December 11, 2014 2:00 PM – 3:00 PM EST
Hear from Jim Headley, CEO of Crane Institute of America, and Steve Fryer, NCSG’s Manager of Training on how they deploy simulators to assess and build real skills. Learn how these industry leaders applied objective and consistent learning methodologies with simulation-based training.
Simulation-training gets proven results – faster time to competency, skilled and safe operators, and more effective assessment. If you are interested in improving your training methodologies and measuring operator skills then this is a must-attend event!
Jim Headley, CEO of Crane Institute of America
Steve Fryer, NCSG’s Manager of Training
Paolo Paoletta, CM Labs Simulations’ Industry Solutions Manager
The thought of an OSHA Compliance Office visiting a construction site may make some cringe.
OSHA released a ‘directive for enforcing requirements of the Cranes and Derricks in Construction standard.’ The purpose of the directive is to give OSHA personnel a basis on how to conduct their inspections at construction sites when equipment covered by Subpart CC are present.
The items outlined below are just the minimum a Compliance Office follows during their inspection. The officer can include items in the inspection from other applicable requirements if the reason for the inspection is a fatality, compliant/referral inspection, or if a hazardous condition is present.
- Are ground conditions adequate, including support/foundation, matting, cribbing, blocking, etc?
- Is there visibly apparent need for repairs of equipment?
- Are nearby power lines energized; what is the voltage; what is the crane’s working area; and what are the encroachment prevention procedures?
- Is a signal person used and do they have documentation of qualification, electronic or physical?
- Is the qualified signal person the one communicating with the operator?
- Are lift plans being followed, if used?
- If hoisting personnel, who determined it was necessary?
- Are meetings being conducting for working near power lines, A/D work or hoisting?
- Is all available rigging equipment compliant?
- Are load charts and OEM manual’s available for the specific equipment used?
- Is the operator qualified, trained and competent?
- Are equipment and wire rope inspections being conducted; by whom; and are they qualified?
- Are safety devices and operational aids functioning?
- Are there any visual deficiencies of hoisting equipment, components and load line?
- How is weight of load determined?
- Are qualified riggers being used for A/D work and when in the fall zone?
- Who is the A/D Director and are they present?
- Are oilers and mechanics qualified; are they communicating with the operator; and are...
Does it Come with a Parachute?
Ruthmann, a German-based company, brags they manufacture the world’s highest reach Aerial Lift with a distance of 328 feet. The Steiger TTS1000 is a Vehicle Mounted (trailer) Aerial Lift that is used to get personnel on tall things like wind turbines.
Reaching these kinds of elevations is possible by utilizing several features found on Telescoping Boom Cranes. The base is a telescoping boom with a telescoping luffing jib. There is a personnel basket attached to a short fixed length luffing jib. The telescoping luffing jib can be positioned in line with the telescoping boom for maximum reach. The short luffing jib can luff 180º to better position the personnel basket .
Genie and JLG are competing for the world’s highest reach Extensible (telescoping) Boom Aerial Lift at 185 feet so far. The big difference in height has to do with how the aerial lifts function. The Steiger is setup level on outriggers with a long span giving it a lot of resistance from turning over. In comparison, the Genie and JLG Industries have far less resistance to turning over because they are expected to travel around the job site and they are setup on tires.
Video Source: Ruthmann Steiger
Read more about the Steiger TTS1000 on enr.construction.com.
Hoisting submerged objects is always difficult, but when it’s a priceless Civil War relic that has been submerged for 136 years, difficult doesn’t begin to describe the process needed to make this lift!
The H. L. Hunley, a Confederate-made submarine, sank several vessels during the Civil War before it too sank in 1863 near Charleston, SC. In August 2000, it was raised using a 600 ton lattice boom crane mounted upon the jack barge Karlissa B.
The rigging was by far the most difficult part of the task. First, a steel frame was fabricated to encompass the length and breadth of the Hunley. Thirty-two nylon, web straps were hung from the frame running under the keel to support the full length of the submarine. Each strap was equipped with a bag filled with liquid foam which hardened it take the shape of the keel. All thirty-two straps had a dynamometer attached so as to measure and adjust the tension.
Hoisting the Hunley and frame without damaging it was no easy task either. With the barge secured to the sea floor by its jacks, providing a stable platform for the crane to operate, the Hunley was hoisted. The process was slow as it could only be hoisted a few inches at a time so its movement through the water would not crush it. Finally, the frame was laid softly and safely on the transport vessel that was being tossed by waves.
It was a very delicate process, but in the end, the Hunley made out safely and was taken to the LASH Conservation Center in the Old Charleston Navy Base where it was submerged during the archeological survey & excavation for twelve years. It is now located at Warren Lasch Conservation Center in North Charleston, SC.
Self-erecting tower cranes run the risk of tipping much like mobile cranes.
In some cases, self-erecting tower cranes are replacing mobile cranes because of their efficiency in travel and set-up. Self-erector set-up is similar to mobile crane set-up. Both require firm, level ground with extended outriggers or stabilizers. Counterweights must be installed per the manufacturer’s specification like most modern mobile cranes.
Unlike traditional tower cranes, which experience structural failure if overloaded, self-erectors are more likely to tip over. However, like mobile cranes, self-erectors are difficult to turn over because of their large structural design factors and required load chart safety margins.
Our Tower Crane Operator & Inspector covers hammerhead, luffing, and self-erecting tower cranes.
See also Flat Top Luffing Tower Crane.
Cranes are intended to be set-up on firm, level ground. The rules change when cranes are placed on a ship or barge. Cranes mounted on unstabilized, non-jacked ships can create a major problem.
As a barge mounted crane lifts a load, the barge will push down into the water creating list or trim, causing the crane to become unlevel. Special load charts are available that compensate for up to 5°. Additional ballasts or counterweight are required to level the barge so as not to exceed the 5° allowance.
While the heavy lift vessel, BBC Coral, was commissioning her cranes, something went wrong. The two cranes mounted on the deck were being load tested by lifting a ballast pontoon. The pontoon dropped, half on the deck and half on the dock, ripping one crane from its pedestal.
Learn more about the importance of proper load testing procedures in our Mobile Crane Inspector program.
Lifting massive vessels weighing hundreds of tons is no easy job.
Oil refineries and chemical plants use large, high pressure vessels in their refining process. To upright these vessels requires two lifting devices: a lead, hoist, or head crane and crane or tailing crane.
Both the lead and tailing cranes should have enough capacity to be able to lift the entire vessel on its own. To do the job, both cranes can be mobile cranes, or the lead crane can be a gantry while the tailing crane can be a mobile crane or hydraulic gantry. The process of lifting such a large, awkward load, requires both cranes to lift the horizontal vessel off the ground. The tailing crane moves the load so the lead crane can lift it vertical.
Also see Creative Solution to a Difficult Job
Killed – two workers in California when their personnel basket fell nearly 80 feet.
OSHA has strict requirements regarding hoisting personnel. If these requirements are followed, such accidents should cease to happen. The actual cause of this particular accident is still unknown to the public as the OSHA report will take time to surface. Early speculation is that the hook failed or the basket came off the hook.
Hooks used in personnel hoisting operations “must be capable of supporting, without failure, at least five times the maximum intended load applied” according to OSHA 29 CFR 1926.1431(g)(3). In simple terms the hook will withstand a 500% overload before it will fail at which point it will bend, not break. On a crane as large as the one used in the operation, the weight of the heaviest personnel basket and its contents should not come close to the yield point of the hook.
This begs the other question, how could the master link for the bridle supporting the basket come off the hook?
OSHA requires hooks used for hoisting personnel “must be of a type that can be closed and locked” (1926.1431(g)(1)(i)(A)). Closing the hook’s throat would prevent the basket from coming off the hook. Now let’s assume the hook was not equipped with a latch or the latch was defective.
- The weight of the basket should keep the master link in place in the bowl of the hook.
- For the basket to come off, an upward force would have to be placed on the master link. This could cause the master link to slip over the hook tip.
- An upward force could be generated by hitting an object with the personnel basket.
Purchase Mobile Cranes and Rigging handbook set by Jim Headely and read...
Crane Institute Announces Plans for New Programs
August 4, 2014 (Sanford, Fla.) — More than 15 Training Specialists for Crane Institute of America recently met at Crane Institute’s headquarters for Annual In-Service Training in order to provide the best possible customer experience. All Training Specialists are certified and qualified through Crane Institute of America. The training session includes refreshers on the latest equipment and changes to regulations.
The training meeting included a conference call with Crane Institute Certification’s (CIC) Executive Director, Debbie Dickinson, to learn more about OSHA’s proposed delay of crane operator certification requirements. CIC submitted viable solutions to OSHA with the intent to satisfy the agency’s concerns over employer responsibility to qualify workers. Subsequently, an industry coalition, including CIC, was formed to represent the interests of the crane industry.
In other news, Dickinson reported three states have or will adopt language requiring certification or licensing by crane type and size. These include California, Washington, and New York. Finally, she announced the launch of two new CIC certifications; Service Mechanics Truck and Lift Director.
New Programs and Resources
Crane Institute of America announced to its Training Specialists new programs currently in development. Two new training courses for people involved in crane management are set to be released in Fall 2014. The new Lift Director and Lift Planner courses are designed to prepare students for the CIC Lift Director Certification Exams. In addition, look for a course for Assembly/Disassembly Director in 2015.
Also new is a metric version of the handbook, Rigging, available for purchase on Crane Institute’s online store this September.
Crane Institute now has a public LinkedIn group, called Crane and Rigging, for those in the industry with related questions. Crane Institute Training Specialists offer a credible source...
Something went terribly wrong while three cranes were moving the bow section of a ship in a Mississippi shipyard. One crane overturned and several workers injured.
Cranes are designed to smoothly lift and move loads within their capacity with the boom tip directly over the center of gravity of the crane’s load. When multiple cranes are working together, they share the load, but neither have the load positioned over the center of gravity.
As you can imagine, things become more complicated when three cranes are working in tandem, because the movement of a load has to be perfectly choreographed. In this case, the only safe maneuvers made would be to hoist, lower and travel. Hoisting and lowering shouldn’t be a problem as long as each crane’s share of the load is within its capacity. However, traveling induces dynamic forces on the cranes because they don’t travel in perfect synchronization. Like all equipment, cranes travel at random speeds no matter how careful the operators are to synchronize their speed. Being off by a small amount causes what could best be described as a pushing and shoving match between the cranes.
Industry accepted lift planning models for multiple crane lifts would require that no crane be loaded beyond 75% of capacity. This 25% safety margin is used to compensate for the dynamic forces.
Attend our Mobile Crane Operator training to learn safe operating practices.
Read more at Heavy Lift News