Q3 2020
ANCILLARY EQUIPMENT Focusing on the support gear
Thanks to this edition’s contributors
CALL FOR CONTENT
Are you an aspiring author? Are you passionate about the safety of your workmates? Do you have an idea for improving safety or efficiency in your workplace? We want to hear from you. Contribute to Lifting Matters’ vision of a safer industry by submitting your ideas and articles to liftingmatters@writestrategy.com.au We are seeking stories about recurring incidents, significant incidents, ideas about safer and more efficient ways of working, any prevalent issues, good reminders, anything of a safety related nature. You can submit a full article, anywhere from 200 to 1000 words, or you can send us ideas about what you would like to hear us discuss in future issues of Lifting Matters. If you’re from a business, we will mention you as a supporter and publish your logo at no cost to you. We can’t wait to hear from you!
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MISSED AN ISSUE? Current and previous issues are all available for download on our website. Visit the archives at: liftingmatters.com.au
From the Editor Q3, April - June, 2020 Welcome to the Q3 2020 edition of Lifting Matters. This quarter we are focusing on the importance of ancillary and rigging equipment in supporting safer lifting operations. Selecting the right ancillary and lifting equipment, then setting it up correctly, is just as important as picking the right crane! We take a closer look at minimum hook block weights in our feature article by CICA and explore crane rope sheave failures with Worksafe QLD. We shine the spotlight on a bespoke spreader bar designed to lift and place Australia’s longest girders at the Port of Brisbane. We also learn from a range of domestic and international incidents caused by unsafe lifting ancillary and/or related practices. This issue we catch up with the founder of an award-winning industry innovation designed to assist in blind lifts. It is fantastic to see the industry using technology and creativity to get safer outcomes in the field. As always, we hear from those working in the industry through our Operator’s Opinion and People Profile. We know that you, like us, will benefit from hearing about the difficulties associated with occupational health from the perspective of a SHEQ Coordinator. In the spirit of continual learning, we’re pleased to bring a follow up article to our June 2019 issue on load restraint, that gives
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practical do’s and don’ts of securing and arranging a load, focused specifically on New Zealand regulations so all our kiwi readers, be sure to check it out! Please get in touch with us! You can visit us on Facebook, LinkedIn or drop us an email any time. If you have an incident report, ideas about safer and more efficient ways of working, widespread issues, valuable reminders or anything else safety related, we want to hear from you. We look forward to working together to protect our people and save lives in the crane industry. Any contributions for our next edition are due by Friday 11 September 2020. We have printed glossy copies of Lifting Matters available, which we usually offer for crane cabs, cribs and mess halls. With the ongoing nature of COVID-19 we discourage sharing printed copies at this time. We can send you hard copies for all your team members or provide an electronic PDF for email distribution. Simply send us an email to liftingmatters@writestrategy.com.au with your information. Lifting Matters is available to view at www.liftingmatters.com.au, or you can subscribe to receive an email copy each quarter. Stay safe and see you next edition!
Thank you DASHELLE BAILEY, EDITOR liftingmatters@writestrategy.com.au
Contents EDITORIAL
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FEATURE ARTICLE Minimum Hook Block Weights
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INDUSTRY INNOVATION Wireless Camera Solves Blind Lifts
8
INCIDENT REPORT Box Hill, Melbourne New Zealand Incident Gallery
10 13 18
SPOTLIGHT ON Port of Brisbane Bridge Beam Placement
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TOPIC COMMENTARY Crane Rope Sheave Failures
24
SPECIAL FOLLOW UP Vehicle Loading and Load Stability
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OPERATOR’S OPINION Joseph Arriola
36
PEOPLE PROFILE Steve Smith
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HEALTH AND WELLBEING Difficulties Associated with Occupational Health
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Feature Article
Minimum Hook Block Weights Article contributed by JOHN HUMPHRIES - CICA
Incidents involving the failure of lifting wire ropes are often attributed to rope deterioration, poor quality end termination fitting or process, improper installation, or exceeding the rope’s actual capacity or line-pull. Whilst these are serious safety concerns, there are lesser known causes that can also pose risk of injury, damage, or fatality. Wire ropes can be seriously damaged if they are used with insufficient tension or hook weight. Unwanted compressive loads causing a ‘birdcage’ effect or partial unravelling of the many strands that make up a rope can damage the rope to the point that a replacement is required. A crane winch is designed to feed a rope out under tension, however, when the tension is not maintained between the winch and boom head due to insufficient hook weight or load, slack rope can accumulate at the winch. 6
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Another effect of insufficient hook weight is that the hook can be pulled up on one side, particularly if the operator is not smooth with the controls or winches up too fast before the multiple line parts can pass through the sheaves. In some cases, the hook block can strike the boom head causing considerable damage. When winching down with insufficient force to pull all the rope through the sheaves, the hook block may not lower initially, but instead drop suddenly creating a serious hazard for anyone underneath. So, how do we know how much weight is required on the hook? That depends on your crane configuration and the manufacturer’s recommendation first and foremost. Basically, the longer the boom and more line pull required for a lift, the more reeving of the rope required which effectively increases the dependence on
Feature Article
a dead weight to assist the rope running effectively. This dead weight can be referred to as the minimum hook weight. As a guide we can also use the formula G=LxMxnxF Example: 30m of boom, 25mm rope, 5 parts of line 30 x 3.09 x 5 x 1.41 = 654kgs The choice of hook block needs to be considered in the lift plan from the start. Larger hook blocks or extra hook weights (also known as ‘cheek-plates’) add more weight to the total load lifted and therefore reduce the maximum load permissible under the hook. Sometimes the crane and construction industries are faced with ‘client requirements’ that exceed current standards
and regulations for both the percentage utilisation of the cranes chart AND the allowable line pull (usually in the order of 80-90%). To reduce line pull, a larger and heavier multi sheave hook could be required. The heavier hook block reduces the maximum weight of the load that can be lifted while keeping the crane within its rated capacity. The flow-on effect is that more counterweight, a closer setup location to the load, or a larger crane is required. This would require tearing up the lift plan and starting again. Ultimately, best practice is to follow the manufacturer’s recommendations for minimum hook weights and inspect the ropes regularly for any evidence of damage. Lift plans need to factor in all requirements and standards including those of the clients. If these cannot all be met, then a rethink is required. When last minute changes are made quickly, problems occur.
These CICA Safety Bulletins, written by John Humphries are a joint IncoLink and CICA initiative. Previous Bulletins are available on the CICA website (www.cica.com.au) or to receive them directly to your inbox, send an email to john@cica.com.au to be added to the distribution list.
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Industry Innovation
Wireless Camera Solves Blind Lifts had to be of high build quality, easy to use, and functional for Operators and Riggers alike.
With a focus on improving safety within the industry, Crane Safety Products (CSP) provides high quality products that maximise the latest technologies. Having spent several years in the crane industry, Managing Director Steve Smith saw an opportunity to deliver an innovative market solution that would address the problem of performing blind lifts. Enter the Apollo M1 Wireless Camera. Steve says, “Blind lifts are a part of everyday lifting, and so I wanted to source and manufacture a camera that would be adaptable to every situation and be cost effective at the same time”. A blind lift is when the crane operator cannot directly see the load and/or personnel at any point in time during the lifting operation. Blind lifts, or a lift where there has been no lift plan prepared, increase the risk of an accident. Steve wanted to eliminate this risk, and so spent time consulting with industry – an integral part of their development process – to ensure they created a solution that worked for all. “Working with manufacturer Scarlet Tech, we have developed and redeveloped this camera system many times. At the core of our development was the fact it 8
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“We surveyed many Crane Operators globally and had our initial model trialled throughout North America and Europe. Each time we found a little more information about what would make for the best design and what features were required to manufacture a product that would be suitable at the top of its field. “Our Research & Development phase has been a three-year journey to the completed product.” The Apollo M1 has a wide-angle downward camera installed on the hook block giving an unobstructed/rigging details view. A wide-angle camera is also installed on the winch/ sides of the crane giving fullrange operational views. These are monitored in real-time from a touchscreen monitor in the crane cabin, eliminating blind spots and improving site communications. Arguably one of its greatest features, the Apollo M1 is powered by a solar charging system, meaning no downtime on initial installation or
Industry Innovation
annoying battery changes mid-operation. The wireless hook block camera and wireless winch camera also integrates with smart phone technology. Along with the wireless winch camera and 10-inch touch screen, the hook block camera comes fitted with a microphone so the operator can not only see, but also
clearly hear, what is happening under the hook when in operation. It’s a system that has been designed to suit every site requirement, and CSP hopes it will make blind lifts a thing of the past.
For more information, or to purchase or hire the Apollo M1 Wireless Camera, contact sales@cranesafetyproducts.com.au
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Incident Report
September, 2018
Box Hill, Melbourne, Australia Project
Apartment Building Construction
Cranes
Raimondi Tower Crane
• One fatality • Two injured Key Learnings • Ensure workers are not subjected to loads travelling or The Outcome
being suspended overhead
• Ensure crane assembly is completed in full and safe for operation
• Cease operations and report any unsafe work conditions
A construction company and crane hire company have been charged over the death of a 48-year old man who was crushed by a concrete-laden kibble that fell from a crane in September 2018. Two other men in their late 20s were also injured in the terrible incident, which was attended by forty firefighters and specialist urban search and rescue teams. The three men were working in a residential site pit for a new 12 storey apartment building in Box Hill, Melbourne, when the incident occurred. A Raimondi tower crane was transporting a 1.5 cubic metre skip of concrete overhead when it malfunctioned, with the bucket falling into the pit below. Two of the men were struck by the kibble and submerged in the wet concrete. Workers tried frantically to free the men 10
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Incident Report
investigations were conducted, it was determined that a missing locking pin on the hoist rope termination point was the specific cause. The crane hire company was instructed to inspect the hoist rope termination assembly on more than 60 of their cranes, with WorkSafe engaging specialist technicians to verify the safety checks before the cranes returned to service.
using shovels and planks of wood to stand on before emergency services arrived. Tragically, one of the men died at the scene. The second man was rescued from the pit and transported to Royal Melbourne Hospital in a critical condition with injuries to his head, chest, and abdomen. A third man sustained two broken arms and was taken to the local Box Hill Hospital. WorkSafe investigators suspected the incident was caused due to the failure of the hoist rope termination assembly, which connects the hoist rope to the jib. After
The crane company was further charged with three offences under the Occupational Health and Safety Act, including failure to ensure a split pin was safely inserted in the hoist rope and failure to ensure the crane was supplied and installed in a manner where its use would be safe and without risks. The construction company was charged with two offences under the same Act for failure to provide a system of work that ensured employees did not work under suspended loads and failure to provide documented information, instruction or supervision to ensure workers followed a safe system of work. LIFTING MATTERS
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Incident Report
Paul Fowler, WorkSafe Acting Executive Director of Health and Safety, stressed that “all construction companies on sites with cranes need to consider how loads could be moved without putting workers at risk”. Key learnings from this incident
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Construction companies have a duty to ensure loads do not travel over or are suspended above workers.
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Crane companies have a duty to ensure their cranes are in good working order and safe for operation.
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Workers should communicate any concerns about unsafe work environments, ceasing work until the issues have been rectified.
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Incident Report
November, 2019
New Zealand Safety Alert contributed by MinEx Two fitters were fitting a 3-tonne front axle assembly onto a loader. A spreader bar was used to allow the correct placement of the two slings on each end of the axle. Each sling was attached to the spreader bar via a 3.2 tonne rated bow shackle. To centre the axle under the bucket lift arms, the load was picked up and put down multiple times as it was manoeuvred into place. Each time the load was put down, the bow shackle on the western end (closest to camera in picture) was undone so the sling could be re-run past each of the loader lift arms before being attached to the spreader bar with the bow shackle again. Once centred, the axle was being lifted off the cribbage when the west side sling dropped, the spreader bar flung around and landed on top of the loader bucket, and the axle dropped onto the cribbing and then slid off onto the floor.
Key learnings from this incident You need to ensure that:
•
Where practical, other devices (e.g. skates etc) for moving axles into place are used that do not require the use of repeated lifts.
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Review lifting processes and where possible replace bow shackles with safety hooks.
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When lifting ensure that no-one is in the fall zone of the item being lifted.
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All workers are trained and regularly assessed as competent in safe lifting procedures.
•
You regularly inspect all equipment used for lifting.
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Incident Gallery
Incident Gallery
February 2020
Johnson County, Tennessee OUTCOME: FATALITY
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A 29-year old man died in February 2020 after equipment came loose from the Rough Terrain crane he was operating on a ranch in Johnson County, Tennessee. Contracted to move and level silos on the private property, reports indicate that the overhaul ball on the auxiliary winch line loosened, swung down, and struck the man. Despite life-saving efforts by emergency services, the man tragically succumbed to his injuries. A full investigation has been launched by authorities.
Incident Gallery
September 2019
Glasgow, Scotland OUTCOME: NEAR MISS There was a near miss in Glasgow, Scotland, in September 2019 when a supporting chain snapped leaving a crane’s load dangling precariously over the side of a hotel construction site. The Jaso luffer was using a spreader bar rigged with two inboard chain sets attached to lugs on the load, when one of the chains broke. The operator wisely stopped the operation and waited for the load to stabilise before slewing the pod carefully over the roof and lowering it to safety. The £400m Moxy Hotel development suspended lifting operations while an investigation took place. LIFTING MATTERS
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Incident Gallery
October 2019
Cleveland, Ohio OUTCOME: SUBSTANTIAL DAMAGE
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Incident Gallery
An investigation into an incident in Cleveland, Ohio, in October 2019 determined that a load was too heavy for the lifting slings used causing the tower crane to drop several steel beams 100m onto a parking garage below. The impact of the beams caused a partial collapse of the top floor, but fortunately no one was injured. OSHA fined the construction company US$39,780 for three serious violations including overloading the rigging; failing to ensure the nylon straps used to lift the steel beams were in good condition; and failing to ensure no one was working underneath the steel beams when they were loaded on the crane.
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Incident Gallery
Incident Snapshot A crane drove over a counterweight and spreader bar after it fell off the front of the crane. One of the counterweight bolts snapped due to an undetectable hairline fracture, causing the other pin to also come off. Fortunately, no one was injured, but there was damage to the tyres of two vehicles travelling behind the crane.
Counterweight bolt snaps due to hairline fracture Gateway Motorway, Brisbane
* Regular inspection of counterweight bolts will help detect any visible fractures or faults.
21 September 2018
Spreader bar bracket incorrectly pinned Gateway Motorway, Brisbane 17 March 2017
Safety pin loosens in transit 10km East Biloela, Queensland 31 March 2016
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A spreader bar fell off the back of a Franna onto one of Brisbane’s busiest motorways due to the bracket being incorrectly pinned. The operator had to stop in a safe location to retrieve the bar that fortunately did not hit any vehicles. Once lifted back into position, the spreader bar bracket was pinned through the correct hole. * When attaching a mounting bracket, always check underneath the crane to make sure the pin has gone through correct hole.
After hearing a loud grinding noise while in transit, a crane operator applied the brakes and felt the crane jump. On inspection, rough road conditions had caused the safety pin that attached the spreader mounts to the counterweight to loosen and come out. This resulted in the spreader bar dropping and going under the crane. * Replace pins with padlocks when travelling in rough conditions to prevent unwanted loosening.
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Incident Gallery
Near Miss Brisbane 14 January 2019
A crane was lifting scaffold components using a materials cage. The cage was rigged as per the client’s procedure with a safety sling from the materials cage headring to a position on the hook block (independent of the crane hook itself ). As the cage was hoisted higher, the wind began to rotate the cage causing the crane hook to swivel. Because the hook block itself cannot turn with the hook, the sling began to twist with the hook, consequently shortening the sling. This put pressure on the safety latch forcing it to open. Work was stopped and the cage was safely lowered to the ground. * Cease unsafe practice, communicate with client and review their procedure.
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Spotlight On
Port of Brisbane Bridge Beam Placement An example of good practice In August 2017, Universal Cranes was engaged by Seymour Whyte to complete the challenging task of lifting and placing Australia’s longest pre-stressed concrete girders on the Lucinda Drive Bridge, part of the Port of Brisbane’s $110 million Port Drive Upgrade. This project provides an example of good practice in utilising safe, efficient and cost-effective lifting ancillary for the job. Universal Cranes’ scope of work included planning and methodology development, lift plans and lift studies, mobilisation and operation of plant, and installation of 17 20
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girders. They collaborated closely with Seymour Whyte, ALE Transport, and the Port of Brisbane to ensure the complex job was completed within the time constraints and budget. To achieve Port of Brisbane’s key objectives on safety, efficiency and innovation, Quickcell Technology Products and Arup developed Quickcell Super Girders (QSG) designed to reach spans longer than traditional super T girders (which can only be built to a length of approximately 36m). The QSG design length of 46m provided a solution to overcome a major
Spotlight On
project risk associated with the presence of underground utilities, specifically a major Energex power line responsible for suppling the entire port area. To lift this pioneering girder technology, Universal Cranes utilised an in-house custom designed lattice boom spreader bar with a Manitowoc M16000 and MAX-ER Superlift component. The crawler was selected for its lifting capacity in combination with the MAX-ER wagon. The boom configuration used was 54m Main Boom (58 HL) with 30m Mast (No. 59A). There was 150.59t of crane counterweight and 54.43t Carbody Counterweight. The MAX-ER was set at
15m radius with the maximum 231.97t of counterweight on the wagon. The spreader bar was designed in-house, using spare boom sections from Universal Cranes’ fleet of 110t Manitowoc M12000 Crawler Cranes and fabricated end sections. The result was a light weight and strong spreader system that facilitated safe and cost-effective lifting and placement of the record length girders. The spreader bar used a conventional sling and shackle arrangement for Span 1 and Span 2 of the girders, which were the heaviest and longest of the girders installed (Figure 1). A total length of 42.52m with a Safe Working Limit of 160t
Figure 1: Rigging Arrangement – Span 1 & 2 Girders
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Spotlight On
was created using 3 x 12m sections, 1 x 3m section, and 2 x end sections. To keep the mass of the rigging down as much as possible, a combination of round slings and twin path slings of various lengths were used, joined together with bow shackles. The lattice boom design enabled quick re-configuration by removing 8 pins to replace or remove a section(s). The spreader could also be used with or without an equaliser plate option (Figure 2). This project used the equaliser plates, distributing the load evenly between the lift points on the girder. The bespoke spreader bar design weighed 5t (10t with the rigging), which reduced the total load mass by half when compared with using a conventional modular spreader bar.
120t SHACKLE
This enabled Universal Cranes to keep the required crane capacity using the M16000 with MAX-ER Superlift component.
EQUALISER PLATE
85t SHACKLES
Figure 2: Lattice Boom Spreader End
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All bridge girders were lifted into place incident free, within budget, and on schedule thanks in part to the innovative spreader bar design, resulting in a landmark, record-setting project for the longest girders ever installed in Queensland.
To keep the mass of the rigging down as much as possible, a combination of round slings and twin path slings of various lengths were used, joined together with bow shackles.
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Topic Commentary
Crane Rope Sheave Failures Article contributed by Workplace Heath and Safety Queensland Purpose The purpose of this safety alert is to highlight the risk of rope sheave failure on mobile cranes. Crane owners, crane operators and workers involved in rigging cranes should apply the principles in this alert to any crane with rope sheaves.
Background Last year in Queensland, there were two incidents where plastic (nylon) crane rope sheaves catastrophically failed. In the first incident, a plastic sheave on a 130-tonne hydraulic mobile crane failed and broke into pieces during an attempt to lift an 8-tonne load on the main winch rope (refer Photograph 1). As the sheave failed, the load dropped a short distance and applied shock loading to the hoist rope, damaging it. The main winch was rigged with three parts (falls) of rope. The sheave that failed was a top sheave on the end of the hydraulic boom. On this crane, the hoist rope passes through the top sheave and then down to a sheave on the bottom of the boom tip before passing down to the hook block. In the second incident, a plastic rooster sheave on a 180-tonne lattice boom mobile crane failed (refer Photograph 2). The crane was being used to lift a 12.5-tonne dumb barge off the back off a truck when the sheave failed. Before the crane could completely lower the barge to the ground, the hoist rope broke and the barge dropped. 24
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Fortunately, no-one was injured in either incident. However, both had the potential for more serious consequences. Contributing factors In the first incident, it appears the main reason was the hoist rope applied a side loading to the sheave, caused by misalignment from incorrect rigging of the hoist rope. Instead of the hoist rope passing from a top sheave to the sheave directly below (so that it is close to vertical), it passed from the top sheave to the third sheave along (refer Photograph 3). Sheaves are designed to freely rotate with negligible side load. It is acknowledged that when rigging a mobile crane in multiple falls (parts) of rope, there will be a slight rope angle between sheaves due to the position of consecutive sheaves. In this configuration, when the hook block is hoisted down, this angle will reduce as the sheaves move further apart. Consequently, for a given load, the side loading applied to the sheaves will
Topic Commentary also reduce. However, for a misaligned rope on the end of a crane boom, the distance between the top and bottom sheaves stays the same and the associated side loading remains constant when the hook block is hoisted up or down.
Photograph 1: Failed sheave segments (130-tonne crane) Photograph 3: Example of correct and incorrect rigging on boom head (note: rope keeper bar removed for clarity)
In the second incident, it appears the sheave may have had inadequate strength for the additional potential side loading experienced by rooster sheaves. Since the incident, the sheave has been replaced with a reinforced sheave that can withstand greater potential side loading. Action required
Photograph 2: Failed rooster sheave (180-tonne crane)
Mobile cranes are to be rigged in accordance with the manufacturer's instructions. The rigging set up should ensure when a rope passes from one rope sheave to another, the consecutive sheaves are aligned as closely as possible. LIFTING MATTERS
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Topic Commentary Potential side loading increases if, while the crane is operated, the hoist rope does not remain vertical. For example, if the crane is slewed rapidly and/or is slewed before the load is completely lifted off the ground, side loading can dramatically increase. On rooster sheaves, where there’s only one fall of rope, there can be a greater tendency for side loading due to the rapid hoisting speed, and the propensity for the crane to be operated quickly. To reduce the likelihood of side loading on sheaves, it is important all cranes are operated smoothly and in compliance with both the crane operator’s manual and safe lifting practices. If inspection shows the reeving is incorrect and excessive side load is being applied to the sheaves, the sheaves should be thoroughly inspected and, if necessary, replaced with new sheaves that comply with the crane manufacturer's specifications.
•
All sheaves should freely rotate without excessive end play.
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Damaged and worn sheaves are to be replaced.
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At the major inspection, all rope sheaves should be removed from the crane and closely inspected for both their condition and operation.
•
Sheaves should not be painted.
Information on ways to identify worn, damaged or otherwise degraded plastic rope sheaves should be requested from the crane manufacturer.
Regular inspection and service of all rope sheaves should be carried out in accordance with the crane manufacturer's instructions during the crane's periodic safety inspections.
Further information Further information can be obtained from the Mobile Crane Code of Practice 2006 via www.worksafe.qld.gov.au.
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MISSED AN ISSUE? Current and previous issues are all available for download on our website. Visit the archives at: liftingmatters.com.au
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27
Special Follow Up Vehicle Loading and Load Stability'
Article contributed by SHARON GERBER – Auckland Cranes
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Special Follow Up Following the June 2019 issue of Lifting Matters on ‘Load Restraint’, we have taken a deep dive into New Zealand regulations to compile direct references sourced from the New Zealand Transport Agency Road Code as well as the Study Guide for Driver Requirements for Class 3 and Class 5, published by MITO New Zealand and reviewed by the NZ Transport Agency. To reiterate, the correct loading of heavy vehicles is vital in the prevention of injury to drivers and members of the public and the prevention of damage to materials and equipment. Vehicle loads must be sufficiently restrained to prevent movement which may be encountered by forces arising from:
• • •
The vehicle passing over ripples and furrows in the road (undulations); Having to change direction; Braking or accelerating.
We must always remember that it takes far more force to stop a load that has started moving than it does to prevent the load from moving in the first place. Hence, it is imperative that the load is restrained to prevent movement in any direction relative to the vehicle. The grip (friction) between the load
and the vehicle deck cannot be relied on to keep a load in a secure place. The above-mentioned forces will certainly exceed the force of the grip (friction) resulting in the load to move. Therefore, additional restraint is required to prevent the load from moving. Restraints are normally provided by means of lashings secured to the vehicle chassis and load platform or by various baulking arrangements such as loading racks, headboards and chocks. Other methods of securing loads are acceptable, providing a certified engineer has approved the system and methodology. With that said, tests may need to be carried out to confirm that the security of the load meets the criteria of the designed system and methodology to be applied.
The Golden Rule: DO NOT move until the load has been restrained properly!
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Special Follow Up
Arranging a load Section C – Vehicle Loading and Load Stability of the Study Guide for Driver Requirements for Class 3 & Class 5 Driver Licences outlines good practices and essentials for placing a load on a vehicle:
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Always stay within the legal weight and size limits applicable for the specific vehicle, unless you have an overdimension permit;
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If a load sits ahead or behind the body of the vehicle by more than 1 metre, or over a side by more than 200mm, the load is overdimension;
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The vehicle must be loaded to provide the correct axle weight distributions;
•
Place or spread the load so there is a legal weight distribution. This gives you the best vehicle handling and a low centre of gravity;
•
For stacked loads, larger and heavier items should be put on the bottom or base, and lighter items on the top;
•
Heavy solid items should be restrained and put in front of the lighter items;
•
The load may have to be redistributed each time part of the load is taken off or new items are picked up to keep it stable and secure at all times.
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Note: the general rules for placing a load on a vehicle may not apply the same way in all situations. Always refer to The official New Zealand truck loading code for specific information.
Securing a load The Feature Article in the June 2019 issue covered the minimum amount of force a restraint system must be able to withstand, as outlined in The National [Australian] Transport Commission’s Load Restraint Guide 2018. The standard for 50% of the load weight in sideways and reverse directions, and 20% of the load weight in a vertical direction, is consistent with that stated in The official New Zealand truck loading code. However, the minimum amount of force a restraint system must be able to withstand in a forwards direction differs between countries, with Australian law stating 80% of the load weight and the New Zealand code stating the full weight of the load.
Special Follow Up
New Zealand
1.0W
100% of the weight of the load forwards (braking)
Australia
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Special Follow Up The official New Zealand truck loading code outlines the following do’s and don’ts when it comes to ensuring the correct loading of heavy vehicles: DON’T ✗ Overload the vehicle or its individual axles; ✗ Load the vehicle too high. Always ensure the load does not exceed the legal limit; ✗ Use rope hooks to restrain heavy loads; ✗ Forget that the size, nature and position of your load will affect the handling of the vehicle; ✗ Forget to check the load: ɐ before departing your location, after travelling 25km and at set intervals thereafter, i.e. tyre checks should be made at regular intervals; ɐ every time items are removed or added to the load during your journey; ɐ after emergency braking; ɐ after an excessively sharp/ violent turn or manoeuvre; ✗ Take risks. Always be patient (better late than never); ✗ Move the vehicle if any part of the load is not secured, not even for short distances; ✗ Leave loose items for example, wedges, lashings, chock and dunnage, etc lying on the vehicle deck once the load has been removed; ✗ Leave the platform (deck) full of dust or other fine particles.
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DO ✓ Make sure that your vehicle is suitable and in good condition for the type and size of the load; ✓ Ensure that the load anchorage points are adequate; ✓ Ensure that there are sufficient lashings and that they are in good condition and strong enough to secure the load; ✓ Remember to tighten the restraining devices; ✓ Ensure that the front of the load is abutted against the front rack or headboard, or other fixed restraint; ✓ Ensure that the load cannot move, use wedges and chocks; ✓ Make sure that no loose items can fall or be blown off the vehicle.
Special Follow Up
Restraints to combat forces The total restraint required to combat the forces that may arise during transportation will likely be obtained from one or a combination of the following:
•
Baulking arrangements: load racks, headboards, stakes in pockets, transverse beams, shoring bars, chocks and dunnage, etc.,
•
Lashings secured to the vehicle's anchor points,
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Friction between the load and the vehicle platform (deck).
Baulking The Study Guide states if the load is not placed against the headboard, it can be baulked against the headboard to stop it from moving forward. As an example, an empty pallet could be used to baulk the
load. When the load is baulked against the headboard, the combined rated strength of the restraint(s) must be at least the same as the weight of the load. This is the same as when a load is placed directly against the headboard. Note: the item used to baulk the load must also be individually secured to the load deck. Lashing The June 2019 Feature Article outlines a number of components that are utilised in direct and in-direct lashing design including: load/friction matting; load chain and binders; lashing pre-tension; and tie-down force. The Truck Loading Code states that the lashings or fastening devices, twitches and chains, cables, clamps, load binders, etc should be in a sound condition and must be capable of transmitting all the forces likely to be induced in them.
Baulk
Incorrect load position – weight is placed too far forward. This overloads the front axle and increases the risk of the rear axle locking up during braking.
Correct load position with baulking against the headboard.
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Special Follow Up The following requirements should also be met:
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The lashings or fastening devices must be properly tensioned at all times. They must be periodically checked during the journey to avoid the load moving on the vehicle platform, and to keep it firmly against the headboard or other obstacle referred to in the paragraph on baulking above. Over-tensioning should be avoided as this can overload the lashings or fastening device and weaken it.
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The restraining system should be arranged so that the failure or slackening of a single component does not render the remainder of the system ineffective.
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Lashings must not contact any sharp edges on the vehicle or load.
Incidents Sadly we still see incidents of this nature happening on a regular basis. These two examples show what can happen when there has been insufficient, or a complete lack of, load restraint. 34
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Incident 1
Figure 1: No Load Restraint
What happened? The driver allegedly only wanted to drive up the road and park before restraining the load. The deck had insufficient rubber, resulting in the load being steel on steel. The driver went over an island and the load shifted forward causing damage. Learning: Always adhere to the golden rule: DO NOT move until the load has been properly restrained!
Special Follow Up Incident 2
Always secure the load Do not start your journey without first checking that your load is secure. It does not matter how far you are going to drive the load must first be secured! If it becomes difficult to control your vehicle as you drive, this can be an indication that your load is not secure and the centre of gravity has shifted. Reduce speed gradually and stop as soon as it is safe to do so. Exit your vehicle and inspect the load. Do not drive until the load is made secure again.
Figure 2: Insufficient Load Restraint
What happened? A steel beam slammed into the back of a cab, pinning the driver, after he suddenly had to apply the brakes.
Duly note that this article should not be read in isolation and should be read inconjuction with the New Zealand Transport Agency Road Code for Heavy Vehicle Drivers.
Learning: Always ensure the load has been sufficiently restrained to prevent movement which may be encountered by forces such as sudden braking.
MITONew Zealand; Study Guide for Driver Requirements for Class 3 & Class 5 Driver Licences; Unit Standards 17575 & 17577; December 2016 NZ Transport Agency; Road Code for Heavy Vehicle Drivers; 16 July 2014.
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Operator’s Opinion
Operator’s Opinion Joseph Arriola
Joseph Arriola joined the Smithbridge Guam family nearly a decade ago as a Crane Operator. Having worked in construction since a young age, Joe knows just how important it is to couple practical and theoretical knowledge in the field.
Joe, thanks for chatting with us. Tell us a little about how you came to be in your current role?
We love hearing about the many ways people journey into crane operating! Have you personally witnessed any incidents involving unsafe lifting ancillary equipment?
I started in the construction industry when I was 18 years old. I worked my way up to be a heavy equipment operator and then a truck driver. For a couple of years, I hauled all types of heavy equipment before I got into hauling precast concrete and having cranes offload my trailer. That made me interested to see if I had what it took to become a crane operator. In 2011, I had the opportunity to work with Smithbridge and since then I've done regular routine and critical lifts for the military. I’m passionate about operating cranes!
Yes, I was shadowing a supervisor in a lift of an old coast guard boat abandoned at a dock. We didn’t know the weight of the boat and couldn’t source specs to calculate the weight. Two of the biggest boat slings were selected for the job, however these were overloaded and didn’t work. We then attempted to use wire rope slings coupled with half-moon metal pipes on the bottom of the boat to spread the pressure of the weight and reduce the risk of the wire rope cutting through. Unfortunately, this solution didn’t work either and the wire rope cut through when the boat was about a foot out of the water.
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We had no option but to lower the boat again partially submerging it in about 15 feet of water.
Operator’s Opinion
Finally, we were able to borrow the correct boat slings with enough capacity from the Port Authority and finish the job. Wow! What was the biggest lesson you took away from this? It’s so crucial to find out the weight of any object before lifting it. And if you can't lift it, don't take the risk! What is the most common action or behaviour you witness in the field when operators don’t use lifting ancillary appropriately? I have seen operators and riggers overload rigging because they don't remember how to use sling angle factors. They are simply not practicing the basic three leg rule for four point picks.
If operators and riggers understand proper rigging rules and concepts when engineering crane lifts, then it’ll reduce the risk of accidents. Do you think this is part of a wider safety issue in the industry today? For sure. I have dealt with many inexperienced people who claim to have knowledge in the crane industry. If you don’t know what you’re doing, then don't pretend. It’s far better to ask first than explain later.
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People Profile
Steve Smith
Steve Smith is the Managing Director of Crane Safety Products, a company established in 2014 with the vision and drive to improve safety throughout Australia and the South Pacific. We caught up with Steve to learn more about how the right products can ensure safety isn’t compromised on site.
Steve, tell us a little more about your current role and how that came about? I am currently the Managing Director of Crane Safety Products (CSP) – a one stop industrial and safety product supplier to the lifting and crane markets. We provide solutions that meet customers’ needs, taking the stress out of finding the right product for their applications. We found that there was no one set supplier in the marketplace that offered a large range of products with quality at the centre of everything. That motivated me to establish CSP with the best brands in the market. 38
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Steve Smith Managing Director, Crane Safety Products
How important do you think quality products are in relation to crane safety? We see the quality of a product as essential to safety in the crane industry. Whether you’re a crane owner, operator, rigger, or site supervisor, knowing that you can rely on the quality, durability, and efficiency of a product is paramount.
Too often we see cheap alternatives that don’t perform or last, leading to safety issues and downtime.
People Profile
So, how have you incorporated this safety focus into your company? We slowly developed a network of suppliers that shared our belief in problem solving customers’ issues without compromising on quality. This sounds simple but it’s taken us six years to develop the right relationships with suppliers that offer the best quality to keep your operation safe. It’s so great to hear your network has been established on that shared belief. How do you think this flows into an effective safety culture?
“Everyone, Everyday Home Safe” is the motto we like to live by. Our team have this ingrained in them which helps shape their decision-making, whether that’s generally in their day-today or when they are sourcing specific solutions. If we can do our bit to foster a safety mindset and deliver that through our products, then we have done our job correctly.
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Health & Wellbeing
Difficulties Associated with Occupational Health Article contributed by JULIAN CARMICHAEL – Universal Cranes
Health is defined as a state of complete physical, mental and social well-being and not merely the absence of disease (WHO). With the focus on physical health in high risk industries like the crane industry, the safety of employees is so important and at the forefront of most planning that the ongoing and long-term health can be unintentionally neglected. There is a high degree of ambiguity in relation to occupational health when comparing it to safety. In occupational safety, if there is an incident and a worker is injured, there is an immediate result – something tangible for people to understand and relate to. In occupational health, a person in their early 50’s may 40
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have recently started suffering from knee pain. Initially, this might be attributed to a minor incident at work or home where they twisted their knee. However, it is more likely their knee has had repeated mini trauma from work where they have jumped off steps, back of utes, in and out of trucks; or outside of work playing sport. Due to this complicated picture, how do we determine the cause and the best prevention for this injury? To understand the difficulty more fully in occupational health it is important to understand the difficulty of determining the origin or cause of the health issues. Epidemiology is the study of the distribution and determinants of health-related states or events (CDC, nd). Research in this area
Health & Wellbeing allows us to understand what variables can increase or decrease the likelihood of a heath issue occurring. There are many challenges with this field of research including long latency periods between exposure and ill-health, people more regularly change jobs or workplaces, the use of observational data instead of experimental, and the focus on populations and not individuals. These issues make it more difficult to understand the direct effect a hazard has on the health of an individual. For example, epidemiological research can show in a population of crane operators, there is a higher degree of back pain and disc disease than the general population (Burdorf and Zondervan, 1990). Further, from many long-term epidemiological studies there is evidence of increased prevalence of neck, shoulder, and back problems in populations that have had longterm exposure to vibration (Wahlstrom, 2018). Research has concluded that vibration within the crane industry is associated with the increased rate of lower back pain incidence (Krajnak, 2019). A younger employee commencing their career as a crane operator or truck driver may not fully comprehend the associated risks with the ongoing exposure to vibration. They may even be informed of the risks but because
they don’t have any pain even after a long week of work, they cannot understand the negative affect on their health in the future. When a business is aiming to provide a healthy work environment, the above factors also affect the ability to provide effective controls and interventions. A worker who has been with a company that has activity engaged workers to perform strength and flexibility exercises (therefore developing stronger bodies for manual tasks) compared to a worker who has been with a company that has not worried about worker health will have very different thresholds for manual work before getting injured or sore. The breakdown or deterioration of human bodies, or the building of strength, happens slowly over time but can have such significant impacts on worker output. Being able to educate and produce a stronger and more resilient workforce requires a company to have the resources including finance, skills, and knowledge to create and implement an appropriate health program.
References Burdorf, A., & Zondervan, H. (1990). An epidemiological study of low-back pain in crane operators. Ergonomics, 33(8), 981-987. CDC https://www.cdc.gov/csels/dsepd/ss1978/lesson1/section1.html Krajnak K. (2018). Health effects associated with occupational exposure to hand-arm or whole body vibration. Journal of toxicology and environmental health. Part B, Critical reviews, 21(5), 320–334. Wahlström, J., Burström, L., Johnson, P. W., Nilsson, T., & Järvholm, B. (2018). Exposure to whole-body vibration and hospitalization due to lumbar disc herniation. International archives of occupational and environmental health, 91(6), 689–694. WHO https://www.who.int/about/who-we-are/constitution
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Any questions? Want to support? Contact us! liftingmatters@writestrategy.com.au www.liftingmatters.com.au
Content deadline for next issue: 11 September 2020 Next issue available: October 2020
Disclaimer – This newsletter is not an exhaustive list of all safety matters that need to be considered. Whilst care is taken in the preparation of this material, Lifting Matters does not guarantee the accuracy and completeness of this information and how it applies to your situation. Lifting Matters will not be responsible for any loss, damage or costs incurred as a result of errors or omissions in relation to the material in our publication or for any possible actions ensuing from information contained in our publication. Any views or opinions represented in this publication are personal and belong solely to the author and do not represent those of people, institutions or organisations that the publisher may or may not be associated with in a professional or personal capacity unless explicitly stated.
