14. starptautiskÄ konference 2012 - Latvijas JÅ«ras akadÄmija

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Proceedings of 14th International conference „Maritime Transport and Infrastructure - <strong>2012</strong>”EXPERIENCE OF TECHNICAL INSPECTIONS IN BALTIC PORTS ASPART OF PORT STRUCTURES LIFE CYCLE MANAGEMENT SYSTEMAleksei Usanov*, Victor Burovenko***GT Projekt AS (GT CORPORATION), Tartu mnt. 65, EE-10115, Tallinn, Estonia, E-mail:aleksej.usanov@gtcorporation.com*GT Projekt AS (GT CORPORATION), Tartu mnt. 65, EE-10115, Tallinn, Estonia, E-mail:burovenko@gtcorporation.comAbstractOptimal maintenance of port structures based on a Life Cycle Management approach is one of themain tasks of ports technical staff. Maintenance procedures and well-timed repairs of port structuresbased on periodical technical inspections, could ensure uninterruptible usage of port quays andincrease benefits from port work.KEY WORDS: port structures, quays, inspection, life cycle management (LCM)Introduction to LCM Principles for Port StructuresIn general terms Life Cycle Management (LCM) is a management approach to infrastructureconstruction to achieve cost effective functionality and quality and to enable a port to generatemaximum direct and indirect income for minimal Whole Life Cost (WLC).Port authorities are interested in the behaviour of the civil engineering elements of portinfrastructure, particularly with respect to the financial, technical, safety and environmental decisionsto be taken during the life-time of the structures.It therefore follows that to avoid unexpected large-scale rehabilitation measures and costlydowntimes as a consequence of neglected periodic maintenance, a systematic planning and budgetingof maintenance activities is necessary.Port quays are considerably expensive and are planned to be in use for a long period of time -usually 50-100 years. Quays are designed for heavy environmental influence such as frosting, melting,salt sea water influence, tidal and ice effects, water movement. Maintenance of port structures,especially underwater inspection of technical condition and underwater repairs demand a specialexperience, equipment and methods.Port structures are subject to a life cycle management, LCM will contribute to a realisticapproach of maintenance policy, including decision-making, planning, budgeting and funding ofinspection and repair activities during the life-time of port structures such as wharves, quays, jettiesand breakwaters.In practice there are many situations where time or budget are far from optimum solutions. Forexample port owners may not wish to expend additional money on an adaptable or re-useablestructure, or may not have the funding to choose more durable or easier maintainable alternatives.There are four phases of LCM: planning and design, construction, operation & maintenance(including inspection, evaluation and repair), re-use and/or disposal. In this article we will focus onoperational and maintenance phase of LCM. The operational and maintenance phase relates on the onehand to operational activities and commercial use of the facility and on the other hand to inspection,evaluation and if deemed necessary appropriate repairs.Financial Aspects of MaintenanceIf during the lifetime of a structure it is put out of use due to problems related to the quality ofconstruction, inspection or maintenance activities, physical damage and/or obsolesce, there will bepartial or total loss of income from the asset.40
Proceedings of 14th International conference „Maritime Transport and Infrastructure - <strong>2012</strong>”Indirect costs will occur if during the lifetime of a structure it is partly or totally out of use dueto lack of quality, poor inspection or maintenance, excessive damage due to impact forces caused byuse or mother nature. Such periods of non-usage could result in loss of benefits / income or damage toequipment and could even lead to claims from third parties. Other indirect costs associated with shortorlong-term downtime can include associated downtime of industrial facilities depending on the port,or permanent loss of customers to other ports. The above direct and indirect costs or financial risks canand will be faced at any time during the lifetime of the structure.Considering maintenance generally distinction is made between preventative and correctivemaintenance. Preventative maintenance will normally be carried out on a regular programmed cycle,with each year’s program being similar to the previous. Examples would include drain cleaning,repainting of metal structures, fender maintenance etc. In spite of the routine maintenance program,defects may occur and be of such nature that e.g. loss of loading capacity, collapse, or loss of safetyhas to be prevented.Traditionally it has been difficult to quantify maintenance costs for future years, possibly foras long as 25 years in advance. In many cases, the lifetime cost of maintaining the infrastructure, willbe a percentage in the order of 10-25% of the original investment.Technical inspection of port structures is a main part of theirs maintenance program and theonly way to predict collapse of structures due to all reasons caused by enironmental factors such asmaterial deterioration and to possible mistakes done during designing and construction phases.Technical personnel are usually responsible for appropriate maintenance of port structures.But, in fact, underwater part of structures is not easily accesible for inspections. In a very few casesports have an own diving group or technical personnel educated for diving works and some outsideorganisations with diving facilities have to be involved in maintenance process for execution ofunderwater inspections.Effective maintenance management typically involves a team approach. A designatedmaintenance manager is usually assigned to oversee the program. The oversight role involvesscheduling and prioritizing of activities and generating required reports to management and otherstakeholders.In addition to the manager, the maintenance management team typically involves engineeringinspection and design staff. Often these are the same individuals. The inspectors collect the requiredinformation in the field and produce subsequent reports while the designers prepare plans andspecifications for repair of facilities.Inspectability - Important Characteristic of Port StructuresThe ability to inspect a structure easily and efficiently, either on a periodic basis or as theresult of an extreme event, promotes the inspectability of the structure. Examples of typicalinspectability include:• Avoiding the use of buried elements such as anchorages in bulkhead walls. The structuralcapability of such elements may be very difficult to assess• Building in to the structure monitoring instruments to enable this activity to be continuousor intermittent but on a regular basis• Including a gap at the top of the back row of piles in a pile supported marginal quay suchthat inspectors can gain visual access to the most vulnerable area of these piles• Avoiding the sitting of structural members near to the waterline such that access for asmall boat to the underside of the structure is blocked• Ensuring generous pile spacing to enable an inspection boat to gain access beneath theupper structure of the quay• Promoting ease of access for inspection of structures for security checks• Ensuring the design can easily accommodate a special inspection vehicle for remotesections of the structure.• Where unavoidable promote the ease of use of inspection by divers or Remotely OperatedVehicles (ROV)41
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14. starptautiskÄ konference 2012 - Latvijas JÅ«ras akadÄmija

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