Crane maintenance guide covering inspection, cleaning, lubrication and safety

Section 3: Maintenance instruction
General
 Crane Maintenance is composed of Inspection,
Routine Maintenance and Repair. This Chapter
basically expands upon the topics of operating
maintenance and routine inspection of the crane.
 Inspection and routine maintenance can determine if
a crane is in a safe state, and if it is not, how to
restore the crane to a condition which establishes a
high level of confidence in its reliable operation. The
main focus of inspection and routine maintenance
includes cleanliness, lubrication, fasteners and
connections, spot-checks and periodic inspection.
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 It is basically a visual inspection combined with some
functional/detecting tests. If an adequate assessment is not possible,
disassembly of some crane parts must be undertaken to access
parts that are not visible. Chapter 3 “Repair Instructions” will illustrate
crane repair procedures in detail for components that need
disassembly and removal.
 The cautions and instructions about inspection and maintenance are
described to give a general idea of how to carry out an inspection
and a routine maintenance.
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 Cleaning
 Fastening
 Alignment
 Lubrication
 Inspection and preventative actions
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Parts Manufacturer
• In addition toReducersthis maintenance manual, ZPMC all
subcontractors have manuals relating
Motor brakes BUBENZER to their
own components. Drum brakes

To maintain these
Pump station of drum brakes
BUBENZER
BUBENZER
components, wheelplease
clamper also refer toBUBENZER
their manuals
(Table 1-1).
Pump station of wheelclamper BUBENZER
Drum coupling MADDLIA
Motor coupling BUBENZER
Headblock ZPMC
Spreader BROMMAR
Elevator Alimak
Trolley festoon system Wampfler
Speeader & HV cable reel Stemmann
Service crane ZPMC
Wire rope Bridon
Drum 、 sheave 、 wheel ZPMC
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• Before starting any maintenance or repair job, this section should
be read thoroughly and carefully in order to get clear general
ideas on maintenance safety and instructions. Safety is always a
first priority in any maintenance operation. When a crane is under
maintenance, some of its parts may be disassembled or
unstable, thus special attention must be paid. Operators and
maintenance personnel should be familiar with a crane’s
features. Before operating or maintaining a crane, maintenance
and operation instructions must be read carefully and understood
by all maintenance and repair personnel. A crane should be put
into operation only by authorized and trained specialists. Local
safety laws and codes issued by the related authorities must be
followed. Safety requirements mentioned in this manual, as well
as special safety cautions for specific maintenance tasks, are all
valid.
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To repair parts or replace components

safely, maintenance personnel must follow
the procedures given both in this manual and
the other manuals it refers to. The relevant
sections of this manual must be studied
carefully before each maintenance or repair.
3.1.1 Safety rules of operation
1. Follow the safety laws and codes issued by the local
government. Safety requirements mentioned by the
user, manufacturer and fittings supplier of auxiliary
materials are all valid.
2. Only qualified, trained, and designated personnel may
carry out repairs and maintenance on a crane.
3. The crane should be set to “maintenance” mode and
the appropriate safety methods must be used for
specific tasks.
4. Safety harnesses and other safety gear must be used
as needed when working without a safe working
platform and handrails. It is a good practice to work as
a team of at least two persons when engaging in
maintenance and repair work where there is potential
danger.
3.1.1 Safety rules of operation
5. Where inspections or work is being performed when a device
is in motion or rotation, sufficient spotters must be present
watching each worker and ready to depress an “Emergency
Stop”. Radios should be used to maintain communications with
the operator. When a person stands on the trolley during
maintenance, he must wear a safety harness and install safety
chains near the rope inspection platform. When the trolley
requires moving during the maintenance or inspection, even at
a very slow speed, the person on the trolley must stay within
designated platforms/hand-railing and pay special attention to
any potential crushing hazard.
• The repair area must be secured by closing off a wider area
and setting visible signs and symbols about safety warning to
prevent other persons from entering the area.
• During crane maintenance, hatches on the machinery house
and other places must be closed, or protected with fences.
Where inspections or work is being performed without
designated platforms/hand-railings, safety harnesses and
other safety equipment should be used.
3.1.2 Safety rules during maintenance
1. If hands must be on a rope for inspection, lubrication or for
any reason, they must be where the rope is traveling away
from a pinch point.
2. Maintenance persons should pay particular attention to
moving/rotating parts.
3. An additional person is needed to act as a spotter between
the operator and the mechanic while inspecting the rope.
4. When handling parts from the hatches on the floor in the
machinery house, protection must be installed around the
hatch with fenders before opening it.
5. Conductive parts must be switched off and secured against
reactivation.
6. Absorbing devices must be provided for leakage.
7. Protective clothing (oil and petrol-resistant gloves, protective
clothing, eye goggle, helmet, protective footwear) must be
worn.
3.1.2 Safety rules during maintenance
8. Operating and cleaning detergents and solvents must be
handled cautiously.
9. A safe and environmentally friendly release, storage and
disposal of operating and auxiliary materials must be
provided.
10.Machine parts must not be used as climbing aids.
11.Safety devices (which have been disassembled during

maintenance or testing and repair work) must be reinstalled
immediately after the end of maintenance and repair work.
12.Operating personnel must be informed before starting
special or maintenance work.
13.Screw joints which were loosened during testing and
maintenance work must be re-tightened.
14.Fastening elements and seals (e.g. self-securing nuts,
washers, split pins, O-rings and seals) which cannot be used
again must be replaced.
3.1.3 Safety rules after maintenance
1. Fault logs and maintenance check lists must be updated.
The responsible maintenance personnel must make also
ensure that the occurring faults are logged and eliminated.
2. Tools, foreign parts and operating materials left lying around
must be put away.
3. Cranes have been provided with non-slip grating walking
surfaces where possible. Many of these walking surfaces are
more than 40m high at the cab and machinery house
elevation. An object that falls from such a height to the
ground is traveling at high speed and can cause serious
injury or even death if it strikes a person on the ground. It is
everyone’s duty and responsibility to pick up any object or
debris found on the crane to avoid accidents.
4. Both the running and the functionality of components and
safety devices must be tested. Also, a functional test must be
carried out before starting operation and service again.
3.2 Cleaning
Dust, water, impurities in lubricants, and rust can erode
finishes, hasten abrasion, reduce and even destroy original
performance (like reducing braking moment, causing an
electrical system short circuit or other malfunction, causing
leaks in the hydraulic system and even damaging hydraulic
parts), and result in a total system malfunction. Cleanliness
not only maintains a friendly environment, it also results in
the superior performance of a machine and prolongs its
lifetime. In routine maintenance, passive contamination of
parts and equipment should be promptly removed and the
equipment kept tight, and free of dust, oil and dirt.
3.2.1 Major methods of cleanliness
1. Dry cleaning
2. Using cleaners
3.2.1 Dry cleaning
“Dry cleaning” means using physical methods to remove
surface contamination without water or solvent
1. Cleaners can directly remove dust and small dirt from a surface.
To create a clean environment and improve the service life and
stability of equipment, places where mechanical and electric
equipment are concentrated (like the machinery house, electric
house and cab) must be cleaned routinely.
2. Air compressors and air blowers can easily remove powder, iron
chips and other waste that has fallen from surfaces. These
devices are useful for cleaning the faying face of precision
components such as bearings and deadeyes, and removing
dust from the surface of complex-shaped parts, and electrical
elements.
3. Cleaning by machining ：
a) A wire brush or electric polisher with a copper wire brush
can be used to remove surface rust or to treat a metal
surface before replacing the paint.
b) Cleaning by machining, such as turning or grinding, is used
for re-shaping defective surfaces to remove bulges or
cavities in brake discs, brake linings and so on.
3.2.1 Method of the cleaning:
1. Using the cleaner: remove the dust and

small dirt from the body surface, usually
good for electric elements.
2. Air compressor: directly remove the powder,
iron chipping and other waste falling off from
body surface easily.
3. Wire brush: remove the flotation rust or do
the metal surface treatment before repairing
paint.
4. Machining: such as damaged brake pad or
disc.
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3.2.2 Using cleaners
Cleaners are needed when dirty oil on a surface is difficult to
remove. In choosing a cleaner, consider if the solvent or cleanser
is based on halogenated hydrocarbons like trichloroethylene and
dichloromethane. These will cause chemical reactions with
aluminum parts, austenitic steel and galvanized parts, and the
part will become oxygenized (a little water in trichloroethylene will
generate hydrochloric acid). In extreme conditions, such a
reaction will cause an explosion. A solvent or cleanser based on
halogenated hydrocarbon should not be used when cleaning the
metal parts of the crane. In addition, an acid and alkali liquor
should not be used to clean the metal parts of the crane as it will
destroy these parts directly. To cope with common dirt, cleansers
such as general gasoline bought in the market and industrial
benzene can be used. For stubborn dirt, a cleanser such as
dimethyl benzene can be used.
3.2.2 Using cleaners
Attention: Necessary protective equipment
such as goggles, gloves, masks and coveralls
should be worn to prevent injury from dust,
sharp iron scraps and even cold wind.
Attention: Some cleansers such as
methylbenzene, dimethyle benzene, acetone,
and trichloroethylene are poisonous. The
relevant information in the instruction book
must be studied carefully before using them.
3.2.3 Main cleaning
1. Cleanliness of common parts
2. Cleanliness of the electrical elements

and the system
3. Cleanliness of the hydraulic system

3.2.3 Main cleaning :
Where need cleaning

General:
1. Brake disc and pad
2. Filter of motors, fans
3. Oil of gearbox, hydraulic system
4. Clean the obstacles on the rail of trolley and gantry
5. Gantry rail where is polluted by salt water
6. Window glass of operator’s cab
7. Indicator light
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3.2.3.1 Cleanliness of common parts
1. Brake discs (braking wheel) and brake linings (brake

shoes) must be kept clean on the surface at all times. No
oil dirt, dust and rust, convex blocks, burrs or paint is
permitted. Every brake rotating pin shaft should be kept
clean and free to rotate ( Fig. 1‑2)
(Fig. 1‑2) Oil dirt

and rust on the
brake disc must
be removed
2. The cooling fan filter of a motor should be kept clean and

properly ventilated (Fig. 1‑3). The commutator on a DC
motor should be kept clean.
(Fig. 1‑3) Fan and fan filter

3. The inside of gear reducers should be kept clean. The

bottom of the housing must be cleaned when oil is
replaced.
4. The trolley running rail surface as well as both sides of
rail should be clean 。
5. The gantry running rail surface as well as both sides of
rail should be clean, with no foreign matter permitted.
6. The elevator guide rail should be clean. No foreign
matter is permitted.
7. Areas easily corroded by seawater should be cleaned
regularly.
8. Indicator lights should be cleaned if there is powder,
dust or other contamination to ensure that the operators
and maintenance personnel can identify colored lights
clearly.
9. All rear-view mirrors should be kept clean.
10. All glass in the operator’s cab, main control room and
boom control room should be cleaned frequently to
ensure operators a good view (Fig. 1‑4).
(Fig. 1‑4) glass of cabin

11.Excess grease and oil resulting from lubrication of crane

components, both as part of the lubricating activity and
following a short period of operation, must be removed.
12.Parts should be cleaned before reassembling.

3.2.3.2 Cleanliness of the electrical elements
and the system
1. Dust should be cleaned regularly from the high-voltage
transformer to avoid leakage.
2. The electric control room should be kept clean. Doors
and windows should be closed, and powder/dust inside
the control panels and other places should be
vacuumed. Pressure fans should be operating at all
times.
3. Dust collectors should be used because they easily
absorb the dust that collects on control panels and
computer screens in the electric and CMS house (Fig.
1‑5).
(Fig. 1‑5)
PLC control panel
3.2.3.3 Cleanliness of the hydraulic system
Clean oil is the life of the hydraulic system. If
impurities enter the small damping holes or a
gap in a precision component, the component
will be damaged and the oil lines will be clogged,
which will endanger the safe running of the
hydraulic system. Generally impurities enter in
several ways: unclean hydraulic oil, unclean oil
filling tools, carelessness in filling oil and doing
maintenance, impurities falling from hydraulic
elements and air or water entering the hydraulic
system.
1. Preventing contamination
a) All
b) When hydraulic
an oil cover,
oil filling
filter
tools
cover,
should
inspection
be clean holes
andortheanoiloilshould
line is be
filtered (the
removed, it must
filter should
be keptnot freebe
from
removed
air-borne
in order
dust.toThe
speedcoverupof the
filling).
oil tank To
must
prevent
not be solids
openedor fibre
until impurities
the dirt around
from the
entering,
tank cover
the
maintenance
has been removed
personneland theshould
impurities
keep gloves
at the connection
and clothinghave clean.
also
been removed after loosing the bolts (to prevent water from
entering, water can not be used to clean impurities). Cleaning
materials without fibre impurities that can drop off should be used,
and hammers with rubber impact surfaces. Hydraulic elements and
hoses should be cleaned and blown dry before assembling. The
filter also should be cleaned when the oil is changed. The type of
cleaning oil should be the same as that used in the system; oil
temperature should be kept between 45 ～ 80℃. In order to
completely remove impurities in the system, large volumes of
cleaners should be used. The hydraulic system should be cleaned
more than three times and after each cleaning, the used cleaning
oil should be drained completely before it cools down. Before
filling the system with new oil, the filter should be cleaned and a
new filter element should be used.
2. Keeping air out of the hydraulic system
Trapped air in the hydraulic system will cause elements to

pit and corrode, increasing their compressibility and
leading to operational instability. This will reduce work
efficiency and slow the machinery. In addition, the air
will also oxidize the oil and hasten its deterioration. To
keep the air out of the hydraulics, the following process
should be followed:
a). Random checks should be conducted after maintenance

and oil change once normal work has begun. (Fig. 1‑6)
shows the exhaust valve of a snag–protection cylinder
used on a girder.
Exhaust
valve
(Fig. 1‑6) Exhaust

valve of a snag –
protection cylinder
on a girde
b). 1The mouth of the inlet pipe in the pump must not
come out of the oil lever; the inlet pipe must be well
sealed.
c). For the drive axis of the oil pump, the oil seal
certified and recommended by the supplier should
be used and care must be taken with airproofing
and oil proofing.
3. Water must not penetrate the hydraulics

Excessive water in the oil will corrode the hydraulic
elements; the oil will emulsify and deteriorate,
lubricating films will lose their viscosity and abrasion
will be hastened. If the amount of water in the oil is
above normal, the hydraulics must be cleaned
thoroughly and the oil replaced.
4. Inspection of the filter element
A filter is cleaning equipment used in the hydraulic
system. (Fig. 1‑7) shows the filter of a hydraulic power
package on a girder. The degree of contamination of the
filter and the impurities on the filter element should be
inspected to provide evidence for further fault diagnosis
(Fig. 1‑7) Filter for the hydraulic
power package on the girder
3.3 Fastenings
1. Grades of fasteners
2. Inspection of bolts
3. Bolt replacement and tightening
4. Anti-loosening for bolts

3.3.1 Grades of fasteners
Although all bolts used on cranes are based on the

Chinese standard, the Chinese standard for bolts is the
same as the ISO standard. Because the bolts are also
equal to American metric bolts in specification and
quality, it is easy to find suitable bolts for replacement.
(Table 1-2) compares bolt grades for different standards.
The strength grade is usually marked on the head and
end of the bolt (Fig. 1‑8). Bolts used on a crane are
usually greater than or equal to grade 8.8; bolts of a
lower grade can not to be used in maintenance.
(Fig. 1‑8)
10.9 Grade
fastener for
structure
Comparison of the ISO and SAE (society of automotive engineers) bolts and nuts
ISO898-1 SAE J429 ISO898-2 SAE J995

Bolt Bolt Nut Nut
Grade 4.8 Grade 1 4
Grade 5.8 Grade 2 5 Grade 2
Grade 6.8 6
Grade 9.8 9
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It must to be noted that the grade classification

mentioned above is for bolts of carbon or alloy
steel; it is different from stainless-steel bolts.
For detailed information please refers to other
related data. Generally for stainless-steel bolts
with grade A2-70, nuts and washers are used
when the bolts are less than M14 in the crane;
the same grade of bolts must be used in
maintenance.
Fasteners used for metal structures should be ISO
Grade 8.8 and 10.9 (ASTM A325 or ASTM A490) high-
strength bolts. The bolt head and nut are usually
bigger than common ones; the matched bolt, nut and
two washers are supplied as a complete set. (Fig. 1‑8)
shows a set of bolt connections with grade 10.9.
There are specific requirements for bolt applications,
but only basic knowledge is offered in this chapter.
For more detailed information, please refer to the
related criteria. For bolts ASTM A325 and ASTM A490
， the 《 Specification for structural joints using
ASTM A325 or A490 bolts 》 by AISC can be referred
to. Pretightening torque, required for many bolts, is
done with a calibrated torque wrench
3.3.2 Inspection of bolts
During working cycles, bolts can become loosened. In
order to reduce stress, bolts must be pre tightened to
the set value. Periodic inspection ensures the bolts are
loaded uniformly. Bolts that have given way or been
stretched must be replaced. Inspections should be
carried out during crane downtime with visual checks or
a wrench (visual checks are more common).
1. Visual checking
2. Use of the torque wrench
3. Inspection period for fasteners

3.3.2.1 Visual checking
1. The sound of a pointed hammer hitting

the head of a bolt can indicate the
looseness/tightness of the bolt.
2. The position between the nut and the connecting
part should be visually checked (during
fabrication in ZPMC’s facility, the relative positions
of some critical nuts and connecting parts will be
marked with a marking pen). If the marking
positions have deviated, it indicates that the bolts
are loose
3. The paint film of nuts and connecting parts can
also be visually inspected. If the paint film has
fractured, the bolts should be inspected
3.3.2.1 Visual checking
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3.3.2.2 Use of the torque wrench
Hand torque wrench Hydraulic torque wrench
Electric torque wrench

A. Common fasteners
（ excluding fasteners used for metal structures ）
1. Before inspection, the crane must not be working

so that the bolts are not under working stress.
2. If needed, all the dirt and paint on the fasteners
should be removed and a thin layer of oil-based
rust remover (CRC or other similar product)
sprayed on the nut and washer. The lubricant
rust remover is ready after 10~20 minutes.
3. The original location of the nut should be marked
by a marking pen on the nut and on the joint
surface of the structure and the washer (Fig.
1‑11 ).
(Fig. 2‑11) Marked bolt
4. An initial tension of 75% of the final tension must

be applied before the final tension
3.3.2.2 Use of the torque wrench Use of the torque
wrench
5. The nut must be checked to determine if it can be
turned. Identify a loose nut with a marking pen or
paint and refasten or replace it later.
6. If needed, the bolt should be replaced.
7. Repeat the process (Steps 3-6) to inspect the
other bolt joints.
8. A rotating nut should be refastened after loosing
the bolt according to the methods given in
Section 2.4.3.3-A.
9. A non-rotating nut should be refastened
according to (Steps 10 ~11).
10.The nut is turned about 30° by a torque wrench to
loosen it.
11.The nut is refastened to its pre tightening torque
requirement.
3.3.2.2 Use of the torque wrench Use of the torque
wrench
12.All dirt should be removed and the bolts, nuts,
washers and places around the joint surface of
the structure should be cleaned with the proper
solvent and then damaged paint repaired
according to the paint repair process.
B. Fastener structures （ take the flanged

connection as an example ）
1. Before inspection, make sure the crane is stopped

and that the bolts are without working stress.
2. If needed, all dirt and paint on the fasteners
should be removed. A thin layer of oil-lubricant
rust remover (CRC or other similar product)
should be sprayed on the nut and washer. The
lubricant rust remover is working after 10~20
minutes.
3. A marking pen should mark the original position
on the nut and the surface between the
connection and the washer (Fig. 2‑11 ).
be developed by a marked torque wrench.
5. If a nut can be turned, identify it by a marking pen
or paint and refasten or replace it later.
6. Repeat (Steps 3-6) to inspect the other bolts.
7. Count all the nuts that are marked for rotation and
should be replaced.
8. If the number of the bolts marked to be replaced
exceeds 20%, replace them with the same grade
of bolts according to the process described in
Section 2.4.3.3-B.
9. If the number of the bolts marked to be replaced
is under 20%, replace each marked bolt and the
bolts on both sides of it (refer to the process in
Section 2.4.3.3-B).
10. Non-turning nuts should be refastened according
to (Steps 11~13).
11. Turn the nut about 30° using a torque wrench to
loosen the nut.
12. Refasten the nut to its pre tightening torque
requirement.
13. Use proper solvent to clean the bolt, nut, washer
and the joint surface of the structure. Then repair
the paint according to the “paint repair process”
in Appendix A.
3.3.2.3 Inspection period for fasteners
After the crane has been in operation for six months or 50000
hours of work cycles, the tightness of bolts should be checked
according to (Table 1‑3). Because the bolts are easily loosened
in the early stages of operation, a thorough inspection should
be carried out. High-strength bolts should be spot-checked
(10% for each group). If any one bolt is found loose, all bolts
within this group should be thoroughly checked. In addition,
bolts bearing vibrations or varying loads for which effective anti-
loosening methods have not been adopted should have their
inspection period shortened to avoid accidents. Electrical wiring
and the connecting bolts of small electrical parts, such as bar
wiring connections in control panels, motor wiring, junction box
wiring, various kinds of limit switches, encoders and cam limit
switches (inside and outside), usually have a smaller area and
size. Impact and vibration during crane operation can cause
these bolts to loosen. Once the bolts are loose, electrical
control will fail. Therefore, inspection of the condition of these
fastenings must be carried out, and the condition of the wiring
should be inspected periodically
3.3.2.3 Inspection period for fasteners
(Table 1‑3) ： Inspection Period for Fasteners
Inspection Inspection Inspection Period （ after
Type Period （ before the first the first maintenance ） *
maintenance ） *
Visual check Every 3 months （ except Every 6 months （ except
special sites ） special sites ）
Use torque 10% spot-checked (the the 5th,
wrench sixth month or 50000th 15th 、 25th 、 30th 、
work cycle hours) 35th year
Replace As needed As needed
fasteners
* The first maintenance here gives priority to the

expiration of the first 6th month period or the 50000th
hour in the work cycle.
3.3.3 Bolt replacement and tightening
1. Replacement standard
2. Tightening torque for bolts
3. Bolt fastening and replacement

3.3.3.1 Replacement standard
Bolts in the following condition should be replaced ：
1. Those bolts required to be replaced as described in
the above section.
2. Bolts with defects such as damage, distortion, slide
tooth, lacking tooth, corrosion, changes to screw
roughness and so on.
3. Bolts of the standard GB1228 、 GB1229 、 GB1230
ASTM325 and ASTM490 are hot dipped galvanized,
and are not allowed to be used repeatedly; they must
be replaced once they have become loosened after
being finally tightened. According to the AISC
standard, only black-finished bolts by can be reused,
with engineer’s permission. However, when adjacent
bolts are loosened by tightening nearby bolts, these
do not need to be replaced
3.3.3.2 Tightening torque for bolts
(Table 2‑4 & Table 2‑5 ) gives the tightening torque for
bolts, studs and screws. If there is no special
requirement, the data in the table can be used directly.
Pre tightening torque Mo ＝ K*Fo*d (K is the torque
factor, Fo is the pre tightening force and d is the bolt
diameter). The friction factor of the nut and washer, and
the nut and bolt changes will cause the torque factor to
change correspondingly, so even when the required pre
tightening force is unchanged, the torque factor changes.
Generally for dry connections, the torque factor K ＝
0.145; if a little lubricant or MoS2 is added, K=0.12. For
important connections, the torque factor is arrived at by a
spot check of each bolt or ones of the same connection,
and measured through experiments. Before completing
the tightening, the actual torque factor of all high-strength
bolts or other similar connections should be measured.
(Table 2‑4) Tightening Torque of Small
Stainless Steel Bolts (Grade A2-70)
Size M5 M6 M8 M10 M12 M14
Tighteni
ng
3.2 5.5 13 26 46 74
torque
(Nm)
(Table 2‑5) Tightening Torque of Major Bolts
Tightening torque (Nm) Tightening force (N)
Size
8.8s* Grade 8.8s** 10.9s * 10.9s** 8.8s 10.9s
M 12 66 54 92 76 37766 53109
M 14 105 87 147 122 51520 72450
M 16 163 135 229 190 70336 98910
M 18 225 186 316 261 86016 120960
M 20 318 263 448 370 109760 154350
M 22 433 358 609 504 135744 190890
M 24 550 455 774 640 158144 222390
M 27 805 666 1132 937 205632 289170
M 30 1093 905 1537 1272 251328 353430
M 33 1488 1231 2092 1731 310912 437220
M 36 1911 1581 2687 2224 366016 514710
M 39 2473 2046 3477 2878 437248 614880
M 42 2851 2360 4009 3318 468168 658362
M 45 3818 3160 5369 4443 585109 822809
M 48 4593 3801 6459 5346 659973 928087
M 52 5937 4913 8349 6909 787401 1107282
* = without ** = with a little lubricant or MoS2

Note:
lubrication lubrication
Torques provided in the table are only

suitable for connection surfaces without
special requirements. Bolts in these
connections only bear a pre tightening
force, and the working force is vertical to
the bolts and transferred through friction
from the connection surface. For those
bolts bearing not only pre tightening force
but also a working force, for example bolts
used in the bearing pedestal and the
motor base, the pretightening force should
be recalculated (the tightening torque is
often less than the one listed in the table).
Please refer to the relevant drawings.
3.3.3.3 Bolt fastening and replacement
A. Fastening for general bolts (excluding
structural high-strength bolts) during the first
installation or replacement. ）
1. Ensure the washer is planished and clean without
oil dirt or burrs 。
2. Clean the connecting surface of the structure and

washer and ensure the surfaces are smooth.
3. Clean the bolts and nuts.
4. Set the washer securely and ensure its plane

contacts the bolt head or the nut.
be developed. To ensure flange bolts load equally,
fasten the bolts in order from the rigid joint to the
free end or from the center of the bolt group to
around it. If the connecting steel plate warps and
the connecting bolts are fastened from the two
ends to the middle, the middle of the connecting
or splicing plate may warp and will not be secure,
causing some of the friction force to be lost (Fig.
1‑12). Mark the large hexagonal head and high
strength bolts both to identify their first fastening
point and to avoid missing them.
(Fig. 2‑12) Fastening

order of flange bolts
Tightening sequence (example of flange
connection):
(Fig. 2‑12) Fastening

order of flange bolts
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6. Fasten the bolts to 100% of the required torque.

The fastening order is similar to the first one.
Generally use two colors to distinguish the first
and final fastenings
B. Replacement of high-strength bolts for

structures （ flange connections ）
1. To ensure the same torque factor, bolts replaced

once should be from the same batch of products
2. Ensure there are enough bolts of the correct
strength and be able to apply the correct
tightening torque. Recalculate the torque
wrench repeatedly before using it.
3. Ensure the washer is planished and clean

without oil dirt and burrs
4. Clean the joint surfaces of the structure and

washer and ensure their surfaces are smooth.
5. Clean the bolts and nuts.
6. Use a new bolt to replace the old one that was

marked to be replaced and use an initial tension
of 75% of the final tension, which must be
developed immediately. Ensure the bolts to be
replaced are fastened one by one.
7. The old bolts being taken down should be

purposely destroyed to prevent their re-use.
8. After all the bolts are replaced, the final tension

must be taken for all the new bolts in the order
shown in (Fig. 2‑12).
Standard of changing the bolts:
 Damaged, deformed, corrosive bolts, or the surface roughness vary
much.
 For structure bolts according to GB1228 、 GB1229 、 GB1230 、
ASTM325 、 ASTM490 or other equal standard, normal the
galvanized bolts could not be re-used after finally tighten.
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3.3.4 Anti-loosening for bolts
It is very important to use methods to

prevent bolts from loosening. If bolts are
loosened, structural strength will be
reduced and the weakened bolts are likely
to cause danger to persons. (Table 1‑6)
gives the main anti-loosening methods for
bolts used on container cranes.
3.3.4 Anti-loosening for bolts
(Table 1‑6) Anti-loosening Methods for Bolts used on
Container Cranes
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3.4 Inspection of alignment
For rotary components such as couplings, the alignment
should be inspected periodically because coupling alignment
greatly affects both the running and the lifetime of a machine.
In a crane’s first year of service, the inspection cycle should
be shorter (once every three months) but after it is operating
stably, the inspection cycle can be longer. This inspection
mainly includes the motor coupling and drum coupling of the
main hoist, boom hoist and trolley travel drive, and the motor
coupling of the gantry travel drive. The standard of alignment
is determined by the standard of the motor alignment and the
style of coupling. (Fig. 1-13) shows the main items checked
in coupling alignment, and (Table 1-7) shows the standards
for coupling alignment.
(Fig. 1-13) Coupling alignment inspection
Standard of Alignment
(Fig. 1-13) Coupling alignment inspection
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Style of
Part Δr （ mm ） Δb Δa （ mm ）
coupling
Main hoist high-
elastic coupling ≤0.05 0.12 mm ＝ Δr
speed coupling
Boom hoist
high-speed coupling
Trolley high-speed
coupling
Gantry high-speed
coupling
Main hoist drum
gear coupling --- 10’ ---
coupling
Boom hoist drum
gear coupling --- 10’ ---
coupling
Trolley wheel cardan axis
--- 10° ---
coupling coupling
(Table 1‑7) Details of Coupling Alignment

In the first year that the crane is brought into service, the
inspection cycle should be shorter, e.g., once per three
months. After the mechanism get stable in the service, the
inspection cycle can be lengthened suitably.
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3.4.1 Redress methods for alignment of motor
and gear reducer
Use the laser alignment measuring instrument

controlled by microcomputer.
Please see the following diagram and procedures
1. Coupling needn’t be taken apart in the

inspection. The laser generatrix is fixed on the
shaft on one side of the coupling and the
receiver is fixed on the other side. (See Fig.
1-14). Both the generatrix and the receiver
should round together.
and gear reducer
(Fig. 1-14) Alignment checked by laser instrument
and gear reducer
2. Input relevant dimensions into the
microcomputer, such as the dimensions of the
motor pedestal, and the distance between the
coupling center and the motor shaft ends (Fig.
1-15) .
and gear reducer
3. Before rotating, the initial value should be reset to zero.
4. Turn both motor shaft and reducer shaft to 60°~75°
5. Both the angular deviation of δz and the radial deviation
of δy will show on the panel. The accuracy of the
readings will be up to 1μm
6. The microcomputer will automatically calculate the value
of displacement of the motor and the difference of the
shim thickness needed for an operator to re-align the
motor. The microcomputer has memory and printing
function.
and gear reducer
7. Add or reduce shims to decrease the windage in
the elevation direction; adjust the fitting bolts or
blocks on the motor pedestal to decrease the
windage in the horizontal direction (Fig. 1-16).
8. (Steps 2~7) might need repeating until the windage

meet the standard.
3.4.2 Inspecting alignment with a dial indicator
(Fig. 1-17) Alignment measure using a dial indicator

1. The indicator base is set on the shaft face of
the inner half-coupling, and the finger
contacts the other face.
2. Initially, set the reading to zero. Suppose that the starting

point is 0, then the values of δ90° ， δ180° and δ270° can
be read after the coupling rounds 270 (note the positive
and negative signs). The circumferential jumping value in
the vertical direction is ry .   180 / 2
3. The circumferential jumping value along the horizontal

central line is rz . ( 90   270 ) / 2
2 2
The maximum circumferential jumping value is r  ry  rz
4. Similar to (Fig. 1-18), the finger must contact the end
face of the other half-coupling or the surface of the
brake disk; adjust the value to zero. After turning
270, the values of δ90° ， δ180° and δ270° can be
read. And a y  ,180 a z   90   270
then by  arctga y / ,r bz  arctg a z / r .
Fig. 1-18
5. Estimate the thickness of shims under the motor

pedestal and the horizontal movement by rxand ry .
Estimate circumrotation in direction Y (the windage of
thickness between the front and back shims) as well as
the circumrotation in direction X (the windage of
a
thickness between the left and right shims) by and
b to 1.5.1.1 Step 7) and adjust the motor to
. (Refer
meet the standard .
3.4.3 Adjustment of alignment for drum couplings
1. The indicator base is placed on one side of the coupling

while the finger contacts the outer ring of the other side
of the coupling (Fig. 1-19).
(Fig. 1‑19) Alignment of

low-speed coupling with a
dial indicator
2. Initially, set the reading to zero. So the values of δ90° ，
δ180° and δ270° can be read after turning 270 (note the
positive and negative signs).
3. Measure the radius at the measure-point.
4. As shown in (Fig. 1-18), make the finger contact the end
surface of the other coupling or the surface of the brake
disk, then adjust the value to zero. After turning 270, the
values of δ90° , δ180° and δ270° can be read, and
a y  180 , a z   90   270 , then by  arctga y / r
bz  arctg a z / r
5. Adjust the thickness of the shims under the drum

bearing pedestal and the bearing pedestal position
to meet the standard.
6. Because the drums are supported by the low-speed

shaft of the reducer and in the center of it, there is
no radial deviation, only angular deviation and axial
deviation.
3.4.4 Alignment of brake-disc
1. When the brake is open, the clearances between the
two brake linings and disc should be the same.
1   2  1 ~ 1.5 mm (Fig. 1-20).
(Fig. 1‑20)
2. δ1andδ2 should not be less than the minimum value of 1mm
set for the brake (Fig. 1-20).
3. The top and bottom clearance of brake disks should be the
same, which means δ1up=δ1down , δ2up=δ2down.
4. Inspect the height of the brake to align its centerline with the
brake disc center. The deviation should not be more than
2mm. The horizontal deviation of the brake lining from the
edge of disc should not be more than 5mm (Fig. 1-20).
5. Inspect the position of the brake base in the motor axial
direction. The deviation of the centerline of disc thickness
should not be more than 0.5mm (Fig. 2-21).
6. The contact area between the linings and the disc should not
be less than 70% when the brake is closed
2. δ1andδ2 should not be less than the minimum value of 1mm
set for the brake (Fig. 1-20).
3. The top and bottom clearance of brake disks should be the
same, which means δ1up=δ1down , δ2up=δ2down.
4. Inspect the height of the brake to align its centerline with the
brake disc center. The deviation should not be more than
2mm. The horizontal deviation of the brake lining from the
edge of disc should not be more than 5mm (Fig. 1-20).
5. Inspect the position of the brake base in the motor axial
direction. The deviation of the centerline of disc thickness
should not be more than 0.5mm (Fig. 2-21).
6. The contact area between the linings and the disc should not be
less than 70% when the brake is closed
3.5 Lubrication
Lubrication is a very
important maintenance task
because it will determine the
normal service and endurance
life of the components.
3.5.1 Summary
Proper lubrication practices will help prevent premature
wear and extend the life of the components. Conversely, a
lack of lubrication will destroy components.
For example, an anti-friction bearing short of lubrication
will be damaged in a very short time. It is very important to
monitor the temperature and sound level of the
components to determine whether the components get
enough lubrication. The lubrication of wire ropes will be
described in another chapter.
Notice: All used oil and grease must be

collected and disposed of properly!
3.5.2 Lubricants
For the best result from lubrication, the type of lubricant
must be selected properly. Consistency should be
maintained on lubricants. Do not mix different lubricants
together. If a lubricant supplier, type or grade is changed,
wash the bearings, reducers, pins, and other devices
thoroughly to remove the previous lubricant. If different
lubricants are mixed together, contact the lubricant
supplier for directions.
Lubricants and grease used in a crane and

the comparison of those products are given in
(Table 1-8~10).
3.5.2 Lubricants
(Table 1‑8) Gear Lubricants
40C Name and code °C °C Location Cod

viscosity pour flash e
(mm2/s) point point
ISO 220 Shell Omala -18 238 Gantry reducer, A1
VG320 Shell Omala LPP* -27 210 Boom hoist
Shell Omala HD -48 245 reducer,
Mobil Mobilgear 630 -24 240 Hoist cable coil
Mobil Mobilgear XMP -24 272 reducer
Mobil Mobilgear SHC XMP -45 244
ISO 320 Shell Omala -18 238 Main hoist A2

VG320 Shell Omala LPP* -27 210 reducer,
Shell Omala HD -45 242
Mobil Mobilgear 630 -18 265 Trolley reducer
Mobil Mobilgear XMP -18 268
Mobil Mobilgear SHC XMP -38 242
•A lower-pour-point oil is provided specially for ZPMC.

•Note: Underlined trademark oil is provided specially for ZPMC.
3.5.2 Lubricants
(Table 1‑9) Hydraulic Lubricants
40C Name and code °C °C Location Code

viscosity(mm2/s) pour flash
point point
ISO 32 Shell Tellus -30 209 B1
VG 32 Shell Tellus T -42 242
Shell Tellus S -30 207
Mobil DTE 20 -27 220
Mobil DET 10M -45 210
Mobil DTE Excel -33 222
ISO 46 Shell -30 218 Motor room pumping B2
VG 32 Shell Tellus T* -39 246 station,
Shell Tellus S -30 218 Gantry wheel brake
Mobil DTE 20 -27 232 pumping station,
Mobil DET 10M -42 216 Back girder pumping
Mobil DTE Excel -33 226 station
3.5.2 Lubricants
(Table 1‑10) Grease
NLG Name and code Drop Working Location Co

IGra point point de
de °C °C
1 Shell Alvania EP1 185 -20~+100 Low-speed and high-load C1
1 Mobil Mobilux EP 1 190 -25~+120 sliding bearings: equalizer pins
& other pins, and hinge points.
1 Shell Alvania EP1 185 -20~+100 Wire ropes C2
- Shell Malleus GL 190 -25~+120
1 Mobil Mobilux EP 1
1 Shell Alvania RL1 180 -30~+120 High-speed bearings: motor C3

2 Mobil Mobil Polyrex 288 bearings (the lubrication of the
EM motor should follow the
standards of the motor supplier).

3.5.3 Lubricant replacement standards
The deterioration of a lubricant depends on its work

frequency and work environment.
In inspecting the lubricant or in the use of

lubrication, replace the lubricant whenever
significant numbers of any of the following
conditions are found:
1. Rubbery deterioration
2. Impurities
3. Metal powder and bad discoloration
4. Emulsification
5. Separation of mineral oil and deterioration due to
oxidation.
In addition, sample specimens in a timely manner (as follows) to
determine whether the lubricant should be replaced: take
approximate 20ml of lubricant from the machine and consult the
lubricant manufacturer or deliver it to the lab for checking.
Standards are listed in (Table 1-11). Replace the lubricant or add
additives depending on the test results (see Section 1.6.5).
Test Items Replacement Standard Test Method
kinematics viscosity variety (40oC) increase 15% or decrease 20% ASTM D 445
acid number decrease 35% or increase ≥0.4mgKOH/g ASTM D 974
normal heptane thawless ≥0.1% IP 316

sheet copper erodibility lower than Grade 2a ASTM D 130
chroma variety chroma ≥2 than new lubricant ASTM D 1500
humidity ≥0.1% ASTM D 1744
Table 1-11
1. When reducer oil is changed, drain the used oil while it is still
warm. The tank floor must be cleaned out with oil to remove
deposited silt, metallic particles and oil residue. Use the same
type of oil to maintain normal operation.
2. When bearings are re-lubricated, pump the new grease into
the oil pocket through the grease fitting, making sure to clean
out the old extruded grease after re-lubrication. During the
first shift of operation after re-lubrication, the lubricating
points should be cleaned.
3. To lubricate the motor, emergency brake, reducer and other
outsourced parts, please refer to the manufacturer’s manual.
4. Wire ropes should well lubricated at all times to prevent
corrosion and reduce friction in the rope strands, between the
wire ropes and the sheaves and/or drums. The type of
lubricant and application frequency varies with rope
construction, operating conditions and design. (Table B-1) in
Addendum B.
5. The quantity of oil/grease should be correct.
6. For gear reducers (splash lubrication), oil level should be kept
a little higher than the central level between the highest and
lowest levels because the oil level is lower when the gear
reducer is working.
7. For bearings and other sliding parts, it is natural that old
grease flows out of a seal from one side when the new grease
is pumped in from the other.
8. The oil and grease lubrication cycle has a relationship with
the condition of seals, the level of performance of machines
and the operating frequency of each part; as a result the
lubrication program contributes to the over-all sense that a
crane is functioning properly (see (Table B-1) in Addendum
B).
9. For reducers that are not used frequently, the bottom valves
should be opened at regular intervals to inspect the moisture
content of the oil.
10. When a crane is first put into operation, three samples of
used oil should be collected to analyze the percentage of
metal powder it contains and to determine the working status
of the machine.
3.5.5 Lubrication analysis and monitoring
An effective oil conditioning and monitoring program can
help extend equipment life, reduce scheduled and
unscheduled downtime, reduce maintenance costs and
extend lubricant change intervals.
The condition of the oil is very important in the
proper operation of a machine. A sample for
each component in the table below should be
taken at least once a year and analysed for
1. kinematical viscosity
2. particle count
3. moisture content (inspected by Karl Fisher method)
4. metal grains (inspected by spectroscope)
3.5.5.1 Basic principles of lubricant sampling
1. Sample from the same point every time, to the best of one's
ability.
2. Sample from a machine used regularly and sample when the
temperature of the lubricant is close to or at working
temperature.
3. Sample from the lower reaches of the work group (Fig. 1-22).
Don’t sample from:
•where there is only a small amount of lubricant or
the lubricant is not moving.
•where particles and water are congested (for
example, in a relief valve)
•at the end of a blind tube
•at the lower reaches of a sieve valve
•at the sieve jaws on the bottom of a tank
4. Don’t sample when a lubricant has just been changed.
5. Keep the sampling tool clean (dry, no particles).
3.5.5.2 Sampling tools in common use
(Table 1‑12) Sampling Tools
sampling bottle sampling canal sampling pump
sample label and sampling point label

3.5.5.3 Sampling procedure
 Oil sample test- procedure
1. install the 2. Put the 3. Draw the

bottle to the pipe into the sample oil
pump pump into bottle
5. Put the label on the bottle

and record the information
such as: date, location...
4. uninstall the
bottle and close the
cover of bottle www.zpmc.com
3.5.6 Lubrication points
(Fig. 1-28) and (Fig. 1-29) give the

component to be lubricated, the
number of lubricating points and the
type of bearings at the lubricating
point. Also see (Table 1-13).
Boom A frame M.house Girder
① ② ③ ④
⑤
Trolley
⑥
Wire rope
(Fig. 1-28) Lubricating areas

(Fig. 1-29) Lubrication Points plate
Lubrication
No. Part Name Interval Lubrication Material
Type
1 wire rope monthly coating lithium based grease
check oil lever daily, oil
2 main hoist reducer oil pool Shell Omala 320
as need
3 trolley drive reducer oil pool Shell Omala 320
as need
4 gantry reducer oil pool Shell Omala 220
as need
5 boom hoist reducer oil pool Shell Omala 220
as need
6 emergency device oil as need oil pool Shell Tellus 46
Service crane hoist check monthly, oil as
7 oil pool Shell Omala 220
reducer need
service crane travel check monthly, oil as
reducer need
Service crane cross check monthly, oil as
reducer need
check monthly, oil as
10 Cable reel reducer oil pool Shell Omala 220
need
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3.5.7 Lubrication frequency
symbol
D Daily 3M Every three months (or ～ 1000 hours)
W Weekly 6M Every six months (or ～ 2000 hours)
M Monthly ( ～ or every 300 hours) A Annually (or every ～ 4000 hours)
H According to working time (hours) or other
Abbreviation of lubrication （ Refer to (Table1-9 ～ Table1-10 ）
A1 Shell Omala 220 A2 Shell Omala 320
B1 --- B2 shells
C1 Alvania EP1 C2 Alvania EP2
C3 Refer to Motor manual
Lubrication Points Types (Abbr.) ：
Ⅰ Hydraulic Ⅱ Gear
Ⅲ Common anti-friction bearing Ⅳ Motor bearing
Ⅴ Sliding bearing Ⅵ Chain drive
Ⅶ Gear coupling or spline Ⅷ Wire rope
Ⅸ Others such as spring, seal…
 Refer to drawings/relevant independent parts

maintenance manual
Attention: For oil seal lubrication, add grease according to the directions on the
nameplate near the oil fitting to prevent excess grease from entering the tank and
mixing with the gear lubrication .
3.6 Prevention and inspection
To ensure reliable crane operation and prolong crane life, each
component of the crane must be operated correctly, and properly
maintained. To maintain the operating status and safety of the
crane, maintenance intervals are given at the end of this chapter.
Routine maintenance and inspection can begin with the following
aspects.
Inspection is used to determine if a crane is in a safe and reliable state. It
combines a visual inspection and a functional test. If these methods do
not provide an adequate assessment, further nondestructive tests must
be taken. If necessary, crane components should be opened to observe
parts that are not otherwise visible (see Chapter 3 for detailed
instructions). When performing inspection and maintenance on a crane,
appropriate preventive actions should also be taken (Table 1-14).
Abnormal temperature, sound, or vibration can be an omen of a problem,
wear or distortion. The following sections provide details.
3.6.1 Summary
Inspection Items Contents of Inspection Preventive Action
Gear Grease on gear Apply grease if poorly greased.
Gear coupling Alignment Realign if out of tolerance.
Gear engagement and wear Adjust the attachment if engagement is not
proper.
Replace if wear is excessive.
Sliding surface of bearing, Lubrication Apply lubricant if necessary so that respective
sheaves, wheel, pins, lubrication points are lubricated as required.
lever pins, etc. Wear Replace if wear is excessive.
Bolts, nuts, keys, pins, shaft Looseness Tighten sufficiently.
coupling bolts Attachment of split pin retainer Replace if quality is deteriorated.
Gear box Lubrication Add oil if level is low.
Temperature Replace if quality is deteriorated.
Sound Check abnormal sound.
Wire ropes Lubrication Apply grease as necessary if grease is insufficient
Broken wires or degraded.
Abrasion See for wire rope inspection.
Wire rope ends Wire ends Tighten loose bolts with specified torque.
(Table 1‑14) Preventative Action (Mechanical)

3.6.1 Summary
Inspection Items Contents of Inspection Preventive Action
High strength bolts, and Looseness Replace if loose.
welding for steel structure Cracks, Damage Repair if crack or damage is observed.
Brake linings Wear, Fitness of brake disc Replace if wear is excessive.
Brake discs Wear of sliding surface Repair if sliding surface is worn or rough.
Track and track clips Bolt looseness Tighten loose bolts to specified torque.
Track abrasion Replace excessively worn parts.
Track distortion Realign.
Hooks, headblocks, lock Abrasion Replace worn or cracked parts.
pins in the spreader Cracks
Sheaves, drums, idlers Abrasion Replace if wear is excessive.
Other consumables (such as Abrasion Replace if wear is excessive.
seals, bulb ） Damage Repair or replace damaged parts.
Steel structures Cracks, paint, etc. Refer to “Steel Structure Maintenance Manual.
Safety devices Any abnormity Repair abnormity.
(Table 2‑14) Preventative Action (Mechanical)

3.6.1 Summary
Cranes and their additional equipment,

especially the safety devices, must be checked
for condition and functioning depending on
their use, with special examination of:
--Emergency-stop button and control;
--Drives & brakes;
--Electrical equipment;
−Limit switches and overload protection.
3.6.2 Inspection of temperature rise
•Temperature rise is an observable phenomenon.

Maintenance personnel who properly understand temperature
rise conditions can judge the working condition of a crane. If
there are no other specifications, a temperature rise in a
bearing should not exceed 60 ºC (140ºF) and the absolute
temperature of the oil should be less than 85 ºC (185ºF). An
infrared thermoscope is commonly use (Fig. 2-30) to measure
temperature. The following locations on a crane should be
carefully inspected for temperature rise:
(Fig. 2-30)
Infrared thermoscope
1. High-speed rotation locations, such as motor bearings and
the high-speed shaft bearing of reducers mainly used in
main hoisting and trolley.
2. Heavy-load and slow speed locations: reducer low-speed
shaft bearings, drum bearing pedestals, wheel bearings
and sheave bearings.
3. Hydraulic activators: the hydraulic thruster of the brake
(especially hydraulic thrusters of main hoist and trolley
travel mechanisms); the relief valve and the throttle valve.
4. Hydraulic oil reservoirs: the multifunction pump,
emergency brake, gantry wheel brake, and sling hydraulic
units
Normally, hand touch can determine if a temperature is abnormal.
Abnormal temperature rise is often accompanied by abnormal
noise. If there is abnormal temperature, a special thermometer
should be used to measure it and to assist in finding the cause of
the temperature rise. Only after the problem is solved should
operations resume.
Generally, the causes of temperature rise are:
• Improper lubrication
• Improper gear meshing
• Bearing clearance is too loose or too tight (or bearing damage)
• Coupling alignment cannot meet the standard.
• Brakes are not fully released or not centered (one side is
released but the other side still touches the disc)
• Hydraulic thruster oil internal leakage
• Abnormal operation of the relief valve
3.6.3 Inspection of abnormal noise
The main cause of mechanical noise is vibration, impact noise, friction
noise and structural transmission. Maintenance personnel who
understand a noise change can judge the operating condition of the
crane through daily noise observation. Generally, abnormal noise can
be caused by improper gear meshing, bearing damage, loose bearing
clearances, shaft bending, loose bolts, interference, motor fan
damage, or a lack of lubrication, etc
Noise can be identified/isolated by using an industrial stethoscope.
Generally, abnormal noise and temperature rise occur simultaneously
(for example, when bearing clearance is too large or brakes are not
fully released). Therefore, timely noise inspections can prevent
equipment failure.
Noise measurement directly with the ear can damage

hearing; reduce exposure to short periods.
3.6.4 Inspection of abnormal vibration
Vibration is usually related to noise and element fatigue. During
crane inspection, close attention should be paid to abnormal
vibration, such as in the motor base, gear reducer base, and
drum support rigidity, base rigidity, bolt pre-tightening,
misalignment of motor and gear reducer, dynamic balance of
coupling and static balance of drum.
The inspection sequence is generally started with the check of

alignment (radial and axial vibrations). If the vibration still exists
after adjustment, the coupling should be removed and the
motor checked separately.
3.6.4 Inspection of abnormal vibration
After the motor and loose bolts are eliminated as causes and
the dynamic balance of couplings is checked, couplings can
be connected and the high-speed shaft bearing of the gear
reducer should be driven and checked. Generally, problems
caused by improper gear meshing and a lack of adequate
rigidity of the installation base can be detected during test
running.
If vibration occurs after a crane is put into operation for a

certain period, loss of alignment, loose bolts, excessive
bearing clearance or improper gear meshing usually cause
this vibration problem.
3.6.5 Inspection of cracks
Early crack inspection sometimes can prevent failure or
even disaster. The inspection of cracks consists of
examining the drive parts, the connecting parts and the
structural parts. Cracks are normally caused by fatigue and
happen at fatigue sources, points of stress concentration,
and places that receive repeated stresses.
1. Drive parts: drive shafts, wheels, gears, sprockets, sheaves,
couplings, braking disc, bearings and so on.
2. Connecting parts: fixed shafts, wheel shafts, sheave shafts,

structural connecting pin shafts, headblock connecting pins,
spreader twistlocks and so on.
3. Structural parts: welding seams and base material.

3.6.5 Inspection of cracks
Structural inspection can be visual, which can be judged

through the surface paint. If the base material or a welding
seam is cracked, the paint film will be also cracked. A
microscope can be used to examine pre-determined regular
inspection points. If there is any suspicion after visual
inspection, MT or UT inspection should be used. Refer to
Steel Structure Maintenance Program for details. Driving or
connecting parts can also be checked during maintenance
when they are disassembled.
3.5.6 Inspection of rails and rail clips
1. Rail installation tolerances
2. Common failures of rail supports, rail clips and rail installations
3. Trolley rail clip installation and inspection

3.5.6.1 Inspection of rails and rail clips
When designing a complete container handling system, the
problems of the crane rail track are never insignificant, and that
information is important to improving crane performance.
Rail failures to a great extent can be attributed to the improper laying
of the rail during the foundation work; or, the crane or trolley may not
be tracking accurately. If a crane is used with a curved or unlevel
runway rails, its structural members can be twisted, causing high
stresses. Accordingly, joint bolts may be loosened and the bases of
the various machines on the steel structure may be distorted,
impairing crane performance.
In order to prevent such troubles, during annual inspection,
measure the level, straightness, span, etc. of the trolley travel rail and
gantry travel rail and keep these records. Also, carefully inspect the
trolley travel rail and gantry travel rail for cracks. If measured
dimensions are not within the allowable tolerance in (Table 1-15) or
(Table 1-16), immediately repair or replace the gantry or trolley travel
rail.
Inspection Maintenance
Measuring Method
items tolerance
Transit or ≤±10mm
Straightness
piano wire [±0.393 in]
≤±5 mm
[±0.197 in]
Span (S) Steel tape
(Check every
10m/30m)
≤152±15mm
Height
[±0.59 in]
difference
Transit (152mm is original
between
dock design high
rails
difference)
(Table 1‑15) Allowable Tolerances for Gantry Rails
Measuring Method
items tolerance
Transit or ≤20 mm
Bend of rail
piano wire [≤0.787 in]
left and
LH+RH< per 30.48 m
right
Tolerance [100 ft]
Levelness In the nominal span and wheelbase of the crane, no point on any
rail should be greater that ±25mm out of the common plane
established by the other three corners of the crane.

Measuring Method
items tolerance
≤1/400
Inclination Transit (Check every
10m/30m)
Joint ≤0.5 mm
Steel ruler
difference (≤0.02 in)
Gap≤6mm
(≤0.24 in)
Joint gap & No contact even in
Steel ruler
deviation summer.
deviation≤0.5mm
(0.02 in)
Inspection
Measuring Method Maintenance tolerance
items
≤4mm
Lateral Transit or [0.157 in]
straightness piano wire (Check every
2m/92m)
≤±5
Span (S) Steel tape
[±0.197 in]
0.15% of SPAN
Difference Transit or
≤9.6 mm
in height water level
[0.378 in]
in the area without camber when there is not trolley.
Slope or Less than1/200 
in the area with camber when there is trolley with full load.
grade
*Refer to Boom and Girder structural drawings for camber information.
(Table 1‑16) Permissible Tolerances for Trolley Travel Rails

Inspection
Measuring Method Maintenance tolerance
items
Center
distance σ4≤6.0
Steel ruler
between rail [0.236 in]
and web
Difference 2≤σ5≤10
Steel ruler
between [0.08 in] [0.39 in]
boom and σ6≤1
girder rail Steel ruler
[0.0394 in]
Center
distance 0≤σ7≤0.5
between Steel ruler
boom and [0.08 in] [0.39 in]
girder rail
0.1% of span
Levelness Water level σ8≤6.4
[0.252 in]
(Table 1‑16) Permissible Tolerances for Trolley Travel Rails
3.5.6.2 Common failures of rail supports, rail clips
and rail installations

1.Rail support system:
1) Concrete supports: disintegration of the concrete (loosening of the
hold-down bolts due to grout or concrete failures).
2) Rail compaction:
a. Loosening of the bolts
b. Breakage of bolts, studs, or weld fillets
c. Elongation of holes
d. Rotation of clips
2. Rails:
1) Excessive wear or flattening of the rail head
2) Wear of rail head edges
3) Rail breakage
4) Deformation at joints caused by wheels running over gaps

Causes of deterioration:
(Fig. 1-31) shows the acting force of the trolley. Crane
operation causes repeated wheel loading on the rail
resulting in fatiguing cycles. Fatigue failure occurs due to:
① High stress in the rail support,
② Rail movements causing fatigue in the rail attachment
components.
(Fig. 1‑31) Rail under stress


Causes of deterioration:
(Fig. 1-31) shows the acting force of the trolley. Crane operation
causes repeated wheel loading on the rail resulting in fatiguing
cycles. Fatigue failure occurs due to:
① High stress in the rail support,
② Rail movements causing fatigue in the rail attachment
components. (Fig. 1-32) and (Fig. 1-33) show the main abrasion
forms.
(Fig. 1‑31) Rail under stress

(Fig. 1‑32) Side wear of rail
(Fig. 1‑33) Surface wear of rail

andstresses
High rail installations
caused by:
• Wheel flanges riding on the rail
• Compression stress due to concentrated wheel load
• Bending stress due to eccentric loading
• Lateral stress due to “crabbing”, trolley motion and
swinging live loads.
(Fig. 1‑34) “Bow wave” effect

Rail movement causes:
• Longitudinal:
• Bending of a girder under load
• Thermal expansion
• Crane gantry or trolley accelerating and braking
Lateral:
• Crane or trolley “crabbing”
• Swinging of live load
• Gantry or trolley accelerating and braking forces
Vertical:
• Rail “bow wave” effect under the wheel load
• Lifting of rail at the interface of two adjacent girders
• Twisted rails
• Rotation:
• Twisted rails
• Load eccentricity
• Steering effects of crane on rail head
3.5.6.3 Trolley rail clip installation and inspection
Inspect the bolts of rail clips to determine if they are
loose. Screw bolts down if nexessary and ensure the
exact position of studs. Details for the installation of
ZPMC trolley rail clips are given later.
1. Welding the base. Weld the base all around the
clip, using low hydrogen electrodes and 4mm fillet
welding. Spot weld first, and then weld the base. Pay
special attention to clamping the base when welding
to maintain contact with the base and prevent
upward movement (Fig.1-35).
(Fig. 1‑35) Welding a base

2. Installation of bolts and clips. Set each bolt into a hole in the
clip base, rotate it 90° and keep it securely in the wimble hole.
After confirming that all bolts are oriented corectly (pay
attention to the orientation lines in the section of bolts), install
clips and screw nuts down manually (manual tightening is
important to ensure the correct location of the heads of the
bolts in their head room.) Refer to (Fig. 1-36).
(Fig. 1‑36) Installation of bolts and clip Correct position

3. Cleaning up of base bolt hole. Clean up the rubbish (with air
pump) and slag (with welding hammer) in the base bolt holes
before setting up the clips. Refer to (Fig. 1-37).
(Fig. 1‑37) Cleaning up

4. Tighten the clip. Knock the clip slightly with a hammer to keep
close contact between the clip and the rail side, then complete
tightening of the nuts to 200Nm. Use of solvents for cleaning is
prohibited in case there will be further painting. Refer to (Fig. 1-
38).
(Fig. 1‑38) Tightening a clip

If for any reason a nut must be

loosened after mounting, verify the
correct position of the bolt shaft before
re-tightening the nut.
3.5.7 Inspection of gantry and trolley travel wheels
Gantry travel and trolley travel are an essential part of
crane operation. Therefore, it is important to maintain the
travel wheels and rails in proper condition at all times.
The following items should be checked during the daily,
monthly, and annual inspections.
1. Wear in treads and flanges
2. Flanges riding on rails
3. During traveling, both sides moving smoothly in parallel
4. Abnormal noise or vibration
5. Wear in related parts such as wheels and bearings should
develop evenly for both legs.
6. Cracks or repair weld cracks in wheels.
7. Breaks in rail flangees. No more than 3 places with scarring
with a total area of over 3cm2 and depth over 30% of the
thickness of the rail.
•After inspection, if the wear of the gantry or trolley travel wheel
reaches the values indicated in (Table 1-17) or (Table 1-18),
replace the wheel.
•The items listed above should be checked monthly and yearly

when the crane is idle.
Wheel flanges must not ride on rails as this will
increase travel resistance by up to three times
normal operation and will overload its drive
system. If flange-riding is observed, check
gantry drive coordination or the agreement of
the waterside trolley towrope length.
Severe wheel flange riding on the rail will

damage both the wheel and rail. Eliminate any
flange riding immediately.
（ These dimension are

applicable at any place in
the tread. ）
Original Wear Limitation

dimension Drive wheel Driven wheel
630 or when the difference of

630 or when the difference of the diameter
the diameter of the 2 drive
D 650 D’ of the 2 drive wheels is more than 5mm
wheels is greater than 2mm
（ 0.5%D ）
（ 0.2% D ）
h 25 h’ 35
b 145 b’ 163
a 26.5 a’ 17.5
(Table 1‑17) Wear Limitations for Gantry Wheels

（ These dimension are

applicable at any place in
the tread. ）
Original Wear Limitation

dimensio
n Drive wheel Driven wheel
615 or when the difference of the 2 wheel diameters is more than 3.5mm
D 630 D’
（ 0.5%D ）
h 25 h’ 35
b 92 b’ 107
a 27.5 a’ 20
(Table 1‑18) Wear Limitations of Trolley Wheels （ draught trolley ）

3.5.8 Inspection of other parts
1. Rope sheaves
2. Drums
3. Idlers
4. Slap blocks
3.5.8.1 Inspection of Sheave
If any of the following symptoms are found,
check the wire ropes for wear and replace the
sheave at the same time as replacing the wire
rope.
1. Damaged or deformed flange
2. Wear in a flange is 10% or more of the diameter of the wire

rope used.
3. An imprint of the wire rope lay can be observed at the bottom

of the sheave grooves
4. Wear in the sheave groove is 15% or more of the diameter of

the wire rope used (Fig. 1-39).
3.5.8.1 Inspection of Sheave
(Fig. 1-39) Limits of wear in sheave grooves
Refer to (Fig. 1-39) for

limits of wear in the sheave
groove (“d” indicates the
diameter of the wire rope
used).
3.5.8.2 Inspection of drum
Periodically check the drum groove for
corrugation and excessive wear.
Wear limit in the drum groove is 20% of the
diameter of the wire rope used (Fig.1-40).
There should be no crack in the drum groove,
wire rope connection point, or drum axis.
(Fig. 1-40) Limits of wear in drum grooves

3.5.8.3 Inspection of rope support roller
and Slap Block
Inspection of the rope support roller:
1. Confirm that rollers rotate freely.
2. Determine if the anti-friction material is peeling, aged or

worn out. A wear-resistant roller ring must be replaced
when the wear reaches 60% of its original thickness. The
worn roller ring must be replaced before the wire rope
penetrates the thickness of the roller to expose the base
metal of the roller shaft. If this happens, the wire rope will
rub against the metal and cause an abrasion failure of
both the wire rope and the roller shaft.
3.5.9 Inspection of the spreader
Because the spreader is direct involved in loading a container, its
reliability is very important. The ZPMC load-handling device manual
provides details concerning spreader maintenance standards. When
handing over a crane or taking one over, check:
1. The reliability of lock pins or shaft pins connected to the upper-

hanger and spreader.
2. The structure of the headlock and spreader to assess any

damage, poor joins or weld cracks in parts easily damaged.
Check the lubrication conditions on the slide surfaces of flex
arms and slide rails.
3. Lubrication and movement for key parts such as twist lock pins
and peak-pin, and the reliability of the twist lock pin locknut.
3.5.9 Inspection of the spreader
4. The tightness of all spreader limit-boards, the integrity of the
limiter, the correctness of signals.
5. The reliability of cable used in the spreader, and whether there is

damage to one part.
6. Abrasion and damage to the head of the spreader twist lock.
7. Damage to the spreader guide-board.
8. Oil leakage in the spreader hydraulic system, and the oil level in
the tank.
3.5.10 Inspection of hook and twist lock pin
The hook and twist lock pin become weaker and

more susceptible to cracking due to the wear and
hardening caused by extended use. Perform the
following inspection once a year.
Repairing damage in a hook and twist

lock pin by welding is not permitted.
The failed part must be replaced if it is
unrepairable.
3.5.10.1 Inspection of hook
Perform a magnetic flaw or die check. After inspection,
immediately make appropriate repairs or replacement
(Fig. 1-41) :
1. Any bending or twisting of 10.
2. Any distortion causing an increase in throat opening of 15%.
3. Any wear exceeding 10% of the original section dimension of the hook
or its load pin.
4. Any self-locking hook that does not lock.
5. Any latch that does not close the hook throat.
6. Repair of cracks, nicks and gouges must be carried out by a
designated person by grinding longitudinally following the contour of the
hook (provided no dimension is reduced by more than 10%).
7. Deformations or cracking on the screw segment of the tail of the hook.
3.5.10.1 Inspection of hook
(Fig. 1-41) Annual check of cargo hook
3.5.10.2 Inspection of twist lock pin
Perform a magnetic flaw detection or die check. Repair or

replace parts when these conditions occur:
1. Cracking, crevasses or hairline cracks on the face of the head of

the twist lock pin, shaft or the connect point of the lock head;
2. Damage or wear in the head of the twistlock pin;
3. Deformation or cracking on the screw segment of the tail of the

pin.
3.5.10.2 Inspection of twist lock pin
(Fig. 1-42) Annual check of twist lock pin
Always Inspect areas A

and B with special care!
3.5.11 Inspection of the hydraulic handspike brake
Brakes should be inspected periodically as follows:

1) Brake lining and brake disk must be clean and not covered with
oil dirt.
2) The arm bars of the brake must be flexible.
3) The belleville spring must be intact or hydraulic oil will leak into it
through the inspection window of the brake cylinder. Repair or
replace the failed part if a break or leak happens.
4) The limit switch push rod must be free to move and have the
correct action.
5) If the worn thickness of the brake lining is over 40% of the
original thickness of the friction material, a new brake lining
should be installed.
3.5.11 Inspection of the hydraulic handspike brake
Caution! A hydraulic handspike

brake cylinder has a special internal
structure and proprietary connecting
technology. Attempting to dismantle
it will cause injury from the collapse
of the spring. Replace a faulty
cylinder as one piece.
3.5.12 Inspection of the brake disc
Inspection of a brake disc is very important to the safety of crane
operation.
Periodically check the brake disc for contamination. Any oil or

grease on the disc must be immediately cleaned with detergent or
solvent.
Check brake disc surface roughness. If a disc is damaged, scored

or cracked, or if anything is found as shown in (Table 1-19), the brake
disc should be replaced.
CAUTION! Any grease on a

brake disc will cause a
substantial drop in brake torque.
3.5.12 Inspection of the brake disc
(Table 1‑19) ： Standards for Changing Brake Disks
Boom hoist Main hoist

Main Trolley Boom
emergency emergency
hoist drive hoist
brake brake
Brake disc
30mm 30mm 30mm 40mm 40mm
thickness
Wear limitation 27mm 27mm 27mm 36mm 36mm
Convex or concave
2mm 2mm 2mm 3mm 3mm
disc surface
Wear thickness should not more than 40% of base thickness.
Brake lining wear Interface between brake lining and brake disk should not less
limit than 75%. Brake linings with altered faces or that are old should
be replaced.
3.5.13 Inspection of shaft and axle sleeve
Some parts of the crane, such as stay bar pins and the
handle pins for gantry anchoring, are equipped with
shaft+axle sleeves (copper sleeves commonly, sometimes
copper sleeves with plumbago lubrication). The pin and
bushing must be well lubricated and rotate relatively freely.
Relative rotation always occurs between bushing and pin.
Bushings should remain fixed in the housing, so wear should
occur on its outer surface. Abrasion of the shaft and axle
sleeve are measured as follows:
Sort according to the type of wear in (Fig. 1-43).
(Fig. 1-43) Shaft hole

wear
1. Symmetrical wear
2. Wear induced by unilateral load
3. Wear induced by bi-directional load
4. Wear only on both sides (measure while the hole is worn).
1. Replace the worn axle sleeve
2. To deal with the worn shaft holes:
1). bore the hole after repair welding
2). enlarge the diameter of pin, axle sleeve, and shaft hole
3). replace the axle sleeve
If bushing wear reaches an amount shown in

(Table 1-20), replace it.
(Table 1‑20) ： Wear Limits for Bushings
D Diameter wear Original diameter Diameter wear

Location
(mm) limitations (mm) (mm) limitations (mm)
10~24 0.8 - -
25~40 1.2 - -
41~60 1.6 - -
- ф90/ф70 ~/ф72
61~100 2.0
- ф85/ф70 ~/ф72
101~160 2.5 - ф180/ф120 ~/ф122.5
- ф200/ф180 ~/ф183
161~250
stay bar ф260/ф230 ~/ф233
3.5.14 Inspection of oil seals
If leakage is found at an oil seal, it should be checked for:
1. The appropriate seal at the leakage point
2. Damage to the brimseal from a keyway, spring,

screw, rough surface or the edge of a shaft
3. The seal being set in the opposite direction.
4. Deformation of the seal caused by setting it with

the wrong tool.
5. A plugged venthole.
3.5.15 Bearing unit inspection
Determine the state of the bearing housing during
operation, then if abnormality is observed, take the
following measures:
1. If vibration is found:
If the vibration is severe, first check the retaining bolts
and verify that there is no looseness between the
bearing unit and the installation base, and tighten the
bolts as necessary. If vibration still remains, check for
other rolling element vibration such as a bent shaft. If
no abnormality is found, replace the bearing unit
(since excessive clearance due to wear inside the
bearing is now suspected).
2. If abnormal temperature rise is found
If the temperature of the housing rises over 20C
(36F) after subtracting the ambient temperature, take
the following actions:
① Check for any causes of temperature rise, such as
a lack of relief clearance due to the overloading of
the one-side free bearing.
② If no abnormalities are found, replace the bearing
since a severe initial state of bearing damage is
suspected. A temperature rise accompanied by
abnormal noise is considered to be a sign of
developing damage. Replace the bearing
immediately in such a case.
3. If abnormal noise is found:
① Measure the bearing block temperature. If the
temperature is less than 20C (36F) after subtracting
the ambient temperature, check the retaining bolts for
looseness and verify that there is no looseness
between the bearing unit and the installation base.
Tighten the bolts if necessary.
② If the abnormal noise remains after following (Step 1),
immediately replace the bearing, based on the
abnormal noise and the importance of the machine.
Slight wear appears on the track surface and/or rolling element
of the bearing
Becoming noisier
Foreign materials inside the bearing
③ Measure the bearing block temperature. If the

temperature is over 20℃ (36℉) after subtracting the
ambient temperature, replace the bearing unit since
peeling of the track surface or rolling element is
suspected.
3.5.16 Inspection procedure for key and keyway
The key and keyway suffer various kinds of damage
according to the their usage. If any damage is found
on inspection, immediately replace the key. The
damage types and their cause are as follows:
1. Shearing of the key (Fig. 1-44)
The key can be sheared if an excessive torque
greater than the key strength is applied. The keyway
can often be deformed as well. Re-cut the keyway
and install a key with superior hardness.
(Fig. 1-44) Key shearing

2. Cracking of the keyway (Fig. 1-45)
Stress concentrates on the edges of the shaft or the keyway
in the fillet engaged with the shaft. Therefore, cracks may be
caused by abnormal torque greater than the strength of the
parts.
If the condition remains, the crack may be enlarged,
resulting in keyway damage or shaft failure.
(Fig. 1-45) Cracking of the key groove

3. Wear of keyway side (Fig. 1-46)

4. Fatigue and deformation may result if excessive
torque is applied to the keyway sides and abnormally
high surface pressure is repeatedly exerted on the
keyway sides.
(Fig. 1-46) Wear of key groove side

3.5.17 Inspection of consumable parts
Consumable parts are those which may be depleted or
worn out by use of the crane but are not covered by
product guarantees. During crane maintenance, these
consumable parts listed must be inspected:
1. Wire ropes for abrasion, wire breaks and other damage. Refer to the
relative provisions in manual.
2. Oil leakage from gear seal rings.
3. Braking shoe abrasion.
4. Carbon brushes of conducting ring (such as DC motors and spreader
cable reel slip rings).
5. Kryptol for trolley rail and wheel lubrication.
6. All lamp bulbs.
7. Spare fuses for availablity.
8. Filters.
9. Vulnerable parts, such as spreader flippers.
3.5.18 Inspection of steel structural members
The structural integrity of the crane

requires that no attachments or
fixtures of any kind be welded to any
part of the crane without the prior
written approval of the responsible
Structural Engineer.
For more inspection information.,
refer to the Steel Structure
Maintenance Program
In order to maintain a crane in good condition, continuing
inspection is very important. When damage occurs to steel
structural members, a crane may be unusable and require
detailed inspection. Not only is there the possibility of machine
damage, but also of human injury from accidents.
Deformation of steel structural members may be caused by

improper usage of the crane, the development of cracks, or
loose bolts.
The operating procedures and regular inspections described in

the container crane operation instruction manual must be
followed.
Inspection and diagnosis methods for metal structure
1. Inspect and assess a metal structure by using both your senses
and your experience:
Check to find out whether the hinge points and the
interconnecting pieces run smoothly and flexibly, whether there
are abnormal noises and blockage, whether there is good
lubrication or severe wearing, whether the center axle has
movement and so on.
Check the bolt connections to eliminate loosening.
Check the main connections and welds for paint irregularities,
spalling or weld cracking.
Check the components to find out wide-spread or local
deformation and bending, folding twisting and damage.
2. Periodic inspections through non-destructive detection

should be carried out for the welding of FCM pieces (for
detailed information, refer to STRUCTURE AND
MAINTENANCE MANUAL for QUAYSIDE CONTAINER
CRANES).
3. Use the electrical logging stress method to test the

strength and rigidity of the metal structure. Through
careful and quantitative inspection, make a scientific
judgment on the working condition of the metal structure.
The following items should be paid close attention:
1. Deformations, corrosion, cracks, and loose bolts, at the time of
the regular inspection (daily, monthly, and annually).
1. The deformation of a steel structure can degrade the alignment

of the machinery installed on it, increasing operating noise, and
causing improper engagement of the gears, and other related
problems.
2. If some deformation of steel structures, cracks, loose bolts, or

other problems are observed, immediately report to the service
office, and repair the problem under the supervision of
structural engineers.
4. To prevent corrosion of the steel structure, clean clogged
drain holes. Repaint areas if there is any indication of
rusting. Corrosion will reduce the thickness of the
structural members, increase member stress, and can
create cracks. In order to inspect cracks in structural
members, thoroughly remove the rust and paint from the
area, then conduct the appropriate testing.
5. The lubrication of the stay bar pins is essential to keeping
the stay bars sound. If rusting of the pin occurs on the
stay bar friction surface, the additional bending moment
will be increased on the bar and may cause cracking.
Periodically remove old grease and refill the part with new
grease.
3.5.19 Inspection of all safety protections
Safety protections should be checked before any work
1. Regularly inspect the braking torque and set-up of
all brakes. Make a practical plan to periodically
verify the braking torque and all slow-down limit
switches and over-travel limit switches. Ensure that
the positions of all encoders and the functions of all
interlock protections are correct.
2. Safety inspect the elevator according to its manual
。
3. Regularly inspect the hoist over-travel limit
switches and the hooks of service crane.
4. Visually inspect the all buffer mountings and wheel
stoppers for reliability.
3.5.19 Inspection of all safety protections
5. Replace any missing or illegible warning sign.
6. Refer to Chapter 1 to learn the working conditions of
crane safety equipment like the boom stowage
device, the gantry anchor, tie-downs and so on.
7. Check the function of the operator’s cab, and check
the headblock for cracking and loosening parts.
Check ladder rails for loose or deformed bolts.
Never tamper with any safety

protection devices. They are for
your own safety!
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Section 3: Maintenance instruction

own components. Drum brakes

To repair parts or replace components

11.Safety devices (which have been disassembled during

1. Using the cleaner: remove the dust and

1. Cleanliness of common parts

2. Cleanliness of the electrical elements

3. Cleanliness of the hydraulic system

Where need cleaning

1. Brake discs (braking wheel) and brake linings (brake

(Fig. 1‑2) Oil dirt

2. The cooling fan filter of a motor should be kept clean and

(Fig. 1‑3) Fan and fan filter

3. The inside of gear reducers should be kept clean. The

(Fig. 1‑4) glass of cabin

11.Excess grease and oil resulting from lubrication of crane

12.Parts should be cleaned before reassembling.

2. Keeping air out of the hydraulic system

Trapped air in the hydraulic system will cause elements to

a). Random checks should be conducted after maintenance

(Fig. 1‑6) Exhaust

3. Water must not penetrate the hydraulics

3. Bolt replacement and tightening

4. Anti-loosening for bolts

Although all bolts used on cranes are based on the

ISO898-1 SAE J429 ISO898-2 SAE J995

It must to be noted that the grade classification

2. Use of the torque wrench

3. Inspection period for fasteners

1. The sound of a pointed hammer hitting

Hand torque wrench Hydraulic torque wrench

Electric torque wrench

1. Before inspection, the crane must not be working

(Fig. 2‑11) Marked bolt

4. An initial tension of 75% of the final tension must

B. Fastener structures （ take the flanged

1. Before inspection, make sure the crane is stopped

* The first maintenance here gives priority to the

2. Tightening torque for bolts

3. Bolt fastening and replacement

Size M5 M6 M8 M10 M12 M14

M 14 105 87 147 122 51520 72450

M 16 163 135 229 190 70336 98910

M 18 225 186 316 261 86016 120960

M 20 318 263 448 370 109760 154350

M 22 433 358 609 504 135744 190890

M 24 550 455 774 640 158144 222390

M 27 805 666 1132 937 205632 289170

M 30 1093 905 1537 1272 251328 353430

M 33 1488 1231 2092 1731 310912 437220

M 36 1911 1581 2687 2224 366016 514710

M 39 2473 2046 3477 2878 437248 614880

M 42 2851 2360 4009 3318 468168 658362

M 45 3818 3160 5369 4443 585109 822809

M 48 4593 3801 6459 5346 659973 928087

M 52 5937 4913 8349 6909 787401 1107282

* = without ** = with a little lubricant or MoS2

Torques provided in the table are only

2. Clean the connecting surface of the structure and

3. Clean the bolts and nuts.

4. Set the washer securely and ensure its plane

(Fig. 2‑12) Fastening

(Fig. 2‑12) Fastening