GREY WHARF CRANES AND PLANT REQUIREMENTS

Grey River Argus, 15 April 1948, Page 3

GREY WHARF CRANES AND PLANT REQUIREMENTS

Engineer’s Recommendations to Harbour Board

The recent, concentration of shipping in Greymouth, when the Westport bar became unworkable, resulted in breakdowns with a couple of cranes and wharf equipment. The engineer, Mr D. S. Kennedy, accordingly investigated the situation and at last night’s meeting of the board, tabled a report on his findings. The report was held over pending consideration by board members. There were present Hon. J. Ryall, M.L.C'. (chairman), Messrs C. Coxall, W. E. Pring, C. Barrow, F. Williams, W. E. J. Steer, E. W. Heenan, and W. Clayton, with the secretary (Mi-'R. Steel). The Engineer stated:— "During the past few weeks, the port has been very busy and several breakdowns have occurred with a consequent loss of loading time for vessels. No. 4 crane was the chief source of trouble, due probably to fatigue and later No. 1 hydraulic pump developed a serious crack in the main valve casting. As No. 2 pump is only a standby and too small to serve more than two cranes and capstans or three cranes only at the most, it was necessary to take immediate steps to bring No. 1 pump into service again. The job was difficult for local repair, and it was decided to send it to Christchurch to a specialist firm in this class of work. It. proved to be a major repair, but so far indications are that a satisfactory job has been made of it, and the firm, Messrs Beadle Engineering Co. are to be commended for their efforts in carrying out the work through the Easter holidays so that shipping has not been affected in any way.

In regard to the capstans, these have given a long and efficient service, No. 1 and 2' being over 60 years old and No. 3, 4. 5,6, 7, and 8 being over 40 years old. They require continuous attending, and certain working parts are strained and require renewal. These are partly due to overloading at times, and as always happens in a coal loading berth, the rails become fouled with coal and create anything' but easy running for waggons. Heavy duty capstans are necessary for this work. The pipe lines are about 42 years old, and have given some trouble in the past year or two. The whole hydraulic system is under very heavy stresses, the nominal working pressure being 750 lbs per square inch rising to as high as 13501bs when subjected to water hammer or shock. Some of the working parts are then under loading of some 20-30 tons and this, a repeated or fluctuating load. The question of renewals or renewals or replacements is goinx to be difficult to decide. It is bound up with the electrification of the whole svstem, and this too is difficult owing to the high risk of floods coming over tiie wharf and rendering the whole system inoperative, or _ maybe causing a serious breakdown in capstan motors, plugs and switches. There is no similar wharf in New Zealand that is faced with this very real problem. It may be that a hydraulic system of capstans and electric cranes may have to be adopted. Boilers: Two units are now nearly 19 years old. Hydraulic engine No. 1 is now nearly 60 years old, and No. 2 over 40 years old. It was purchased second-hand in 1908-09. Pumps piping and accumulators are 43-63 years old. The position as I see it over the next five years is as follows: — Cranes.—Nos. 1 and 2 cranes will require replacing, and for this purpose I propose 1-12 ton electric travelling portal crane with luffing jib, which along with the 15 ton electric crane on order, will make two electric cranes and two hydraulic units. The position to be reviewed in 1953 when No. 4 crane will be 40 years old and due for replacement. The cost of above crane will probably be 113,000 to' £14,000. Power House. —A new pumping unit either electric or steam driven which can become the main power supply unit or even standby as may be decided later. This will require considerable investigation before a decision is arrived at. The cost will he in the vicinity of £6OOO-£7OOO. I would recommend that full details be obtained from overseas manufacturers immediately. It is to be noted that the 1926 report recommended that, the two accumulators be so coupled as to give duel or single operation. This has not been done and even now it may prove advisable, to provide a reserve of power.

Capstans.—These will require further investigation, and I would recommend that information from overseas be sought on totally enclosed electrically operated capstans of at least two’ ton capacity. Nos. 2 and 3 berths should he equipped with new capstans of either the above electric type or new hydraulic units, if the pumping station is to for a few years yet. Certain piping parts require renewal and enquiries have been made for a supply of piping. Replies to date are far from encouraging owing to the heavy demand on tubing of all kinds. The position will be further investigated. There remains the question of railway yard facilities. Several reports have drawn attention to the delays to shipping by the assembling of overland rail traffic in the wharf yard. There is also the difficulty of working two-wav traffic through the “bottleneck”'at Richmond Quay. Any efforts on the part of the Board to provide more than four wharf cranes will be largely negatived if no improvements to these facilities are undertaken. I consider these call for a full investigation by the N.Z.R. Department. A plan is being prepared so that the Board’s case can be gone into. Consideration of the future retention of the wharf in its present, position must also be given early attention by the Board, as much hinges on whether the wharf stays in the river or is to be abandoned in favour of a lagoon wharf. My personal view is that the present wharf structure is sufficient for the next 20-25 years, but it is for the Board to finally determine its policy in this regard. In regard to berthing facilities, the alteration to the beacon system is now being investigated so that No. 1 berth may be more readily used. THE COAL CHUTE Asked if the coal chute were working satisfactorily, Mr Kennedy replied in the affirmative. It would probably bo put into operation again in the coming week-end. it had been used to advantage on one vessel during the recent rush. Mr Kennedy was commanded by several members on his action in providing the chute.

CONDITION OF BAR Tn regard to the condition of the bar during March 1, Deputy-Harbour Master, Captain W. Harle reported: The general configuration of the harbour approaches has been of an inner bar (inside the tips); and an outer bar 800 to 900’ feet further out; with a gully of relatively. deeper sounding between. The combined effeet of rough seas, and a freshet of four to five knots on the 28th, 29th, and 30th, was to remove the outer bar, and to give an increased depth of two feet on the inner bar. Rainfall was recorded on 14 days, aggregating 7.28 inches. The general position in the report in the harbour during the month in relation to shipping read: With the shoaling of Westport bar, towards the middle of the month, Westport shipping was diverted here. No great

difficulty was experienced in accommodating this extra tonnage. Early. on the morning of March 4 a neavy i surge caused the dredge moorings j.o ; part, but as this incident , has been the subject of a special report by me, and has also been deliberated by ad hoc 1 committee, I shall not here comment; further. The s.s. Oraana, on approach-! ing her berth on the evening of the 19th, collided with the lower end of the wharf, causing some damage to the curbing and the wharf decking. DELAYS TO SHIPS Thirteen vessels were delayed in ' the port during the month through various causes. Seven delays were in instances where vessels were barbound, the remainder of the ships •losing time because of shortages of crews. The total of hours lost was 3982.