs

8. Test loads applied including functional test load:

9. Remarks and/or limitations imposed: tested capacity as 1250 lbs dynamic

I certify that on # 6 day of March , 2023, the above described device was tested and examined by the undersigned: that said test and examination has been conducted in accordance with the requirements of

ANSI.

Certificating Agency: Western Slope Livery

Signature:

Print Name: Scott Webster Annual Certificate Expires: 03-06-2024

Title: Field Surveyor IssueDate: 03-06-2023